Driving in LA is a strange mix of sitting still in hellish traffic and driving flat out on the best roads in the world. Get on one of the highways at the wrong time and it’ll take you three hours to go 30 miles, but hit the canyon roads to the North or East and it’s easy to forget that you’re within mere miles of the most populous metropolitan area in the country. The G8 GXP excels in both environments.

In the city it’s easy to drive and comfortable, belying the potential of its performance. LA’s rutted concrete highways and constant construction fail to upset the suspension or disturb the peace of the quiet interior. Keep it below 3,000 RPM and, with the aid of its anonymous styling, you’ll probably avoid speeding tickets too.

But after four days spent trying to keep my temper in check in traffic it was time to head for the hills. More specifically Deer Creek Road in Malibu. Mostly first and second gear hairpins with no guardrails and 500-foot drops into rocky gorges, it’s not the kind of place you’d typically want to drive a traditional GM product. But it is the kind of place you’ll want to drive this GXP.

This isn’t just some overpowered muscle car, the GXP can seriously handle. Throw it into a sharp corner and it’ll hold its line tightly without even a hint of understeer; pushing the tail wide on exit with the immense torque before rocketing down the short straights. Nothing in here feels wallowy; instead the overall impression is of lithe performance.

That’s thanks to lower, stiffer FE3 suspension over the 2008 Pontiac GT’s FE2 setup. GM tuned the handling, as is the fashion these days, on the Nurburgring, where the engineering team set an unofficial fastest time of 8 minutes and 30 seconds. That’s a similar suspension setup to the CTS-V, with which the GXP also shares its Brembo front brake calipers and Tremec 6060 6-speed.

Of course, the GXP isn’t all perfect. It doesn’t have SatNav (based on an Aussie-market Holden, the screen violates some pointless US angle regulation and the G8 is too small a production run to reengineer the interior) and the interior isn’t up to the standard of contemporary European or Japanese competitors. But with an estimated MSRP of $37,000 (excluding gas guzzler tax and destination, figure $40k to drive it off a lot) we’re prepared to forgive those foibles and instead concentrate on the performance: 0-60 comes in 4.7 seconds and it’ll run the quarter in 13.0 seconds at 108mph. All while carrying five people and plenty of their luggage in comfort. Fuel mileage is estimated to be 14 MPG city, 20 highway.

So where does BMW come into this? There was a time when — before exclusively focusing on overweight, overcomplicated, boring-to-drive, ugly cars — that it produced vehicles that rightfully deserved the “Ultimate Driving Machine” title. They were simple, well-engineered and put driving first. They had solid, well-built black plastic interiors, manual transmissions and pretty big engines driving only the rear wheels. They don’t any more. They used to combine practicality with fun in just the right proportions. They don’t any more. This Pontiac does. So do the Cadillac CTS, the CTS-V, the G8 GT, the Corvette and the best car in the world, the ZR1. But, unlike even the old BMW, all of the above are, for their classes, very affordable. GM isn’t just the new BMW; it’s better than that.

This review has to come with a slight disclaimer. The G8 GXP is scheduled to go on-sale in February. At this point, we don’t know for certain if GM will still be in business then. I’m not of the opinion that GM and its counterparts are the wisest place to invest our tax money, nor do I entirely believe their apocalyptic forecasts of job losses and economic collapse should we allow them to go out of business. I'm wearing my Save GM T-Shirt for one reason and one reason only: If they're going to keep making cars like this, I really want to keep driving them.

The conversion kit includes a new hood, hood latch, hood insulator, front bumper fascia, upper grille, front bar fascia and fog lamps. All the badges will cost you extra, but by our estimation are well worth the extra $150. The price of a full upgrade? $1,990 for the base G8 or $3,880 to convert your GT into an HSV model. [via Autofiends]

Another glut of cheap gasoline, a marked change in GM's fortunes (like winning the lotto — in all 50 states) or a management shakeup could rapidly result in a wave of new rear-wheel-drive Pontiacs, including a next-gen G8. Those are the least-likely options, however. In the short term, don't discount the effect a Chrysler purchase might have on the Pontiac brand; GM could decide Dodge has more performance credibility than Pontiac — and we wouldn't necessarily argue — resulting in the Excitement Division getting dumped for Dodge. Crazy talk, but these are crazy times. [Edmunds Inside Line]

With the Pontiac G6 in refresh limbo and a probable Pontiac G5 based on the Chevy Cruze, it's a hard to argue the case for an all-rear-wheel-drive lineup at the moment. MotorAuthority contradicts an earlier GM statement saying we wouldn't be seeing the Pontiac G3 in the US. They go one step further and imagine a car between the G3 and the G5 — we're no rocket scientists, but "G4" is a good bet for a name. So, lets count it all up: No rear-wheel-drive lineup and a rebadged Aveo? We don't like this story; put it back. [MotorAuthority]

Jalopnik Snap Judgment: When we speculated on the success of the Pontiac G8 ST with only a big honkin' 361 HP V8, we wondered aloud if a V6 option might not make a lot of sense. Given the disintegration of the full size truck market, and a largely unserved compact truck market, a 3.6-liter V6-powered El Camino G8 ST could be a huge success. Is it wrong that we're almost more excited about a well designed V6 in the truck-car than the tire melting power of a V8? Note we said "almost."

Along with the press release on the official name of the Pontiac G8 ST, GM's press team released a bevy of photos of the new ute from the brand all about the arrowhead. Pontiac marketing director Craig Bierley told us Pontiac "didn't really have ST as the name when we engaged in the process" but the press photos from last night display a remarkable similarity to the original shots released back in March. Do they make you wonder whether perhaps "ST" was going to be the name all along, regardless of what entries were received? All we know is we're still in mourning over the loss of the El Camino name.

In addition to the news on the name, we're hearing from our friends at G8 Nation that Pontiac is now considering an additional power plant offering aside from the 361 HP 6.0-liter V8 power plant that is found in the Pontiac G8 GT. It's no surprise then that this new engine would be the same 3.6-liter 256 HP V6 found in the G8 V6 sedan, giving it the same 17/25 mpg fuel economy as the V6 sedan.

Yes, yes, we know the arguments for why the V6 engine makes sense. It has something to do with commercial viability. Whatever. We want a sports ute, and we want it now.

So while it really doesn't make us all that happy to hear V6's may make it back under the hood, we'll be more than willing to ignore that if the name is what we always thought it should be — Pontiac G8 El Camino.

...We still intend to offer the six-speed manual transmission as an option on the GXP model released late this year, however we have no current plans to offer the manual tranny on any other G8 model. It's possible there was some confusion over the GT vs. GXP...

[G8nation]

What if the G8 El Camino was simply a Pontiac G8 variant, like Mustangs Bullitt and the California Special? Albeit on a more complex, but still platform produced scale. GM let everybody who wants one get a copy during a couple years of production, then phase it out when demand falls only to introduce a new variant — the G8 wagon. We see this as a brilliant theory, but we have some ideas to add here.

We can see the market for truck-cars going one of two ways, the direction Lassa points at — a complete niche for enthusiast buyers, or, breaking out like gangbusters. Why would we say that? Because of the economy. It's no secret the housing market is taking a dirt nap, some markets have seen a decline in home values as high as 20% in the last year. GM knows housing sales are the biggest indicator of light truck sales trends, and the sharp decline in that segment across the board in the last two quarters backs that up. The midsize trucks currently in place are as large as full size trucks two decades ago, and their fuel economy credentials are slipping badly. With gas prices on the rise, and environmental consciousness coming into vogue, there's a possibility, though admittedly small, that GM may actually be first to market with a hot new segment, efficient trucks.

Certainly the current iteration with it's 361 HP V8 is not fuel sipper, but we're betting the V6 already for sale in Australia would be an easy option to incorporate if demand was there. Heck, the Solstice sourced Ecotec 4 cylinder would probably fit nicely in that car. So say what you will about GM's Pontiac G8 sport truck, you may feel that it's folly, but people have to haul stuff regardless of the price of gas, and GM knows this too. So in the end, GM can show it's enthusiasts the love as well as take the option to capitalize on a market should the opportunity arise. [Trends of the Motor Variety]

Bob's response: "Well, I personally like the name, it has instant name recognition". We're considering nominating Mr. Lutz as Vice President of Jalopnik's Awesome Division. Perhaps we'll put his name in the masthead under the title of "El Camino Loving GM VP". Now that we know we have a man on the inside, the momentum is going to be inevitable.

PONTIAC ANNOUNCES THE 2009 G8 GXP

High-Performance Flagship Combines Progressive Design and Powerful Performance

NEW YORK - Today Pontiac announced the flagship of its GXP performance series, the G8 GXP high-performance sedan, at the New York Auto Show. This 2009 model will join the Solstice, G6 and Torrent GXP models in Pontiac dealerships in late 2008. The G8 GXP takes the G8's responsive driving experience, refined passenger environment and aggressive good looks to a new level. It also delivers an enjoyable driving experience, thanks to a 6.2L V-8 that produces in excess of 400 horsepower.

"More than just raw power, the GXP delivers the sophisticated yet exciting driving experience that enthusiasts expect in a car costing far more than the GXP," said Jim Bunnell, Buick-Pontiac-GMC general manager

Engine performance

The heart of the G8 GXP is the 6.2L LS3 small-block V-8, currently rated at 402 horsepower (300 kW)* and 402 lb.-ft. of torque (546 Nm)* pending final SAE certification. This engine is the newest member of GM's small-block V-8 family. It features a revised, larger-bore cylinder block, high-flow, L92-style cylinder heads; larger-diameter pistons; unique camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; and high-flow fuel injectors.

The LS3 engine has an aluminum cylinder block with cast-in-place iron cylinder liners. Larger bores help create a 376-cubic-inch displacement. The block casting also features revisions and machining in the bulkheads to enhance its strength and improve bay-to-bay breathing. New pistons were designed for high-rpm performance.

New, high-flow cylinder heads aid engine breathing and are based on the large port and valve design found on the LS7 engine and other GM L76 engines. The larger-capacity, straighter intake port-design optimizes intake flow to the combustion chamber, an effect augmented by large valves, measuring 2.16 inches (55.0 mm) on the intake side and 1.59 inches (40.4 mm) on the exhaust side.

Pending final testing, the G8 GXP is expected to deliver 0-to-60 mph performance of about 4.7 seconds, and a quarter-mile time of 13.0 seconds at 108 mph.

Six on the floor

A new six-speed Tremec TR6060 manual transmission is optional on the G8 GXP. This next-generation manual smoothly transfers the engine's power and torque to the rear wheels with a reduction in shift throw. The transmission features a host of refinements including premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth.

The standard Hydra-Matic six-speed 6L80 automatic transmission is technologically advanced and robust. It uses a clutch-to-clutch operation and an integrated 32-bit transmission controller to deliver smooth and precise shifts. The six-speed has a generous 6.04:1 overall ratio that enables a "steep" first-gear. The result is strong launch acceleration along with "tall" overdrive ratios that lower engine rpms for better fuel economy and reduced noise.

A 3.27 final drive ratio comes with automatic-equipped GXPs, and a 3.70 gear is matched with the manual transmission. A limited-slip differential is standard.

High-performance suspension

The G8 GXP rides on the G8's 114.8-inch (2915 mm) wheelbase with wide front ( 62.7 inches / 1,592 mm) and rear ( 63.3 inches / 1,608 mm) tracks. The four-wheel independent suspension is fully adjustable and is tuned for the highest performance in the G8 family. The GXP's ride and handling was developed and validated on racetracks and highways around the world, including the famed Nürburgring racing circuit. It rewards the driver with sharp, immediate responses, as well as a well-balanced road feel during spirited driving.

The suspension employs a MacPherson strut design in the front and a four-link, coil-over-shock design in the rear. A direct-acting front stabilizer bar, decoupled rear stabilizer bar and lateral ball joints on the rear suspension deliver increased lateral stiffness for more responsive handling. The front suspension features fully adjustable caster, camber and toe; the rear suspension has fully adjustable camber and toe, for more precise tuning.

Steering and brakes

The steering rate for the GXP is tuned to provide immediate response with definitive driver feedback. Like the G8 sedan and GT, the GXP's steering box is located ahead of the front axle line for a quicker, more direct feel.

The Brembo braking system matches the GXP's boost in performance with an equivalent increase in stopping power. The system includes 14-inch (355 mm) vented front and 12.76-inch (324 mm) rear disc rotors, with special quad-piston alloy calipers in front. The alloy calipers on the rear brakes have single-piston actuation. The four-wheel disc brake system includes standard anti-lock brakes and traction control.

Wheels and tires

The GXP rides on 19-inch polished aluminum wheels with a special machined face. Performance-oriented summer P245/40R19 tires are standard, and a comparable all-season tire is available. Combined with the suspension and steering enhancements, this setup gives the GXP exceptional cornering grip.

Exterior styling

The G8 GXP exhibits strong Pontiac design cues. A unique front fascia with a lower splitter and a distinctive rear fascia diffuser contribute to its sporty look. The dual-port grille, fog lamps, bold wheels and confident, wheels-at-the-corners stance are all unmistakably Pontiac traits.

Interior amenities and comfort

The G8 GXP's interior is driver-oriented with aesthetic and tactile details like instruments with a sporty appearance that match the car's performance. Interior materials consist of satin and chrome trim and high-quality textured materials throughout. The instrument cluster glows with crisp, white light on the primary instruments. Pontiac's signature red lighting illuminates the rest of the instrument panel cluster.

Standard comfort and convenience amenities include:

* Highly bolstered two-tone sport seats with color-coordinated gauge cluster and GXP embroidery
* Leather-trimmed steering wheel and gear shifter
* Power-adjustable front seats
* Fog lamps
* Alloy sport pedals
* A 230-watt Blaupunkt audio system
* XM Satellite Radio

The seats offer firm support to hold occupants in place during aggressive cornering. The standard heated leather seats were designed to deliver excellent comfort during long drives. They are available in Ebony or an Ebony/Red two-tone.

Safety

Maintaining the G8's tradition of a full suite of standard safety features, the G8 GXP includes:

* Four-wheel disc brakes with ABS and traction control
* Electronic stability control
* Seat-mounted thorax air bags and dual-stage frontal air bags for front passengers, with automatic passenger sensing system
* Roof rail side-impact air bags for both seating rows
* OnStar

# # #

Since Roo's are pests in Australia like deer and antelope here, and not of the cuddly belly-pocket toting icons they are in the US, making sure your Holden wins in a fight is more important than looks. Of course, depending on your perspective it does look pretty badass. We've got a shiny new nickel that says this ride has never done a donut in its life. [DigiAds]

We're not going to spend a whole lot of time talking about the under-pinnings of the Pontiac G8 sport truck as it shares virtually everything but the nose, hood and interior with its brother from down under, the Holden Ute. We'll let the press release and video from PickupTruck.com handle that job. For the moment, yes, it's built on the same rear-wheel-drive platform also shared with the G8 ST's four-door non-truck brother, the 2008 Pontiac G8 GT. Fitting, don't you think, since Australia has picked up the wild-child mantle the US of A seems to have laid down as of late — and what a wild child this is. The G8 sport truck boasts the same 361 HP 6.0-liter V8 found under the hood of the Pontiac G8 GT. Plus, the sport truck will lose much of the rear weight we've been told hampers the true tire-squealing abilities of this born-down-under import so we expect once behind the wheel, we'll in no time be bathed in the glorious clouds of tire smoke billowing from beneath the six-foot cargo box. Pontiac even claims a 5.4 second 0-to-60 time and unlike it's crude Malibu-based forefather, the latest pickup car will sport a modern independent suspension and fat rubber all around. Getting sideways will still be the most fun way through a corner, but we're betting it will be a lot less suicidal now with this new Pontiac G8 El Camino. But like we said, we already knew all this. No, the real story is how we're going to make GM call this the "El Camino." We've been told Pontiac will have a special website set up in just a few short hours to allow enthusiasts to submit their suggestions and we're hoping to rig the vote.

We've spoken with a number of high-ranking officials with the General and all tell us they'd support a Pontiac El Camino if it's what "the people" want. Who knows why they didn't just call it that in the first place. Perhaps they were scared of pissing off purists who could never see a non-Chevy El Camino. Perhaps they were concerned how it would fit into the General's grand alpha-numeric numbering marketing scheme for their "performance brand." Whatever the reason, let's show 'em how wrong they were. This is an opportunity for you, the readers of Jalopnik, to rise up and truly make this the most amazing day in the history of this site — the day the El Camino returns! If you're a lover of the hoonage, defender of the truck car, and a member of the Jalopnik nation, you'll follow the link below to let GM know you want a name this car begs for. Do it for the mullet, do it for your country and our way of life. God bless America! Vote El Camino!
[Click through the graphic below to the Pontiac site and remember to vote early and vote often!]*

All Photos Copyright Chris Doane / Jalopnik
Video Copyright Mark Arnold / Jalopnik
*We kid, only vote once. But feel free to take this button and add it on your own site to remind people to "Vote El Camino!"

Video courtesy of PickupTruck.com

PONTIAC INTRODUCES SEGMENT-BENDING G8 SPORT TRUCK

NEW YORK - The 2010 Pontiac G8 sport truck blurs the line between cars and trucks and is creating an all-new segment in the North American car market. This dramatically different vehicle blends the sporty handling of a performance coupe with the cargo capabilities of a light truck.

Based on the all-new Pontiac G8 performance sedan, the newest member of the G8 family has a longer wheelbase and a cargo bed suitable for either work or recreation. The G8 sport truck significantly stretches Pontiac's commitment to style and performance and is expected to arrive in dealers' showrooms in late 2009.

"Pontiac has never shied away from offering segment-defining vehicles, going back to the original GTO," said Jim Bunnell, Buick-Pontiac-GMC general manager. "There's simply nothing else like the G8 sport truck on the road today, and we definitely believe that there are customers who will be excited by its distinctive design, performance and cargo capabilities."

Consumer named

Another unique aspect of this new vehicle is the fact that it will be named by a consumer. Beginning today (March 15, 2008), consumers can visit www.pontiac.com/namethiscar and submit their name ideas. "As an important part of the G8 family, we know that 'sport truck' doesn't fully describe the vehicle's ability to blur the lines between sports car and truck," said Craig Bierley, Pontiac marketing director. "Because its fans will surely be as unique as the vehicle itself, we're giving them a voice in selecting a name that reflects its appeal." The winning entry will be announced April 15.

Design

The G8 sport truck maintains the same sporty exterior design as its namesake sedan. Flared fenders wrap around the 18-inch wheels and give it a wide, confident stance. The roofline has a coupe-like profile that reflects the vehicle's performance pedigree.

The doors, roof and exterior panels aft of the B-pillars are unique from the G8 sedan. One-piece outer body panels give the vehicle a sleek appearance. Wrap-around taillamps and fully concealed tailgate hinges add to the sculpted look. A color-coordinated, soft tonneau cover conceals and protects items in the cargo bed from the weather.

Performance

The sport truck draws its strength from the same powerful 6.0L V-8 engine used in the G8 GT. It puts out 361 horsepower (270 kW) and 385 lb.-ft. (522 Nm) of torque. The combination of a six-speed automatic transmission and Active Fuel Management technology provides both car-like fuel economy and an unexpected 0-to-60 time of 5.4 seconds.

While these performance numbers are respectable by sports car standards, the G8 sport truck offers flexibility unlike that of a sports car. A 73.9-inch (1878 mm) cargo bed has 42.7 cubic feet (1208 L) of cargo space and a durable composite bed liner. It also can carry a payload of more than 1,074 pounds (488 kg) and tow a 3,500-pound (1,600 kg) trailer.

Structure

The G8 sport truck is based on the same rear-wheel-drive architecture as the G8 performance sedan. However, the sport truck's body structure was reinforced in key areas to support its cargo and towing duties. More than 60 new components were added to strengthen the structure. Compared to the sedan, the 118.5-inch (3,009 mm) wheelbase is approximately four inches longer and the overall length is six inches longer.

Suspension and wheels

A four-wheel independent suspension with electronic stability control delivers confident handling, whether loaded with weekend home-improvement supplies or towing a pair of personal watercraft to the lake.

The steering box is located ahead of the front axle line for a quick, direct feel. The sport truck's front stabilizer bar is one mm larger than the sedan, and the rear suspension has been enhanced to support payloads without adversely affecting handling.

The G8 sport truck rides on 18-inch machine-faced aluminum wheels with a P245/45R18 summer performance tire. All-season tires are available. An optional Sports Package includes 19-inch machine-faced aluminum wheels with P245/40R19 summer performance tires.

Brakes and steering

The sport truck shares the G8 GT's four-wheel disc brake system, featuring 12.64-inch front and 12.76-inch rear rotors. Front rotor thickness is 1.0 inch, while the rear rotors are 0.87-inch thick. Twin-piston, front alloy calipers and vented rotors and single-piston, alloy rear calipers with vented rotors are standard, as is ABS.

Comfort and convenience

Given its heritage, it's not surprising that the G8 sport truck offers many of the same creature comforts as the G8 GT, such as:

* Air conditioning with electronic dual-zone climate control
* Cruise control
* Driver Information Center
* Bluetooth connectivity
* Tilt/telescoping steering wheel with DIC and radio controls
* Power windows/locks/mirrors
* Remote keyless entry and remote start
* Theft-deterrent alarm system

Fully-bolstered, four-way adjustable cloth seats are standard. Heated, six-way leather seats are available. They can be customized with two-tone, black-and-red inserts and a coordinating gauge cluster.

Behind the seats is a surprisingly large interior cargo area with more than 8.5 cubic feet (245 liters) of storage space. There are two covered storage compartments beneath the load floor and a pair of cargo nets.

Sound system

The G8 sport truck's 230-watt Blaupunkt AM/FM/six-disc CD changer has an MP3 input and five speakers. The 6.5-inch audio display controls both the sound and climate control systems.

Safety and security

A full list of safety features are standard, including:

* StabiliTrak electronic vehicle stability system
* Tire pressure monitoring system
* Dual-stage frontal air bags with a passenger sensing system
* Head-curtain side air bags
* Side thorax air bags
* Three-point safety belts in all seating positions
* Safety belt pretensioners
* OnStar

# # #

PONTIAC ANNOUNCES THE 2009 G8 GXP

High-Performance Flagship Combines Progressive Design and Powerful Performance

NEW YORK - Today Pontiac announced the flagship of its GXP performance series, the G8 GXP high-performance sedan, at the New York Auto Show. This 2009 model will join the Solstice, G6 and Torrent GXP models in Pontiac dealerships in late 2008. The G8 GXP takes the G8's responsive driving experience, refined passenger environment and aggressive good looks to a new level. It also delivers an enjoyable driving experience, thanks to a 6.2L V-8 that produces in excess of 400 horsepower.

"More than just raw power, the GXP delivers the sophisticated yet exciting driving experience that enthusiasts expect in a car costing far more than the GXP," said Jim Bunnell, Buick-Pontiac-GMC general manager

Engine performance

The heart of the G8 GXP is the 6.2L LS3 small-block V-8, currently rated at 402 horsepower (300 kW)* and 402 lb.-ft. of torque (546 Nm)* pending final SAE certification. This engine is the newest member of GM's small-block V-8 family. It features a revised, larger-bore cylinder block, high-flow, L92-style cylinder heads; larger-diameter pistons; unique camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; and high-flow fuel injectors.

The LS3 engine has an aluminum cylinder block with cast-in-place iron cylinder liners. Larger bores help create a 376-cubic-inch displacement. The block casting also features revisions and machining in the bulkheads to enhance its strength and improve bay-to-bay breathing. New pistons were designed for high-rpm performance.

New, high-flow cylinder heads aid engine breathing and are based on the large port and valve design found on the LS7 engine and other GM L76 engines. The larger-capacity, straighter intake port-design optimizes intake flow to the combustion chamber, an effect augmented by large valves, measuring 2.16 inches (55.0 mm) on the intake side and 1.59 inches (40.4 mm) on the exhaust side.

Pending final testing, the G8 GXP is expected to deliver 0-to-60 mph performance of about 4.7 seconds, and a quarter-mile time of 13.0 seconds at 108 mph.

Six on the floor

A new six-speed Tremec TR6060 manual transmission is optional on the G8 GXP. This next-generation manual smoothly transfers the engine's power and torque to the rear wheels with a reduction in shift throw. The transmission features a host of refinements including premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth.

The standard Hydra-Matic six-speed 6L80 automatic transmission is technologically advanced and robust. It uses a clutch-to-clutch operation and an integrated 32-bit transmission controller to deliver smooth and precise shifts. The six-speed has a generous 6.04:1 overall ratio that enables a "steep" first-gear. The result is strong launch acceleration along with "tall" overdrive ratios that lower engine rpms for better fuel economy and reduced noise.

A 3.27 final drive ratio comes with automatic-equipped GXPs, and a 3.70 gear is matched with the manual transmission. A limited-slip differential is standard.

High-performance suspension

The G8 GXP rides on the G8's 114.8-inch (2915 mm) wheelbase with wide front ( 62.7 inches / 1,592 mm) and rear ( 63.3 inches / 1,608 mm) tracks. The four-wheel independent suspension is fully adjustable and is tuned for the highest performance in the G8 family. The GXP's ride and handling was developed and validated on racetracks and highways around the world, including the famed Nürburgring racing circuit. It rewards the driver with sharp, immediate responses, as well as a well-balanced road feel during spirited driving.

The suspension employs a MacPherson strut design in the front and a four-link, coil-over-shock design in the rear. A direct-acting front stabilizer bar, decoupled rear stabilizer bar and lateral ball joints on the rear suspension deliver increased lateral stiffness for more responsive handling. The front suspension features fully adjustable caster, camber and toe; the rear suspension has fully adjustable camber and toe, for more precise tuning.

Steering and brakes

The steering rate for the GXP is tuned to provide immediate response with definitive driver feedback. Like the G8 sedan and GT, the GXP's steering box is located ahead of the front axle line for a quicker, more direct feel.

The Brembo braking system matches the GXP's boost in performance with an equivalent increase in stopping power. The system includes 14-inch (355 mm) vented front and 12.76-inch (324 mm) rear disc rotors, with special quad-piston alloy calipers in front. The alloy calipers on the rear brakes have single-piston actuation. The four-wheel disc brake system includes standard anti-lock brakes and traction control.

Wheels and tires

The GXP rides on 19-inch polished aluminum wheels with a special machined face. Performance-oriented summer P245/40R19 tires are standard, and a comparable all-season tire is available. Combined with the suspension and steering enhancements, this setup gives the GXP exceptional cornering grip.

Exterior styling

The G8 GXP exhibits strong Pontiac design cues. A unique front fascia with a lower splitter and a distinctive rear fascia diffuser contribute to its sporty look. The dual-port grille, fog lamps, bold wheels and confident, wheels-at-the-corners stance are all unmistakably Pontiac traits.

Interior amenities and comfort

The G8 GXP's interior is driver-oriented with aesthetic and tactile details like instruments with a sporty appearance that match the car's performance. Interior materials consist of satin and chrome trim and high-quality textured materials throughout. The instrument cluster glows with crisp, white light on the primary instruments. Pontiac's signature red lighting illuminates the rest of the instrument panel cluster.

Standard comfort and convenience amenities include:

* Highly bolstered two-tone sport seats with color-coordinated gauge cluster and GXP embroidery
* Leather-trimmed steering wheel and gear shifter
* Power-adjustable front seats
* Fog lamps
* Alloy sport pedals
* A 230-watt Blaupunkt audio system
* XM Satellite Radio

The seats offer firm support to hold occupants in place during aggressive cornering. The standard heated leather seats were designed to deliver excellent comfort during long drives. They are available in Ebony or an Ebony/Red two-tone.

Safety

Maintaining the G8's tradition of a full suite of standard safety features, the G8 GXP includes:

* Four-wheel disc brakes with ABS and traction control
* Electronic stability control
* Seat-mounted thorax air bags and dual-stage frontal air bags for front passengers, with automatic passenger sensing system
* Roof rail side-impact air bags for both seating rows
* OnStar

# # #

We received an e-mail from a marketing maven at Digitas, one of the agencies working on a few of the General's many brands, sent from their Digitas e-mail. Here's the e-mail:

"Just saw this new Pontiac ad online and thought it might be of interest...It takes an old classic, SpyHunter to a whole new place. God love CG. From what I hear its not even on TV yet."

While this particular car was not equipped with the requisite manufacturers plates, it was sporting a GM parking lot tag. Our sources tell us it belongs to an employee out at the Milford proving grounds but we can neither confirm or deny that. All we know is those vinyl stripes definitely make the already hot-to-trot G8 even more of a looker.

Pontiac thoughtfully provided us with both the base V6 — a perfectly capable 3.6-liter number making 256 HP — and the alternately growlin' and purrin' V8, which is of course why we're all here. She's a 6.0-liter, 361 HP honey of an engine that Pontiac says will propel the G8 GT to 60mph in 5.3 seconds. All this sitting on top of GM's Zeta platform, otherwise referred to as the Holden Commodore in Australia, where the car was engineered, built and put on the big boat. But most of you already knew this. Most of you also already know that this new arrowheaded sedan represents the first in a coming wave of rear-wheel-drive hotness coming from the General's Aussie branch — with the Camaro next up to bat.

First, let's just strike any more talk about the V6, because really that's not why we're here. We all know the horsepower and hoonage potential of the big V8 is the real reason anyone should be looking at this car. The big 6.0-liter can do the 60 in 5.3, as a brief stretch of Interstate 8 just south of Cuyamaca Rancho State Park allowed us to assess the hoonage quotient, and yes, it is high. It's more than enough to appeal to the youthful redneck contingent that has done time with the screamin' eagle and other Pontiac-badged play-things of the past. Aggressive throttling can set the back end free. Acceleration compresses the abdomen. However, the Aussies, they are a strange people. On the one hand, grilled-flesh-loving criminal stock with an affection for the rugged outdoors and strong beer; on the other, the constructors of the Sydney Opera House, the creators of Penfolds Grange (a fine red wine that rivals collectible California Cabernet and French first growth Bordeaux), and guardians of a culture that gave us the magnificent art critic Robert Hughes.

What I'm saying is: The G8 GT is not some yee-haw backwoods ripper. It's meant to offer far superior value to a BMW 5-series sedan. The car sounds very muscular on the straightaway, but it's refined muscle. Cruising on the freeway, at typical SoCal velocities of approximately 80-90 mph, is comfortable. And there's torque all over the goddamn place, a plaything for your passing pleasure.

Handling? Well, this is where we have our first teensy objection, but truly, not much of one. On meandering, single-lane curves — scenic country road stuff — the G8 GT is simply a pleasure. Point and shoot, with no discernible slosh and plenty of precision in the steering. However, when things get all tight and hairpin-ish, especially headed downhill, we started to feel the nearly 4,000 lb. the car is packing. By and large, the GT doesn't drive as big as it actually is. And it is large — the back seat has ample room for any number of Kama Sutra positions and the front is roomy without making your rear end feel as if you might slip as sideways as you're sliding the G8 GT's rear end. Unless you're fighting gravity and narrow, swerving asphalt. A better driver than this tester would probably be able to manage, but it came across as an Achilles heel. But big whoop. Such circumstances were few and far between on our little adventure through the SoCal wilderness.

But let's talk design for a moment as it's admirably restrained while still hinting at the power within. We studied two color schemes, each telling their own tale:

Red = Screamin'
Black = Well...umm...jeez...sorta elegant. Sorta.

The horrifically beak-like Pontiac front fascia nonsense of previous models is gone — hopefully for good. In its place, a more discreet and tasteful look. Not really a head-turner, but sharp and far more restrained than the Charger. But there are a few issues. I'm not nuts about how far-forward the hood scoops are pushed — it makes the front end seem stubby and I truly dislike the itty-bitty rear taillights. And don't even get me started on the funny-looking trunk lid (though it does hide one big-ass American trunk). Overall, the shape is solid, wide and provocatively sleek — yet another example of the complete Audi-fication of the performance-sedan design field. The 18-inch aluminum wheels are pretty. Ideal customer might be an air-traffic controller from Huntington Beach with a girlfriend who likes shoes, the Angels, and premium vodka.

Not much to say about the interior. Graphite tones. Brushed metal. Leather. Pretty easy to negotiate the instruments. Tilt-and-telescoping steering wheel. The Blaupunkt booms. There's a weird orange-red digital voltmeter and oil-pressure display atop the center console that on reflection we now like (it can't be turned off, FYI). OnStar with Turn-By-Turn nav more than makes up for no in-dash nav system and allows you to spend your energies focused on the road. The case for the owner's manual is a piece of floppy nylon shit.

Soooo, what more could we want? Six-speed manual, obviously although Pontiac claims they may offer one if they do a performance version. There's also the matter of the immense A and B pillars, something that we and our driving partner, the esteemed Jill Ciminillo of the Chicago Sun-Times, noticed as troublemakers during tight driving. Oh yeah, how about a sun-roof? Nice big one, please. Or T-tops. It is a Pontiac, after all, structural rigidity be damed.

Verdict? G'day, GT!

Here's the review in a nutshell:

"Well thanks to the all-new G8, Pontiac appears to have its mojo back."

We're also told we'll be getting a RWD wagon based on the Commodore — and it'll also be a Pontiac G8. So basically the G8's going to become a mini-RWD lineup under the Pontiac badge with the sedan, ute and wagon all bearing the alpha-numeric name — and all based on the Holden versions. So yes, Virginia, there is a Santa Claus and he's Australian. Who knew?

50 CENT'S NEW WHIP IS A 500-HORSEPOWER PONTIAC G8 CUSTOMIZED BY UNIQUE AUTOSPORTS

With lyrics that don't pull punches and themes that are brutally honest, rapper 50 Cent (a.k.a. Curtis Jackson) has risen to the top of the hip hop scene. He's also a passionate car enthusiast with a penchant for Pontiacs - his video for the song "Amusement Park" featured the G6 GXP and G8 concept cars.

Now, 50 Cent has teamed up with Pontiac and New York-based tuner to the stars, Will Castro, and his shop, Unique Autosports (the same shop featured on the television show "Unique Whips"), to build a one-of-a-kind G8 performance sedan. It debuted at the 2007 SEMA Show in Las Vegas.

"Partnering with Pontiac has given me the opportunity to create something truly unique - a customized performance vehicle I am really proud of," said 50. "The G8 is like none other and it pushes the boundaries of what people think a car has to be."

The new G8 - which goes on sale nationally in early 2008 - is totally customized, with custom paint and exterior appointments, as well as a re-trimmed interior outfitted with an audio system that shakes the ground as much as 50 Cent's three albums shook up the charts. The car is powered by an LSX 427 engine dyno-tested to more than 500 horsepower and assembled only with components available from the GM Performance Parts catalog or GM Parts.

Rockin' the spot

The LSX 427 engine uses GM Performance Parts' affordable, durable LSX cylinder block as its foundation. The engine assembly was filled out with a variety of production-based components used on the Corvette Z06's 7.0L LS7 engine, including a forged steel crankshaft, lightweight titanium connecting rods, racing-derived aluminum cylinder heads and a complete LS7 intake/throttle body/fuel injection system. Engine operation is handled with GM Performance Parts' new stand-alone LS7 crate engine controller.

Detroit-area Thomson Automotive oversaw the assembly, dyno testing and installation of the engine. From there, the car was shipped to Unique Autosports, on New York's Long Island, for the rest of its transformation, which included:

* An all-new Spies Hecker Torch Red exterior paint job accented with a bold Ebony graphic that mimics the shape of Pontiac's "dart" insignia; the graphic runs over the top of the car, starting at a point on the front fascia
* Twenty-two-inch chrome wheels from NC Forged that have a deep-dish, seven-spoke design
* Low-profile Pirelli Scorpion Zero tires
* Dark-tinted taillamps
* Tinted glass with Llumar film
* Custom "50 Cent Unique Autosports Edition" exterior badging
* Borla stainless steel exhaust system

"The most interesting aspect of the project is what we didn't do to the exterior," said Will Castro. "We didn't add a body kit, spoilers or lower the car. The G8 has the right stance and appearance, so we only accented the original form with details that made it unique to 50 Cent."

Inside, the G8's black, leather-covered seats were re-trimmed with perforated red leather inserts - with similar trim used on the armrests. The 50 Cent/Unique Autosports logo was embroidered into the seat headrests and custom floor mats. The finishing touch for the G8 is an 800-watt JBL audio system, with complementing amps and a subwoofer.

"A first-class audio system was a must for 50 Cent, and this one rocks the spot," said Castro. "In fact, the G8 itself just-plain rocks and makes a great platform to build a custom, high-performance street car."

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Pontiac Announces G8 Pricing

New RWD Performance Sedan to Start Under $28k

DETROIT - Pontiac today confirmed pricing for its new rear-wheel drive G8 performance sedan will start at $27,595 when it hits the streets in early 2008. The V-8 powered G8 GT will be available for $29,995.

"The G8 represents the next phase in Pontiac's commitment to bring seductively designed, high-performance vehicles to the showroom floor," said Craig Bierley, Pontiac marketing director. "Our dealers and customers have been anxiously waiting for this vehicle since we first showed it at the Chicago Auto Show in February, so we're really excited to get this car on the street early next year."

The G8 is powered by a 3.6-liter VVT V-6 engine and five-speed automatic transmission and comes equipped with a number of standard convenience and safety features, including StabiliTrak electronic stability control, six airbags and OnStar. The G8 GT ups the ante with a 6.0-liter V-8 mated to a six-speed automatic transmission and additional standard equipment.

Customers can get a closer look at the G8 at www.pontiac.com/g8.

Pontiac is a division of General Motors Corporation (NYSE: GM) and markets the Vibe, Solstice roadster, G5 sports coupe, Torrent compact utility vehicle and the G6 family of sedans, coupes and retractable hardtop convertibles. For the 2008 model year, Pontiac expands its GXP performance series with the introduction of the G6 GXP and Torrent GXP, and will launch the all-new rear-wheel drive G8 performance sedan in early 2008. Pontiac sold more than 410,000 vehicles in 2006, ranking third among GM divisions in total sales. More information on Pontiac and its products can be found on the division's website at www.pontiac.com, and in Spanish at www.pontiac.com/espanol .

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