2008 Pontiac G8 V6
03/21/2008
Shahed Hussain
The G8 debuts as the first full-size RWD sedan in Pontiac's lineup since the forgettable Bonneville/Parisienne from the early 1990s. It is also Pontiac's second attempt to market a rear-wheel drive car from Australia. The powerful yet unloved GTO also originated from Down Under, but its conservative styling ultimately failed to live up to the promise of the legendary name. Thankfully, the G8 is a thoroughly modern sport sedan that takes on the Dodge Charger and Chrysler 300C head on. The G8 may even lure some potential BMW 328i and Infiniti G35 customers looking for more interior room at a lower price.
Pontiac wisely priced both the G8 Sedan and GT models just under the $30K barrier. Our tested G8 Sedan (V-6) had a base price of $27,595. The Comfort & Sound Package ($1,695) includes dual-zone climate control and an upgraded Blaupunkt 6-CD changer audio system. Many customers will probably opt for the Premium Package ($2,170), which adds heated leather seats, leather-wrapped steering wheel and shift knob, plus full power seat adjustments for both the driver and front passenger. Choose the optional sunroof with the Premium Package and the price jumps to $3,070. With all the options, the G8 with the 3.6L V-6 tops out at a reasonable $30,665 (plus $685 destination/freight charge).
Some cars are designed with the driver in mind, and excellent seats are a sure indication that the development engineers are driving enthusiasts. The G8 has front bucket seats with prominent thigh and shoulder bolsters with tightly gripping cloth upholstery. The driver's seat includes manual controls for lumbar support, reach, and rake, as well as powered height adjustment. Rear seat occupants aren't relegated to cramped seats, typical of many RWD sedans; the G8 has a comfortable bench seat with plentiful legroom and headroom for 6+ ft. passengers. A folding center armrest with cupholders also provides trunk access.
Enthusiasts will appreciate the G8's intuitive controls and ergonomic cockpit layout. Facing the driver is an 8,000 RPM tachometer (with no marked redline) and 180-MPH speedometer, flanked by smaller coolant and fuel gauges. The white-on-black gauge markings are easily visible day or night. Controls for the audio system, OnStar, and the trip computer are integrated into the steering wheel spokes. A center console bin under the armrest can hold CDs, and a small cubbyhole next to the 12V outlet under the HVAC controls is good spot to charge a mobile phone or MP3 player. The overhead console has a flip-down compartment for sunglasses. Front passengers benefit from dual cupholders on the center console; additional cupholders are located on front and rear door pockets.
Despite the overall logical interior layout, the digital bar graph voltmeter and oil pressure gauges on the center stack seem to be an afterthought. With modern automotive electrical systems, a voltmeter is of limited value, especially given its prominent location. The oil pressure gauge shows numerals (1, 3, 5), but no units (e.g. PSI, kPa, etc.), which essentially provide no more information than "L" and "H" markings. The rear view mirror includes OnStar controls and a display for the passenger airbag status (which we found distracting at night).
Pontiac offers an optional 230-watt Blaupunkt audio system, which includes a 6-CD changer and 11-speakers; an LCD display integrates the audio and dual-zone HVAC controls. Unfortunately, the Blaupunkt system suffers from muddy, boomy bass output, no matter what the equalizer setting. We hope Pontiac upgrades to some decent speakers, as we think that most customers will be disappointed with the mediocre sound quality.
Frankly, most G8 owners will be more concerned about the drivetrain than in its audio system. Pontiac's choice of a 3.6L V-6 or a 6.0L V-8 closely parallels that of its primary competitor, the Dodge Charger. The all-aluminum DOHC 3.6L is shared with many other GM vehicles such as the Cadillac CTS, Chevrolet Malibu, and Buick Enclave. In the G8, the V-6 cranks out 256-bhp @ 6300 RPM and 248 lb.-ft.@ 2,100 RPM courtesy of VVT (variable valve timing). Below about 4,000 RPM, the V-6 is has a mild burble, which turns into a more urgent "hammering" sound as the tachometer sweeps towards the 6,900 RPM redline. Throttle response is pleasingly linear, with no flat spots in the rev range. Pontiac recommends premium gasoline for maximum power, but the V-6 can use regular gasoline. Many customers will probably find the 3.6L engine perfectly adequate to motivate the 3,885 lbs. G8, but a few will not be satisfied without the massive 361-bhp and 385 lb.-ft from the 6.0L V-8 in G8 GT. For the V-6, the EPA fuel economy rating is 17/25 (city/hwy.); we averaged slightly over 20 MPG in mixed city and highway driving. However, our G8 had less than 2,000 miles on the odometer, so we would expect some reduction in fuel consumption after engine break-in.
A big dead pedal and a console-mounted handbrake hint of the 6-speed manual available in the closely related Holden Commodore VE, but Pontiac mates the V-6 with a Hydra-Matic 5L40 5-speed automatic. With its tall 3.42:1 first gear, the V-6 feels slightly gutless below 2,000 RPM. In contrast, the 6L80 6-speed automatic (6.0L V-8 only) has a significantly shorter 4.03:1 first gear ratio; both transmissions share a 2.92:1 final drive ratio. The engine ECU appears to cut fuel flow to the cylinders between shifts; this strategy eliminates the slight "jerk" typically felt between shifts. To engage the transmission's Sport mode, slide the shift lever to the right for faster kickdowns. At full throttle, the transmission will upshift below redline at approximately 6,500 RPM. For full manual control, push the shifter up or down to select gears individually; the 5L40 will not upshift automatically, but a fuel cutoff prevents exceeding the 6,900 redline.
As expected from a contemporary sport sedan, the G8 is equipped with 4-wheel disc brakes, ABS, and StabiliTrak stability control. Both V-6 and V-8 models get ventilated front and rear rotors. The G8 V-6 gets 11.73" dia./11.89" dia. (F/R) brake rotors, dual-piston front calipers, and single piston rear calipers. Pedal feel was above average. The G8's front suspension consists of MacPherson struts, a lateral link, and an anti-roll bar; the rear suspension is a 4-link setup with coil springs, dampers, and anti-roll bar. A subframe isolates the rear suspension to reduce noise and vibration entering the passenger compartment.
Despite the G8's generous exterior proportions, it feels more nimble than its dimensions would suggest. A combination of low profile P245/45R18 Goodyear RS-A tires (summer tires are optional), firm damping, and relatively soft springs ensures a taut, but compliant ride. Understeer is minimal, as the G8 obediently follows steering inputs in normal driving. Over severely potholed streets, the suspension jiggles a bit, but maintains its grip.
The power assisted rack-and-pinion steering is reasonably communicative, but filters out more road texture than we would prefer; this is a minor gripe, as the G8's road feel is noticeably superior to that of the Cadillac CTS. Although the G8 has variable assist, it seemed that the steering was overly boosted at 70-80 MPH, causing undesirable wander that detracted from its high speed stability.
The G8 has received much scrutiny among enthusiasts as Pontiac's long-awaited affordable sport sedan. We're pleased to report that the G8 meets or exceeds most of our expectations. While the G8 suffers from some minor interior ergonomic flaws and has a sub-par audio system, we don't think that most owners will mind, considering this Pontiac's above average handling, passenger accommodations, and reasonable price. Even with the standard V-6, the G8 provides driving pleasure simply unmatched by any comparable front-wheel drive sedan.
