2008 Pontiac G8 GT
05/28/2008
Shahed Hussain
While the Pontiac G8 V-6 is an excellent value among rear-wheel drive sedans, enthusiasts will naturally aspire to the G8 GT and its tire-shredding 361-bhp V-8. With more horsepower than any other competitor in its class, the G8 GT is a valuable addition to Pontiac's somewhat uninspiring lineup. More importantly for Pontiac dealers, there is no comparable Chevrolet model to encourage customer cross-shopping. Instead, the Dodge Charger R/T and Chrysler 300C are the targets for the G8 GT, although Pontiac also aims for potential Infiniti and BMW customers.
Part of the G8's appeal is its relatively low base price, which starts just under $30K. However, any of the available option packages will quickly push the sticker price into the low thirties. Our tested G8 GT had a base price of $29,310, and included the $1,250 Premium Package (leather upholstery, heated seats, 6-way power front seats, leather-wrapped shift lever). The total sticker price was $31,245, including destination charge ($685). Note that Pontiac has reconfigured the Premium Package to include additional options. The available $1,850 Sport Package (includes the Premium Package) adds 19-inch alloy wheels and P245/40R19 summer tires, which may interest some customers.
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, upholstered in soft perforated leather; the test vehicle had an attractive red/black leather combination that looked sporty without appearing garish. Both front seats include 6-way power controls, while the driver's seat gets manual lumbar adjustment via a rotary knob. Rear seat occupants aren't relegated to cramped seats, typical of many RWD sedans; the G8 has a comfortable bench with ample legroom and headroom for 6+ ft. passengers. Middle passenger comfort suffers due to the hard armrest that doubles as the seatback; the armrest folds down to reveal dual cupholders, and 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-red 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. The trip computer display tracks fuel consumption, tire pressure, and exterior temperature. A center console bin under the armrest can store CDs. A small cubbyhole, near 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). A standard 230-watt Blaupunkt audio system includes a 6-CD changer, MP3 capability, auxiliary audio input, and 11-speakers; an LCD screen on the center stack integrates the audio and dual-zone climate controls. The Blaupunkt system has decent bass and treble clarity, but adjusting audio settings required delving into the overly complex menus on the display screen.
A big dead pedal and a console-mounted handbrake hint of the 6-speed manual available on the upcoming G8 GXP, but Pontiac mates the 6.0L V-8 with a Hydra-Matic 6L80 6-speed automatic. The tall 0.67:1 top gear ratio, 2.92:1 final drive ratio, and fuel-saving transmission calibration puts the G8 in sixth gear at 1,500 RPM. If the shift lever is in "D", 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 crisper shifts, or for full manual control, push the shifter up or down to select gears individually. The selected gear is shown on the trip computer display in Sport or Manual mode. We left the transmission in the faster shifting Sport mode for most normal driving; the Manual mode is fun if you want shift for yourself, but the novelty wears off quickly.
A big V-8 in an affordable 4-door is a rarity, so the G8 GT has engendered much anticipation among RWD sedan enthusiasts. The L76 all-aluminum 6.0L V-8 churns out 361-bhp @ 5,300 RPM and 385 lb.-ft. @ 4,400 RPM. Coupled to a short 4.03:1 first gear ratio, this 3,995 lbs. sedan jumps off the line and just keeps on going into triple digit speeds. The throaty rumble from the quad exhaust tips is intoxicating; unsurprisingly, the urge to mash the gas pedal at every opportunity was nearly irresistible. The EPA rates the 6.0L/6-speed automatic GT at 15/24 MPG (city/hwy.). We averaged between 16 and 22 MPG in mixed city and highway driving, comparable to the 20 MPG we achieved with the V-6 G8. As with many other GM V-8 engines, the L76 uses Active Fuel Management (AFM) to run on four cylinders in light load conditions. The transition is nearly seamless, aside from the occasional engine grumble around 1,500 RPM in sixth gear. Pontiac recommends premium gasoline for maximum power, but the V-8 will take regular unleaded.
As expected from a contemporary sport sedan, the G8 is equipped with 4-wheel vented disc brakes, ABS, and StabiliTrak stability control. The G8 GT gets larger 12.64" dia./12.76" dia. (F/R) brake rotors, dual-piston front calipers, and single piston rear calipers. Pedal feel and subjective stopping power was above average. The brakes had no trouble slowing the nearly two ton sedan whenever required.
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. Suspension calibrations are identical for both G8 models. A subframe isolates the rear suspension to reduce noise and vibration entering the passenger compartment.
Although both G8 models have variable assist, the GT steering is tuned for higher effort. 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 steering feel is noticeably superior to that of the Cadillac CTS.
Despite the G8's generous exterior proportions, it feels more nimble than its dimensions would suggest. A combination of low profile P245/45R18 Bridgestone RE050A summer tires (all-season tires are optional), firm damping, and relatively soft springs ensures a taut, yet compliant ride. Tire noise over asphalt roads is subdued, but the Bridgestones are considerably noisier over concrete-surfaced freeways. 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. Full throttle acceleration and hard braking produced considerable suspension squat and dive. Not surprisingly, the standard Bridgestones on the G8 GT significantly enhance stability and tracking compared to the all-season Goodyear RS-A tires on the base G8. At a moderate clip, the GT is entertaining and sure-footed, but we think especially aggressive drivers may prefer the Sport Package with the P245/40R19 summer tires.
The G8 has received much scrutiny among enthusiasts as Pontiac's long-awaited alternative to the Dodge Charger. We're pleased to report that this rear-wheel drive sedan meets or exceeds most of our expectations. While the G8 suffers from some minor interior ergonomic flaws, we don't think that most owners will mind, considering this Pontiac's sharp handling, spacious passenger accommodations, and affordable price. Aside from the obvious practical considerations, the real reason to lust after the G8 GT is its brawny V-8, which endows it with driving pleasure few other sedans can match anywhere near this Pontiac's price.
