Infamously known as a brand vying to put an aggressive spin on General Motors products,
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Meaning there was only one thing to do: review the G8 GXP.
Let’s face it,
A 1995 Grand Prix never did it for me and neither did the 1999 Trans Am 30th anniversary edition.
But, in 2004
One would think that the Holden-inspired G8 would suffer the same fate but it did not.
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Styling wise it is a mesh of conservative lines paired with subtle undertones of sporty intentions. A quad-tipped exhaust system is integrated into the rear diffuser, a rear lip spoiler finds its home on the boot, large intakes are placed in the facade and 19 inch, polished rims provide a foundation. It is as though
Behind the wheel, the interior is put together well and is solid; however, the materials utilized leave much to be desired. For example, the silver interior trim bits appear to be simply painted plastic, leather that covers the seats and doors feels more like leatherette, and the upper dash is a peculiar hard plastic. It is rugged.
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My biggest pet peeve is the E-brake handle, which is incorporated into the center console when not applied. But, when you pull it up to apply the E-brake it looks awful; a cheap mass of black plastic with an unsightly black tube. The trick: leave the E-brake down.
For nearly $40,000 it is normal to have higher expectations.
At least it is solid and there is plenty of room in all directions. Thanks to a large greenhouse, there is ample headroom – even for giants – and legroom, front and rear, is nearly endless. No buts about it, the G8 is a large car. This startled me because originally I did not realize how massive the G8 really was until it was in my driveway.
Source: media.gm.com
Switching gears, there is something endearing about the simplicity and straightforwardness that lingers around the G8. There are no transmission settings nor is there any fancy dual-clutch gearbox or inflatable bolsters integrated into the seats. With this
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Twist the key and start the 6.2 liter LS3 V8; it growls to life with a bassy tone. Producing a respectable 415-horsepower and a hefty 415 lb-ft of torque, the GXP accelerates to 60 in an impressive 4.6 seconds. I reckon this can be improved if there were wider rear tires. Countless times I found the GXP wagging its tail and trying its very best to find traction at the back end.
Want to hear one of the greatest soundtracks? Upon lifting off the throttle, on the overrun, you will hear one of the finest tunes of the land: pops and bangs.
Accompanying this motor, for my test vehicle, was a six-speed automatic. I highly suggest going for the manual and not because the automatic was bad – in fact it was a pretty good example with timely shifting – but because the manual will induce more rawness into the GXP.
The blasé interior appointments are long forgotten by the short time it takes to hit three digits. This is what the G8 is all about: speed, handling and involving the driver while doing so. Oh, and you can take four others along, six if you include the two dead bodies in the trunk.
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And as much as I love accelerating, it is just as crucial to have stopping power.
Back to driver involvement, which seems like an oxymoron while discussing an American car. The G8 GXP has some of the heaviest steering I have felt in a contemporary car in a long time. Gripping the thick, sausage-like steering wheel I found the GXP to deliver precise turning inputs and at the end of a long testing session, my shoulders were a bit tired. That is the sign of a vehicle with a proper steering set-up.
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Taking low-speed turns, the GXP feels a bit like petrified wood. Although rigidity is usually welcomed, I believe this may have been a bit overkill. So, after experiencing this it is clear the G8 is not an easy car to drive. You cannot wing it with a pinky or you will end up understeering into a pole and/or tree. At speed, the stiffness is welcomed wholeheartedly as it tracks the road perfectly with dead-on accuracy. It does not bob across lanes or require heightened supervision, it just goes.
This translates into the G8 having respectable handling characteristics. Through the corners you can punch it through the turn and it will follow through without getting sloppy or understeering. Granted, some body roll will be present due to its higher center of gravity but for a vehicle weighing over two tons, this is nearly as good as it gets.
Where the G8 truly shines is in the suspension department. Although it is shod with 19 inch rims, you would not know it because it handles road imperfections like a champ. Reverberations are kept to a minimum and the cabin is relatively isolated from harshness. It manages to achieve a near perfect balance of
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Given its power, size, cargo room and seating for five, the G8 makes a stunning grand tourer. Achieving 14.5 miles per gallon is not a travesty either, particularly when we are talking about 400 plus horsies. In addition, because it is not appointed like an Audi you can rough it up without feeling bad, albeit, the durability of the materials is questionable.
After spending a week with the G8 GXP it was easy to conclude it is truly an American great. Could it achieve classic status? That will be determined in the years to come. According to the Buick/GMC/Pontiac marketing chief , Cheryl Catton, the marque will only build 2,000 G8 GXPs and Solstice Coupes.
With that said, if you do not mind an interior of arguable taste and desire a proper sport sedan, the G8 GXP is more than adequate for your needs. After all, it is what the M5 and AMGs of the world use to be.
Source: media.gm.com
Finally, I must say that it is a good thing Bob Lutz decided to kill the G8 with the demise of
So I thank you, Bob.
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