2009 Pontiac G8
Prices: $28,190-$37,610

Pontiac's full-size G8 sedan picks up where the automaker's 2004-06 GTO high-performance sedan left off. The G8 is very appropriate for Pontiac, which kicked off the booming 1960s muscle car market with its 1964 GTO.

The rear-wheel-drive G8 was mainly designed by General Motors' Australian Holden unit, known for sporty rear-drive coupes and sedans. The 2004-06 GTO also came from Holden. Hurriedly developed for the United States, that car looked bland--at least to Americans who expected the old exciting GTO styling, It also was poorly marketed here and had an old Holden design, while the G8 has a new-generation design.

The G8 arrived as a 2008 model and is little-changed for 2009, except for the addition of satellite radio, wireless cell phone link and elimination of a few secondary gauges.

The G8 resembles the much costlier BMW rear-drive 5-Series sedan from some angles, with racy but not flamboyant styling, a long wheelbase and short front/rear body overhangs. But the G8 has Pontiac's signature split grille and twin hood scoops, although the scoops are nonfunctional and the low front spoiler can be damaged if a driver isn't careful near high curbs and such.

The G8 comes with a strong V-6 or two stronger V-8s. The V-8 versions have four chromed exhaust outlets, while the V-6 has two, as did 1960s Pontiac GTOs.

Drive the G8 casually and it can be mistaken for a large, comfortable American rear-drive sedan. But a G8 V-8 is far too fast to be anything but a high-performance car. Even the V-6 model is pretty quick, and all handle well.

The G8's rear-drive helps gives it balanced, BMW-style handling This Pontiac is unusual for a large GM car in that it has rear-drive, with the engine up front and drive wheels at the rear. The Holden connection gives it a strong foreign flavor.

One need not be a gearhead to understand that rear-drive doesn't put all drivetrain and steering functions up front, as does a front-drive setup, so the G8 has sharper, more balanced handling. The car's weight distribution is nearly 50/50. Moreover, the long 114.8-inch wheelbase and supple all-independent suspension provide a compliant ride, although some bumps are felt.

The G8 would be a good Chicago-to-Vegas interstate cruiser, but it's also adept at tackling winding back roads for those who want to escape the boredom of interstate driving.

Steering is a little heavy, but not objectionably so. It's quick, with excellent road feedback. Handling is athletic with the nicely designed suspension, although it's not quite in the BMW 5-Series league.

Strong anti-lock all-disc brakes with an assist feature for surer panic stops provide strong stopping power, and the pedal has a predictable linear action.

This is a "driver's" car that is always on your side.

Unlike BMW, and other costly, full-size foreign sports sedans, the G8 doesn't cost an arm and a leg. The GT model with a 3.6-liter, 256-horsepower V-6 lists at $28,190, while the GT version with a 6-liter 361-horsepower V8 costs $31,555.

The base and GT G8s look nearly identical. Added for 2009 is the white-hot $37,610 GXP version with a 6.2-liter 402-horsepower V-8. The GXP has distinctive exterior design cues and "unique interior elements."

The V-6 works with a five-speed automatic with a manual-shift feature, while the 6-liter V-8 is teamed with a six-speed automatic, also with manual-shift capability. Being the highest-performance G8, the GXP's 6.2-liter V-8 comes with either a standard six-speed automatic or optional six-speed manual gearbox.

Estimated fuel economy is acceptable for the V-6 and 6-liter V-8 because the full-size G8 weighs 3,885-3,995 pounds--partly because it's loaded with comfort, convenience and safety equipment.

The V-6 provides 17 mpg in the city and 25 on highways. The GT V-8, which has a cylinder deactivation feature for improved fuel economy, delivers 15 and 24. The V-6 and GT engines can use regular-grade gas, but premium is recommended for the GXP.

As expected the GXP's fire-breathing 402-horsepower V-8 is no fuel-miser and requires a $1,700 gas-guzzler tax. It delivers an estimated 14 city and 20 with the manual transmission and 13 and 19 with the automatic. But a typical GXP buyer isn't expected to use this model for short runs.

The dual-overhead-camshaft V-6 is more sophisticated than the G8's pushrod V-8s, but is noisier during hard acceleration. A G8 V-6 does 0-60 mph in 7 seconds, while the GT's 6-liter V-8 makes it a neck-snapper, with a 0-60 mph time of 5.3 seconds.

I haven't tested the even-faster GXP, which reportedly hits 60 mph in 4.7 seconds and zooms through the quarter mile in 13 seconds at 108 mph. The GXP has different axle ratios for the manual and automatic transmissions, high-performance Brembo brakes and suspension and steering enhancements. It also has 19-inch wheels. (The G8 V-6 and GT have 18-inch wheels.)

The few G8 options include a $900 sunroof and a $1,250 (GT) and $1,375 (V-6) Premium package that contains leather upholstery and six-way power front seats.

The G8 V-6 features a good number of comfort and convenience items, such as power front bucket seats, tilt/telescopic wheel with radio controls, remote engine start, cruise control, AM/FM/CD/MP3 player and power mirrors, windows and door locks with remote keyless entry.

The GT adds dual-zone automatic climate controls, limited-slip differential and a more upscale sound system with a 6-disc CD/MP3 player.

Standard safety items include an anti-skid system, traction control and front-side and curtain-side air bags. GM's OnStar assistance system also is standard.

There's plenty of room for four tall adults in the quiet, upscale interior, which has large seats that provide good lateral and thigh support. The rear seat is especially roomy.

Large door handles are easily gripped. The steering wheel is beefy, gauges can be quickly read and large outside mirrors help driver visibility. Power window, lock and mirror controls take getting used to because they're on the front console instead of on front doors. That lets GM sell the G8 with left- or right-hand (as in Australia) drive in different countries without the need to relocate controls to the left or right doors.

All doors have storage pockets and the glove compartment and covered console bin hold a fair amount of smaller objects. The pull-up hand brake handle is artfully concealed on the driver-side of the console, but front console cupholers are set too far back.

The trunk has a low, wide opening and is long and deep. Rear seatbacks don't flip forward to enlarge the cargo area, but there's a wide center pass-through area for long objects.

The lid opens on space-saving gas struts, but has an unfinished look because it lacks an inner cover. And there's no pull-down feature to prevent hands from getting dirty on the outside of the lid.

The hood does have an inner cover and raises smoothly on twin struts to show easily reached fluid-filler areas.

There's a move to small, fuel-stingy cars to meet federal fuel-economy requirements, but American roads are built for big, fast, comfortable cars such as the Pontiac G8, which makes long drives a breeze.