While Americans are known for their straightline passions, Pontiac regarded handling as a primary objective, intent on pushing the sedan's corner-carving abilities to the segment's limits. Naturally, the tires can still erupt in a neighborhood-terrorizing squeal with the traction control off. Fold down the optional bench to create a 9. Straight-line storming has always come easily for Pontiac, so chassis refinement is the Grand Prix's most pleasant surprise. Front riders are treated to wide bucket seats, with gentle bolsters. The latent creativity of the General Motors design staff has been stirred into activity coming up with more good ideas than a carton of cartoon light bulbs.
The result is a clean, streamlined exterior, relatively restrained interior, and patriotic bravado in the right places. The rear doors now open to 82 degrees, and the trunk opening is wider and lower for 2004. Today, we enthusiast types don't salivate much at the name, which has come to conjure overtly boy-racerish cars poorly clad inside and out in low-grade plastics. Some passengers will find issue with the seat back and bottom angles. The tires measure 16 inches in diameter, but the Comp G edition gets 17-inchers. While the primary Japanese players have rolled out new models over the past two years, each boasting V-6 models with well over 200 horsepower, Grand Prix still lays claim to being the power player.
But at its zenith, the Grand Prix deigned to use model designators borrowed from Duesenberg-and folks didn't laugh! With such twisting force available, we expected the front-driver to torque steer on hard launch like the Altima, but such sideways motion is almost entirely stifled. Gone are the tacked-on cladding, overwrought interior, and benign road manners, all supplanted by an ambitious effort to challenge the midsize sedan segment wielding performance and packaging as weapons. The MacPherson strut front and multilink rear suspension has been tuned to balance road-holding and ride comfort, with decent ride isolation. The development team sought a decidedly American personality wrapped with an international-flavored packaging. Spinning through the Comp G model's 3. Under the Hood A 200-hp, 3.
However, there are no dissenting opinions for the cargo-toting versatility. We hope they select the optional suspension to savor the car's impressive abilities. Thicker glass and new seals dramatically reduce wind noise. The claimed 0-60 mph time is 6. A stiffer body and thoroughly retuned suspension with 10mm more travel improve both ride and handling. Show full review Vehicle Overview Pontiac has revamped its midsize front-wheel-drive Grand Prix sedan for 2004. A welcomed distinguishing feature, such controls were previously the province of premium autos, such as the , , or.
Large corner-mounted taillights flank the rear spoiler. We like the Comp G's handling, but the ride feels too rough for the pothole-belt states. The rear doors now open to 82 degrees, and the trunk opening is wider and lower for. The steering wheel feels a tad large, but its diameter enables a clear view of the instrument panel. This interior flexibility was first exhibited on the Rageous concept that graced Motor Trend's cover a few years ago, proving there is always something to be gleaned from concept cars. Powdered-metal connecting rods, a new crankshaft isolator and damper, and a larger, 75mm throttle body with drive-by-wire control round out the 3.
They extend into twin-port grilles with a two-tone lower fascia. A smaller and lighter front anti-roll bar provides better control by acting directly on the struts—via long ball-joint rods—rather than on the control arms. The Competition Group aka Comp G suspension package features unique tuning, larger-diameter anti-roll bars, lighter-weight 17-inch aluminum wheels, and more aggressive tire fitment to achieve a reported 0. Our keisterometer readings agree with those acceleration estimates, and we anticipate best-in-class passing times, too. Literally, big price or big prize.
Has the Grand Prix become a reasonable choice for the discriminating enthusiast? Now Pontiac is trying to herd the Grand Prix out of the rental-car corral and back upscale, with Bob Lutz manning the whips and lariats. Its handling skills are a bonus; as expected, handling with the Comp G package is tighter yet. Taking pole position for a rebirth, the all-new 2004 Grand Prix is cleaner, meaner, and more refined than Ponchos past. The year was 1969, and the boomers who had created a big bulge in the population were landing real jobs and working hard to lure the attractive sex. If the name wasn't already taken for machines more cumbersome this mid-size sedan could be dubbed a 'sport-utility vehicle' because it has valid claim to both elements. Access for entering or loading the rear is enhanced by a wide 82-degree rear door swing.
Controls remain a touch oversized, ensuring good ergonomics, and displays are easily read. The larger analog gauges have a 3-D look, and the doors get new satin-nickel accents. In its 2004 manifestation expect general improvements in all those categories, but prepare for a real surprise party in the interior. The basic strut design carries over with modified geometry, a new engine cradle made of welded aluminum extrusions, and thoughtfully retuned spring and damping rates, with softer springs and slightly firmer shocks. And not only in eye-appeal and ergonomics but in versatility, flexibility and utility.