A new extruded aluminum front cradle not only holds up the engine, but serves as the foundation for a sturdier front suspension. Again, the basic layout is still MacPherson struts and coil-overs, but the new cradle is stiffer and affords a more isolated feel behind the wheel. The front stabilizer bar is attached to the struts, rather than the control arms, for more immediate response during cornering.
Pontiac has improved the front brakes, too. The rotor design is a new casting, with the diameter increased from 10.95 inches to 11.7 inches. A new, stiffer aluminum caliper is utilized.
Even the steering on the '04 car has been quickened: from a 15:1 ratio to 13.2:1. For cars not equipped with the Competition Group (CG), the steering comes from GM's Magnasteer. In GTPs with the CG, it's Magnasteer II, which dials in a little more effort during high-speed maneuvers, theoretically aiding control in sudden lane changes.
In fact, the entire Competition Group package is designed to bolster the feeling of control behind the wheel. Its "FE3" suspension is tuned a little stiffer and includes Stabilitrak Plus, V-rated Comp T/A tires and a shorter, 3.29:1 axle ratio (versus a 2.93 ratio on non-CG models).
Under the HoodAnother holdover from the existing Grand Prix is the venerable 3800 Series II V6. It's the only powerplant available in the '04 model (the base 3.1-liter V6 is history), providing 200 normally aspirated horsepower in the GT model and 260 supercharged ponies in the GTP. The 20-horse jump in the blown version is due to a new supercharger (see sidebar, "Boosted"). Both versions of the engine send torque through GM's 4T65E 4-speed automatic.
Rumor has it that a V8 is in the works for the 2005 or '06 model year. Chevy is already planning a V8-powered Impala SS, on the same platform as the '04 Grand Prix, and during a media preview last summer, Chevrolet demonstrated an LS1-powered, front-drive version. And at SEMA we saw a V8-powered Bonneville GXP with a Northstar powerplant We suspect the V8 will show up in the GXP version of the new Grand Prix.
Cavernous CabinBased on our experience with a pre-production model, Pontiac seems to have done an admirable job with the '04 Grand Prix's interior. Leg room is about the same, but there is a noticeable improvement in head room and shoulder room.
Yes, there are plenty of convenience features throughout, including a detailed "driver information center," but what impressed us more was the decidedly upscale appearance and feel of the interior's materials. GM has had an admitted deficiency when it comes to interiors, including hard, glossy plastics. That's not so much the case with the new Grand Prix. It's not perfect, especially when compared with some imports or even a few Chrysler products we know, but it's a clear improvement.
A couple of our favorite details include rear doors that open 82-significantly more than the outgoing Grand Prix and most other cars, thereby allowing bigger, bulkier items, like home entertainment equipment, to be shoved into the rear seat with greater ease. We also liked the fold-down front passenger seat. When used with the fold-down rear seat, the Grand Prix can haul some long items, not to mention that the trunk opening is nearly 10 inches wider, and the lift-over height is almost six inches lower. We were shown nine-foot ladders and kayaks stuffed in there and the trunk closes. Very cool.
ConclusionOn paper, the evolutionary changes that comprise the 2004 Grand Prix add up to a competent, contemporary sports sedan. Pontiac says the car will be the class leader in performance, but we'll wait until we can put one through its paces before addressing such a boast.
No, Pontiac didn't reinvent the automobile with the '04 Grand Prix. But it's hard to fault the company for not wanting to carry on where the strong-performing current car has taken it. In other words, if it ain't broke, don't fix it.