The HVAC controls and those for the Blaupunkt stereo are centrally-located and easy to navigate. Three shifting modes are provided with the standard six-speed automatic trans in the GT and the base G8's five-speed: automatic, sport shift or a full manual mode.
Yes, the Pontiac automatic shifter in the GT tradition allows for some fun, too, by offering three shift modes. The first is drop-it-in-Drive-and-leave-it automatic mode. But by shifting to the right gate, the trans goes into Sport mode and shift points are moved higher in the rpm range. The Third mode allows for full manual control governed by a rev limiter up top and a no-stall downshift override as needed to protect against the truly stupid and to keep the warranty men from sweating through their business suits.
The appointments inside are of seemingly high quality for the most part. There are patterned soft surfaces on the dash and the tops of the doors. Some of the controls felt loose or plasticky here and there, however. Seating is firm and comfortable for the long-haul, as evidenced by the absence of a backache after a couple of hundred miles of driving. However, more side bolster support would make the seats nearly perfect.
A big advantage of the G8 over the GTO, at least in Pontiac's estimation, is the addition of the two rear doors and the long 114.5-inch wheelbase that provides "Best in Class" 40 inches of legroom in the rear, something the GTO couldn't claim. Then there is the G8's large trunk, which exposes another GTO shortcoming.
The 256hp 3.6L six-cylinder base G8 benefits from the same FE2 suspension as the GT. I didn't really notice a handling difference due to the 110-pound-lighter vehicle weight. Possibly my posterior isn't sophisticated enough to detect it. At full throttle, the six-like the eight-lets out an auditory wail that is sure to please the youngster in us. The base G8 was, of course, slower than the V-8 model, but the five-speed auto trans shifted well, and it was fun to play with the manual shift mode. The base car also has less trim, different taillights, and different wheels.
Overall, the G8 is a very good car that delivers on what Pontiac promises at a reasonable price. Having the potential to embarrass a BMW owner on some lightly-traveled back road in "The Most Powerful Sedan Under $30,000" is enticing. I'd like to see a two-door GXP version, but what do I know? Pontiac says two-door cars just don't sell well for the Division. Let's hope this four-door does.
The lines are modern, as is the chassis, which is shared with the Holden Commodore. | 
Here's a group of G8s during a break on the ride-and-drive. A GT is in the foreground, the black one is a base six. The hoodscoops open into the engine compartment and may help to reduce underhood temps a bit, but there's no Ram Air-setup available at this time. | 
The L76 364ci, 6.0L V-8 pumps out 361 hp. Future restorers take note. You can cosmetically restore nearly the entire engine by simply repainting the giant engine cover. Note in the upper driver side is a post to connect a positive jumper cable. Did we mention the battery is in the trunk? It helps with weight distribution. |