As eagerly as we tout the virtues of cars like the Honda Accord, Mazda 6, Nissan Altima and Maxima, Toyota Camry and Volkswagen Passat, we know that not every shopper wants a midsize sedan with an import label. Whether it has to do with loyalty to the traditional American brands, distaste for import dealerships unwilling to offer big discounts or a desire to differentiate oneself from the droves of Accord and Camry owners, there are some who simply aren't going to buy one of the recommended picks. And that's fine — there are some domestic sedans that merit consideration even when the imports are still in the picture. The 2004 Pontiac Grand Prix is such a car.
Most of our staff liked the previous-generation Grand Prix (1997-2003), which in GT and GTP form, offered brisk acceleration and a tight suspension for a relatively affordable price. But our fondness didn't blind us to this generation's raucous power delivery, harsh ride over rough surfaces, cheap interior materials, needlessly complex controls and hit-or-miss build quality. "It exhibits strong sex appeal and has moves that can lull you into submission," said one of our editors after driving a 1999 GTP, "but is otherwise harsh on most of the senses most of the time."
Redesigned for '04, the Grand Prix benefits from stronger, more refined engines; fine-tuned ride and handling characteristics; and a driver-friendlier cockpit with large gauges and, for the most part, simple controls. Exterior styling is always subjective, but for the record, we like the smooth, reptilian front end but could do without the car's lumpy hindquarters and the oddly high placement of the body-side molding strips. Inside, despite a few notable improvements, the quality of the materials and craftsmanship still leaves some question marks, which we'll get to later. Not a perfect car, the Grand Prix, but there's nothing wrong with it that a larger development budget wouldn't fix. And depending on your priorities, we think it could be worth a test-drive.
The 2004 model lineup consists of GT1, GT2 and GTP trim levels, and even the base GT1 comes with a 200-horsepower V6 rated for up to 30 mpg on the highway, along with 16-inch wheels, a CD player and full power accessories. ABS, traction control and a power driver seat are optional on the base car; going with the GT2 gets you this stuff standard, while opening up options like full-length side curtain airbags, leather upholstery and a sunroof.
For this test, though, we had the high-performance GTP model, which as before comes with a supercharged version of GM's 3.8-liter V6 (now called the 3800 Series III following the latest round of refinements). Old-tech origins notwithstanding, the supercharged 3800 remains competitive in today's world of 240-hp Accords and Altimas and 265-hp Maximas, though these imports achieve similar performance with natural aspiration (that is, no turbo or supercharger). Output in the GTP is rated at 260 horses (20 more than last year) at 5,200 rpm and 280 pound-feet of torque (unchanged from 2003) at 3,600 rpm. Paired with the Grand Prix's standard four-speed automatic transmission, the supercharged 3800 carries the GTP to 60 mph in 6.5 seconds, according to Pontiac. For comparison, we've timed an automatic Altima 3.5 SE at 6.8 seconds (a manual-shift Altima did it in 6.3), while an automatic Accord V6 came in at 7 even. Even with its high output, the GTP can get up to 28 mpg during highway travel. Its city rating is just 18 mpg, though, and during a week of hard driving in varied settings, we managed only 19.
Certainly the Grand Prix GTP has enough power to make everyday driving entertaining, as it pulls hard from a stop, making it easy to live with in congested areas where you've got to be quick on the draw to catch the breaks in traffic. Put the accelerator pedal to the floor, and you'll hear the supercharger whinny as the V6 revs heartily up the tach — the needle gets very close to the 6,000-rpm redline before the automatic transmission upshifts to the next gear. Passing on the highway is exceptionally easy in the GTP, as it is in the Accord, Altima and Maxima, and full-throttle maneuvers occur more often out of driver enthusiasm than necessity. Even with this year's refinements, though, the Pontiac's engine continues to go about its business with more racket than most import V6s — something to consider if a quiet cabin is important to you.
One other complaint we had about the drivetrain had to do with the stiffness of the accelerator pedal at parking lot speeds. Pontiac equipped the Grand Prix with electronic throttle control for 2004, which provides slower throttle response at low speeds when you're trying to finesse the car into a parking spot, and faster response at highway speeds when quick lane changes are required. In practice, the throttle calibration seemed to make the pedal a bit too stiff in the parking lot, and one editor found it difficult to avoid jerky inputs in delicate situations.
In spite of its sporting personality, the GTP still doesn't have a manual transmission option. Fortunately, the automatic shifts smartly on its own and never leaves you waiting for downshifts; only enthusiasts are apt to miss having control over shift points. You can get an automanual mode (with steering wheel-mounted shift buttons) by selecting the $1,395 Competition Group (Comp G) package on the options list. There are other reasons to go for the Comp G package, namely a more aggressive final drive ratio (3.29-to-1 versus the standard 2.93-to-1), firmer suspension tuning, stickier V-rated BF Goodrich tires, an enthusiast-oriented stability control system (StabiliTrak Sport), upgraded steering that varies effort levels in response to cornering forces (in addition to vehicle speed), red brake calipers and, inside the cockpit, a head-up display. For more discussion on how the GTP Comp G drives, see our First Drive.
Our test vehicle wasn't a Comp G, and although we would have enjoyed having StabiliTrak Sport as a safety net, not to mention a better set of tires, the Grand Prix handles quite capably in stock form. When pushed around corners, our test car felt larger than most of its competitors — and it is almost five inches longer than the Maxima, 13 inches longer than a Passat — but still tight and tossable for a front-wheel-drive car. The large-diameter steering wheel feels a bit cumbersome in your hands, but progressive weighting and a fair amount of communication about the goings-on of the tires help offset this. No one thought the GTP would out-handle a 2004 Maxima, but it's not a stretch to call it a sport sedan among midsize front-drive cars.
If there is a weak link in the stock GTP's handling package, it's surely the 225/55HR17 Michelin Energy tires. A lot of midsize cars in this price range wear Michelin Energys, and while these tires don't detract from a quiet highway ride, they howl early and often during aggressive, or even slightly aggressive, maneuvering. And they tended to give up on grip long before the Grand Prix's four-wheel independent suspension had reached its limits. Were we shopping for a GTP, we'd probably go with the Comp G package or buy ourselves a set of Michelin Pilots.
For the remaining 80 percent of driving, the Grand Prix offers a smooth, comfortable ride suitable for commutes and road trips. If you're used to the softer ride of a Camry or Passat, you may find the suspension tuning a little on the firm side over bumps and ruts. "The ride quality has a certain level of refinement that I think is beyond anything Pontiac has ever done before," Road Test Editor Brian Moody observed. "It's no Lexus, but just below the surface, the GTP seems to exhibit a solidity I find reassuring." While not exceptionally quiet, the cabin is reasonably well insulated from wind and road noise. Meanwhile, the brakes are adequate to the task of bringing this 3,600-pounder to a stop, but the brake pedal is stiff and it takes a little practice (and some muscle) to modulate it properly.
Inside, Pontiac has succeeded in creating a snug cockpit for the driver — the bolstered sport seats offer a pleasant blend of soft cushioning and support, and the center stack is angled toward the driver such that it's obvious who has the final say on stereo and climate settings. Some may find it too snug, though, as the high cowl and sloping roofline make it difficult to find the best driving position without running out of headroom. Large side mirrors help offset this problem, at least from the standpoint of rearward visibility. Besides that, the broad, flat door tops are well padded, providing an ideal respite for elbows during commutes.
Everyone liked the large analog gauge cluster, which uses an attractive square font and lights up in red at night. Too bad the designers couldn't find room for a gear display for the automatic transmission. Those unfamiliar with previous Pontiac marketing campaigns may puzzle over the "WideTrack" logo that comes up on the trip computer at startup and which is emblazoned on the tachometer. The idea is that the Grand Prix rides on a wide track (that is, has its wheels pushed far apart), improving the distribution of weight and ultimately resulting in better handling. In reality, when you compare the hard numbers, this Pontiac still holds little edge in this regard over the Buick Regal, a corporate twin of the 1997-2003 Grand Prix. The same is true if you compare it to the Nissan Maxima.
Almost all of the controls are easy to use, thanks largely to Pontiac's decision to adopt a simple three-stalk arrangement (whereby the cruise stalk is situated on the lower right) used in Japanese cars in place of GM's confounding multipurpose stalk. The three-dial manual climate control setup certainly presents no ergonomic problems, but when a car stickers at almost $29 grand, you'd expect an automatic system — and indeed the previous-generation GTP came with a dual-zone setup to keep both the driver and front passenger happy. This odd omission can likely be written off as a cost-saving measure. The design of the window buttons was also perplexing — the system features small switches (not unlike those found in GM cars of the 1980s) instead of the finger-sized buttons used in most of today's cars.
While the performance of the optional Monsoon sound system and the layout of the head unit leave much to be desired, according to our stereo expert, we found it remarkably easy to switch between CDs and satellite radio, simply by relying on the steering wheel audio buttons. Not only are the buttons perfectly shaped and placed on the steering wheel spokes, they're quite comprehensive, even allowing the driver to switch between CDs loaded in the in-dash changer.
At first glance, the Grand Prix seemed like it might be somewhat of a success story amidst the vast majority of General Motors products that suffer from below-average build and materials quality. Sure, its monochromatic dark gray interior seemed a bit drab next to the elegant two-tone ensembles in many competitors, but the soft-touch material on the dash and upper door panels seemed promising. As did the European-style woven headliner (as in the Passat and Mazda 6) and coordinating plastic pillar trim. As did the faux aluminum trim used on the steering wheel spokes and shifter bezel. If only Pontiac had used more of this trim on the center stack and door panels to brighten up the cockpit, we thought.
It was then that we noticed that the metallic trim had started to wear away on the left-hand spoke where the author's thumb rubbed (not scratched) in the 9 o'clock position over the course of a week. Peering about the cabin, we noted that the front and rear edges of the headliner had been left unfinished and fraying. Moreover, not one piece of pillar trim was solidly affixed, and the center console felt loose in its moorings. We weren't all that impressed by the quality of the optional leather upholstery (Really, what do you expect for less than 700 bucks?), but more distressing was the widespread substitution of vinyl in the backseat — on the actual seating surfaces. For the sake of comfort alone, we can't recommend paying extra for the leather over the standard cloth. Add to these issues the low-grade pebble-grain plastic trim used on the console and the lower portions of the dash and door panels, and it should be obvious why we consider the Grand Prix a mediocre example of craftsmanship in the near-luxury price bracket.
Even putting aside the excessive use of vinyl in the backseat of our test car, the accommodations are not ideal for anyone who has a steady succession of rear passengers. By numbers alone, the Grand Prix's backseat compares favorably to the Accord's and Maxima's, except in shoulder room. When you actually get into it (not too difficult thanks to rear doors that open up to 90 degrees), though, it's plain that numbers don't tell the whole story. The bench is much too low to the floor, requiring most adults to adopt a splayed-leg seating position — which is inevitably fatiguing on long trips. Legroom is adequate, but there is almost no room to slide your feet under the front chairs. Headrests are nonadjustable. In sum, the Grand Prix's backseat would be OK for children (though you'll need to make sure that bulky car seats will indeed fit) but unpleasant for anyone well into the 5-foot range. Our test car did not have the optional side curtain airbags (which protect both front and rear outboard occupants), but given that GM charges only $395 for them, we'd strongly encourage buyers to take advantage of this worthy safety feature.
Storage space may be a problem for some buyers. The center console container is a decent size, and there's a nice rubber-lined shelf in the center console for a cell phone, but the glovebox is small; the door bins are hard to access; and the only storage in the backseat is a map pocket on the front-passenger seat back. There are two cupholders in the front, and strangely, no cupholders in the backseat.
There is, however, plenty of trunk capacity — the Grand Prix's hold measures 16 cubic feet. For the occasional larger hauling job, the 60/40-split rear seats and the front-passenger seat fold flat. Our only complaint in this area is that there is no interior grab handle to allow you to close the trunk lid easily. Instead, you have to search for a hand-hold on the bare metal underside — not something we'd want to do in cold, wet weather.
You can probably tell that the Grand Prix wouldn't be our first choice for a family car — the backseat is cramped and there's just no place to put juice boxes or toys. While it would be nice if it offered this versatility (like the Accord, Altima and Maxima), this isn't grounds for dismissal. After all, we know plenty of people who just want a powerful midsize sedan that's comfortable enough to drive to work during the week and roomy enough to take out a friend or two on the weekend. Better yet, the Grand Prix is an excellent handler, relishing the occasional workout on two-lane blacktops. If you can put up with a boisterous but well-intentioned engine and inconsistent build and materials quality, give the GTP a try. If refinement is what you're ultimately after, however, better stick with the imports.
Most of our staff liked the previous-generation Grand Prix (1997-2003), which in GT and GTP form, offered brisk acceleration and a tight suspension for a relatively affordable price. But our fondness didn't blind us to this generation's raucous power delivery, harsh ride over rough surfaces, cheap interior materials, needlessly complex controls and hit-or-miss build quality. "It exhibits strong sex appeal and has moves that can lull you into submission," said one of our editors after driving a 1999 GTP, "but is otherwise harsh on most of the senses most of the time."
Redesigned for '04, the Grand Prix benefits from stronger, more refined engines; fine-tuned ride and handling characteristics; and a driver-friendlier cockpit with large gauges and, for the most part, simple controls. Exterior styling is always subjective, but for the record, we like the smooth, reptilian front end but could do without the car's lumpy hindquarters and the oddly high placement of the body-side molding strips. Inside, despite a few notable improvements, the quality of the materials and craftsmanship still leaves some question marks, which we'll get to later. Not a perfect car, the Grand Prix, but there's nothing wrong with it that a larger development budget wouldn't fix. And depending on your priorities, we think it could be worth a test-drive.
The 2004 model lineup consists of GT1, GT2 and GTP trim levels, and even the base GT1 comes with a 200-horsepower V6 rated for up to 30 mpg on the highway, along with 16-inch wheels, a CD player and full power accessories. ABS, traction control and a power driver seat are optional on the base car; going with the GT2 gets you this stuff standard, while opening up options like full-length side curtain airbags, leather upholstery and a sunroof.
For this test, though, we had the high-performance GTP model, which as before comes with a supercharged version of GM's 3.8-liter V6 (now called the 3800 Series III following the latest round of refinements). Old-tech origins notwithstanding, the supercharged 3800 remains competitive in today's world of 240-hp Accords and Altimas and 265-hp Maximas, though these imports achieve similar performance with natural aspiration (that is, no turbo or supercharger). Output in the GTP is rated at 260 horses (20 more than last year) at 5,200 rpm and 280 pound-feet of torque (unchanged from 2003) at 3,600 rpm. Paired with the Grand Prix's standard four-speed automatic transmission, the supercharged 3800 carries the GTP to 60 mph in 6.5 seconds, according to Pontiac. For comparison, we've timed an automatic Altima 3.5 SE at 6.8 seconds (a manual-shift Altima did it in 6.3), while an automatic Accord V6 came in at 7 even. Even with its high output, the GTP can get up to 28 mpg during highway travel. Its city rating is just 18 mpg, though, and during a week of hard driving in varied settings, we managed only 19.
Certainly the Grand Prix GTP has enough power to make everyday driving entertaining, as it pulls hard from a stop, making it easy to live with in congested areas where you've got to be quick on the draw to catch the breaks in traffic. Put the accelerator pedal to the floor, and you'll hear the supercharger whinny as the V6 revs heartily up the tach — the needle gets very close to the 6,000-rpm redline before the automatic transmission upshifts to the next gear. Passing on the highway is exceptionally easy in the GTP, as it is in the Accord, Altima and Maxima, and full-throttle maneuvers occur more often out of driver enthusiasm than necessity. Even with this year's refinements, though, the Pontiac's engine continues to go about its business with more racket than most import V6s — something to consider if a quiet cabin is important to you.
One other complaint we had about the drivetrain had to do with the stiffness of the accelerator pedal at parking lot speeds. Pontiac equipped the Grand Prix with electronic throttle control for 2004, which provides slower throttle response at low speeds when you're trying to finesse the car into a parking spot, and faster response at highway speeds when quick lane changes are required. In practice, the throttle calibration seemed to make the pedal a bit too stiff in the parking lot, and one editor found it difficult to avoid jerky inputs in delicate situations.
In spite of its sporting personality, the GTP still doesn't have a manual transmission option. Fortunately, the automatic shifts smartly on its own and never leaves you waiting for downshifts; only enthusiasts are apt to miss having control over shift points. You can get an automanual mode (with steering wheel-mounted shift buttons) by selecting the $1,395 Competition Group (Comp G) package on the options list. There are other reasons to go for the Comp G package, namely a more aggressive final drive ratio (3.29-to-1 versus the standard 2.93-to-1), firmer suspension tuning, stickier V-rated BF Goodrich tires, an enthusiast-oriented stability control system (StabiliTrak Sport), upgraded steering that varies effort levels in response to cornering forces (in addition to vehicle speed), red brake calipers and, inside the cockpit, a head-up display. For more discussion on how the GTP Comp G drives, see our First Drive.
Our test vehicle wasn't a Comp G, and although we would have enjoyed having StabiliTrak Sport as a safety net, not to mention a better set of tires, the Grand Prix handles quite capably in stock form. When pushed around corners, our test car felt larger than most of its competitors — and it is almost five inches longer than the Maxima, 13 inches longer than a Passat — but still tight and tossable for a front-wheel-drive car. The large-diameter steering wheel feels a bit cumbersome in your hands, but progressive weighting and a fair amount of communication about the goings-on of the tires help offset this. No one thought the GTP would out-handle a 2004 Maxima, but it's not a stretch to call it a sport sedan among midsize front-drive cars.
If there is a weak link in the stock GTP's handling package, it's surely the 225/55HR17 Michelin Energy tires. A lot of midsize cars in this price range wear Michelin Energys, and while these tires don't detract from a quiet highway ride, they howl early and often during aggressive, or even slightly aggressive, maneuvering. And they tended to give up on grip long before the Grand Prix's four-wheel independent suspension had reached its limits. Were we shopping for a GTP, we'd probably go with the Comp G package or buy ourselves a set of Michelin Pilots.
For the remaining 80 percent of driving, the Grand Prix offers a smooth, comfortable ride suitable for commutes and road trips. If you're used to the softer ride of a Camry or Passat, you may find the suspension tuning a little on the firm side over bumps and ruts. "The ride quality has a certain level of refinement that I think is beyond anything Pontiac has ever done before," Road Test Editor Brian Moody observed. "It's no Lexus, but just below the surface, the GTP seems to exhibit a solidity I find reassuring." While not exceptionally quiet, the cabin is reasonably well insulated from wind and road noise. Meanwhile, the brakes are adequate to the task of bringing this 3,600-pounder to a stop, but the brake pedal is stiff and it takes a little practice (and some muscle) to modulate it properly.
Inside, Pontiac has succeeded in creating a snug cockpit for the driver — the bolstered sport seats offer a pleasant blend of soft cushioning and support, and the center stack is angled toward the driver such that it's obvious who has the final say on stereo and climate settings. Some may find it too snug, though, as the high cowl and sloping roofline make it difficult to find the best driving position without running out of headroom. Large side mirrors help offset this problem, at least from the standpoint of rearward visibility. Besides that, the broad, flat door tops are well padded, providing an ideal respite for elbows during commutes.
Everyone liked the large analog gauge cluster, which uses an attractive square font and lights up in red at night. Too bad the designers couldn't find room for a gear display for the automatic transmission. Those unfamiliar with previous Pontiac marketing campaigns may puzzle over the "WideTrack" logo that comes up on the trip computer at startup and which is emblazoned on the tachometer. The idea is that the Grand Prix rides on a wide track (that is, has its wheels pushed far apart), improving the distribution of weight and ultimately resulting in better handling. In reality, when you compare the hard numbers, this Pontiac still holds little edge in this regard over the Buick Regal, a corporate twin of the 1997-2003 Grand Prix. The same is true if you compare it to the Nissan Maxima.
Almost all of the controls are easy to use, thanks largely to Pontiac's decision to adopt a simple three-stalk arrangement (whereby the cruise stalk is situated on the lower right) used in Japanese cars in place of GM's confounding multipurpose stalk. The three-dial manual climate control setup certainly presents no ergonomic problems, but when a car stickers at almost $29 grand, you'd expect an automatic system — and indeed the previous-generation GTP came with a dual-zone setup to keep both the driver and front passenger happy. This odd omission can likely be written off as a cost-saving measure. The design of the window buttons was also perplexing — the system features small switches (not unlike those found in GM cars of the 1980s) instead of the finger-sized buttons used in most of today's cars.
While the performance of the optional Monsoon sound system and the layout of the head unit leave much to be desired, according to our stereo expert, we found it remarkably easy to switch between CDs and satellite radio, simply by relying on the steering wheel audio buttons. Not only are the buttons perfectly shaped and placed on the steering wheel spokes, they're quite comprehensive, even allowing the driver to switch between CDs loaded in the in-dash changer.
At first glance, the Grand Prix seemed like it might be somewhat of a success story amidst the vast majority of General Motors products that suffer from below-average build and materials quality. Sure, its monochromatic dark gray interior seemed a bit drab next to the elegant two-tone ensembles in many competitors, but the soft-touch material on the dash and upper door panels seemed promising. As did the European-style woven headliner (as in the Passat and Mazda 6) and coordinating plastic pillar trim. As did the faux aluminum trim used on the steering wheel spokes and shifter bezel. If only Pontiac had used more of this trim on the center stack and door panels to brighten up the cockpit, we thought.
It was then that we noticed that the metallic trim had started to wear away on the left-hand spoke where the author's thumb rubbed (not scratched) in the 9 o'clock position over the course of a week. Peering about the cabin, we noted that the front and rear edges of the headliner had been left unfinished and fraying. Moreover, not one piece of pillar trim was solidly affixed, and the center console felt loose in its moorings. We weren't all that impressed by the quality of the optional leather upholstery (Really, what do you expect for less than 700 bucks?), but more distressing was the widespread substitution of vinyl in the backseat — on the actual seating surfaces. For the sake of comfort alone, we can't recommend paying extra for the leather over the standard cloth. Add to these issues the low-grade pebble-grain plastic trim used on the console and the lower portions of the dash and door panels, and it should be obvious why we consider the Grand Prix a mediocre example of craftsmanship in the near-luxury price bracket.
Even putting aside the excessive use of vinyl in the backseat of our test car, the accommodations are not ideal for anyone who has a steady succession of rear passengers. By numbers alone, the Grand Prix's backseat compares favorably to the Accord's and Maxima's, except in shoulder room. When you actually get into it (not too difficult thanks to rear doors that open up to 90 degrees), though, it's plain that numbers don't tell the whole story. The bench is much too low to the floor, requiring most adults to adopt a splayed-leg seating position — which is inevitably fatiguing on long trips. Legroom is adequate, but there is almost no room to slide your feet under the front chairs. Headrests are nonadjustable. In sum, the Grand Prix's backseat would be OK for children (though you'll need to make sure that bulky car seats will indeed fit) but unpleasant for anyone well into the 5-foot range. Our test car did not have the optional side curtain airbags (which protect both front and rear outboard occupants), but given that GM charges only $395 for them, we'd strongly encourage buyers to take advantage of this worthy safety feature.
Storage space may be a problem for some buyers. The center console container is a decent size, and there's a nice rubber-lined shelf in the center console for a cell phone, but the glovebox is small; the door bins are hard to access; and the only storage in the backseat is a map pocket on the front-passenger seat back. There are two cupholders in the front, and strangely, no cupholders in the backseat.
There is, however, plenty of trunk capacity — the Grand Prix's hold measures 16 cubic feet. For the occasional larger hauling job, the 60/40-split rear seats and the front-passenger seat fold flat. Our only complaint in this area is that there is no interior grab handle to allow you to close the trunk lid easily. Instead, you have to search for a hand-hold on the bare metal underside — not something we'd want to do in cold, wet weather.
You can probably tell that the Grand Prix wouldn't be our first choice for a family car — the backseat is cramped and there's just no place to put juice boxes or toys. While it would be nice if it offered this versatility (like the Accord, Altima and Maxima), this isn't grounds for dismissal. After all, we know plenty of people who just want a powerful midsize sedan that's comfortable enough to drive to work during the week and roomy enough to take out a friend or two on the weekend. Better yet, the Grand Prix is an excellent handler, relishing the occasional workout on two-lane blacktops. If you can put up with a boisterous but well-intentioned engine and inconsistent build and materials quality, give the GTP a try. If refinement is what you're ultimately after, however, better stick with the imports.
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