I wasn't able to go to a "ride and drive" for the G8 (last week) in CA, but here's the PR agit-prop. Should have a car to fool with in a few weeks....
For the first time in more than 20 years, a rear-wheel-drive Pontiac performance sedan will be seen on the streets of North America, as the all-new 2008 G8 arrives in dealerships. With bold styling and an available V-8 engine, the G8 is the most powerful sedan available for less than $30,000.
?With Pontiac?s commitment to producing vehicles with both style and performance, the G8 is the ideal flagship for the brand,? said Craig Bierley, Pontiac marketing director. ?But, more importantly, the G8 provides a level of sophisticated power and handling normally reserved for those paying far more.?
The V-6-equipped G8 performance sedan will start at $27,595, including a $695 destination and freight charge (DFC). The V-8-powered G8 GT starts at $29,995.
Regardless of which model customers choose, they?ll get a vehicle designed with modern performance styling cues, both inside and out, blended with a unique Pontiac attitude. A strong wheels-to-the-corners stance is highlighted with bold wheel flares and a rising beltline, giving the impression of barely contained power.
Pontiac design cues on both models include an inset dual port grille, twin hood scoops, projector head lamps, vented front fenders, 18-inch wheels, and chrome-tipped dual exhaust. The G8 GT sports crystal-clear rear lamp elements and chromed quad exhaust tips.
The G8 sedan comes equipped with a 3.6L DOHC V-6, generating 256 horsepower (190 kW) and 248 lb.-ft. of torque in a wide power band beginning at a very low 2,100 rpm. Linked to a five-speed Hydra-Matic 5L40E automatic transmission, the V-6-powered G8 is capable of zero-to-60 times of approximately seven seconds.
The GT model ups the ante with the introduction of the 6.0L small-block V-8, producing 361 horsepower (268 kW) and 385 lb.-ft. of torque. Zero-to-60 times of 5.3 seconds are possible with the six-speed Hydra-Matic 6L80E automatic transmission linked to a standard limited-slip differential.
The final drive ratio on both G8 models is 2.92:1.
Both transmissions feature a uniquely tuned Driver Shift Control, allowing the driver to select three distinct shifting styles. In normal automatic mode, the transmission is geared to provide an optimal blend of performance and fuel economy. Sliding the shifter right into the manual shift gate selects a ?Sport Mode,? altering the automatic shift points to maintain higher torque and greater engine control.
For driving enthusiasts who want ultimate control, moving the shifter up or down in the manual shift gate provides complete control over each shift point. In this mode, the transmission will not automatically up-shift at any time, although a rev limiter will prevent the engine from exceeding the red line. For safety reasons, the transmission will down-shift if engine rpm drops to a point where a stall is possible.
The power and handling capabilities of the G8 were developed by a team of General Motors engineers in Australia with input from other GM engineering centers around the world.
?When we were designing the underpinnings of the G8, we wanted to create a vehicle that could compete with some of the best European performance sedans in every way,? said Doug Houlihan, vehicle chief engineer. ?From chassis stiffness to suspension response to overall vehicle balance, we believe the G8 can perform as well as vehicles typically costing thousands of dollars more.?
The G8 can handle a wide variety of driving conditions. It features a robust, protected electrical system, a climate control system designed for weather extremes and noise/vibration-isolating suspension systems. A near 50/50 vehicle balance is achieved through design features that include a steering rack mounted ahead of the front axle, engines that are mounted low and rearward in the front chassis cradle and a rear-mounted battery.
The G8 has an exceptionally strong unitized chassis/body structure, including the use of advanced-strength steel in more than 80 percent of its construction. This strong foundation enables several factors that benefit the G8?s driving experience, including smoother, more solid ride characteristics and more precise suspension tuning, as the stiffer structure allows engineers to tune the suspension without having to account for chassis flex. Torsion and bending modes on the chassis are 55 hertz.
The stiff structure also enhances safety, as it helps absorb crash energy through a multiple load path strategy that includes optimized front-end and rear-end deformation zones.
A unique, four-wheel independent suspension system uses the strength of the G8?s body structure to enhance the driving experience through optimized steering, handling and driving control. Both the G8 sedan and G8 GT use the same performance-tuned suspension.
The G8 rides on a long, 114.8-inch (2,915 mm) wheelbase, with the wheels set wide on 62.7-inch (1,592 mm) front and 63.3-inch (1,608 mm) rear tracks. The front suspension features a multi-link, MacPherson strut-type design that incorporates a direct-acting stabilizer bar and a hydraulically damped bushing on the forward end of the tension link for improved ride isolation. The lateral link features a rubber spherical joint that enhances lateral stiffness. Camber, caster and toe are fully adjustable.
The rear suspension uses a four-link independent design, with coil springs over shocks and a decoupled stabilizer bar. With the rear suspension, a high degree of lateral stiffness is achieved with the use of two lateral ball joints per side. A rubber-damped suspension frame further isolates the body structure from noise, vibration and road harshness.
The G8?s steering rack is mounted forward of the front axle centerline ? with dual lower links and individual ball joints at the outer ends ? which enhances the balanced feel of the car while also contributing to a more direct steering feel. Steering rates for the variable-ratio rack-and-pinion system are tuned specifically for the V-6-powered base and V-8-powered GT models. The G8?s turning circle diameter is 37.4 feet (11.4 meters).
Matching the vehicle?s handling and steering agility is a carefully tailored brake system that uses four-wheel discs sized to match each model?s performance. The G8 sedan features 11.73-inch front rotors and 11.89-inch rear rotors. The higher-powered GT upgrades to 12.64-inch front rotors and 12.76-inch rear rotors. Front rotor thickness on both models is 1-inch while the rear rotors are 0.87-inch-thick.
Both models feature twin-piston front alloy calipers and vented rotors, and single-piston, alloy rear calipers with vented rotors. ABS is standard and the brake system is fully integrated into the vehicle?s electronic stability control system.
The G8 sedan comes standard with 18-inch silver-painted aluminum wheels sporting P245/45R18 all-season tires. High-performance summer-only tires are optional.
The G8 GT is equipped with 18-inch machine-faced aluminum wheels with a P245/45R18 summer performance tire standard. All-season tires are available.
GT owners can also option up to the Sports Package, which includes 19-inch machine-faced aluminum wheels with P245/40R19 summer performance tires, as well as sport metallic pedals and a unique leather-wrapped sport steering wheel.
This car, too won't survive long in our gas price environment. Too much, too late. They should have built these cars in the 1990s. The world may have been different.
Cars like these get better fuel economy than SUVs, which is what people were buying in droves. People would have probably looked at these instead of Explorers and Yukons....
Fleet fuel mileage would have likely been an mpg or two better, and gas would likely be 50 cents cheaper today..
oh, well.
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