Joining a busy highway can be a daunting task, especially when on-ramps seem designed for disaster rather than smooth transitions. Imagine a stretch of road so short, so unforgiving, it feels less like an entry point and more like a vehicular trial by fire. This was the perfect proving ground to test the mettle of the Pontiac Grand Prix Gtp with the Competition Group Package, affectionately known as the “Comp G.” Pontiac armed this front-wheel-drive sedan with a supercharged V6, hoping to inject some serious muscle into its Grand Prix lineup. Did they succeed in creating a performance machine, or did the Comp G simply spin its wheels in the face of its ambitious aspirations? Let’s delve into what makes this car tick, and whether it’s a grand prix winner or a grand prix pretender.
Under the hood of the Pontiac Grand Prix GTP Comp G resides a supercharged 3.8-liter V6 engine. While this powerplant might predate some popular music icons, it still packs a punch, delivering a respectable 260 horsepower. Equally important for real-world driving, this super six churns out a robust 280 lb-ft of torque, readily available at 3200 rpm. On paper, this seems like more than enough grunt to tackle challenging on-ramps and leave traffic in your rearview mirror. The promise of supercharged power conjures images of thrilling acceleration and effortless speed. But does the reality live up to the hype?
Front view of a silver Pontiac Grand Prix GTP Comp G parked on a paved surface
The moment you depress the accelerator pedal in the Grand Prix GTP Comp G with any enthusiasm, you’re immediately greeted by a sensation more akin to a bucking bronco than a refined sports sedan. The front-wheel-drive configuration struggles mightily to translate the supercharged V6’s power into forward motion. Instead of a clean, confident launch, the Comp G erupts in a flurry of wheelspin. For what feels like an eternity, the front tires scrabble for grip, protesting loudly as they fight to overcome the engine’s eagerness. The aroma of burning rubber fills the air, a pungent reminder of the power being wasted in a cloud of tire smoke. Only after what seems like an age does the StabiliTrak system, almost ironically named in this context, intervene to quell the torque steer and allow the car to finally gain traction and accelerate with purpose.
Once the Pontiac Grand Prix GTP Comp G manages to hook up, it does move with a certain degree of urgency. The initial struggle gives way to a determined surge forward, lending credence to Pontiac’s performance claims. The manufacturer suggested a zero-to-sixty miles per hour sprint in around 6.5 seconds, and a quarter-mile time that trails a BMW 330i by a mere half-second. These numbers position the Comp G as a reasonably quick car in a straight line. However, the question remains: does straight-line speed equate to a credible sports sedan experience? Many enthusiasts argue that true sports sedan credentials extend beyond mere acceleration figures.
Visually, the Pontiac Grand Prix GTP Comp G struggles to project a sporty image. Its exterior styling appears to be a pastiche of generic performance car cues tacked onto what is fundamentally a mainstream sedan shape. Features like the small, red-painted brake calipers, a somewhat ungainly rear spoiler, and faux quad exhaust outlets seem like afterthoughts, rather than integrated design elements. The side skirts and chin spoiler are so subtle they could easily be mistaken for standard trim on a lesser model. The front end design is arguably the most distinctive aspect, bearing a resemblance to a somewhat agitated cartoon character. Overall, the exterior aesthetic fails to convincingly convey the performance potential hinted at by the “Comp G” badge.
Stepping inside the Pontiac Grand Prix GTP Comp G does little to reinforce any sporting aspirations. While competitors like the Mazda6 S and VW Golf R32 boasted interiors with sophisticated brushed aluminum accents and modern design, the Comp G presents a darker, more utilitarian environment. The dashboard is dominated by swathes of dark plastic, punctuated by rotary controls that seem to belong to a bygone era. The white-on-grey gauges offer functional clarity but lack visual excitement. On the plus side, the inclusion of XM satellite radio provides a welcome source of entertainment, and the heads-up display, projecting speed and radio information onto the windshield, is a genuinely cool and forward-thinking feature that resonates with tech-savvy drivers.
Pontiac highlighted the Grand Prix GTP Comp G’s steering wheel-mounted Tapshift buttons as a feature designed to “transform its automatic transmission into operating much like a manual.” However, this claim requires a rather generous interpretation of the word “much.” With only four gears available in the automatic transmission, the Tapshift system offers limited flexibility compared to a true manual gearbox, or even more modern automatics with more ratios. While the Tapshift levers themselves are reasonably responsive, their primary utility is restricted to downshifting for overtaking or inducing tire spin for show. For most driving situations, simply using the accelerator pedal proves just as effective.
Even when driven with restraint, the Pontiac Grand Prix GTP Comp G falls short of delivering a truly engaging driving experience. The fundamental physics of front-wheel drive and a relatively heavy front end become readily apparent when pushing the car in corners. Under hard acceleration, the weight transfer to the rear axle exacerbates the inherent limitations of front-wheel drive, leading to a noticeable loss of front-end grip and control. The technical term for this is “excessive understeer,” and in practical terms, it translates to the car pushing wide of the intended line in corners. While the Grand Prix GTP Comp G provides some audible warning through tire squeal as understeer develops, it’s not a car that inspires confidence for spirited driving on challenging roads.
Considering the supercharged engine and the American penchant for straight-line speed, perhaps the handling deficiencies could be overlooked if the Pontiac Grand Prix GTP Comp G offered exceptional value. However, with a price tag hovering around thirty thousand US dollars, it faced stiff competition. Adding to its woes, the Grand Prix GTP Comp G was nearing the end of its production run. The horizon held a more compelling alternative from Pontiac: the GTO. Based on the Holden Monaro, the rear-wheel-drive, V8-powered GTO promised superior performance and handling, potentially at a similar price point. For those seeking genuine performance thrills, the Pontiac GTO represented a far more enticing proposition, leaving the Grand Prix GTP Comp G in its shadow.
