The Pontiac Grand Prix, especially in its GTP Comp G (Competition Group) guise, aimed to inject some serious performance into the front-wheel-drive sedan market. Boasting a supercharged 3.8-liter V6 engine, the Comp G promised thrilling acceleration and a sporty driving experience. But does this muscle car wannabe live up to the hype, or is it all just tire smoke and torque steer? Let’s delve into what makes the Pontiac Grand Prix GTP Comp G tick, and whether it truly delivers on its performance promises.
Under the hood of the Comp G sits the venerable 3.8-liter supercharged V6. This engine, while not the newest design, is a powerhouse, churning out a healthy 260 horsepower and a substantial 280 lb-ft of torque. On paper, these figures suggest brisk acceleration and ample power for highway merges and spirited driving. The anticipation builds when you consider the legacy of Pontiac as a performance brand, and the Comp G badge implies an even sharper focus on driving dynamics.
Front profile of a Pontiac Grand Prix GTP Comp G, highlighting its sporty design and supercharged V6 engine.
However, the reality of putting that power to the pavement in the front-wheel-drive GTP Comp G is a bit more complex. The moment you aggressively apply the throttle, you’re greeted with a sensation more akin to a bucking bronco than a refined sports sedan. The front wheels struggle to cope with the sudden surge of power, resulting in significant wheelspin. It’s a far cry from the controlled launch you might expect from a performance-oriented vehicle. The initial burst of acceleration is often accompanied by the smell of burning rubber and the unsettling sound of protesting tires, hardly the hallmark of sophisticated performance.
Once the tires finally find grip, and the StabiliTrak system intervenes to manage the torque steer – the unwanted tugging of the steering wheel caused by uneven power delivery to the front wheels – the Grand Prix GTP Comp G does gather speed with respectable urgency. Pontiac claimed a zero to sixty mph sprint in the mid-six-second range, which is certainly quick for a sedan of its era. It’s enough to confidently merge onto highways and overtake slower traffic. However, the question remains: does straight-line speed equate to a truly engaging sports sedan experience?
Visually, the Pontiac Grand Prix GTP Comp G attempts to telegraph its sporty intentions, but the execution is somewhat heavy-handed. The designers seemed to have raided the parts bin of aftermarket clichés, grafting on elements like red-painted brake calipers (perhaps undersized), a rear spoiler of debatable aerodynamic benefit, and faux quad exhaust tips. Side skirts and a front chin spoiler are also present, but they blend into the overall design without making a particularly bold statement. The front fascia is arguably the most distinctive feature, bearing a somewhat polarizing look that some might describe as resembling a “demented Pokemon.”
Stepping inside the Comp G doesn’t dramatically elevate the sporty ambiance. In an era where competitors were embracing brushed aluminum and sophisticated interior designs, the Grand Prix GTP Comp G opted for a darker, more utilitarian approach. Plastic dominates the dashboard, and rotary controls reminiscent of an earlier era are present. The gauges feature a basic white-on-grey design. On the plus side, features like XM satellite radio offer modern entertainment, and the heads-up display for speed and radio information is a genuinely cool and forward-thinking touch, likely to appeal to tech-savvy drivers.
Pontiac also touted the Tapshift buttons on the steering wheel, intended to provide a more manual-like experience with the automatic transmission. While the Tapshift system is functional, its four-speed automatic transmission ultimately limits its effectiveness. True manual transmissions offer more gears for greater control and driver engagement. In the Comp G, Tapshift is primarily useful for downshifting for overtaking or inducing tire spin for show, tasks that can arguably be accomplished just as easily with a firm press of the accelerator pedal.
Beyond straight-line acceleration, the Grand Prix GTP Comp G’s handling reveals further limitations. The car’s front-wheel-drive configuration and weight distribution characteristics lead to noticeable understeer when cornering at speed. Under hard acceleration, weight shifts to the rear, further reducing front-end grip and control. While the tires will provide audible warnings of impending understeer, the Comp G is not a vehicle that inspires confidence on twisty roads. It’s more at home on straight highways than challenging canyon curves.
Finally, the price point of the Pontiac Grand Prix GTP Comp G further complicates its value proposition. At around $30,000, it positioned itself in a competitive market segment. However, the arrival of the Pontiac GTO the following year, a rear-wheel-drive, V8-powered sports sedan sourced from Holden in Australia, cast a long shadow. The GTO promised superior performance and handling at a comparable price, making the front-wheel-drive Comp G appear less compelling in retrospect. For those seeking genuine American muscle car thrills and competent handling, the Pontiac GTO offered a more promising path. The Grand Prix GTP Comp G, while possessing a potent engine, ultimately falls short of delivering a truly refined and engaging sports sedan experience, hampered by its front-wheel-drive limitations and somewhat underwhelming execution of its sporty aspirations.
