The G8 Was Pontiac’s Last Model, and Inarguably One of Its Best

When referring to Pontiac’s final flagship, the G8, the adage “saving the best for last” definitely comes to mind. Produced for Pontiac’s swan song years of 2008-’09, the G8 followed in the wide tracks of its Grand Prix predecessor, though it thoroughly modernized the idea of what a large, athletic GM model could be.

The G8, a full-size, rear-wheel drive sedan built on GM’s Zeta platform—which also underpinned the fifth-generation Camaro—faced a tall set of challenges when it debuted. Singlehandedly filling multiple holes in Pontiac’s model line left by the cancellation of the Bonneville, GTO, and even the Firebird to an extent, the G8 represented Bob Lutz’s new direction for the brand—one that unfortunately would not get to be fully implemented.

The G8 was born in the land Down Under as the Commodore VE performance sedan, built by GM’s Australian subsidiary, Holden. Launched in 2006, there were multiple variants including a two-door coupe utility or “Ute” in Aussie-speak—think Chevrolet’s El Camino—and a five-door station wagon. Power came from GM corporate V-6 or LS V-8 engines. Like the Holden Monaro CV8, which became the 2004-2006 Pontiac GTO, the Commodore’s in-production status made for a smooth transition to the G8 for the American market.

After a very warm reception at the 2007 North American International Auto Show, then-GM Vice Chairman of Global Product Development, Bob Lutz, announced that the new G8 was expected to hit Pontiac showrooms as a 2008 model. “Maximum Bob,” as he is called, felt that G8’s global rear-drive architecture offered a luxury sports sedan that would play on the same field as the German makes, at a more attainable cost.

Pontiac’s mission statement for the G8 was clear. “G8’s powerful engines, rigid rear-wheel-drive structure and performance-tuned suspension deliver outstanding driving dynamics—exactly what is expected from Pontiac’s flagship vehicle.”

When the G8 debuted, it displayed all the Pontiac tenets of style, power and technology, starting at around $30,000. Ironically, the base G8 was not powered by an eight-cylinder motor as the name inferred, but by the all-aluminum (LY7) 3.6-liter DOHC V-6, making 256 horsepower and 248 lb.-ft. of torque. The only transmission was the 5L40-E five-speed automatic with 2.92 ratio gearing.

 The base car was loaded with performance-oriented features including:

• Four-wheel independent (FE2) performance-tuned suspension 
• 18-inch split-spoke, silver-painted aluminum wheels 
• Stabilitrak electronic stability control with all-speed traction control 
• Four-wheel ventilated antilock disc brakes with Electronic Brake Assist (EBA) and Electronic Brakeforce distribution (EBD) 
• Driver shift control with sport mode option

The G8’s exterior styling was muscular yet refined, indeed similar to the German sedans in its segment. Even with its Aussie bloodlines, the G8’s aggressive wide-track stance, hood scoops, and modernized arrowhead symbol perched between its dual grilles were unmistakably Pontiac.

Inside, the cockpit was aesthetically pleasing and well-appointed with a suite of safety, comfort, and convenience features. On top of power windows and door locks, four-way power adjustable driver/passenger cloth seats, rear-seat pass-through, dual cup holders, and a Blaupunkt seven-speaker AM/FM stereo with CD player, every G8 came thus equipped:

• Six air bags including front, side and head-curtain side impact with active front-seat head restraint
• OnStar with available turn-by-turn navigation
• Remote start and keyless entry 
• Tilt/telescoping steering wheel with audio/DIC controls
• DIC (Driver Info Center) with 16 functions/options
• iPod/MP3 audio input jack

The $795 Comfort and Sound Package (PDD) added dual-zone automatic climate control, a six-disc in-dash CD changer, a larger 6.5” color LCD multi-function display, and an 11-speaker audio system with MP3 playback capability, all standard on the GT model.

For another $1375 you could get the Premium Package (PCQ) which included six-way power and heated leather front driver/passenger seats, rear center armrest, and a leather-wrapped shifter and steering wheel. A power tilt-sliding sunroof (CF5) was available for $900.

Even with the additional packages and sunroof, a loaded ’08 G8 would run you around $33,000. That was a lot of car for the money and right in line with its competition of the day, including the Dodge Charger, Nissan Maxima, Infiniti G35, and thousands less than a comparable BMW 5 Series.

While the ’08 G8 was a fine entry-level luxury sports sedan, it was the G8 GT that upped the ante on Pontiac performance.

The GT came with all the V-6 sedan’s standard equipment and added:

• All-aluminum 6.0-liter SFI V-8 with Active Fuel Management (AFM)
• Six-speed 6L80-E automatic transmission with Sport mode and Driver Shift Control
• Limited–slip rear differential with 2.92 final drive rear axle ratio
• Large-capacity oil pan
• Performance-oriented computer calibration
• Larger front/rear brake rotors
• High-flow exhaust with quad outlets and stainless tips (Dual outlets on G8 Sedan)
• 18” machine-faced (with silver-painted inserts) five-spoke aluminum wheels with 245/45/18 summer-only performance tires 
• Leather-wrapped steering wheel and shifter
• Dual-zone auto climate controls
• Blaupunkt AM/FM stereo with in-dash 6-disc CD changer, upgraded display, and 230-watt 11-speaker sound system with amp and subwoofers
• Clear tail light lenses (red on the base G8)
• Chrome accents on door handles

The $600 Sport Package (PDX) option added metal-covered gas and brake pedals, a smaller leather-wrapped steering wheel, and more aggressive 19-inch machine-faced aluminum wheels wrapped by 245/40/19 summer-only performance rubber.

As for colors, the 2008 G8/G8 GT could be sprayed in a choice of six creatively-named hues including White Hot, Magnetic Gray Metallic, Panther Black Metallic, Liquid Red, Stealth Blue Metallic, and Ignition Orange Metallic.

The G8 GT’s 6.0-liter L76 mill was a re-tuned version of the LS2 that powered the Monaro and GTO.  It was rated at a healthy 361 horsepower and 385 lb.-ft. of torque. In the two-ton sports sedan, this meant zero-to-60 times in the low five-second range and quarter-mile times in the high 13s. These numbers bettered most of the competition and even put the G8 GT on equal footing with the BMW 550i of the day. With the grand total for a loaded G8 GT at around $34,500, Pontiac had delivered on its promise to provide a world-class, full-sized, rear-drive V-8-powered performance sedan for a reasonable price.

Pontiac has never shied away from celebrating the uniqueness and exclusivity of its models, and the first 888 G8 Sedan/GT models built were designated a special VIN with a sequential build number from 001-888. Each car also had a G8 silhouette graphic and “G8 First 888” stenciled above the glove box. Some sources have the “888” referring to the Australian race team, Triple Eight Race Engineering. Born in England in 1996 to race Vauxhalls in the British Touring Car Championship, the team eventually moved down under to campaign Holden Commodore VE/VF’s in the Australian V8 Supercar Series.

The 2009 model year would sadly be Pontiac’s last. Even with the curtain closing, the brand released a car that would stand as one of the company’s best. The ultimate G8 wore the “GXP” badge, signifying Pontiac’s highest-performance models of the day.

On top of the G8 GT‘s standard equipment, the G8 GXP was up-gunned with specific weaponry, including:

• All-aluminum 6.2-liter LS3 V-8
• Available Tremec TR-6060 six-speed manual transmission with 3.70 rear axle ratio, or 6L80-E automatic with 3.27 rear axle ratio
• Nürburgring-tuned (FE3) performance suspension with specific shocks and thicker rear stabilizer bar
• Upgraded Brembo ventilated four-wheel disc brakes with four-piston front calipers
• 19-inch, 10-spoke polished aluminum wheels with summer-only performance tires
• Unique front fascia and rear fascia lower diffuser
• Specific GXP logos and seat embroidery
• Unique sport-style steering wheel

Available options included a power sunroof, all-season rubber, and a dealer-installed Track Pack with transmission and engine oil coolers.

The GXP’s LS3 made 415 horsepower and 415 lb.-ft. of torque, and could launch the super sedan to 60 mph in 4.7 seconds, and through the quarter-mile at just over 13 seconds at 109 mph. Car and Driver magazine matched these stats in their 2009 G8 GXP road test. That performance is just a couple of ticks off the V-10-powered E60 BMW M5, which had 85 more horses and was double the G8 GXP’s $40,000 MSRP.

Other than the release of the GXP, changes to the ’09 G8 were few and included standard XM Satellite radio with Bluetooth connectivity, the addition of four new exterior colors, Maverick Silver Metallic, Sport Red Metallic, Stryker Blue Metallic and Pacific Slate Metallic, with the deletion of Stealth Blue and Ignition Orange Metallic, and the elimination of center-console digital oil pressure and voltage gauges (replaced by storage space).

As far as production numbers go, according to GM’s sales data for the G8, here are the production totals:

2008: 

• G8 Sedan LY7 V-6, model 2ER69 –5,837 units
• G8 GT L76 V-8, model 2EC69 –6,199 units
• Total 12,036

2009:

• G8 Sedan LY7 V-6, model 2ER69–8,080 units
• G8 GT L76 V-8, model 2EC69–16,464 units
• G8 GXP LS3 V-8, model 2EP69–1,829 units 
• Total 26,368

Since all LY7 V-6 G8 Sedans were equipped with the five-speed 5L40-E automatic transmission, code M82, and all L76 V-8 G8 GTs got the six-speed 6L80-E automatic, code MYC, only a breakdown of the GXP transmissions is needed: 983 ’09 G8 GXPs came with the 6L80-E automatic transmission, code MYC, and 846 ’09 G8 GXPs were equipped with the Tremec TR-6060 six-speed manual, code M10.

A Q&A with Bob Lutz

When discussing Pontiac’s 1960s and ‘70s glory days and its iconic cars from this time period, legendary names like Elliot M. “Pete” Estes, John DeLorean, and Jim Wangers come to mind. Equally so, Pontiac’s final years conjured a name well known to car people worldwide, and the last executive who championed the great models for the arrowhead brand. That man is Bob Lutz. I spoke with Lutz in 2016 about the G8, its role for the brand, and what could have been.

Question: Mr. Lutz, what was the thinking that brought the Commodore to the U.S. as the G8?

Lutz: ‘’When I came back to GM in 2001, I had a vision for Pontiac. I felt it should be the American equivalent of BMW, a little youthful, brash, outrageous, anti-establishment. I knew that Chevy was GM’s mainstay and would always be fed well, and I wanted to stop the overlap of Pontiac with other GM divisions. The G8 was the natural progression for the Commodore’s global architecture. It [the G8] followed along the more sport-oriented former BMW style and was also the lowest investment approach.”

Question: Was the G8 meant to be the de-facto successor to Pontiac’s discontinued full-size models, the Bonneville and the Grand Prix?

Lutz: “Yes, in terms of price-point, but not product character. Size characteristics were similar, but those other cars, the early versions, were boats and the later models, all front-drive. The G8 was to be a unique car, part of the plan to make Pontiac a sharply focused brand, rear-drive, performance-oriented cars only. I wanted Pontiac to stop trying to be all things to all people.”

Question: In your opinion, do you believe the G8 accomplished its perceived goal, taking the helm as Pontiac’s flagship, with BMW in its crosshairs?

Lutz: “Yes, from a product standpoint, the G8 was a great car. I should have bought one when I had the chance. It was attractive to many, especially enthusiast buyers. It did very well in its brief time on the market. The G8 could and did compete well against the BMW 5-Series.”

Question: If Pontiac had survived, was the G8 slated to see a long production run? And was Holden pegged to continue supplying developed platforms for the General’s excitement division?

Lutz: “Yes, as long as the currency exchange rate and production costs made sense, the G8 would have progressed along. The Commodore was such a great car with terrific global rear-drive architecture [Zeta], this translated well to the G8. The G8 was set to be updated if Pontiac had gone on. When Pontiac was canceled, the G8 was too good of a car to let go to waste, so Chevy eventually got the SS.”

Today, given their relative rarity and what they mean to Pontiac enthusiasts, V-6 G8 sedans remain sought-after, and the G8 GT is a prized example of the last of the breed. The G8 GXP is counted among the most rare and collectible Pontiacs, with clean, low-mileage examples commanding solid values: the Hagerty Price Guide values a 2009 Pontiac G8 GXP in number 2 (excellent) condition at $38,400, with a 15 percent premium for a manual transmission. Driver-quality cars remain accessible, coming in just under $25K. In all its iterations, the G8 was a final glowing testament to Pontiac Motor Division, presenting the style, performance, and excitement for which the company was renowned.