Originally posted by: VerbotenZ34
Dateline: Detroit 2009!
Original Images
Three Years Later, The Great One Returns!
By Tony Swan, Executive Editor
Photography by Aaron Kelley
Car And Driver Magazine
February 11 2009
DETROIT --- Three years ago, the Holden Monaro-derived Pontiac GTO left the Pontiac lineup. In its place, only the Solstice remained as a ‘halo’ model for the marquee. While the Solstice received a reskinning two years ago and had its power bumped up, Pontiac purists clamoured for a V8 coupe. With the return of the ‘Great One’ this year, they certainly have something to celebrate.
It also seems that the tables have turned between brand mates Pontiac and Chevrolet. Four years ago, several magazines published the computer rendered drawings for what was widely prophesized to be the next Camaro. Those Chevy fans who clamoured for the return of the Camaro were dismayed when it was the new rear-wheel-drive Monte Carlo which debuted on the brand new Zeta platform. Instead, it was Pontiac who received what was widely hoped to be the new Camaro. Poetic justice perhaps, in light of Pontiac’s long-running ‘badge-engineered’ stigma.
Based on the new Zeta platform, the 2009 Pontiac GTO is everything we had hoped for and more. It will most certainly wash away the bad taste the mechanically-sound yet stylistically-challenged Holden rebadge left in enthusiasts collective mouths. We were lucky enough to have GM supply us with a GTO for a week, which let us form some good impressions.
The Pontiac GTO we received stickered at $43, 995. Initially, we balked at the price; a bare-bones Corvette coupe starts at only a couple thousand more. However, such a fully loaded GTO offers many more options and, more importantly, just as much fun as the Corvette. Even better, the GTO borrows a lot of technology from the long running performance darling of GM. Could the Corvette’s lengthy period as the technological pinnacle be over? Unlikely, though such technology sharing is most certainly welcomed by Pontiac.
[Pictured: 2009 Pontiac GTO in 'Judgement Orange']
Our tester was a fully loaded model painted ‘Judgement Orange’ – presumably a tongue-in-cheek reference to the original GTO Judge. The exterior sheet metal is exceptionally pleasing, with flowing lines running fore to aft. The hood swells, hinting at the power underneath. Two functional ram-air scoops flare like nostrils astride the hood bulge. Wheel well kick-ups give the GTO an athletic stance. Certainly, the Corvette-like wheels help, sized 245/40ZR-18 front and a monstrous 285/35ZR-19 rear and all shod in Goodyear Eagle F1 rubber.
Perhaps the first thing we noticed were the headlights – or lack thereof! When parked in the dealership lot we picked it up from, two menacing grilles running ear to ear were the only things visible. This striking feature harkens back to the original GTO models and is reproduced here with modern-day flair and technology. A chrome strip forms a pleasing bezel around the top-most grille.
[Pictured: 2009 Pontiac GTO with headlights hidden]
The headlights and integrated turn signals are actually hidden behind an electro-voltaic panel that is completely opaque when the vehicle isn’t running. GM patents numerous technologies every year, and had patented this technology several years ago, but this seems to be the first practical application of it. When running, a small electric current energizes the panel and it becomes transparent.
The headlights utilize the LED headlight technology GM seems to be incorporating into all its performance models. The headlights have two modes, Daytime Running Light (DRL) and Night Light. DRL mode makes the panel transparent and partially illuminates the LEDs; this is the standard operational mode when running. The Night Light mode fully illuminates the LEDs, and provides a candlepower equal to that of traditional HID systems. The ubiquitous automatic headlamp system, which turns the headlights to night mode when ambient light falls below a certain level, is a welcome standard feature.
[Pictured, top to bottom: 2009 Pontiac GTO with headlights in DRL and Night Light modes.]
GMs electro-voltaic technology has even been incorporated into the safety glass comprising the cars passenger space, though in reverse. When running, the driver can set the rear window and rear quarter window opacity quite low; you can even add a slight tint to the windshield.
Though this is a fabulous technology for when you are driving into the sun, we would have liked if it could be set darker. GM has probably restricted the windshield to a certain level while driving to avoid liability issues. That is also presumably why the driver and passenger side windows cannot be tinted; such tinting is illegal in some states.
One particularly useful application of this is the ‘Security Mode’ when parked. After the car has been locked, a special button on the keyless entry remote key fob can set all the windows to their maximum opacity. This makes the glass almost visually impenetrable; thieves are presumably dissuaded from breaking in if there isn’t anything visible to take.
Walking around the rear of the GTO, more classic styling cues are borrowed from the past and updated for this new vehicle. The GTO features dual exhaust tips, but in a unique twist they are angled downwards and to the side, evoking images of other classic Pontiacs. Even the Pontiac arrowhead posing as a turn signal makes a return.
[Pictured: 2009 Pontiac GTO side profile with Security Mode engaged.]
The rear tail lights are another outstanding arrangement. LEDs illuminate in levels according to the headlight lighting modes, and are arranged in wide, horizontal strips – another classic Pontiac styling cue making a return. Pontiac purists should have no complaints about the GTO’s styling pedigree. Though we typically dislike the continuing ‘retro’ trend, the GTO has aplomb that we can’t deny.
The GTO’s interior is surprisingly comfortable and well appointed. Our tester boasted the optional leather package, and the seats felt fantastic. The thigh bolstering was a little tighter than we would have liked, however; this might become a problem for owners who plan on long trips in their GTO. Other than that, the seating surfaces are supportive and comfortable.
[Pictured: 2009 Pontiac GTO seating arrangement.]
We wish we could say the same about the two rear seats. Like most 2+2 coupes, the rear is cramped and mostly serves as a grocery receptacle. Anyone approaching six feet will feel squished by the lack of leg room and the sloping roof.
Amenities are plentiful: the center stack is nicely arranged, and the arm console provides lots of storage for CDs and the like. Entertainment is provided by the exceptional AM/FM stereo with in-dash six-disc CD changer/MP3 player, iPod input jack and XM Satellite Radio. Broadcast through a Bose nine-speaker system, Frank Sinatra never sounded so good. An optional navigation system was included, although one would think such a thing would be standard on a brand’s halo model.
There is no doubt the Pontiac GTO is performance oriented. An insert in the top of the seat is attached by Velcro and can be removed to reveal cut-outs for five-point harnesses. What initially seems to be a glaring seam in the sidewall behind the seats is actually a plug; they hide the mounting points for a horizontal bar that provides both a pivot point those five-point harnesses and increases the body stiffness of the GTO. The Pontiac representative that handed over our GTO tester pointedly told us that such items will be available through dealers.
[Pictured: 2009 Pontiac GTO center console and dash arrangement.]
Sitting in our six-speed manual transmission equipped tester, the shift handle falls directly into your hand (a six-speed automatic with Manumatic is available). The pedals are arranged to actually promote heel-toe shifting. Pontiac’s ubiquitous Heads up Display projected engine revs, gear selection and other information onto the windshield, making for easy up shifts. It even includes directional information from the OnStar-based satellite navigation system.
The large navigation screen can display a wide range of information: oil life, fuel mileage, projected component wear and a myriad other factors can be called up and scrutinized through an intuitive menu-based touch screen. Perhaps the one function we had the most fun with was the built-in accelerometer and g-meter. These functions can provide real-time data on lateral forces and acceleration factors. While this type of system has been in the Pontiac Grand Prix since 2005, this is the first time owners are able to capture and display this information in real-time. Looks like Pontiac skipped the liability meeting with the legal department on this one; but that’s not necessarily a bad thing. It’s a thrill to see what the GTO can do.
[Pictured: 2009 Pontiac GTO standard HUD.]
All the interior tidbits in the world can’t save a mechanically inept car, however. Thankfully, the GTO makes a strong case for its position atop the Pontiac model range. Inarguably, the GTO is the only car in the entire GM portfolio that comes close to the Corvette.
A switch on the center console controls the Magnetic Selective Ride Control – a piece of technology acquired from the Corvette. The MSRC system is a real–time, ****pit–adjustable ride control system that adjusts shock-absorber damping by means of electromagnetically charged particles contained within the shock fluid. When exposed to a magnetic charge, the fluid properties change, forming a near–solid state. With wheel position sensors at each wheel, the system literally reads and responds to every inch of the road, immediately adjusting the damper force on each wheel and responding to changing road and driving conditions.
[Pictured: 2009 Pontiac GTO standard Magnetic Selective Ride Control.]
The ‘Tour’ setting on the MSRC dial provided a comfortable ride which soaked up most of the bumpy stuff. This is a sports car, though; there was only so much the MSRC system could do to temper the assault on our kidneys over train tracks and other adverse terrains, thanks to the GTO’s short arm/long arm double–wishbone suspension and forged–aluminum A–arms.
The ‘Sport’ setting brings the GTO to life. The MSRC system becomes noticeably stiffer, even in normal driving. With its aforementioned suspension and grippy rubber, the in-dash g-meter told us the GTO could hold .92g on our improvised skid pad. Whether this number can hold up to an independently-verifiable test will be answered in a future issue.
[Pictured: 2009 Pontiac GTO rear quarter view.]
Driving the GTO in even moderate traffic draws a number of admirers. In a city known for its car enthusiasts, it seemed there was someone wanting to race our GTO tester in a Red Light Grand Prix. And the Gran Turismo Omologatto was pleased to oblige them.
That’s not surprising, as the GTO boasts the largest engine this side of the Z06 or the forthcoming Cadillac Sixteen. GMs venerable LS2 receives a slight displacement increase to 6.1 litres. Though it’s not as large as the original GTO’s 389ci power plant, its Ram Air 6 setup produces much more excitement: 430hp and 425 ft-lbs worth, to be exact.
[Pictured: 2009 Pontiac GTO 6.1L engine with Ram Air 6 induction system.]
Red light to red light drag races, 0-to-60 and back to 0mph again, fell by in a little under five and a half seconds (according to our in-dash accelerometer). The GTO’s four-wheel antilock disc brakes with six-piston front/four-piston rear calipers and cross-drilled rotors helped us avoid any red light camera infractions.
It was difficult to resist performing a smoke show from every light, as would befit this GTO’s spiritual predecessors. The one time we felt naughty and spun the wheels, the GTO always felt like it was in our control; the standard limited slip differential certainly helped matters.
[Pictured: 2009 Pontiac GTO top three quarter view.]
Cruising in the GTO was a pleasure. It has all the aspects that made the original in 1964 the iconic vehicle it is today: power and performance are its greatest hallmarks.
Ultimately, as we made a short jaunt down Woodward Boulevard, famous for its muscle car cruise nights from the heyday of Detroit to today, the true appeal of the GTO came to light. While we stopped for lunch, a crowd of passers-by gathered around the car as we ate. When we returned to the GTO, we asked one older onlooker what he thought about the new car.
“It’s a GTO; of course I love it. It’s got spirit. It’s got soul.”
So it seems that, indeed, the appeal of the Gran Turismo Omologatto is timeless.
I wish....
Very well done, this guy posts on another forum and he does stuff like this as a hypothetical what if thing...
