The Pontiac Grand Prix has always been fun to drive, and the current model is a gratifying performer.

The ideal touring car makes itself transparent to the driver. The driving experience is the focus, not the vehicle providing that experience. Anyone test-driving such a car has to consciously force their attention through to the vehicle instead of simply enjoying the ease of motion, the willingness of the engine, the responsiveness of the brakes. The driver has to look for those aspects of the car that its designers have worked to make seamless. We paid attention to those details and allowed ourselves to enjoy the experience.

The Grand Prix 3.8-liter V6 delivers 200 horsepower and 230 pounds-feet of torque. These are modest numbers by today’s somewhat inflated standards, but should be more than adequate against the base car’s also modest (by today’s standards) 3477-pound curb weight. EPA-estimated fuel economy with the base engine is 18/28 mpg city/highway.

The V8-powered GXP delivers 303 horsepower and 323 pound-feet of stump-pulling torque. The V8 cuts the 0-60 mph time to 5.6 seconds, which is darn quick, especially for a front-drive sedan. Of course gas mileage suffers significantly, with EPA numbers of 16/25 mpg city/highway

There's little torque steer in the Grand Prix, even when putting 323 pound-feet of torque to the pavement, which is very impressive for a front-drive car. Pull away smoothly with the right foot down hard and the Grand Prix is as stable as an Acura. Keep your foot to the floor, and the V8 keeps pulling. The front-wheel drive makes you feel like you're being pulled instead of propelled forward like you would in a rear-wheel-drive car. The GXP is fun even though we think V8s are best balanced with rear-wheel drive. We think the V6 is better balanced to the front-drive layout of the Grand Prix.

The four-speed automatic transmission shifts in smooth increments, but downshifts can deliver a notable kick when stomping the throttle in the GXP. An electronic traction control system has a speed-based response mechanism, meaning that the car is tractable around town without goosey overreaction, but answers the call for power instantly at highway speeds. While the Grand Prix is equipped with a four-speed automatic, the latest designs use six-speed automatics.

The GXP has steering-wheel-mounted buttons to give the driver the option of semi-manual shifting, called TAPshift. Press down on the button to select a lower gear, up on for a higher gear; a button is on each side of the steering wheel. Quick to respond, TAPshift offers more control over shifting for driving entertainment or to reduce shifting in hilly terrain. TAPshift is also programmed to hold gears longer than other such systems, improving the GXP's responsiveness when driving hard. We usually just put it in Drive and let the automatic make all the shifting decisions.

In terms of ride quality, the Grand Prix offers the most traditional ride, while the GXP is tighter for secure cornering, yet retains enough compliance to provide a relatively soft ride. So the GXP is not harsh.

The GXP is a blast through long, sweeping corners, but a little big and cumbersome for tight switchbacks. (For the record, it’s 235 pounds lighter than the 1962 model.) The GXP suspension system makes it capable of 0.82g of lateral acceleration force, good for a front-wheel-drive sedan, but not comparable to a Corvette. Considering the amount of power put through the front wheels and the size of the car, the GXP handles well. It doesn't have the poise of the better European sedans through turns, though the same can be said about the Acura TL, not to mention those European sedans are a lot more expensive.

As for braking, the GXP’s four-wheel vented disc brakes pull it to a stop from 60 mph in 120 feet. That is commendable and satisfying. The GXP offers more powerful braking than the standard Grand Prix.

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