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From the archives: With the new race pack, Pontiac's updated Grand Prix is ​​a better if familiar beast.

Car and Driver from July 2003.

Evolution or extinction. This is a harsh choice given to her animal kingdom by Mother Nature. Fortunately, for General Motors, the situation in the automotive sector is easier.

Seven years ago, we wrote about the then brand-new Pontiac Grand Prix GTP. Since then, the ups and downs of the government, Australia has moved closer to China about 28 inches, and many of the mid-sized Grand Prix competitors have received new engines, improved suspensions and improved styling. Now, the 2004 Grand Prix enters the exhibition hall, using basically the same cast iron 3800 V-6, basically the same pillar suspension and basically the same Pollyanna mission as a cheap BMW from General Motors.

But hey, even Mother Nature has made some books on evolution no longer exist. For example, consider crocodile and squid. Like them, the Grand Prix is ​​advancing to a higher level at its own leisurely pace. Like them, it also survived because of its basic design and durability. Like them, the Grand Prix can be a delicious dish if prepared properly.

The problem is that the best form of the new Grand Prix is ​​expensive. Choose the supercharger of Grand Prix to increase the output power of GT's basic 3800 V-6 by 60 horsepower to 260 horsepower, and the basic price has risen from US$22,395 to US$26,495. Okay, you can get some other equipment in the deal, including power seats, larger wheels and tires, and better stereos. But the 240-horsepower Nissan Altima 3.5 SE offers a better-performing manual transmission option, starting at $23,988, including optional anti-lock brakes.

Advantages: large-caliber booster thrust, good shape makes it more symmetrical, and computerized stability control is smarter than average.

You must spend another $1,395 to purchase the digital head-up display, trip computer, steering wheel shift paddles and clever StabiliTrak Sport stability control software for the Grand Prix competition group. If you crave the same Grand Prix GTP as our $30,370 example, please purchase a satellite radio ($325), leather ($665), a premium audio package with six CD changers ($695), and a sunroof ($795) ).

Even with some discounts (there are always discounts at GM), the Grand Prix can be played in a very difficult sandbox. You will have to go through various basic versions of Acura TSX, Audi A4, BMW 325i and Volvo S60 to experience this special "driving thrill."

What must the Grand Prix GTP offer to counter these? How about registering more trademarks in US dollars? Competition Group, TAPshift and WideTrack, they are all beautiful marketing signs scribbled only on this car (although 61.6 inches, the front track of the Grand Prix is ​​only half an inch wider than the Honda Accord). GM's tag warrior won their overtime on this project.

More importantly, the Grand Prix offers higher horsepower and torque with lower locomotives. Depress the accelerator more than a quarter from the traffic light, and the BFGoodrich Comp T/A will scream loud enough to trigger a car alarm. Turn off the traction control and place it on the floor, and the tires will sing the first 12 bars of La Traviata before connecting.

Driven by the 9.5 psi Sirocco of the dual-rotor Eaton supercharger, the large putter V-6 boosted the Grand Prix to 60 mph in 6.6 seconds, which is half a second or more faster than all the prestige machines mentioned earlier. The quarter mile drove by at a speed of 93 mph in 15.0 seconds, but after that, as the lungs of the dual-valve engine started to burn due to lack of air, the rate of progress slowed.

Low point: Chintzy plastic drill bit, uninhabitable back seat area, high price.

Nevertheless, there is enough power in the well to push the Grand Prix to 138 miles per hour. It may run faster, but our test car entered a low-power limp mode and complained about "hot oil" through the dashboard information center. So the highway has been eliminated.

In addition to the tug torque, a major selling point of the 3800 is its leisurely personality. When you turn the key, it will make a harsh sound and click, but once it is ignited, the engine will emit a vibration-free hum from the exhaust pipe. The V-6 and Hydra-Matic 4T65-E four-speed automatic transmission communicate like their old friends. The gear shift is almost transparent, and the engine’s new electronic throttle makes the torque hole between the gears smoother.

For Competition Group models, the gearbox can be used for the TAPshift paddles on the three-spoke wheels, but only if the console gear selector is first pulled back to "M". The gear shift doesn't seem to get faster, nor does it make the car accelerate faster. And there are only four gears to play, and the entertainment value is short-lived. To make matters worse, when TAPshift cannot shift gears for some reason (such as a mismatch in speed and rpm), it will make a loud sound that can be heard by the car next door. The gearbox computer can keep the engine boiling for most of the time, but TAPshift provides the additional control needed during rear charging.

Otherwise, there are no inappropriate trinkets inside the Grand Prix. A sports steering wheel, an elegant woven roof, simple ball and socket vents, and smooth sliding rods and buttons are all signs of sweaty details. One passenger pointed out that the driver's tilted center console made it more difficult for the right-seat passenger to read the clock and trip computer.

Passengers also lack separate climate control, and there is no automatic function. The multifunction turn signal/cruise control lever on GM seems to be gone forever. The cruise function is now located on a smaller, easier-to-handle stick at 5 o'clock, similar to the stick in Toyota cars.

The dashboard is a large, readable pancake floating in the syrup of a lead-colored plastic panel. There is an excessively deep industrial particle on the center console. This is the biggest assembly and completion error of the car. Those with a say in the General Motors design studio believe that hard, granular plastic is suitable for a $30,000 car. We think it is suitable for transistor radios and disposable cameras. One of us was wrong.

The redesign of the Grand Prix removed most of Pontiac’s iconic exterior plastic. It also squeezed the rear door glass into a tighter oval to accentuate the appearance of the four-door coupe. As a result, when you sit on the split folding back seat, pedestrians cannot see anything under your nose. The rear seats are very sturdy, making them the next best choice for sitting on Formula One tires. The lower cushion is only a few inches from the carpet, so riders of average height will check their kneecaps. They will also brush their heads on the ceiling of the downward tapered roof. The claustrophobic hitchhiker should be wary of the Grand Prix, but those who carry skis and other elongated objects will love the foldable rear seats and the foldable front passenger seats.

The 2004 Grand Prix was characterized by stronger shock absorbers across the line, and the only suspension upgrade in the competition group was a larger anti-roll bar at the rear. A somewhat bumpy journey is the inevitable result. The pillars of the Grand Prix read the rough roads and reported their findings directly to the cabin in the form of trembling and shaking seats. Similarly, tires will read road textures in particularly abrasive areas, although on more freshly deposited asphalt, the engine room is quietly isolated from road and wind noise.

Bend into a corner, the Grand Prix sculpts a clean line, and the sturdy damper is screwed onto the rigid body. The competition package is equipped with Magnasteer II, which is a variable power steering system that considers speed and lateral force at the same time. It matches the weight of the wheel to the mood, but the feel has nothing to do with suspension load or tire adhesion. This information is edited by the numbing component of the rack.

No, the computer just tells the steering is heavy, so it is. During the back exercise, the steering becomes too heavy. This is a resistance machine used to exercise the forearm. Welcome to adjust the driver.

The understeer determines the high-speed life of the Grand Prix. When the speed is pushed, the appreciable treatment of moderate speed dissolves in the sea of ​​frosted front end. At least the car's electronic safety net is a good one.

The bartender, prepared a drink for the engineers who carefully adjusted the StabiliTrak Sport. The system runs a separate caliper quietly and inconspicuously, with minimal power consumption and throttle intervention to keep the car running normally. Without the blinking of the dashboard indicator light, you may never know that it is saving your hiding. In this regard, StabiliTrak Sport subtly surpasses the neurotic, clumsy stability computer for the more expensive rides of Mercedes, BMW and Lexus.

Conclusion: Progress towards a higher level on a scale that is too small to measure in some respects.

Look, the Grand Prix is ​​indeed developing. Maybe not like a squid, but more like a snail: you have to get close to see it happen.

Maturity is not necessarily the trait we pursue in chez C/D. Overdoing it, you are only one step away from the old place. However, applying a little maturity wisely can produce beneficial improvements. The same is true for the transformation of this Grand Prix. More improvements, fewer space patrols in the dashboard design, and a manual gear shift that actually works well. "It works well" also applies to the chassis. Even in this performance-oriented Comp G, better all-round response and higher ride quality can be obtained. The motivation is also greater. There is no torque steering. Pontiac did a great job here. Now, just move the power transmission to the correct end of the car...-Tony Swan (Tony Swan)

The huge grunt and sharp handling response of this car won my heart in Arizona. Back in North Krattville, my enthusiasm only diminished a little. The shock absorbers in the competition group are like the particularly demanding settings on most adjustable suspension cars in the early 90s-you will choose to show your closet club racer to your friends. But there are no comfortable settings that can be restored. In the middle or two inches of the impact stroke, more compliance is urgently needed. The electronic throttle also needs to be tamed. Who really wants to peel it at every intersection? Inside and out, his appearance was mature. The mechanic still has something to do as he grows up. --Frank Marcus

As the current owner of the 97 Grand Prix SE, I mistook this silver GTP competition tester for the Basic Brand Grand Prix. Only the bright red brake calipers gave me a clue. The appearance of the car may make you sleepless, but the performance of GTP is by no means boring. The supercharged 3.8-liter Series III helped the Grand Prix become a true hot rod sedan. The improved ride quality and handling of this car made my old SE feel like a Pontiac 6000. Inside, the plastic texture of the Grand Prix is ​​overloaded. TAPshift and drivers inspired by Nintendo can control all functions well, but it seems that the rent is very low. --Daniel Winter

2004 Pontiac Grand Prix GTP category

VEHICLE TYPE front engine, front-wheel drive, 5-seater, 4-door sedan

Test price (2004) 30,370 USD (base price: 27,890 USD)

Engine type Supercharged push rod 12 valve V-6, iron block and cylinder head, port fuel injection displacement 231 in3, 3791 cm3 power 260 hp @ 5200 rpm torque 280 lb-ft @ 3600 rpm

Chassis Suspension (F/R): Strut/Strut Brake (F/R): 11.7 inch ventilated disc / 10.5 inch disc Tire: BFGoodrich Comp T/A, P225/55VR-17

Dimensions Wheelbase: 110.5 inches Length: 198.2 inches Width: 71.6 inches Height: 55.9 inches Passenger volume: 98 cubic feet Luggage volume: 16 cubic feet Curb weight: 3669 pounds

C/D test result 60 miles/hour: 6.6 seconds 1/4 mile: 15.0 seconds @ 93 miles/hour 100 miles/hour: 17.7 seconds rolling start, 5-60 miles/hour: 6.8 seconds highest gear, 30-50 miles /Hour: 3.2 second highest gear, 50 70 mph: 4.4 seconds maximum speed (speed limiter limit): 138 mph braking, 70-0 mph: 181 feet of road maintenance, 300 feet diameter anti-skid pad: 0.81 g

Observed C/D fuel economy: 17 mpg EPA fuel economy combined/city/road: 21/18/27 mpg