‘04 GTO hearkens to its muscle roots

This week, we test drive ‘Pontiac’s all-new GTO. Powered by a full-bore, 350-horsepower, LS1 V-8, this is a car that delivers on all promises. In fact, it’s so special, some background is necessary.

It was 40 yeas ago when the first GTO appeared. Pontiac management, led by John DeLorean, basically took the powerful 389-inch V-8 that powered the full-size Catalina, Bonneville and Grand Prix models and installed it in the midsize LeMans/Tempest. The result was awe-inspiring.

It was fast, featured either a 325-horsepower single four-barrel or 348-horsepower Tri-Power V-8, and carried the now famous GTO badge. In essence, the GTO launched a whole new market segment: the muscle car. More than half a million GTOs were produced during its initial 11-year run.

Fast-forward to 2004 and the new GTO. With lots of horsepower, fully independent front and rear suspensions, and an exhaust note reminiscent of Pontiac’s classic performance vehicles, the GTO is truly back.

In keeping with Pontiac’s contemporary, yet not overly intrusive or gaudy style, the GTO’s exterior is still aggressive. Sporting a standard rear spoiler, the GTO is accented by large, five-spoke wheels and 17-inch W-rated performance tires. The projector-beam headlamps flanking a dual-port grille and large outboard fog lamps place the GTO firmly in the Pontiac family.

Inside, you’ll enjoy a premium interior with 2-plus-2 configuration (room for four), color-coordinated leather seating with “GTO” embroidered on the front seats, and aluminum-style pedals. Sound? How about a Blaupunkt 200-watt audio system with six-disc in-dash CD changer and 10 speakers!

It’s under the hood, however, where all the excitement is. The GTO boasts an LS1 V-8, a 346 cubic-inch engine that produces 350 horsepower at 5,200 rpm and 365 pound-feet of torque at 4,000 rpm. Our tester came with an optional ($695) M12 close-ratio six-speed manual transmission (same as the Corvette Z06) that shifted beautifully, even under extreme, quarter-mile testing. It’s hands down the best transmission we’ve shifted in a while.

Getting the power to the ground comes thanks to a fully independent suspension featuring MacPherson struts in front and a semi-trailing-arm design in the rear, with specially tuned strut valving and spring rates. Direct-acting stabilizer bars and a variable-ratio power-steering system also are tuned to provide a sporty feel and increased driver feedback. Stopping is also excellent, thanks to four-wheel disc brakes with four-channel ABS. There’s also a Bosch-designed three-channel traction control system.

The engine provides the driver with plenty of low-rpm torque. The exhaust is tuned to give the GTO a distinctive sound, and the available transmissions and 3:46 limited-slip rear are geared to enhance the car’s initial launch. (Yes, you can order an automatic, but why mess with the real fun?)

We hand-timed the GTO from zero to 60 mph in 5.7 seconds and did a quarter-mile run in about 13.7 seconds at 105 mph at Maple Grove Raceway in Mohnton, Pa.

All of the expected standard features come with every rear-drive GTO, from air conditioning to air bags to all the powers.

Important numbers include a wheelbase of 109.8 inches, EPA numbers of 17 mpg city and 29 mpg highway (great!), and a 3,761-pound curb weight.

We loved the GTO. It receives a nine on a scale of one to 10. If you love mid-size muscle cars, they’re back at Pontiac dealers nationwide. Wonder when Chevy will release the Chevelle SS?

Likes: True American-car muscle, great six-speed transmission, lots of power.

Dislikes: Styling may be a bit too unassuming.