Head to Head: 2008 Pontiac G8 GT vs. 2008 Dodge Charger R/T
Down Under Siege: Pontiac's toothy new lizard from Oz rumbles into Dodge Hemi territory. The forecast calls for clouds of tire smoke.
Tom Cruise singing "I've Gotta Be Me" atop a rainbow-colored parade float. Maybe that would attract more attention in the streets of L.A. than did our Ignition Orange G8 GT test car. Probably not, though. A Pontiac this hot is something most Angelenos clearly weren't prepared to see.
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Wide smiles and pumping upraised thumbs, animated gas-station conversations, love letters on the windshield, other motorists orbiting like subatomic electrons-for its week-long stay the G8 existed at the epicenter of a vortex of adulation and when's-it-on-sale interest. For good reason, too. This bold new four-door-bred and built by GM's Holden division in Australia-gets the big stuff right: sleek, aggressive proportions; front air dam with foglights standard; racy hood scoops (only for looks, alas); smart engine choices; and, most important, a rear-drive layout. It's the four-door Pontiac aficionados have been waiting for, a Grand Prix replacement BMW devotees didn't know they'd be examining with such a curious mixture of admiration and concern. Also, the G8 intentionally lines up directly against the broad shoulders of Dodge's rear-drive Charger. Always up for a good face-off, we got the two cars together for a rubber-melting scrimmage.
You'll recall the G8 isn't the first rear-drive Aussie import to wear a Pontiac badge. For 2004, the wide-track division launched the Holden Monaro-based GTO coupe stateside. Though fortified with a 350-horse Corvette V-8 (later upgraded to the 400-horse LS2), an available six-speed manual transmission, and a smooth, deft chassis, the GTO ultimately proved too restrained for musclecar purists. Sales never came close to targets; GM pulled the plug in 2006.
Judging by its L.A. reception, the G8 has the "too restrained" issues licked. The base car-powered by a DOHC, 256-horse, 3.6-liter V-6 mated to a five-speed automatic-wears the same rippling bodywork as its more potent GT sibling; 18-inch aluminum wheels are standard. Outside, the GT adds quad stainless-steel exhaust tips fed by its standard 6.0-liter, 361-horsepower V-8 (with cylinder deactivation). An optional Sport package tacks on 19-inch alloy wheels with summer performance tires (plus metallic pedals and a leather-wrapped wheel). It's a winning blend of Euro elegance and American flash. The G8 has some Audi, even some M3 in its lines, but it's a refreshingly distinctive design. "Sweet car!" is how most onlookers put it. Their enthusiasm soared when we revealed the price: The well-equipped base G8 starts at $27,595, while the mighty GT lists at just $29,995-making it, Pontiac execs point out, the most powerful automobile available in the U.S. for under 30 grand. More impressive, the G8 GT even undercuts the GTO, which arrived four years ago bearing a $33,000 window sticker.
Dodge's worthy rival, the Hemi-powered, 340-horse Charger R/T, gets minor freshening for 2008. A neater instrument panel houses a newly optional MyGIG infotainment system with hard drive for storing MP3s and photos. Also new is available Sirius Backseat TV offering three live channels (Nickelodeon, Disney, and Cartoon Network). Our test car wore the available Road/Track performance package: additional side airbags, spoilers front and rear, an upgraded suspension with self-leveling shocks, 20-inch performance tires on chrome rims, and -- our favorite -- spectacular heated front buckets with suede inserts. The performance package is highly recommended, transforming the Charger into the sedan it's meant to be -- studlier, more intimidating -- but it adds nearly $4000 to the bottom line. Our test car checked in at a stiff $36,900.
We're spoiled. These days, a V-6 Camry can dust the sprint to 60 mph in just over six seconds. So brawny sport sedans sporting high-output V-8s ought to knock your Nikes off, right? Yes and no. Slam down on the Charger's right pedal and, its Hemi and five-speed automatic teaming in full fury, it'll hit 60 in 5.5 seconds. Feels impressive for such a big car. The G8 GT is quicker, reaching 60 mph in just 5.3 seconds, but somehow the Pontiac left us wanting more; it's almost too subdued. Seems Pontiac could've easily wrung more than 361 ponies from a 6.0-liter mill, and the addition of a sixth cog in the gearbox should've contributed to a wider performance gap. Also, we still remember the 400-horse 2005 GTO, which easily sprinted to 60 in under five seconds. Undoubtedly, the new G8 suffers from the constraints of CAFE creep. Stay tuned, though: Pontiac execs hint that, when a six-speed manual becomes optional later this year, a specially tuned V-8 may come with it.
Both cars are comfortable cruisers, big engines churning away at low rpm, ride quality respectable given high-achieving suspensions. The G8 has an edge, though. It hovercrafts over the road, tracking arrow-true, surface impacts particularly well-isolated thanks in part to a structure said to be the most rigid in its class. That advantage broadens when the straights give way to bends, the G8 tucking through them more nimbly than does the Charger -- and with more lateral pressure. When cornering forces mount, the Dodge's stability nanny is eager to step in, yanking the power back even when the chassis feels like it could handle more. There's no way to turn the system fully off. The G8 not only turns harder -- up to 0.88 g -- if you switch off its nanny she'll just sit there and watch. Kick the tail out as far as you dare, vaporize the rear Bridgestones with all 385 pound-feet of torque. As far as the Pontiac is concerned, that's between you and your tire dealer.
Given its size and boxier proportions, the Charger implies it offers the roomier cabin of the two. It's an illusion. The sweep of the R/T's roofline slices away at rear headroom. And while the numbers say the Charger offers more rear legroom, in fact the thick backs of the optional front sport buckets and the forward reach of the rear cushion combine to leave the Dodge in second place, in terms of rear comfort. The G8 is deceptively roomy in back and sports a larger trunk, uh, to boot.
The Pontiac's cockpit is clean and purposeful, with generally nice materials (the dash is covered with a "technical" plastic that looks cool, though its fine texture attracts dust). Our drivers had gripes, however. When shifted into semi-manual Sport mode, the transmission lever moves away from the driver-ideally you'd want it to move closer for easier shifting. One tester said the turn-signal stalk felt like "a broken chicken leg." Window and power-mirror switches sit in the center console, right next to the cupholders from which you'll be spilling Mochachinos. Also, the manual backrest adjustment (a rotating knob) for the driver's seat is difficult to reach and turn.
There's still much to like: The seats (with optional leather) are richly bolstered, there's a standard aux jack for your iPod, the tilt-telescoping wheel is wonderfully meaty, and the GT comes standard with dual-zone climate control and a 230-watt Blaupunkt audio system. A power sunroof is optional on both G8 models.
We're still fans of the Charger R/T. It's a solid, fast, comfortable bruiser with new entertainment options to keep buyers headed Dodge's way. But the quicker, sexier, nimbler, and higher-value Pontiac G8 wins out. As its Australian creators would say: Check, mate.
1ST PLACE PONTIAC G8 GTAt last, the high-adrenaline bod we've been waiting for-plus a romping V-8, Randy Moss moves, and amazing room at a mega-value sticker.
2ND PLACE DODGE CHARGER R/TInviting cabin, Hemi-fed liveliness, and classic square-jawed good looks, but starting to feel old-school and overpriced.
