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The Grand Prix is a line of automobiles produced by the Pontiac Division of General Motors from 1962 through 2002 for coupes and 1988–2008 for sedans. First introduced as part of Pontiac's full-size car model offering for the 1962 model year, the marque varied repeatedly in size, luxury, and performance during its lifespan. Among the changes were positioning in the personal luxury car market segment and mid-size car offering from the 2nd generation to the 5th generation for the sedan and from the 2nd generation to the 6th generation from the coupe; it returned to a full-size car from the 6th generation to the 7th generation for the sedan, positioned below the larger Bonneville in Pontiac's model lineup.
First generation (1962–1968)
The Grand Prix first appeared in the Pontiac line for the 1962 model year, as a performance-oriented replacement for the Ventura, which became a luxury trim level of the full-size Catalina It was essentially a standard Catalina coupe with minimal outside chrome trim and a sportier interior (bucket seats and a center console). The performance-minded John DeLorean, head of Advanced Engineering at Pontiac, contributed to the development of both the Grand Prix and the GTO. Early models were available with Pontiac performance options, including the factory-race Super Duty 421 powertrain installed in a handful of 1962 and 1963 cars.
The full-size Catalina-based Grand Prix sold well through the 1960s.
The first Grand Prix was a Catalina hardtop coupe trimmed to standards similar to the larger top-line Bonneville, with a distinctive grille and taillights. The bucket seats were upholstered in Morrokide vinyl, while nylon loop-blend carpeting covered the floor and lower door panels. The center console-mounted transmission shifter included a storage compartment and a tachometer. The rear bench seat included a center fold-down armrest and a speaker grille that could be made functional with the extra-cost Bi-Phonic rear speaker. Included were a padded instrument panel, deluxe steering wheel, courtesy lights, and other features.
Base price was US$3,490. The standard engine was the Bonneville's 303 hp (226 kW) 389 cu in (6.4 L) V8, which came with four-barrel carburetor and dual exhausts. Tri-Power carburation (with three two-barrels) raised output to 318 hp (237 kW). Two other high-performance 389s were offered, including a four-barrel version rated at 333 hp (248 kW) and a 348 hp (260 kW) Tri-Power. Late in the model year a "street" version of the race-orientated 421 Pontiac offered in 1961-62 became available, but only in a four-barrel form rated at 320 hp (240 kW). Pontiac also offered the 421 cu in (7 L) Super Duty with two four-barrel carburetors, rated at 405 hp (302 kW), as a US$2,250 option. A three-speed manual transmission was standard, with a Borg-Warner T-10 four-speed with Hurst shifter and three-speed Roto Hydra-matic as options.
For 1963, the Grand Prix received revised sheetmetal shared with other full-size Pontiacs, but with its own squared-off roofline with a concave rear window that contrasted with the convertible-like roofline of the 1962 Grand Prix and continued on the 1963 to 1964 Catalina and Bonneville. Also new was a Pontiac-trademark split grille with vertical headlights and round parking lights and "hidden" taillights. Aside from grillework, taillight covering and bumpers, chrome trim was limited to lower rocker panels, wheel arches and roofline.
Inside, the GP continued with luxurious interiors featuring real walnut trim on the instrument panel and bucket seats upholstered in Morrokide vinyl. The center console was now built into the instrument panel and featured a vacuum gauge to go along with a dash mounted tachometer (manual transmission). Pedals received revised custom trim plates. A wide assortment of options were available including power steering, brakes, windows and driver's seat; air conditioning, eight-lug aluminum wheels with integrated brake drums, Safe-T-Track differential and other items. New options this year included an AM/FM radio, cruise control and a tilt steering wheel adjustable to seven positions.
The 303 hp (226 kW) 389 four-barrel V8 remained the standard engine. A new lineup of optional engines was introduced this year which included the 330 hp (250 kW) 389 Tri-Power and three versions of the larger 421 in³ V8 including a standard four-barrel version rated at 320 hp (240 kW), a 350 hp (260 kW) Tri-Power option, and the 421 HO option with Tri-Power carburetion and 370 hp (280 kW). The same selection of transmissions continued including the standard three-speed manual, optional four-speed manual, or three-speed Roto Hydra-matic. Brakes were 11 in (28 cm) drums.
The 1964 Grand Prix received minor appearance changes from the 1963 edition. Those included a revised grille (based on the 1964 Bonneville/Catalina) with new "GP" logos and rear deck trim with new taillights, still hidden, again following the shape of the other big '64 Pontiacs.
Revised upholstery trims highlighted the interior, still featuring expanded Morrokide vinyl bucket seats and console as standard equipment.
Engine offerings were mostly unchanged from 1963 except that the standard 303 hp (226 kW) 389 four-barrel V8 gained three 3 hp (2.2 kW), with the extra-cost Hydra-matic transmission. The standard three-speed manual and optional Hydra-matic transmissions were unchanged from 1963, however, a new GM-built Muncie four-speed available in either a wide-ratio M-20 or close-ratio M-21 options replaced the Borg-Warner T-10.
Grand Prixs and all other full-sized Pontiacs were completely restyled for 1965 featuring more rounded bodylines with Coke-bottle profiles, and a 1 in (25 mm) increase in wheelbase to 121 in (3,100 mm) (for Grand Prix, Catalina, and all Safari station wagons — Bonneville and Star Chief increased proportionally from 123 in (3,100 mm) to 124 in (3,100 mm)). While other Pontiac coupes received the semi-fastback rooflines shared with other GM divisions, Grand Prixs retained the exclusive squared-off roofline with concave rear window but a bit more rounded than the 1963-64 version.
Interiors were revised with all-new instrument panels featuring a larger dose of walnut trim which now extended to the center console standard with bucket seats, along with a new steering wheel with horn bars replacing the horn ring used in previous years. The standard bucket seats could be upholstered either in expanded Morrokide vinyl or a new cloth-and-Morrokide trim. New for 1965 was a no-cost bench seat option with center armrest available with either upholstery choice.
New options included an automatic air conditioning system. This system, first introduced by Cadillac in 1964, was available in addition to the regular Circ-L-Aire Conditioning. Hazard flashers were also optional.
Engine offerings were revised for 1965. The standard four-barrel 389 in³ V8 was uprated to 333 hp (248 kW) with a manual transmission or 325 hp (242 kW) with automatic. Optional engines included a 389 Tri-Power and 421 four-barrel — both rated at 338 hp (252 kW); a 421 Tri-Power rated at 350 hp (260 kW) and the 421 HO Tri-Power with 376 hp (280 kW). The standard three-speed and optional four-speed manual transmissions were carried over from 1964, however, a new three-speed Turbo Hydra-matic transmission with torque-converter that was similar in principle to Ford's Cruise-O-Matic and Chrysler's Torqueflite replaced the older three-speed fluid coupling Roto Hydra-matic (along with the four-speed Super Hydra-matic in Bonneville and Star Chief models). The Turbo Hydra-matic also featured the now-standardized P-R-N-D-S-L shift quadrant pattern in place of the P-N-D-S-L-R setup of previous Hydra-matics.
A 1965 Grand Prix road test was featured in the February, 1965 issue of Motor Trend magazine, much of which was devoted the entire Pontiac lineup receiving M/T "Car of the Year" honors for 1965. Other Pontiac road tests in that issue included a GTO convertible, Tempest Custom sedan, Catalina Vista hardtop sedan, and Bonneville hardtop coupe.
The 1966 Grand Prix received only minor appearance revisions from the 1965 edition including a new more rounded split grille and new taillight trim. Inside, a revised instrument panel included a squared off gauge panel and new Strato bucket seats in either Morrokide or cloth upholstery with higher seatbacks and more contoured cushions for improved lateral support. The Strato buckets were standard equipment along with a console, but a notchback bench seat with center armrest was a no-cost option.
Engine offerings were largely unchanged from 1965 except that the 338 hp (252 kW) Tri-Power 389 option was discontinued, leaving only the larger 421 available with the three two-barrel carb option, which was offered for the last time this year due to a new General Motors edict that banned the use of multi-carb options on all GM cars with the exception of the Chevrolet Corvette starting with the 1967 model year.
Revised sheetmetal with rounded yet even more pronounced Coke bottle styling highlighted the 1967 Grand Prix and other full-sized Pontiacs. A convertible was new; this lasted only for the 1967 model year. Also new to the G.P.-concealed headlights with horizontal mounting (all other full-size '67 Pontiacs retained the vertical headlights for one more year), concealed windshield wipers and ventless front windows on hardtop coupes. Out back were louvered taillights similar to those found on the GTO.
Inside, Strato bucket seats and console were still standard equipment with Morrokide vinyl or cloth upholstery, or a no-cost optional notchback bench seat with either trims. Other changes included a revised instrument panel and door panel trim.
Under the hood, the 389 V8 was replaced by a new 400 cu in (6.6 L) V8 with four-barrel carburetor, dual exhausts and 350 hp (260 kW). Similarly, the 421 V8 was replaced by a new 428 cu in (7.0 L) V8 rated at 360 hp (270 kW) or an HO version with 376 hp (280 kW) - both with four-barrel carburetors. Both the 400 and 428 V8s were basically bored out versions of the older 389/421 block but with various internal improvements including bigger valves and improved breathing capabilities.
New this year was a dual master-cylinder braking system and optional front disc brakes along with Rally II wheels. Also new for 1967 was an energy-absorbing collapsible steering column. Plus, Pontiac added an 8-track Stereo tape player.
The 1968 Grand Prix received a more pronounced"beak-nose" grille in shock-absorbent plastic, and new front bumper. The concealed headlights were carried over, and a revised rear deck/bumper with L-shaped taillights and side reflector markers to meet a new federal safety mandate were new. The convertible was discontinued, leaving only the hardtop coupe for '68.
The standard 350 hp (260 kW) 400 cu in (6.6 L) V8 was revised to meet the new 1968 Federal and California emission regulations. Both optional 428 cu in (7.0 L) V8s received higher power ratings of 375 hp (280 kW) for the base version and 390 hp (290 kW) the HO.
Interior trim only received minor changes from 1967 aside from revised door panels.
This would be the final year for the B-bodied, full-sized Grand Prix. The 1969 GP would feature a dramatic new body shell atop a chassis based on the smaller Pontiac A-body intermediates.
Second generation (1969–1972)
Pontiac's general manager John Z. DeLorean ordered the development of an all-new Grand Prix for the 1969 model year. It featured dramatic bodywork and a highly pronounced grill, and rode on a slightly stretched version of the intermediate GM A platform dubbed the G-Body.
DeLorean and other Pontiac planners saw a way to reverse the declining sales of the full-sized Grand Prix by creating a new niche in the burgeoning personal luxury car market. Smaller than the hulking Cadillac Eldorado and Oldsmobile Toronado, but positioned to be nimbler and more performance oriented than the slightly less bulky Ford Thunderbird and Buick Riviera, the new Grand Prix was designed to outshine the upscale Mercury Cougar XR-7 Pony car and B-bodied performance-oriented Dodge Charger intermediate.
Sales reached over 112,000 units, almost quadruple the 32,000 full-sized models built in 1968. The similar but less luxurious Chevrolet Monte Carlo followed in 1970. Ford and Chrysler responded by producing plusher versions of their intermediate Torino and Charger, but both eventually created newer entries to the intermediate personal luxury car battle—the Ford Elite in 1974 and Chrysler Cordoba in 1975.
The new intermediate-based 1969 Grand Prix began to take shape in April 1967, with a few prototype models built on the full-sized Pontiac platform before the G-Body was ready. To save both development costs and time in much the same manner Ford created the original 1964 Mustang using the basic chassis and drivetrain from the compact Falcon, the revised Grand Prix would have a unique bodyshell but share the A-body intermediate platform and mechanicals with the Tempest, Le Mans and GTO. This reduced development time from the usual 36 months required for a new model to less than 18 , allowing Pontiac to concentrate upgrading styling and interior appointments.
Shortened by three inches from the previous Catalina wheelbase, the 118 in (3,000 mm) 1969 Grand Prix finally had its own body – and Pontiac's longest-ever hood. Like all but the short-lived 1967 convertible, the new Grand Prix was a 2-door hardtop. Model names borrowed suggestive Duesenberg Model J nomenclature for "J" and "SJ" levels of trim.
The basic 1969 body shell saw a major facelift in 1971 bracketed by minor detail revisions in the 1970 and 1972 model years.
The new Grand Prix sought to deliver performance as attention-getting as its styling, with increased installation percentages for manual transmissions and engine options up to the 390 hp (290 kW) 428 HO. Two engine sizes were offered with two power options were available in each engine size; a 265 hp (198 kW) or 350 hp (260 kW) 400 cu in (6.6 L), as well as a 370 hp (280 kW) or 390 hp (290 kW) 428 cu in (7.0 L) V8.
The 1969 Grand Prix debuted a dramatic "Command Seat" wraparound cockpit-style instrument panel that placed most controls and gauges within easy reach of the driver. Enhancing the interior's sporty look, the "Strato" bucket seats were separated by a console integrated into the instrument panel that slanted toward the driver, which included a floor shifter, storage compartment, and ashtray. A leather trim option which also replaced nylon loop rug with cut-pile carpeting was finally offered in addition to the redoubtable Morrokide vinyl and cloth and Morrokide upholstery offerings.
Innovations in 1969 included a radio antenna embedded in the windshield, flush-mounted "pop-open" exterior door handles, side-impact beams inside the doors, and an optional built-in electrically heated rear window defogger.
Steam powered prototype
Pontiac also in 1969 built a steam powered SE 101 concept car with a 150 hp (112 kW) engine designed by GM engineering in conjunction with the Besler brothers. The engine, however, was 450 lb (200 kg) heavier than a V8, and three times more expensive to make.
Vertical grille inserts replaced the horizontal bars of the 1969, movement of "Grand Prix" nameplates from the lower cowls to the rear C-pillars and the vertical chromed louvers from the C-pillars down to the lower cowls, highlighted the 1970 Grand Prix. The optional 428 cu in (7.0 L) V8 rated at 370 and 390 hp (290 kW) in 1969 was replaced by a new 370 hp (280 kW) 455 cu in (7.5 L) with 500 lb·ft (680 N·m) of torque at 3,100 rpm. The base 350 hp 400 cu in (6.6 L) engine was still standard, but a low-compression 400 CID engine was available with a two-barrel carburetor. An automatic transmission was offered as a no cost option.
Interior trim also received minor revisions, and a bench seat with center armrest returned as a no-cost option to the standard Strato bucket seats and console. Bench seat-equipped Grand Prixs got a steering column-mounted shifter with the automatic transmission along with a dashboard-mounted glovebox, replacing the console-mounted shifter and glovebox of bucket-seat cars. Power front disc brakes became standard equipment this year.
Due to the success of the 1969 Grand Prix, other GM divisions followed suit and introduced similar cars for 1970. The Chevrolet Monte Carlo used the same basic G-body as the GP but with a two-inch shorter wheelbase (116 vs. the GP's 118) and a long hood, though still shorter than the Grand Prix's, but still considered an upscale vehicle for GM's lowest-priced division. Oldsmobile, whose larger and more expensive front-drive Toronado was a direct competitor to the Thunderbird, decided to further capitalize on strong sales of its intermediate Cutlass line by introducing a new Cutlass Supreme coupe with a formal roofline similar to the GPs but on the standard 112 in (2,800 mm) wheelbase used for two-door A-body intermediates and the same lower sheetmetal used on other Cutlass models. Both the Monte Carlo and Cutlass Supreme were also much lower in price, primarily due to smaller 350 cu in (5.7 L) standard engines for both, and that many items standard on the GP were optional on those models — however, all three cars with similar equipment were actually much closer in price than the base sticker prices suggest. The introduction of the Monte Carlo and Cutlass Supreme did, however, cut into the Grand Prix's dominance, and sales dropped 40%. 65,750 Grand Prixs were built in 1970.
Variations of the 1969 GP's central V-nose grille appeared on other 1970 Pontiacs including the full-sized cars and intermediate Tempest/Le Mans series. The 1970 Ford Thunderbird styling change was reportedly ordered by Ford Motor Co. president Bunkie Knudsen, who moved from GM to Ford in 1968 after a long career at GM which included the position of general manager for the Pontiac Motor Division from 1956 to 1961 and ordered the addition of the Grand Prix to the 1962 model lineup.
A new integrated bumper/grille and larger single headlights replacing the quad lights of 1969-70 models marked the introduction of the 1971 Grand Prix along with a new slanted boattail-style rear with taillights built into the bumper. Interior revisions amounted to new trim patterns for cloth and vinyl upholstery patterns for both the bench and bucket seats, but the leather interior option was discontinued.
Engine choices included the standard 400 cu in (6.6 L) V8 with four-barrel carburetor and dual exhausts, rated at 300 hp (220 kW); and the optional four-barrel 455 cu in (7.5 L) V8 rated at 325 hp (242 kW). Both engines received substantially lower compression ratios (8.4:1 for 1971 compared to 10.25:1 in 1970) as part of a GM-corporate edict that required engines to use lower-octane regular leaded, low lead or unleaded gasoline beginning with the 1971 model year. Transmission offerings initially were carried over from previous years, including the standard three-speed manual, or optional four-speed stick or Turbo Hydra-Matic. However, at mid-year, Turbo Hydra-Matic automatic became standard equipment and the manual shifters were dropped. Variable-ratio power steering was made standard equipment as well.
New power ratings were put into effect, requiring manufacturers to post net horsepower with all accessories installed (vs. gross rating without the accessories). This system gave a more realistic measure of power that customers actually saw. The base 400 cu in (6.6 L) four-barrel engine then produced 255 hp (190 kW) after the switch to the net-rating system, and the 455 cu in (7.5 L) in SJ models also dropped in power to 260 hp (190 kW) (net). Customers who wanted the higher powered 455 SJ model paid $195 to get Rally gauges, body-colored mirrors, SJ badging, a no-maintenance AC Delco battery and other amenities. 1971 looked to be a good sales year for the Grand Prix, but in mid-September 1970, a corporate wide labor strike halted all GM production for 67 days. The strike also delayed the production of the third generation Grand Prix by one year in 1973. Production numbers for 1971 were lower than 1970 with only 58,325 units being produced. The strike cut into production and sales along with other possible factors including lower horsepower ratings and intense competition from Chevy's Monte Carlo and Oldsmobile's Cutlass Supreme.
Minor styling revisions included a new cross-hatch grille up front and triple cluster taillights in back. Inside, the burled-elm trim was replaced by a new teakwood design and upholstery trim patterns for vinyl and cloth selections were revised for both bucket and bench seat offerings. Engine offerings remained the same as before with the major change being the change in power measurements from the previous gross method on a dynamometer to the new net ratings as installed in a vehicle with accessories and emission equipment which made the horsepower ratings of 1972 models much lower "on paper" than their 1971 counterparts though actual performance did not change much between the two years. Under the net horsepower measurement system, the standard 400 cu in (6.6 L) V8 with four-barrel carburetor was rated at 250 hp (190 kW) while the optional 455 cu in (7.5 L) with four-barrel carb was rated at 300 hp (220 kW).
At mid-year, Pontiac released a radial tire option for the Grand Prix, which increased the wheel diameter from the standard 14 in (36 cm) to 15 in (38 cm). The radial donuts, provided by the division's usual tire suppliers, included Firestone 500s and B.F. Goodrich Lifesaver T/As. This was the first time that Pontiac offered a radial tire option which actually became a reality. In 1968, Pontiac announced a radial tire option for the GTO that was quickly discontinued due to production problems.
Also at mid-year, a new "Fasten Seat Belts" light with buzzer was added per Federal safety regulation. This light was located in the speedometer pod and the speedometer was changed from displaying a high of 140 mph (230 km/h), back to 120 mph (190 km/h).
An all-new Grand Prix was scheduled for 1972. However, a 67-day corporate-wide strike at GM in late 1970 that hobbled the 1971 model introduction set back 1972 model production plans and the new A and G-body cars planned for 1972 were delayed for introduction by one year to the 1973 model year. Production numbers increased substantially after two years of decline, reaching 91,961 units and only second place to the 1969 model.
Third generation (1973–1977)
All A-bodies, including the Grand Prix, were redesigned for 1973. This generation was larger and heavier, due partly to the federally mandated 5 mph (8.0 km/h) crash bumpers. Although large V8s were still available, performance was on the decline due to another federal standard—a new emissions control system. The most notable styling feature of this generation was the appearance of the fixed opera window, replacing the previous disappearing rear side glass. This year's Grand Prix switched from pillarless hardtop design to a pillared "Colonnade" hardtop with frameless door glass as did all GM intermediates in response to proposed federal safety standards regarding roll-over protection that would have ultimately spelled the end of pillarless and convertible bodystyles, a mandate that never materialized.
Front and rear styling of the 1973 Grand Prix turned out be an evolution of the 1971 and 1972 models with a vertical-bar V-nose grille and single headlamps along with the new federally mandated 5 mph (8 km/h) front bumper. The rear featured a revised boattail-like trim with square-taillights above the bumper.
Inside, a new instrument panel continued the wraparound cockpit theme of previous models with new African Crossfire Mahogany facing on the dashboard, console and door panels, which was "real" wood in contrast with the simulated woodgrain material found in most car interiors during that time. The Strato bucket seats were completely new with higher seatbacks and integrated headrests in Morrokide or scivvy cloth trims, and optional recliners and adjustable lumbar support, with a notchback bench seat offered as a no-cost option.
The standard drivetrain consisted of the four-barrel 400 cu in (6.6 L) V8 rated at 230 hp (170 kW) and the Turbo Hydra-Matic transmission. Also standard were power steering and power brakes. A four-barrel 455 cu in (7.5 L) was optional and included with the "SJ" option that also added a rally gauge cluster and a radial tuned suspension with front and rear sway bars, Pliacell shock absorbers, and radial-ply tires.
Although the Third Generation Grand Prix was indeed bulkier and heavier than its predecessor, handling was good for a large car, due to improvements in suspension design. The introduction of radial-ply tires was also a boon for handling. GM's "A" body cars' front suspensions were based on the Chevrolet Camaro and Pontiac Firebird during this production run.
Grand Prix production set a new record of over 150,000 units, despite intense competition from a similar restyled Chevy Monte Carlo, and "near" personal luxury coupes such as Buick's all-new Century Regal and Oldsmobile's Cutlass Supreme — both of whose styling and appointments were very similar to the GP and Monte Carlo, and even shared the same squared-off formal roofline with opera windows - but used the standard A-body coupe body and 112 in (2,800 mm) wheelbase shared with lower-priced models. The success of the GP (and Monte Carlo) led to direct responses from Ford Motor Company the following year with a larger Ford Elite and Mercury Cougar, which were followed by Chrysler entries in 1975, the Dodge Charger and Chrysler Cordoba.
The 1974 Grand Prix received a revised split grille with vertical bars that was entirely above the bumper. Out back, the boattail effect was softened somewhat due to a new federally mandated 5 mph (8.0 km/h) bumper that was added to the similar mandated front bumper introduced in 1973. The license plate and fuel filler were moved above the bumper and taillight lenses were revised.
The interior trim remained virtually unchanged from 1973, with standard seating choices, including Strato bucket seats with center console or notchback bench seat with an armrest and cloth or Morrokide upholstery. The bucket seats were available with optional recliners and adjustable lumbar support. However, the real African Crossfire Mahogany trim was replaced by a simulated material for the instrument panel due to splintering problems on 1973 models; the "real" wood was continued on the console and door panels for another two years. Also, a new cut-pile carpeting replaced the nylon loop rugs of previous years.
Also new for 1974 was a federally mandated interlock system that required the driver and front-seat passenger to fasten their seat belts in order to start the car. This regulation, which was very unpopular with the buying public, was offered only this one year and on some early 1975 models. It was rescinded by Congressional action.
Engines were carried over from 1973, including the 400 cu in (6.6 L) V8 (standard on the Model J) and 455 cu in (7.5 L) (standard on the Model SJ, optional on the Model J). A Turbo Hydra-Matic transmission, variable-ratio power steering, and power brakes were standard equipment on both models. In addition to the 455 V8, the Model SJ also added a Rally Gauge Cluster, "SJ" identification, and a radial-tuned suspension similar to Pontiac's Grand Am. Radial tires were also a new option on the Model J this year.
Sales of Grand Prixs for the 1974 model year dropped from 1973's record of around 150,000 units to just under 100,000 units primarily due to new competition in the intermediate personal-luxury car market from a new upsized Mercury Cougar XR-7 coupe and Ford Elite, both based on the Dearborn's intermediate Torino/Montego platform. Still, 1974 was the third best-selling year to date for the Pontiac Grand Prix.
A revised grille with fewer vertical bars and revised taillight lenses marked the 1975 Grand Prix. Changes included the addition of GM's High Energy electronic ignition and a catalytic converter that mandated the use of unleaded gasoline. Radial tires became standard on all models.
A new luxury LJ model was added as the new top model. The base Model J remained available, as well as the SJ. The LJ included pinstriping and a velour interior trim. Speedometers were revised with numerals now topping at 100 mph (160 km/h) rather than the 120 or 140 mph (230 km/h) readings found in previous years and speed readings in kilometers were added.
The addition of the catalytic converter spelled the end of dual exhaust for 1975 and detuning of engines. The 400 cu in (6.6 L) V8 (standard on J and LJ models) dropped from 230 to 180 hp (130 kW) while the 455 cu in (7.5 L) (standard on SJ, optional on J and LJ) was detuned from 250 to 200 hp (150 kW). New for 1975 was a more economical 170 hp (130 kW) 400 cu in (6.6 L) with two-barrel carburetor, which was available as a no-cost option on J and LJ models.
Early 1975 models featured the seat belt interlock system introduced on all 1974 models that required both the driver and front passenger to fasten their seat belts in order to start the vehicle. However, Congressional action to rescind that regulation, which led automakers to discontinue the device and permitted dealers and garages to disconnect the device on cars so-equipped.
Sales dropped to 86,582 units thanks to an aging design, continued recession resulting from the 1973-74 energy crisis, substantially higher prices for all 1975-model cars due to that year's safety and emission control regulations, and intense competition from Ford's Cougar and Elite, and Chrysler Corporation's two new entries in this class including the Chrysler Cordoba and Dodge Charger SE.
Model mix was 64,581 base J models, 7,146 SJs, and 14,855 of the new LJ.
A new split vertical bar "waterfall" grille and quad rectangular headlights in front and revised taillight lenses out back highlighted the 1976 Grand Prix. The same three model designations continued (J, SJ and LJ) with the LJ and SJ offering the same trim and equipment levels as in 1975 with the exception being the SJ downgraded to a standard 400 cu in (6.6 L) V8.
The base Model J underwent a number of content changes to cut the base price by around $500 to be more competitive with other mid-sized personal luxury cars. Those changes for the "J" included a smaller 160 hp (120 kW) 350 cu in (5.7 L) V8 as the base powerplant and some downgrading of interior trim that included a new notchback bench seat made standard equipment and the Strato bucket seats/console became optional. Features such as a cushioned steering wheel and custom pedal trim plates became optional on Model J, but remained standard on LJ and SJ, both of which also continued to include Strato bucket seats as standard equipment. All models got a new simulated rosewood trim for the dash, door panels and console (with bucket seats) that replaced the African Crossfire Mahogany trim of previous years. Upholstery choices included cloth or Morrokide vinyl bench or bucket seats on the Model J, velour buckets on the LJ or Morrokide buckets on the SJ. Leather interior trim was a new extra-cost option available with the Strato bucket seats and LJ and SJ models. Both the "LJ" and "SJ" models came standard with a 180 hp (130 kW) 400 cu in (6.6 L) V8 that was optional on the Model J. The 200 hp (150 kW) 455 cu in (7.5 L) was optional on all models.
In celebration of Pontiac's 50th anniversary in 1976, a number of special edition Grand Prix were produced. Technically a LJ trim option, these models featured removable Hurst T-tops, color-keyed Rally II wheels, special "Anniversary Gold" paint (actually the new Cadillac Seville's "Autumn Gold) accented by a white opera roof and white side protection. The only available interior color was Light Buckskin. Among the other distinctions was special badging with Golden hood and trunk medallions and a Golden "arrow head" logo in the steering wheel. Buyers could opt for other accessories available for the LJ. Many chose sport instrumentation, sport steering wheels, or leather upholstery. Mechanically, they were similar to the regular models. This was one of two anniversary models offered by Pontiac, the other was a special trim Firebird.
Grand Prix production increased: sales went up to 228,091 units total (a plus of 226%), making this Bicentennial year the best in Grand Prix' history — and second in its class only to the Chevrolet Monte Carlo with 353,272 units. This included 110,814 base model Js, 88,232 SJs, and 29,045 LJs (including 4,807 Golden Anniversary editions and a single demonstrator with Pontiac's not yet introduced 301 cu in (4.9 L) V8 engine.
A complete reworking of the front header and bumper highlighted the 1977 Grand Prix, which was the final year for the 1973-vintage bodyshell that was set to be replaced by a downsized GP for 1978. The parking lamps were now positioned between the quad headlamps (same setup as a 1967 or 1968 Oldsmobile Cutlass), and the previous year's 'waterfall' grille was replaced by a narrower one that extended into the lower portion of the bumper. Behind the bumper were new reinforcements (mounting panels) made from aluminum rather than steel to reduce weight. In back the taillights were simplified to eliminate the weighty pot metal bezels that created the horizontal stripe effect in 1976. The same three models (J, LJ and SJ) were carried over with engine revisions. The base Model J got Pontiac's new 135 hp (101 kW) 301 cu in (4.9 L) V8 as standard equipment, which was much too small and underpowered to propel a 4,000-pound car. Optional engines included a 160 hp (119 kW) 350 cu in (5.7 L) V8 or 180 hp (130 kW) 400 cu in (6.6 L); those two engines standard on the LJ and SJ models, respectively. The original thinking on the 301 CID engine was that the weight savings from using a significantly lighter engine would cancel out the horsepower loss from the smaller displacement. This turned out to be a major miscalculation and 301 equipped cars became much less desirable among Grand Prix enthusiasts and collectors in later years. The 301 also had a knocking (pre-ignition) problem that was later determined to be caused by the shape of the combustion chamber.
Each of those engines were Pontiac-built units as in previous years, but offered in 49 of the 50 states. Because Pontiac's own V8 engines could not meet the more stringent California emission standards set for 1977, all Grand Prixs (and other Pontiac models) sold in California were powered by Oldsmobile-built engines including Lansing's 350 cu in (5.7 L) "Rocket V8" for J and LJ, and the 403 cu in (6.6 L) Rocket V8 standard on the SJ and optional on the other two GPs in California. Due to a shortage of Olds 350 engines resulting from record sales of Cutlasses and reduced production of that engine due to a plant conversion to build a Diesel V8 beginning in 1978, a few 1977 Grand Prixs destined for California reportedly came off the line with a Chevrolet-built 350 cu in (5.7 L) V8.
Grand Prix sales increased to an all-time high of over 270,000 units for 1977, the last year for this bodystyle, despite competition from a newly downsized and lower-priced Ford Thunderbird introduced this year and a restyled Mercury Cougar XR-7 whose bodyshell switched to the T-Bird this year from the discontinued Ford Torino/Mercury Montego.
Fourth generation (1978–1987)
1978 brought a downsizing of the Grand Prix and the other A-bodies. This version of the A-body also received some sheetmetal revisions for 1981. The 1978 GP was about 1 ft (0.3 m) shorter and 600 lb (270 kg) lighter than the 1977 model with an overall length of 200 in (5,100 mm) and a 108 in (2,700 mm) wheelbase.
For the first time in Grand Prix history, a V8 engine was not standard equipment. In order to meet Corporate Average Fuel Economy (CAFE) mandates set after 1973-74 energy crisis, a Buick-built 231 cu in (3.8 L) V6 was standard equipment on the base model (formerly the Model J) and two versions of the Pontiac 301 cu in (4.9 L) V8 (Chevy 305 cu in (5.0 L) V8 in California) were optional. The luxury LJ model came standard with the 135 hp (101 kW) 301 V8 with two-barrel carburetor while the sporty SJ was powered by a 150 hp (110 kW) 301 V8 with four-barrel carburetor. Top speed for the six-cylinder was about 96 mph (154 km/h), while the top-of-the-line 150 hp (110 kW) V8 was 109 mph (175 km/h).
A floor-mounted three-speed manual transmission was standard equipment with the V6 on the base model and the three-speed Turbo Hydra-Matic automatic was optional. Turbo Hydra-Matic was standard on LJ and SJ models and base models with either of the optional V8 engines. Standard seating choices by model included a notchback bench seat with cloth or Morrokide vinyl in the base GP, a pillowed velour cloth notchback bench seat in the LJ or Strato bucket seats in cloth or Morrokide in the SJ. The Strato buckets were optional on the base GP and a 60/40 split bench was optional on both base and LJ models. Viscount leather upholstery was available with bucket seats on SJ models.
A new crosshatch grille and revised taillight lenses were the only appearance changes made to the 1979 Grand Prix. The same models, base, LJ and SJ continued as before as did the basic engine lineup including the 231 cu in (3.8 L) Buick V6 standard on base and LJ models, the 135 hp (101 kW) 301 cu in (4.9 L) Pontiac V8 with two-barrel carburetor that was optional on both of those models, and the 150 hp (112 kW) 301 V8 with four-barrel carburetion that was standard on the SJ and optional on the other models. Transmissions remained the same as before with the three-speed manual standard with the V6 engine on the base model and automatic transmission optional. The automatic transmission was standard on LJ and SJ models and all models when a V8 engine was ordered. Again, the Pontiac V8s were not available in California, where they were replaced by Chevy 305 cu in (5.0 L) rated at 140 and 160 hp (120 kW). A new and one-year-only option this year was a four-speed manual transmission available with the 301 cu in (4.9 L) four-barrel or two-barrel V8 on all models. Only 232 4-speed/301 V8 cars were built.
The 1980 Grand Prix returned to a vertical bar grille and featured new taillight lenses with "GP" logos. Automatic transmission was standard equipment on all models and the two-barrel 301 cu in (4.9 L) Pontiac V8 was replaced by a new 265 cu in (4.3 L) V8 rated at 125 hp (93 kW). The Buick 231 V6 and the four-barrel version of the Pontiac 301 V8 were carried over from the previous year as was the Chevy 305 V8 offered in California.
A minor reskinning of the sheetmetal for improved aerodynamics marked the 1981 Grand Prix along with a new grille design and revised tail section. The SJ model was dropped and a new Brougham series was now the flagship of the Grand Prix line. The Brougham models came standard with all power options, a plush cloth interior similar to the full-sized Bonneville Brougham, and a half roof vinyl top with coach lamps. The base and LJ models continued as before. All models now came standard with the Buick 231 cu in (3.8 L) V6 with the 265 cu in (4.3 L) Pontiac V8 available as an extra cost option (Chevy 305 cu in (5.0 L) V8 in California). The 301 cu in (4.9 L) V8 was discontinued and a new option this year was the Oldsmobile-built 350 cu in (5.7 L) Diesel V8, which was not often ordered due to high cost of around $700 and poor reliability. The year 1981 was also the last for Pontiac Motor Division to offer its own V8 engine due to an emerging GM corporate engine policy that determined Pontiac would build only four-cylinder engines and Buick only V6 engines, leaving Chevrolet and Oldsmobile to build V8 engines for most GM cars and trucks, while Cadillac would produce its own aluminum-block V8 that debuted in 1982. From 1982-on, all V8-equipped Pontiacs were equipped with Chevy or Olds engines.
The 1982 Grand Prix was a virtual rerun of the 1981 model with no appearance changes to note. No gasoline-powered V8 engines were offered this year (in the U.S. only — Canadian GPs were available with the Chevy 305 V8 as an option in '82), leaving only the standard 231 cu in (3.8 L) Buick V6, a larger Buick 252 cu in (4.1 L) V6 and the Olds 350 cu in (5.7 L) Diesel V8. The A-body line became front-wheel-drive, leaving the rear-wheel-drive midsize platform as the G-body. The downsized four-door Bonneville was now related to the Grand Prix. The automatic climate control option was also dropped in 1981, leaving just a manual climate controls on all models. Also most 1982 models had a two tone interior. Front suspension was independent with wishbones, coil springs, antiroll bars and telescopic shocks while the rear still had a live axle.
1983 Grand Prix models specifically had no hood ornament and trim, and no rear trunk lock cover. One significant engine change to note was the 252 cu in (4.1 L) V6 was discontinued and the gas-powered V8 returned after a one-year absence (on U.S. models) in the form of a 150 hp (110 kW) Chevy 305 cu in (5.0 L). 1983 also marked the end of the LJ series, as the LE model would be added in for model year 1984.
Some minor changes and revisions marked the 1984 Grand Prix, including the return of the octagonal Pontiac hood ornament (which originally debuted in 1976), gauges with orange needles and red markings (previous 1978–1983 Grand Prix gauges had white needles), a T-shaped console shifter, an updated bucket seat design, as well as a woodgrain plate above the glove box (previous 1978–1983 Grand Prixs used a black plate). A new optional four spoke steering wheel was also available. The base and Brougham models continued as before but the LJ was replaced by a new LE model. Same engines continued as before including the Buick 231 cu in (3.8 L) V6, Chevy 305 cu in (5.0 L) V8 and Olds 350 cu in (5.7 L) Diesel V8˜. A new option this year was the Turbo Hydra-Matic 200-4R four-speed overdrive automatic available with the 305 V8 for improved highway gas mileage.
For 1985, Grand Prix's now included a new checkerboard grille design, as well as an optional two tone paint scheme with a fading body stripe. The octagonal 'GP' logo also returned to the taillights. 1985 marked the last year for the flat rear deck panel in the interior, as by 1986 laws mandated cars to have a third brake light installed. New rectangular digital ETR stereo system options were introduced and replaced the dial pushbutton stereos. Some more rarer options specific for the 1985 Pontiac Grand Prix include a factory rear spoiler, rare aluminum turbo finned wheels, and a full size spare tire. The standard engine for 1985 was the 110 hp (82 kW) Buick built 3.8 L V6 with a 150 hp (110 kW) Chevy 5.0 L V8 optional. The 5.7 L Olds Diesel V8 was dropped from the option list. Equipment levels were Standard, LE, and Brougham.
An ad for the 1985 GP promoted the fact that its instrument panel still used dials for gauges. It was highlighted by a question similar to one long used in advertisements for Dial soap since the late 1950s, "Aren't You Glad We Use Dials. Don't You Wish Everybody Did?"
An updated taillight design with three sections was the only major change to the 1986 Grand Prix. A new 2+2 model was offered for homologation of an aerodynamic coupe body for NASCAR competition, like Chevrolet's 1986 Monte Carlo SS Aerocoupe. (Pontiac never used the term "Aerocoupe"). 2+2-specific pieces are an aero nose, bubble rear glass and a fiberglass trunklid with integral spoiler. All 2+2 models came equipped with a corporate 305 cu in (5.0 L) four-barrel engine, the 200-4R four-speed automatic transmission and 3.08:1 rear axle ratio. They have a two-tone paint job with silver on top and gray on the bottom, with 2+2 decals and striping and 15x7 steel Rally II wheels. Modestly successful on superspeedways, where its bulbous rear end earned it a nickname of "the whale", the 2+2 design was seriously flawed for street use. Since the enormous rear glass was fixed (not an opening hatch), it forced the adoption of a dramatically shortened trunk opening. Although it had modest horsepower, benign handling and design compromises, there were only 1,118 Grand Prix 2+2s built in 1986 and dealers were able to ask 20 percent above the list price for this limited production version. The cars were all allotted to dealers in the Southeastern United States.
While the 3.8 L V6 remained standard for the regular Grand Prix, a fuel-injected 4.3 L Chevrolet 90° V6 was added to the option list for models other than the 2+2. This engine was available with a three-speed or a four-speed automatic transmission.
The 1987 Grand Prix was basically a rerun of the 1986 model aside from the discontinuation of the 2+2 model. The same three models were continued including base, LE and Brougham. Engine offerings again included the standard Buick 3.8 L V6, the Chevrolet 4.3 L V6 or optional Chevrolet 5.0 L V8.
This would be the last year for the G-body Grand Prix, which would be replaced by the all-new W-body version in 1988. The 1987 was also the last GP to feature rear-wheel-drive, V8 engines (until late-2005) and separate body-on-frame construction.
Fifth generation (1988–1996)
The first front-wheel drive W-body Grand Prix coupes were built in October 1987, and released on January 12, 1988 for the 1988 model year. This generation Grand Prix was built in Kansas City, Kansas. The Grand Prix was introduced as base, LE and SE coupes. All featured GM's MPFI 2.8 L V6 that made 130 hp (97 kW) and 170 lb·ft (230 N·m) of torque. A five-speed manual or four-speed automatic were the transmissions offered. The LE was well equipped with power windows and door locks and digital dashboard with analogue tachometer. SE models upgraded with power front seats with multiple lumbar, side bolster, side wing adjustments, an AM/FM Cassette stereo, and a trip computer and compass located in the center of the dash. Some models of this generation have the rare feature of a split front bench seat with a column shifter. Another unique feature only found on the Grand Prix is the combination lock for the glove box, rather than a key. Grand Prix was Motor Trend's Car of the Year for 1988.
A host of changes upgraded the Grand Prix for 1989. Air conditioning was standard, and the 2.8 L was replaced by GM's new 3.1 L MPFI V6 that produced 140 hp (100 kW) midway through the model year. For 1989, the 3.1 L was only mated to a four-speed automatic transmission, while the remaining 2.8 was mated to either manual or automatic transmissions. A new trim level was offered for 1989, a limited-edition turbo coupe that featured an ASC/McLaren turbocharged version of GM's 3.1 L V6 (Only 749 were produced). Output was 205 hp (153 kW), 65 more than the previous year. A four-speed automatic was the only transmission offered. The coupe was an SE model with body work such as hood louvers and extra body cladding (which would be the most controversial design element in the years to come). The interior featured more equipment, and only seated four, in contrast to the LE's five seats. The full analog gauges would become the 1990-93 sport cluster, and the basis for the new instrument cluster to replace the digital cluster for 1990.
In 1990, the base model was dropped in favor of a sedan version (replacing the 6000 which ended production the next year and the Canada-only Tempest), entering production on September 12, 1989. A notable introduction for the Grand Prix in 1990 is the new STE (Special Touring Edition) which replaced the STE model of the Pontiac 6000. In contrast to that model, it trades in all-wheel-drive for the available Turbo 3.1 L V6. Standard features include a cassette stereo with equalizer and eight speakers (a compact disc player was optional), remote keyless entry, eight-way power driver's seat with multiple lumbar and sidewing adjustments for both front seat occupants, and a compass/trip computer that was more informative than the units in the SE and turbo coupes. An LE sedan was also available for 1990, standard with a 2.3 L Quad 4 engine and a 3-speed automatic, the first use of an inline 4 cylinder engine in a Grand Prix. The 2.8 L V6 engine was discontinued, while the 3.1 L engine gained widespread availability and a standard five-speed manual transmission.
For 1991, the Grand Prix Turbo coupe was replaced by a new GTP version. This model sported a 3.4 L DOHC V6 that produced 210 hp (160 kW) with a five-speed manual transmission or 200 with the optional four-speed automatic. Inside, the GTP was essentially the same as the Turbo. One notable exception was the available optional Heads Up Display only shared with the Cutlass Supreme. The exterior used mini-quad headlamps (along with all other Grand Prix coupes), "GTP Grand Prix" and "24 Valve V6" badges. The STE Turbo was replaced by a 3.4 L STE and could be ordered with the automatic transmission or manual transmission. For the SE coupe, the B4U package featured GTP bodywork and aluminum wheels. An SE sedan also became available, and featured STE-like styling at a lower price. The LE coupe was discontinued for 1991.
Anti-lock braking system (ABS) is optional on all models for 1992, the 2.3 L Quad 4 engine was dropped, and the LE sedan gained the SE/STE front lightbar. Most LE Sedans ordered for Rental fleets had full power options. A special edition only for 1992 was "Richard Petty Edition" of only 1000 units. This edition featured a special red, white or blue paint, the 210 hp Chevy LQ1 3.4l DOHC, special badging featuring Richard Petty's signature, special wheel well and ground effects, spoiler, Richard Petty black and white center caps, transmission shift modification which allowed a button for 2nd gear start or normal use, combination locking glove box, blue paint on inner web on wheel matching exterior paint, and "fan appreciation tour" badging making it one of the rarest Grand Prix ever produced.
This was the last year of the old style B4U bodykit. There was a special edition model with metallic green paint, as well as gold wheels and pinstriping. It was also the last year that a manual transmission could be ordered as an option. This was also the last year for the style of dashboard used 1988–1993.
For 1994, Grand Prix went through a mid-generation "facelift" inside and out, as well as a reshuffling of the lineup. First, LE and STE models were discontinued. The GT and GTP became option packages on the SE sedan and coupe, respectively. These option packages included the revised 3.4 L V6, sport suspension, ground effects. Outside, there was a new front and rear fascia and new ground effects. Inside, a new instrument panel hosted dual airbags, much larger and easier to use controls, and seatbelts were moved to the B-pillars rather than the doors on sedans only; coupes retained the automatic seatbelt design. Under the hood, the 3.1 L V6 was changed to the 3100 SFI V6 with 160 horsepower (120 kW), while the 3.4 L V6 had 210 hp (160 kW). The Grand Prix Sedan also had a slight tail light revision using the amber over red pattern as opposed to the red over amber in years past; however, the coupe's tail lights remained the same. Mirrors on some models were painted in body color.
For 1996 the center console on floor shift models received a minor redesign. This was also the last year for the BYP body cladding package. The 3.4 L DOHC V6 gained 5 hp (3.7 kW) with intake and exhaust improvements. All Grand Prix coupes received a sport package with five-spoke alloy wheels and dual exhaust. This is the last year for the fifth generation Grand Prix and this is the last year for the 5th generation mid-sized Grand Prix sedan.
Sixth generation (1997–2003)
In 1990, work began on a redesigned Grand Prix alongside other W-body full-size vehicles under design chief John Manoogian II. It was the first year for the full-sized Grand Prix sedans. By 1993, a final design was approved and show concept developed during the latter half of 1994. On January 4, 1995, General Motors unveiled the 300 GPX Concept at the 1995 Detroit Auto Show in Detroit. This was a near-exact preview of a redesign for the Grand Prix, due within the 1996 calendar year. In January 1996, the 1997 Grand Prix was unveiled at the Detroit Auto Show. Promoted for its "wide track" appearance and racy styling, this second generation W-body Grand Prix sold well.
The first 1997 Grand Prix was built on August 12, 1996. There were two trim levels available from 1996; the SE and GT (GT available in coupe and sedan body styles). The Grand Prix came as a base SE sedan, or sportier GT coupe or sedan options, as well as with a GTP trim package—available for GT models in either body style. Coupes and sedans shared similar styling, except for rear doors and quarter panels. The base 3.1L v6 engine on the SE was the only engine carried over from the previous generation. The GT 3.4 L V6 was replaced by a Buick 3.8 L V6. This engine in 3800 Series II form was an option on the SE with 195 horsepower. The 3800 Series II was on the Ward's 10 Best Engines list for 1995–1997. Replacing the Chevy LQ1 3.4l DOHC v6, an Eaton M90 supercharger option was available on the 3.8L from 1997-2003 (also used in the 1996–2003 Bonneville), with compression ratio decreased from 9.3 to 8.5, boosted horse power to 240. GTP interior trim level featured a "performance shift" button on the shifter that raised the transmission shift points. Front bucket seats came standard, while a 45/55 split bench seat was available as an option on the SE sedan only.
Few changes occurred this year, except that traction control now was available with the supercharged engine. Airbags were "depowered" to deploy with reduced force. The tire-pressure monitor was dropped. Also on models equipped with 3.8L N/A powerplants (VIN K), the 4T65E 4 speed automatic transmission was used in favor of the 4T60E previously used. To add some excitement, Pontiac also launched a special pace car model. This model celebrated the 40th running of the Daytona 500 on February 15, 1998. The pace-car replicas had special Medium Gulf Blue Metallic paint, unique "Sparkle Silver" 16-inch torque star aluminum wheels, custom decaling, a plaque notating the specific model number and custom door panels. Also standard was a heads-up-display that projected the speed onto the windshield. 1,500 were produced, with 200 of the 1,500 getting sunroofs.
Detail changes marked the '99 editions of Pontiac's midsize coupe and sedan. New wheel choices were the main visual change this year. The non-supercharged 3800 Series V6 engine gained 5 horsepower (now 200). This was also the last year that the SE model had the optional non-supercharged 3800 V6. GT models got a standard rear spoiler this year. The coolant overflow reservoir was relocated from being in front of the intake box to being mounted to the passenger strut tower. Available 16 in (41 cm) alloy wheels came in a new 5-spoke design. The one new option was a Bose 8-speaker audio system.
The standard 3.1 L V6, installed in SE models, gained 15 horsepower (now 175). New standard equipment included rear child-seat anchors and an anti-theft system that disabled the starter unless the proper ignition key was used. Pontiac also launched a Daytona 500 pace-car replica, with silver paint, unique 16 in (41 cm) aluminum wheels, functional hood vents, a NASCAR-inspired decklid spoiler, polished quad exhaust tips, and Daytona decals. Only 2,000 were planned.
OnStar, formerly unavailable on the Grand Prix, was made standard on GTP, optional on GT. The SE got revised frontal styling in the form of the GT and GTP front bumper cover in place of the older SE-specific front fascia, standard rear spoiler, and in-trunk emergency release; manual dual-zone climate-control replaced the optional electronic automatic unit previously offered. A Special Edition Package was added this year that could be applied to the GT and GTP models. This package adds the NASCAR-inspired rear spoiler and roof fences, hood-mounted heat extractors, and polished dual-outlet exhaust tips previously offered on the 2000 Pace Car Replica and also adds a two tone interior, 15-spoke chrome wheels, and the requisite badging. Also available for 2001 were two dealer installed "75th Anniversary" emblems, to celebrate Pontiac's 75th anniversary, they were placed in front of the badging on each door. A new, yet not very noticed feature for 2001 was added rear strut tower "liners". This prevented common rust of the rear strut towers of the 1997-2000 models.
New for 2002 was a $2,695 40th Anniversary option package which included the NASCAR-inspired rear spoiler and roof fences, polished dual-outlet exhaust tips, hood with heat extractors, and 15-spoke chrome wheels previously offered with the 2001 Special Edition package. Unique elements such as the Dark Cherry Metallic paint, 40th Anniversary badges, and Ruby Red and Graphite interior trim with the 40th Anniversary logo embroidered on the front seats and floormats differentiated this option package from the previous year's offering.
One 40th Anniversary Sedan was further customized with a lowering package, different wheels, and exhaust for SEMA and featured in Hot Rod Magazine as the GP40. The lowering package, provided by GM Accessories, consisted of new front and rear adjustable springs, adjustable front and rear dampers and 17 in (43 cm) Z-rated tires mounted on forged aluminum wheels. GM Accessories also provided performance brake pads, drilled and slotted brake rotors (front and rear), a cat-back exhaust system, and a low-restriction air filter. The SE gained standard cruise control and dual-zone climate control, and GTs got a standard power driver's seat and CD player. This was the last year of the two-door coupe. The SE model can be identified by a single exhaust pipe and different rear bumper cover. OnStar was now an option on the GTP. The last Grand Prix coupe rolled off the assembly line on July 19, 2002 and it was the last mid-sized 6th generation Grand Prix coupe.
Pontiac dropped the coupe version (2-door) for 2003 and made anti-lock brakes and traction control optional instead of standard on most of the remaining sedans. The Limited Edition option package was offered for GT and GTP models made this year. This optional package consisted of unique blue-tinted glass fog light lenses, "Limited Edition" badging, carbon fiber instrument cluster, two-tone cloth/leather interior, and a raised spoiler resembling the original GT/GTP/SE spoiler set atop three aerodynamic pillars. Production ceased in February 2003 and was the last GM car to have an analog odometer.
The Insurance Institute for Highway Safety (IIHS) gives the 1997–2003 Grand Prix an Acceptable overall score for their frontal impact test.
In March 2008, GM announced a recall on all 1997–2003 Grand Prix GTP models (as well as sister car Buick Regal GS) due to a problem that causes fires in the engine compartment. Over 230 fires were reported. This recall affected over 200,000 vehicles equipped with the supercharged 3800 Series II engine. GM sent a letter to the owners of these vehicles on March 13, 2008, instructing them not to park in garages or carports until the problem was resolved. The recall for the Supercharged engine involved changing the left (front) valve cover gasket, as oil leaks onto the exhaust manifold may cause engine fires. Some believed this recall did not fix the fire problem, and instead the problem is likely faulty fuel rail quick disconnect o-rings. There have been reports of fires happening after the recall has been performed.
In April 2009, the recall already posted for the Supercharged iterations of the 3800 Series II was expanded to cover all 3800 Series II engine-equipped vehicles after many fires were reported with Grand Prix GT and 3.8 L equipped SE versions, as well as the sister car Buick Regal LS. The recall for the non-supercharged V6 was to remove the front spark plug retainer and a valve cover gasket is not changed on non-supercharged 3.8 engines. The recall covered nearly 1.5 million vehicles.
In October 2015, GM announced a third recall for the 3800 V6 engines (RPO L26, L32, L36, and L67). This recall covers nearly 1.4 million vehicles including the 1997-2004 Pontiac Grand Prix. As of October 27, 2015, the
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