Perhaps what impresses me more about the GTP than its hustle is the refined operation of GM's new large displacement V6. I have

GM's GTP engineers virtually eliminated torque steer from the GTP's driveline. (Photo: Rob Rothwell, Canadian Auto Press)

long bashed domestic carmakers about the lack of refinement in their V6 engines - most having about as much finesse as a blindfolded 10-year old going at a piñata full of candy; well, finally they're catching up to the offshore competition. Despite being an archaic 2-valve per cylinder overhead-valve lump, the liquidity and smoothness of this powerplant invites the right foot to do what it does best. Taking it from idle to redline is joyous. The engine never sounds thrashy or like it's grinding marbles while smoothly giving its all. Commendably, GM's GTP engineers also eliminated the much dreaded and all too pervasive demon of torque steer from the GTP's driveline.

All said there are some weeds mixed in with the roses. The short stick connecting

The short stick connecting driver to the GTP's six forward cogs is not one of the most gratifying I have ever employed. (Photo: Rob Rothwell, Canadian Auto Press)

driver to the GTP's six forward cogs is not one of the most gratifying I have ever employed. It competently performed its intended function, but required a little more urging in doing so than some other gearboxes I have sampled, for instance, the one in Honda's V6-powered Accord Coupe (see the road test in the archives under Honda: 2005 Honda Accord Coupe EX V6 Road Test). Abstaining from rowing your own cogs will require the selection of GM's 4-speed autobox, supplemented with a manual-mode - once again the Honda bests Pontiac by providing a silky-smooth 5-speed automatic with manual mode. If I could make one GTP recommendation to the Pontiac engineers and product planners, it would be to mount a proper dead pedal in place of the flat spot in the foot-well, which is less than performance inspiring.