The Morning Call and Mcall.com's view

Unlike most of its corporate cousins at GM, Pontiac’s identity crisis was resolved some time ago, with muscle-car performance as its raison d’etre.

So it comes as no surprise that, when Pontiac redesigned its mid-size Grand Prix, it made it wider. This allowed Pontiac to proclaim in its advertising that wide track is back.

No engineering qualities are linked to the wider stance, unlike the 1960s. We all know why this Grand Prix is wider. It just looks better.

Actually, to this set of eyes, Pontiac’s new Grand Prix is a stunning mid-sized automobile, with muscular, bulging sheet metal curves in all the right places. Unlike previous Prixes, this one isn’t encumbered by a lot of extra side cladding. Match that with an artfully arched passenger compartment and you have a rather sophisticated look. The sporty appearance is just as good on the four-door as on the two-door, giving those who are averse to buying a sedan a worthy choice, styling-wise.

There are three trim levels: entry-level SE (sedan), mid-level GT (sedan or coupe) and hell bent GTP (sedan or coupe). The difference is mainly under the hood, although the SE has a grille set below the front bumper rather than above it, as on other models.

Entry-level motivation is very unexciting, with GM’s overly familiar 3.1-liter 160-horsepower V6. Jumping up to the GT gives you GM’s refined 3.8-liter V6, with a healthy 195 horsepower and 220 foot-pounds of torque. Although this is probably plenty of ponies to get the job done, the truly power hungry (and Pontiac faithful) will want to opt for the GTP.

Basically, it’s an option package on the GT and is well worth the $1,326 asking price. For that, you get the supercharged 3.8-liter V6. This engine usually powers GM’s largest cars, such as the full-size Bonneville or Park Avenue. Here, it powers the mid-size Grand Prix. With a whopping 240 horses and 280 foot-pounds of torque, it’s among the most powerful mid-sizecars in its class.

Along with the engine, you get fatter tires, variable effort steering and a stouter transmission that has “normal” and “performance” shift points.

The test vehicle was the GTP, with virtually every option a driver could want. But it wasn’t the option load that made this car so much fun — it was the great driving experience.

This car is just plain fun.

Despite being a front-driver, this car squirms on hard launches, twisting and clawing as the power builds at takeoff, just like a muscle car. It certainly goes as fast as one, with sub-seven-second 0-60 times with the supercharged engine. The variable effort steering was good and quick, with some communication through the wheel. There is no noticeable body lean to speak of.

Brakes are discs at all four corners, and anti-lock comes standard. Stops were short and straight.

As fun as all this is, the Grand Prix delivers a different driving experience from its arch rival, the Ford Ta urus. In up-level trim, the Taurus delivers the goods with finesse, adding a subtle sophistication to the driving experience, while delivering good go. The Grand Prix is faster, but feels more like the automotive equivalent of Sylvester Stallone in a tuxedo.

Yo!

Inside, the car is contemporary GM, which is not at all bad. (Have you driven a GM lately?) Although one could complain about too much hard plastic, that is certainly true of too many cars these days. The plastics all are tastefully colored and shaped. They’re also easy to understand. The dash wraps artfully into the center console. There you’ll find the climate controls, consisting of three simple rotary knobs. The instrument panel is lit with red lighting at night, which takes some getting used to.

What takes even more getting used to is the heads-up display. The heads-up display projects an image in the windshield directly in the driver’s line of sight. Projecting vehicle speed, turn signals and rad o station (when changed), it becomes very handy. You miss it on cars that don’t have the feature.

The leather seats with lumbar support proved comfortable, with an optional driver’s side seat heater being a real relief in cold weather. Also handy was the driver information center that, like the heads-up display, is an unusual feature for the class. It supplies the usual data for fuel, trip length and even includes a tire pressure monitor. When tire pressure drops 8 pounds per square inch, a monitor alerts the driver to which tire has the problem.

Even the trunk is nicely done. It features a cargo net, which is thoughtful. But more important, GM spent money to engineer hinges that don’t impede on cargo space: They fit in the rain gutter that surrounds the trunk opening. Neat.

Such detailing in most cars is common, but until recently it was all too rare in GM automobiles.

On the safety side, this car had a programmable keyless entry system, theft deterrent system, dual air bags, anti-lock brakes and traction control. With the GTP package, leather and every imaginable power option (including a power moonroof), sticker shock seemed assured. But, with the average price of a new car at $21,000, a $25,025 bottom line seemed reasonable, given its large option load and heavy-duty performance levels. Price of the base sedan starts at $18,769. The GT coupe is slightly less than a grand additional. Plop out another grand for the GT sedan.

With good interior space, well thought out detailing, stunning styling and a powerful engine, the Grand Prix GTP is a monstrously fun mid-sized car.

It’s almost as much fun as a GTO.

1997 Pontiac Grand Prix Base price: $18,809 As tested: $25,025 Major options: GTP package, power moonroof, leather seats with driver’s side seat heater, option group 1SD, upgraded audio system EPA rating: 18 mpg city, 28 mpg highway Test mileage: 19 mpg