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1Repair Windows errors before they cause bigger problems2Scan for outdated or missing drivers - takes under a minute3Clear out junk files and repair common Windows errorsFor the specific 1997 cars tested by MotorTrend, the Pontiac Grand Prix GTP is the better all-around sleeper. It was markedly quicker, delivered more low-rpm torque, cost less, and offered a more comfortable character. The Ford Taurus SHO remains the enthusiast choice for its Yamaha-developed V-8, rarity, and slightly stronger measured skidpad and braking results.
That verdict applies to period-test cars, not every surviving example. A 30-year-old SHO or GTP is bought on condition, service history, rust, and parts access. The comparison below separates what the magazines measured from what you must verify on the individual car.
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The short answer: choose the GTP for speed and value, the SHO for character
The 1997 Pontiac Grand Prix GTP wins the objective performance contest that most sleeper buyers care about. In MotorTrend’s test, it reached 60 mph in 6.6 seconds, compared with 7.5 seconds for the 1997 Ford Taurus SHO. It also covered the quarter mile in 15.0 seconds at 92.3 mph, versus 15.7 seconds at 88.6 mph for the SHO. Car and Driver’s archived test reached the same broad conclusion, recording 6.8 seconds to 60 mph for the GTP and 7.9 seconds for the SHO.
The SHO is not a bad performer. It recorded a marginally higher skidpad result, a marginally faster slalom, and a shorter 60-to-0-mph stopping distance in MotorTrend’s measurements. Its 3.4-liter, Yamaha-derived, 32-valve V-8 is also the more unusual engine. It revs with a character the supercharged Pontiac cannot duplicate, and the SHO’s chassis feels more special to drivers who value precision over effortless thrust.
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In practical terms:
- Buy the GTP if you want the faster daily driver, stronger passing power, a softer ride, and a lower period purchase price.
- Buy the SHO if you want the rarer, more technically exotic sedan and will accept a busier ride and a less decisive automatic transmission.
- Buy whichever one has the better documentation and body when the two cars are similarly priced today. Period acceleration numbers cannot compensate for neglected maintenance, structural rust, or unavailable model-specific parts.
What the 1997 comparison actually measured
MotorTrend’s figures are from a 1996 road test of 1997-model-year cars, with base and as-tested prices reported in 1996 dollars. Car and Driver published a separate archived comparison in 1997. These are controlled snapshots of new vehicles, not a modern reliability survey or a valuation guide for surviving cars.
The cars also used fundamentally different powertrain strategies. The Pontiac relied on a supercharger to make abundant torque at low engine speed. The SHO used naturally aspirated, high-rpm, dual-overhead-camshaft V-8 technology. Comparing horsepower alone misses why the Pontiac felt quicker in normal traffic: its torque arrived earlier and in a much larger quantity.
Key specifications and period-test results
| Category | 1997 Ford Taurus SHO | 1997 Pontiac Grand Prix GTP |
|---|---|---|
| Engine | 3.392-liter Yamaha-derived DOHC 32-valve V-8 | 3.791-liter supercharged 3800 Series II OHV V-6 |
| Peak horsepower | 235 hp | 240 hp |
| Peak torque | 230 lb-ft at 4,800 rpm | 280 lb-ft at 3,200 rpm |
| Transmission | Four-speed AX4N automatic | Four-speed 4T65-E automatic with driver-selectable performance-shift mode |
| MotorTrend 0-60 mph | 7.5 seconds | 6.6 seconds |
| MotorTrend quarter mile | 15.7 seconds at 88.6 mph | 15.0 seconds at 92.3 mph |
| MotorTrend skidpad | 0.80 g | 0.79 g |
| MotorTrend slalom | 63.6 mph | 63.3 mph |
| MotorTrend 60-0-mph braking | 128 feet | 134 feet |
| Base price in MotorTrend test | $25,930 | $19,809 |
| As-tested price in MotorTrend test | $29,690 | $24,571 |
| Trunk volume | 15.5 cubic feet | 16.0 cubic feet |
| Brakes | Four-wheel discs with ABS | Four-wheel discs with ABS |
The price figures are historical new-car prices from the MotorTrend test, not current market values. The performance measurements likewise describe those tested vehicles under period test conditions; tire condition, weather, fuel, and the state of any surviving car can change the result substantially.
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The Grand Prix GTP is faster in a straight line. Its 0.9-second advantage to 60 mph in MotorTrend’s test is large enough to be obvious from the driver’s seat, and the quarter-mile gap confirms that the advantage continues beyond the launch. Car and Driver’s 1997 result, with the GTP ahead by 1.1 seconds to 60 mph, points in the same direction despite different test procedures.
Why the GTP pulls harder
The Pontiac’s supercharged 3.791-liter 3800 V-6 produced 280 lb-ft of torque, with its peak at 3,200 rpm. The SHO’s 3.392-liter V-8 made 230 lb-ft, reaching that peak at 4,800 rpm. That 50 lb-ft difference and earlier torque peak matter when merging, passing, or accelerating without a downshift.
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MotorTrend noted that the GTP could spin its driven tires on low-traction surfaces. That is the downside of its torque-rich front-drive layout: a worn tire, wet pavement, or an abrupt throttle application can overwhelm available grip. A good example should launch cleanly enough for its tires and alignment, but traction remains part of the GTP’s personality.
What the SHO feels like instead
The SHO builds its performance with revs rather than boost. The Yamaha-developed DOHC V-8 is the more technically sophisticated design and rewards a driver who is willing to keep the engine in its upper range. Its power delivery feels more linear and less forceful at low rpm than the Pontiac’s, but the engine character is the reason many enthusiasts seek the car out.
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The SHO has the measured edge when the road turns or the driver brakes hard, although the differences are small. MotorTrend recorded 0.80 g on the skidpad for the SHO and 0.79 g for the GTP. The Taurus also negotiated the slalom at 63.6 mph, 0.3 mph faster than the Pontiac, and stopped from 60 mph in 128 feet, six feet shorter than the GTP.
Those numbers make the SHO the better choice if your priority is a more controlled, driver-focused chassis. They do not make it a sports sedan by modern standards, and they should not be treated as a guarantee for a used car with tired dampers, old tires, worn bushings, or an alignment problem. A well-maintained GTP can feel more secure than a neglected SHO despite the original magazine results.
How to interpret the tiny skidpad gap
A 0.01-g difference is too small to define the cars by itself. Tire specification, temperature, pavement, and test technique can move a result by at least that kind of margin. The useful conclusion is that both cars were competent for large front-drive sedans, with the SHO showing a slight measured advantage rather than a decisive handling victory.
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Braking hardware and used-car implications
Both cars used four-wheel disc brakes with ABS. The SHO’s shorter period stopping distance is encouraging, but brake condition is now an inspection item: check rotor surfaces, pedal feel, ABS warning lamps, hydraulic leaks, and whether the car stops straight. A replacement decision should be based on the actual car’s hardware and available parts, not on the six-foot difference in a decades-old test.
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SHO: exotic V-8, imperfect automatic
The SHO’s Yamaha-derived V-8 is its defining feature. A 32-valve, dual-overhead-cam layout was unusual in a family sedan of the period, and the engine’s willingness to rev gives the car a distinctive sound and response. That sophistication also means the engine bay is less generic than the Pontiac’s, so a buyer should confirm that model-specific maintenance has been performed and that replacement components can be sourced locally.
MotorTrend criticized the four-speed AX4N automatic for indecisive behavior during aggressive driving. The transmission may hesitate over gear selection when the driver is asking for rapid acceleration, making the SHO feel slower than its engine output suggests. During a test drive, check cold and fully warm shifts, kickdown response, reverse engagement, and behavior under moderate throttle before assuming the gearbox is healthy.
The same test described the SHO’s ride as rough or choppy. That may appeal to a driver who prefers more road texture, but it is a disadvantage if the car’s primary role is a quiet commuter. Worn suspension parts can exaggerate the choppiness, so distinguish the original calibration from deterioration.
GTP: low-rpm thrust and a selectable performance mode
The supercharged 3800 Series II V-6 gives the GTP a relaxed, muscular feel. Its torque arrives earlier than the SHO’s, so ordinary acceleration requires less downshifting and less waiting for revs. The 4T65-E automatic included a driver-selectable performance-shift mode, giving the driver more control over the shift strategy than the SHO’s criticized calibration.
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The Pontiac is not automatically the smoother or more reliable used car. Listen for abnormal supercharger noises, verify that boost builds consistently, and evaluate the automatic transmission for flare, harsh engagement, delayed reverse, or slipping. These checks are about the individual car; the period road test does not establish a current failure rate.
Price, equipment, and everyday practicality
The GTP had a substantial price advantage when new. MotorTrend listed a $19,809 base price and $24,571 as-tested price for the Pontiac, versus $25,930 base and $29,690 as-tested for the SHO. The SHO therefore cost $6,121 more at base level and $5,119 more in the tested configurations. Those are historical comparisons, not a claim that today’s used-car prices follow the same spread.
The Pontiac’s lower price did not prevent it from delivering the quicker result. MotorTrend’s conclusion was unusually direct: “the Grand Prix GTP, despite lacking some of the SHO’s sophistication, is not only considerably quicker and more pampering, it’s a bunch cheaper every time you write the payment check.” The wording reflects a new-car comparison, but it captures the basic trade-off accurately: the GTP emphasized performance per dollar and comfort, while the SHO charged more for its engine and chassis character.
Cabin space and trunk room
The cars were close in interior packaging. The GTP offered a 16.0-cubic-foot trunk, while the SHO provided 15.5 cubic feet. MotorTrend found the SHO ahead in front headroom, rear legroom, and rear hiproom. The Pontiac had more rear headroom and rear shoulder room. Neither car has a decisive practicality advantage; inspect the actual seats, door seals, trim, and trunk condition because age now matters more than the original dimensional differences.
Wheels, tires, and brake fitment
The period test supplied the following fitment details:
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| Item | Taurus SHO | Grand Prix GTP |
|---|---|---|
| Tire specification | 225/55VR16 | 225/60HR16 |
| Wheel size | 16 x 8 inches | 16 x 6.5 inches |
| Brake layout | Four-wheel discs with ABS | Four-wheel discs with ABS |
Use the size shown for the exact vehicle and verify clearance, load rating, speed rating, and wheel condition before ordering replacements. A used sleeper may have nonstandard wheels or tires, so read the sidewall and measure rather than assuming the original configuration is still installed.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Which sleeper is more reliable?
The available period tests do not support a defensible reliability ranking. They evaluate performance, comfort, and equipment when the cars were new; they do not report surviving-fleet rates, rust prevalence, present-day repair costs, insurance, or current parts availability. Reliability is therefore an inspection-and-history question, not a settled SHO-versus-GTP statistic.
SHO-specific ownership risks to investigate
- Confirm a documented maintenance history for the Yamaha-derived V-8 and inspect for oil leaks, warning lights, unusual noises, and poor hot restarting.
- Test the AX4N automatic in every range and under both gentle and firm acceleration, paying attention to hesitation or gear hunting.
- Inspect suspension bushings, dampers, steering components, and brake hardware; a tired chassis can erase the SHO’s original handling advantage.
- Ask local specialist shops and parts suppliers which SHO-specific engine, transmission, and suspension components they can obtain before committing to the car.
GTP-specific ownership risks to investigate
- Verify that the supercharger produces smooth, consistent boost and does not make abnormal mechanical noise.
- Check the 4T65-E automatic for delayed engagement, slipping, harsh shifts, or a flare between gears, including when fully warm.
- Inspect front-drive tires for uneven wear and confirm that the car tracks straight; wheelspin and torque steer can be symptoms of traction or alignment issues.
- Check the body and undercarriage for rust, accident repairs, and water intrusion rather than assuming the lower original price means lower ownership risk.
What both cars require
For either model, prioritize a straight, rust-free body, complete service records, a functioning ABS system, healthy cooling and electrical systems, and a clean title. Have an independent technician inspect the car before purchase. The inspection should include a cold start, a fully warm road test, a scan for stored fault codes, a lift inspection, fluid checks, and verification that the VIN and service paperwork agree.
How to choose between two actual cars
| Your priority | Better fit | Reason |
|---|---|---|
| Fastest acceleration and passing response | Grand Prix GTP | Higher torque, earlier torque peak, and quicker period acceleration. |
| Distinctive engine and enthusiast appeal | Taurus SHO | Yamaha-derived DOHC V-8 character and greater technical rarity. |
| Comfortable long-distance driving | Grand Prix GTP | MotorTrend described it as more pampering; the SHO ride was characterized as rough or choppy. |
| Measured cornering and braking | Taurus SHO | Slightly better skidpad, slalom, and 60-0-mph results in MotorTrend’s test. |
| Lowest original purchase cost | Grand Prix GTP | Its tested base and as-tested prices were both lower. |
| Best current buy between two imperfect examples | The better-documented, less-rusty car | Age, maintenance, and parts access outweigh small period-test differences. |
A practical pre-purchase procedure
Use this sequence when a listing looks promising:
- Verify identity and configuration. Confirm the model year, engine, transmission, title, and that the advertised wheel and tire sizes match the car.
- Inspect the structure first. Examine rocker panels, subframes, suspension mounting points, floor areas, and trunk wells for corrosion or accident repair. Walk away from structural rust that exceeds your repair plan.
- Start it cold. Ask the seller not to warm the engine beforehand. Watch for warning lamps, unstable idle, smoke, unusual valvetrain or supercharger noise, and delayed oil-pressure behavior.
- Test the automatic transmission. Select every range, verify reverse engagement, and perform gentle, moderate, and firm accelerations. Note flare, slipping, harshness, hesitation, or gear hunting.
- Evaluate brakes and chassis. Confirm ABS operation, check for pedal pulsation, brake in a straight line, and listen for suspension knocks over uneven pavement.
- Check traction and alignment. Inspect all four tires for matching specifications and even wear. On a safe, dry road, verify that the car tracks straight and does not pull excessively under power.
- Review records and parts access. Match invoices to the VIN and ask a local repair shop whether the model-specific engine, transmission, suspension, and trim parts needed for this car are obtainable.
- Get an independent inspection. A pre-purchase inspection is especially important when the car’s rarity or supercharged hardware makes a seemingly cheap repair difficult to source.
Final verdict
The 1997 Grand Prix GTP is the better all-around sleeper on the evidence available: it is substantially quicker, has the torque advantage that drivers feel every day, rides more comfortably, and cost less when new. It is the rational choice for a fun daily driver if the individual car passes inspection.
The 1997 Taurus SHO is the more compelling special-interest purchase. Its Yamaha-derived V-8, slightly stronger measured handling and braking, and rarity give it an identity the Pontiac lacks. Choose it when engine character and chassis feel matter more than effortless low-rpm acceleration, and only after confirming that the transmission, suspension, and model-specific parts situation are acceptable.
For either sleeper, the deciding evidence is in the car in front of you: rust, records, drivetrain behavior, tire condition, and local repair support. The magazine tests tell you what each model was designed to do; a careful inspection tells you what your example can still do.
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