The Grand Prix is a line of automobiles produced by the Pontiac Division of General Motors from 1962 until 2002 for coupes and 1989–2008 for sedans.

First introduced as a full-size performance coupe for the 1962 model year, the model varied repeatedly in size, luxury, and performance during its production. The Grand Prix was the most expensive coupe Pontiac offered until the 1970s, when the Bonneville Brougham and the Firebird Trans Am became more exclusive. Among the changes were positioning in the personal luxury car market segment and mid-size car offering from the second generation to the fifth generation for the sedan and from the second generation to the sixth generation from the coupe.

First generation (1962–1964)

The Grand Prix was an all-new model for Pontiac in the 1962 model year as a performance-oriented grand tourer coupe with bucket seats upholstered in "Morrokide" vinyl, while nylon loop-blend carpeting covered the floor and lower door panels. It was also installed with a center console with a transmission shifter, tachometer, 4-barrel carburetor, dual exhausts, and "acceleration" rear axle ratio (3.42:1). It used the Catalina coupe platform with minimal outside chrome trim, and was installed with the  "Trophy" version of  V8 engine with a 3-speed manual transmission or optional console-mounted 4-speed manual or Hydra-Matic automatic, and was equipped to the luxury standards available on the longer, top-line Bonneville coupe.

It was given a distinctive grille and taillights unique to the Grand Prix, and replaced the Pontiac Ventura while the Catalina was still available with the "Ventura" trim package for 1962. 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. The listed retail price before optional equipment was $3,490 ($ in  dollars ) and was the most expensive model when it was introduced.

The standard engine was the Bonneville's   V8, which came with four-barrel carburetor and dual exhausts. Tri-Power carburation (with three two-barrels) raised output to . Two other high-performance 389s were offered, including a four-barrel version rated at  and a  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 . Pontiac also offered the  Super Duty with two four-barrel carburetors, rated at , as a US$2,250 option ($ in  dollars ).

John DeLorean, head of Advanced Engineering at Pontiac, contributed to the development of the Grand Prix as well as the GTO.

1963

For the 1963 model year, the Grand Prix received revised sheet metal shared with other full-size Pontiacs, but with its own squared-off roofline with a concave rear window that contrasted with the convertible-like roof styling of the previous year. New was a split grille with vertically stacked headlights and round parking lights as well as "hidden" taillights. Aside from grille work, taillight covering and bumpers, chrome trim was limited to lower rocker panels, wheel arches, and roofline.

The Grand Prix 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 an intake manifold pressure vacuum gauge along with a dash-mounted tachometer for cars with manual transmission. Pedals received revised custom trim plates. Options included power steering, brakes, windows, and driver's seat; air conditioning, eight-lug aluminum wheels with integrated brake drums, and Safe-T-Track differential. New options for this year included an AM/FM radio, cruise control, and a tilt steering wheel adjustable to seven positions.

The  389 four-barrel V8 remained the standard engine. A new lineup of optional engines was introduced this year which included the  389 Tri-Power and three versions of the  V8 including a four-barrel version rated at , a  Tri-Power option, and the 421 HO option with Tri-Power carburetion and . The same selection of transmissions continued including the standard three-speed manual, optional four-speed manual, or three-speed Roto Hydra-matic. Brakes were  drums.

1964

The 1964 Grand Prix received minor appearance changes. 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 design of the other big 1964 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  389 four-barrel V8 gained three , with the extra-cost Hydramatic transmission. The standard three-speed manual and optional Hydramatic 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.

Second generation (1965–1968)

Grand Prix and all other full-sized Pontiacs were completely restyled for 1965 featuring more rounded bodylines with coke-bottle profiles, and a  increase in wheelbase to  (for Grand Prix, Catalina, and all Safari station wagons — Bonneville and Star Chief increased proportionally from  to . 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. This generation also introduced fender skirts over the rear wheels for a upscale look, shared with Cadillac, Buick and Oldsmobile senior models.

Interiors were revised with new instrument panels featuring more 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 new cloth-and-"Morrokide" trim. New for 1965 was a no-cost bench seat option with a center armrest available with either upholstery choice. The Grand Prix retained the market position as the most expensive model, offering all equipment offered on the Bonneville hardtop coupe as standard equipment, and had a listed retail price of $3,426 ($ in  dollars ).

New options included an automatic air conditioning system called "Comfort Control". This system, first introduced by Cadillac in 1964, was available in addition to the regular Circ-L-Aire Conditioning. Hazard flashers and seat belts were also optional.

Engine offerings were revised for 1965. The standard four-barrel  V8 was uprated to  with a manual transmission or  with automatic. Optional engines included a 389 Tri-Power and 421 four-barrel — both rated at ; a 421 Tri-Power rated at  and the 421 HO Tri-Power with . The standard three-speed and optional four-speed manual transmissions were carried over from 1964, however, a new three-speed Turbo Hydramatic 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 Hydramatic (along with the four-speed Super Hydramatic in Bonneville and Star Chief models). The Turbo Hydramatic 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 Hydramatics.

A 1965 Grand Prix road test was featured in the February 1965 issue of Motor Trend magazine, which was focused on 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.

1966

The 1966 Grand Prix received only minor appearance revisions 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 a center armrest was a no-cost option.

Engine offerings were largely unchanged from 1965 except that the  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.

1967

Revised sheet metal 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 1967 Pontiacs retained the vertical headlights for one more year), concealed windshield wipers, and ventless front windows on hardtop coupes. The louvered taillights were similar to those found on the GTO.

"Strato" bucket seats and console were 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.

The 389 V8 was replaced by a new  V8 with four-barrel carburetor, dual exhausts and . Similarly, the 421 V8 was replaced by a new  V8 rated at  or an HO version with  - 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.

1968

The 1968 Grand Prix received a more pronounced "beak-nose" grille in shock-absorbent plastic and a 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 1968.

The standard   V8 was revised to meet the new 1968 Federal and California emission regulations. Both optional  V8s received higher power ratings of  for the base version and  the HO.

The 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 new body using a chassis based on the shorter Pontiac A-body intermediates.

Third generation (1969–1972)

For the 1969 model year, Pontiac's general manager John Z. DeLorean ordered the development of an all-new Grand Prix. It featured new bodywork with a pronounced grille, and rode on a stretched version of the intermediate GM A platform and introduced as the G-Body.

Development

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 Chevrolet created the original Chevrolet Camaro using the basic chassis and drivetrain from the compact Chevrolet Chevy II, 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 on upgrading styling and interior appointments.

Shortened by three inches from the previous Catalina wheelbase, the  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 SJ nomenclature for the exclusive "SJ" trim package and the prominent grille. The basic 1969 body shell saw a major facelift in 1971 bracketed by minor detail revisions in the 1970 and 1972 model years.

1969
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  428 HO. Two engine sizes were offered with two power options were available in each engine size; a  or  , as well as a  or   V8. The 1969 Grand Prix debuted a "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 "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. The listed retail price with the optional "SJ" trim package was $4,182 ($ in  dollars ), keeping a higher price over the Bonneville hardtop coupe but was now less expensive than the GTO "Judge" convertible.

Also in 1969, Pontiac built a steam powered SE 101 concept car with a  engine designed by GM engineering in conjunction with the Besler brothers. The engine, however, was  heavier than a V8, and three times more expensive to make.

Market
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 Cadillac Eldorado and Oldsmobile Toronado, but positioned with the Ford Thunderbird and Buick Riviera, the new Grand Prix also competed with the Mercury Cougar XR-7 Pony car and the B-bodied 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.

1970

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  V8 rated at 370 and  in 1969 was replaced by a new   with  of torque at 3,100 rpm. The base 350 hp  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 cars included 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  wheelbase used for two-door A-body intermediates and the same lower sheet metal used on other Cutlass models. Both the Monte Carlo and Cutlass Supreme were also much lower in price, primarily due to smaller  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%. A total of 65,750 Grand Prixs were made 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 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.

1971

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  V8 with four-barrel carburetor and dual exhausts, rated at ; and the optional four-barrel  V8 rated at . 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. The base  four-barrel engine was rated now at  and the  in SJ models were  (net). The 455 SJ model had a $195 option that included Rally gauges, body-colored mirrors, SJ badging, and a no-maintenance AC Delco battery. A corporate-wide labor strike in mid-September 1970 halted all GM production for 67 days. This delayed the production of the third generation Grand Prix by one year in 1973. Production numbers for 1971 were lower than in 1970 with only 58,325 units.

1972
Minor styling revisions included a new cross-hatch grille up front and triple cluster taillights in the 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 lower than their 1971 counterparts though actual performance did not change much between the two years. Under the net horsepower measurement system, the standard  V8 with four-barrel carburetor was rated at  while the optional  with four-barrel carb was rated at .

At mid-year, Pontiac released a radial tire option for the Grand Prix, which increased the wheel diameter from the standard  to . This was the first time that Pontiac offered a radial tire option for the entire model year. 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 , back to .

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 after two years of decline, reaching 91,961 units and only second place to the 1969 model.

Fourth 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  crash bumpers. Although large V8s were still available, the performance was on the decline due to new emissions control systems. 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.

The front and rear styling of the 1973 Grand Prix was 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.

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 genuine 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 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  V8 rated at  and the Turbo Hydra-Matic transmission. Also standard were power steering and power brakes. A four-barrel  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. The introduction of radial-ply tires improved handling. GM's "A" body cars' front suspensions were based on the Chevrolet Camaro and Pontiac Firebird during this production run.

The Grand Prix continued its top level designation as Pontiac's most exclusive product, with the "SJ" option package listed for $4,962 ($ in  dollars ) while the standard Grand Prix was listed at $4,583 ($ in  dollars ).

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  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.

1974

The 1974 Grand Prix received a revised split grille with vertical bars that was entirely above the bumper. The boattail effect was softened due to a new federally mandated  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. 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. A new cut-pile carpeting replaced the nylon loop rugs of previous years.

A federally mandated interlock system required the driver and front-seat passenger to fasten their seat belts to start the car. This system was offered only for 1974 and on some early 1975 models. It was rescinded by Congressional action.

Engines were carried over from 1973, including the  V8 which was standard on the new "Model J" trim package, and  which was standard on the "Model SJ", and 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.

1975

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  rather than the 120 or  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  V8 (standard on J and LJ models) dropped from 230 to  while the  (standard on SJ, optional on J and LJ) was detuned from 250 to . New for 1975 was a more economical   with two-barrel carburetor, which was available as a no-cost option on J and LJ models.

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.

The model mix was 64,581 base J models, 7,146 SJs, and 14,855 of the new LJ.

1976

A new split vertical bar "waterfall" grille and quad rectangular headlights in front and revised taillight lenses 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  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   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   V8 that was optional on the Model J. The   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  V8 engine.

1977

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   V8 as standard equipment, which was much too small and underpowered to propel a 4,000-pound car. Optional engines included a   V8 or  ; 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  "Rocket V8" for J and LJ, and the  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  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.

Fifth generation (1978–1987)

1978 brought a downsizing of the Grand Prix and the other A-bodies. The 1978 GP was about  shorter and  lighter than the 1977 model with an overall length of  and a  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  V6 was standard equipment on the base model (formerly the Model J) and two versions of the Pontiac  V8 (Chevy  V8 in California) were optional. The luxury LJ model came standard with the  301 V8 with two-barrel carburetor while the sporty SJ was powered by a  301 V8 with four-barrel carburetor. Top speed for the six-cylinder was about , while the top-of-the-line  V8 was .

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.

1979
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  Buick V6 standard on base and LJ models, the   Pontiac V8 with two-barrel carburetor that was optional on both of those models, and the  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  rated at 140 and . A new and one-year-only option this year was a four-speed manual transmission available with the  four-barrel or two-barrel V8 on all models. Only 232 4-speed/301 V8 cars were built.

1980
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  Pontiac V8 was replaced by a new  V8 rated at . 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.

1981
A minor reskinning of the sheet metal 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  V6 with the  Pontiac V8 available as an extra cost option (Chevy  V8 in California). The  V8 was discontinued and a new option this year was the Oldsmobile-built  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.

1982
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  Buick V6, a larger Buick  V6 and the Olds  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 manual climate control on all models. 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
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  V6 was discontinued and the gas-powered V8 returned after a one-year absence (on U.S. models) in the form of a  Chevy . 1983 also marked the end of the LJ series, as the LE model would be added in for the 1984 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  V6, Chevy  V8 and Olds  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.

1985

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. 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  Buick built 3.8 L V6 with a  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?"

1986

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"). The 2+2-specific pieces are an aero nose, bubble rear glass and a fiberglass trunk lid with an integral spoiler. All 2+2 models came equipped with a corporate  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 options list for models other than the 2+2. This engine was available with a three-speed or a four-speed automatic transmission.

1987
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 model year was also the last Grand Prix to feature a V8 engine (until late-2005), and separate body-on-frame construction.

Sixth 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  and  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 a digital dashboard with an analog tachometer. SE models upgraded with power front seats with multiple lumbar, side bolsters, 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.

1989

A host of changes upgraded the Grand Prix for 1989 including for the first time optional anti-lock brakes. Air conditioning was standard as were rear shoulder belts, and the 2.8 L was replaced by GM's new 3.1 L MPFI V6 that produced  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. 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, which was a revival of the Pontiac 2+2 from the mid-1960s. The full analog gauges would become the 1990-93 sports cluster, and the basis for the new instrument cluster to replace the digital cluster for 1990.

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 , 65 more than the previous year. A four-speed automatic was the only transmission offered.

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. The STE sedan also offered a light bar between the halogen headlights that did not function as daytime running lights.

1991
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  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.

1992
Anti-lock brakes (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 the inner web on wheel matching exterior paint, and "fan appreciation tour" badging making it one of the rarest Grand Prix ever produced.

1993
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 the dashboard used 1988–1993.

1994
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 , while the 3.4 L V6 had . 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.

1995-1996
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  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 sixth-generation Grand Prix and this is the last year for the 6th generation mid-sized Grand Prix sedan.

Seventh generation (1997–2003)

In 1990, work began on a redesigned Grand Prix alongside other W-body cars under design chief John Manoogian II. 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.

Production began 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 3.1 L 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 3.4 L DOHC V6, an Eaton M90 supercharger option was available on the 3.8 L from 1997-2003 (also used in the 1996–2003 Bonneville), with compression ratio decreased from 9.3 to 8.5, boosted horsepower 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.

1998

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. A total 1,500 were produced, of which 200 were equipped with sunroofs.

1999
Detail changes marked the 1999 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 received a standard rear spoiler this year. GTP, previously a performance option on the Grand Prix GT, is now a stand-alone model in both coupe and sedan form. The coolant overflow reservoir was relocated from being in front of the intake box to being mounted to the passenger strut tower. Available  alloy wheels came in a new 5-spoke design. The one new option was a Bose 8-speaker audio system.

2000
The standard 3.1 L V6, installed in SE models, gained 15 horsepower (now 175) it also gained 10lb⋅ft      (now 195). 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  aluminum wheels, functional hood vents, a NASCAR-inspired decklid spoiler, polished quad exhaust tips, and Daytona decals. Only 2,000 were planned.

2001

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.

2002
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  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.

2003
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.

Safety ratings

The Insurance Institute for Highway Safety (IIHS) gives the 1997–2003 Grand Prix an Acceptable overall score for their frontal impact test.

Recalls
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, there is no remedy for this recall.

OnStar Dysfunctionality
As of May 2008, Grand Prixs from the model years of 01-03 that were outfitted with OnStar cannot be activated due to outdated technology. OnStar's wireless services are provided by Verizon Wireless, which switched fully to digital cellular communications. Grand Prixs of model years 2001 to 2002 have OnStar systems that are Analog cellular capable only. Some 2003 models may have had modules that could be upgraded to digital-ready.

Eighth generation (2004–2008)

The Grand Prix was updated for 2004 on a revised version of the GM W platform and was unveiled at the 2002 Chicago Auto Show on February 7, 2002 as the Grand Prix G-Force Concept. The series production version was unveiled at the Los Angeles International Auto Show on January 3, 2003. The Grand Prix came in four different option groups; GT1, GT2, GTP, and GTP Comp-G ("Competition Group").

The GT1 and fancier GT2 have the Series III 3800 V6 engine, rated at 200 hp (150 kW) and 230 lb·ft (310 Nm) of torque, while both GTPs have the supercharged (Eaton Gen 5 Supercharger) 3800 Series III V6 engine with 260 hp (195 kW) and 280 lb·ft (380 Nm) of torque.

A Competition Group (Comp-G) package was available for the GTP that included red painted brake calipers (same brakes as the 'standard' GTP), sport tuned suspension, heads-up display (also in GT2 model), 4-speed automatic transmission with paddle-style TAPShift, StabiliTrak dynamic control system, 3.29 axle ratio, performance tires and Magnasteer II. Also, a 10-spoke lightweight wheel was standard with the Comp-G package but could be 'upgraded' to the GTP optional wheel.

The newly redesigned model mostly received positive reviews from critics regarding its distinctive styling, performance, and reliability. Commencing with this generation, the 2-door coupe version of the Grand Prix was no longer an available body style. The timing of the disappearance of the Grand Prix coupe coincided with GM's reintroduction of the 2-door Pontiac GTO. The Grand Prix was offered with an optional head-up display.

A 2004 Pontiac Grand Prix GT2 "Special Edition" was also offered in very limited supply, this model included special chrome spoke wheels, heated leather seats, the Monsoon sound system, and the heads-up display. This Special Edition has the Pontiac SE name badging on the side of the car just behind the front wheels.

2005

The Grand Prix remained basically unchanged from 2004, with the GT, GTP, and the new GXP. The GT had the naturally aspirated 3.8 L V6, with the GTP having the 3.8 L V6 with supercharger. The Comp-G package was still available for the GTP with an added door emblem denoting the Comp-G package. When the GXP debuted later in the 2005 model year, the Competition Group was dropped, but several features were retained in a Sport package available on the GTP for the rest of that model year.

The GXP powerplant is the LS4 V8, a 5.3 L Displacement on Demand (active fuel management) engine based on the LS1 block. Output of this version is 303 hp (226 kW)/323 lb·ft (438 N·m). It has a shortened crankshaft, and a host of other modifications to make it fit into a front-wheel-drive vehicle. The GXP also has a 4-speed automatic transmission with paddle-style TAPshift, heads-up display, vented cross drilled brakes with PBR calipers, performance tuned suspension with Bilstein gas-charged struts (sits about  lower than other GP models), Magnasteer II, and StabiliTrak dynamic control system. Also, the DIC will display G-Force (maximum achieved for lateral, acceleration, and deceleration) information when the car is not moving. Cosmetically, the GXP differs from the other models with more aggressive bodywork including a different front clip, wheel well cooling vents on the front fenders, a different rear bumper, and twin-dual polished exhaust. The Grand Prix GXP also offers a unique feature of the different-width  polished Alcoa forged aluminum wheels. The front wheels are  wide, and the rear wheels are  wide.

2006
For 2006, a "Special Edition" body package was added which came with a body-colored SPO grille, new front and rear "diffuser" type bumpers, lower side skirts, and wheels. The three options are the Grand Prix, powered by the 3800 Series III V6, the GT, now powered by the 3800 Series III Supercharged V6, and the GXP, powered by the LS4 V8. The GTP designation was discontinued from the Grand Prix line and applied as the top trim of the G6. All General Motors 3.8 L Buick V6 powered cars become the first SULEV compliant vehicles. This Year, Chrome trim was added to the interiors of the GXP models.

2007
For the 2007 model year the model remained Base, GT, and GXP. Also, the active displacement management capability on the 5.3 L V8 (GXP) was renamed to "Active Fuel Management" from "Displacement on Demand", while the GXP trim includes a  V8 engine with a firmer suspension, performance tires, heated leather seats, a heads-up display, and  wheels.  That model year gave it the car's final update by adding GM badges near the front doors until the Grand Prix was pulled from Pontiac's lineup after 2008.

2008
2008 was the Pontiac Grand Prix's last year as the sedan. For 2008, Pontiac did not offer the GT trim, but continued to offer both a base and GXP trim. The base trim is offered with a  V6 engine and  wheels. In 2008 they switched to alcoa knockoff wheels with silver center caps. Several new colors were also added for the 2008 model year.
The Pontiac Grand Prix was replaced by the G8 for the 2008–2009 model year. Production of the larger G8, however, ended in June 2009. The Pontiac brand was dissolved in 2010 as part of GM's Chapter 11 reorganization.

Safety ratings
The IIHS gives the Grand Prix a Good overall score in the frontal impact test and a "Marginal" overall score for models equipped with side curtain airbags in the side impact test.

2006 National Highway Traffic Safety Administration (NHTSA) Crash Test Ratings:
Frontal Driver:
Frontal Passenger:
Side Driver:
Side Rear Passenger:
Rollover:

Canadian variants
During the first generation of the model line, the Pontiac Grand Prix was offered through GM of Canada under several brand names, styled slightly different from its U.S. namesake.

Parisienne Custom Sport (1964-1965)
In 1964, GM of Canada offered a de luxe version of the popular Pontiac Parisienne with the 1964 U.S. Grand Prix grille, the Parisienne Custom Sport.  It was available as a hardtop coupe or convertible, and was basically equivalent to the Chevrolet Impala Super Sport.

Grande Parisienne (1966-1968)
For 1966, the Parisienne Custom Sport was replaced with the Pontiac Grande Parisienne, which featured the unique American Grand Prix front fascia (complete with hidden headlights in 1967-68). Unlike the U.S. car, the hardtop coupe was marketed alongside a convertible and four-door hardtop.  The 4-door and convertible versions had the same roofline as the standard Pontiacs while the coupe got the distinctive U.S. Grand Prix body styling.

Unlike the Grand Prix, the Grande Parisienne featured "Pontiac" badges in the grille.  Following the shift of the Grand Prix from the full-size to the intermediate line for 1969, the Grande Parisienne was repackaged as a premium model of the full-size Parisienne.  All full-sized Canadian Pontiacs used Chevrolet drivetrains with Pontiac-styled fascias and instrument panels.

References

External links

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Pontiac Grand Prix


Angus McKinnon (8 December 1886 – May 1968) was a Scottish footballer.

McKinnon was born in Paisley and started his career at junior side Petershill before moving south of the border to join Carlisle United, then of the Lancashire Combination. He then moved even further south, joining London side Woolwich Arsenal in May 1908. Initially a reserve player, McKinnon made his debut on 12 December 1908 in a 4–1 defeat at the hands of Bradford City, and only made one more appearance in the 1908–09 season. He mainly played at left half, as an understudy to fellow Scot Roddy McEachrane, and it wasn't until 1911 did McKinnon supplant his countryman and become a regular in the Woolwich Arsenal side.

McKinnon was a regular from then on, until official competition was suspended, a period with injury between March and November 1914 excepted. Unfortunately for him, his career with Woolwich Arsenal coincided with their relegation from the First Division in 1913; nevertheless he continued to serve Arsenal (as they had been renamed following their move to Highbury in 1913) as they pushed for promotion.

On the issue of the name the volume "Woolwich Arsenal the club that changed football" traces the changes of the club's name and reports that for the 1914/15 season the club defined itself in the programmes and elsewhere as "The Arsenal" (not Arsenal) for the first time on 10 April 1914 but that name was not registered and that formally with the Board of Trade or the Joint Stock Companies, as would have been required to make the change official.

During the war he served as a driver in the Royal Field Artillery, and returned to play for Arsenal, who had been elected back to the First Division, once competitive football resumed in 1919. Although by this time 32, he continued to play for Arsenal for another two seasons, and started the 1921–22 season as first-choice left half, before being replaced by the young Tom Whittaker.

McKinnon was given a free transfer in the summer of 1922, having played 217 matches for Arsenal, scoring 4 goals. He signed for Charlton Athletic, where he played one season, and then moved to Wigan Borough but did not play a single league match for the club and retired in 1923. After retiring, he joined New Brighton; he spent 27 years at the club, between 1935 and 1962, as either trainer or coach. He died in 1968, at the age of 81.

References

1886 births
1968 deaths
Petershill F.C. players
Scottish men's footballers
Carlisle United F.C. players
Arsenal F.C. players
Charlton Athletic F.C. players
New Brighton A.F.C. players
Footballers from Paisley, Renfrewshire
British Army personnel of World War I
English Football League players
Wigan Borough F.C. managers
Men's association football wing halves
Scottish football managers

Angus McKinnon


The self-perceived quality-of-life scale is a psychological assessment instrument which is based on a comprehensive theory of the self-perceived quality of life (SPQL) and provides a multi-faceted measurement of health-related and non-health-related aspects of well-being. The scale has become an instrument of choice for monitoring quality of life in some clinical populations, for example, it was adopted by the Positively Sound network for women living with HIV.

The improvement of mental disorders may have an effect on multiple domains of an individual's life which could be captured only through a comprehensive measurement. For example, the treatment of a phobia may reduce fear (mental health index), which could lead to the improvement of social relations (social relations index) and, in turn, performance at work, resulting in an increase in salary (financial index). Hence, in order to detect all implications of a treatment (e.g., for a phobia), a comprehensive measurement across multiple domains of an individual's life is needed. The SPQL scale can provide such a comprehensive measurement.

The scale is designed in an electronic format. The software calculates scores automatically; this allows for advanced quantification methods. The automatic calculations and quantification methods allowed undertaking a comprehensive approach for assessing SPQL from multiple facets. A multi-facet approach, in turn, provided a comprehensive evaluation of the effectiveness of mental health interventions (through pre- and post tests).

The scale emerged from synthesis of existing theories including: (a) subjective well-being, (b) developmental life-stages, (c) different categories of human needs, (d) quality of life, and (e) subjective evaluation processes. The scale consists of three axes: Subjective well-being, positive and negative affect, and fulfillment of needs. See a model diagram below.

The scale can (a) identify possible side effects of psychiatric or psychological interventions which could occur in multiple domains of an individual's life, (b) detect the occurrence of relapses, (c) assist in evaluating the progress of recovery, (d) measure the effects of various non-normative positive and negative events (e.g., divorce, promotion at work, becoming a parent) on an individual's life as a whole and trace the course of their development, (e) evaluate an individual's SPQL throughout the lifespan, (f) predict depression, anxiety, and mood, and (g) assess the effectiveness of interventions intended to enhance well-being and improve quality of life on an individual level.

This scale could be used by individual mental health professionals to evaluate the progress of treatment. This is useful for clients as well because they themselves are able to compare their initial scores with scores after intervention. Because the scale is available online, clients are able to complete the questionnaire outside of the therapy sessions. The scale also could be used in medical settings to assess how medical treatment affects a patient's life overall and in specific aspects over time, as well as allow detecting psychological side effects. The scale could be of use to insurers because it would help in evaluating the effectiveness of mental health interventions.

Theory

It is safe to postulate that all people want to have a good life. Although the meaning of "a good life" may vary from culture to culture and from individual to individual, this meaning revolves around the same aspects of life across cultures. What actually varies between cultures and individuals is the availability of certain aspects of a good life, the subjective significance people assign to these aspects, and the way people evaluate these aspects of a good life.

Everything we do or do not do, wish or do not wish, and have or do not have has an explicit or an implicit relevance to how good or not good we perceive our lives to be. Because the preference for a good life over a bad life underlies all facets of our lives, understanding what constitutes and influences a good life on an individual level has a significant value for all people.

During the past several decades researchers investigated the concept of "the good life" based on three theoretical approaches:
 Focusing on quality of life (QOL) on a population and on individual levels by considering objective and/or subjective factors present or absent in people's lives;
 Focusing on subjective well-being (SWB) by considering an individual's level of overall happiness and life satisfaction; and
 Focusing on an individual's level of functionality across social, psychological, and health factors.

The comprehensive scale of the good life, the Self-Perceived Quality of Life (SPQL) scale, overcame the limitations of prior approaches by integrating measurements of SWB, QOL, and functionality on an individual level, and by utilizing innovative quantification methods. The scale focused on how individuals evaluate their lives and compare these measurements with the average good life of others. The SPQL scale includes well-being, emotions, and physical and mental health indices. The SPQL scale has implications for evaluating the effectiveness of a wide range of interventions intended to improve mental health and well-being.

Conceptual model
The SPQL construct consists of three axes, each compounded from several variables:
 Subjective well-being (SWB)
 Baseline average of overall happiness/unhappiness and transient deviations, which are measures of frequency and intensity of nonnormative transient experiences of happiness/unhappiness.
 Subjective affective experiences (SAE)
 Average of overall positive and negative affect.
 Fulfillment of needs
 A product of strength and fulfillment of a wide range of needs and preferences.

Because fluctuations within SPQL are likely to occur over time, a single-occasion measurement will not provide a comprehensive assessment. In order to capture a more comprehensive picture of SPQL, the SWB variable (axis) was measured retrospectively throughout three major life stages of adult human development: Early-adulthood, mid-adulthood, and late-adulthood (see SPQL model diagram).

Transitions between life stages

As people approach a life stage in their development, they face developmental tasks that they need to master in order for the transition to the next life stage to be successful. The cycle of transition from one life stage to another is marked by three phases:
 Mastering or failing a task;
 Consequential reevaluation of life circumstances, values, and self-concept; and
 Adjustment and adaptation to new values and circumstances.
To a lesser degree, cycles of transitions occur continually within major life stages on annual and even on daily bases.

A curve of SWB throughout the lifespan can reflect the experience of an individual's good life. Ideally, all three SPQL axes should be evaluated for each life stage. However, this would make a questionnaire too long. Although the SPQL scale measures only one SPQL axis (SWB) for each life stage, the developed theoretical framework discusses the evaluation of all three SPQL axes throughout the major life stages. Thus, the framework can support the development of a next version of the scale that would accomplish this goal. Future research could explore possibilities for reducing the number of the evaluated scale items and include questions that will evaluate all three SPQL axes throughout the major life stages.

Axes
Participants' responses on the inventories for each of the three SPQL axes (see Appendixes) provided the data for the psychometric validation of the scale and for the quantitative analyses that allowed measuring the good life. The theoretical framework for the first two axes was based on the existing theories of SWB, positive affect and negative affect, and mood. The theoretical framework for the third axis was based on theories that conceptually differentiate between different categories of needs. Different categories of needs, in turn, are sorted into four general categories of needs composing the third axis. The measurement of an individual's level of functionality across social, psychological, and health factors was integrated in the third axis. This integration was accomplished through evaluating the strength and fulfillment of an individual's needs for optimal functioning across these factors.

Axis I: subjective well-being
The subjective well-being (SWB) baseline is maintained by psychological and biological homeostasis. Measurement of overall happiness determined the SWB baseline. A higher SWB baseline indicates a higher SPQL. People who have experienced more positive and less negative intense experiences during their lives (i.e., transient deviations), have a higher SPQL. Intense experiences were assessed through measuring the frequency and intensity of nonnormative transient subjective experiences of happiness/unhappiness that deviate from the SWB baseline throughout time.

Axis II: subjective affective experiences
People who have experienced more positive and less negative subjective affective experiences (SAE) during their lives (i.e., transient deviations), have a higher SPQL. The average of positive and negative SAE was used to measure overall SAE.

Axis III: fulfillment of needs
Individuals with the same score on SWB can differ in their evaluations of standards of living even if their objective life circumstances are alike. Accordingly, their self-perceived QOL may vary. Hence, in order to capture a more accurate measurement of SPQL, the strength and degree of fulfillment of a wide range of human needs and preferences for life circumstances was evaluated. However, felt needs are not the only kind of needs that a person may have. If a need is satisfied it may not be felt as intensely as an unsatisfied need of lesser importance in terms of overall happiness. Thus, the strength with which a need is felt at a certain point in time does not necessarily indicate that it makes a greater contribution to the overall SPQL than other needs, which are felt less intensely or unfelt at all at that point in time because they are satisfied. Hence, the strength of individual preferences and needs was evaluated not only through questions such as "how important is fulfillment of this need to your overall happiness?" but also with questions such as "if this need were unfulfilled, how would it affect your overall happiness?"

Conceptual model for axis III fulfillment of needs. In order to measure fulfillment of needs, a broad range of human needs was sorted into four conceptually distinct categories that are (a) contingent on corresponding stages of cognitive and moral development, (b) constitute major components of self-concept, and (c) correspond to the neural activity in different clusters of anatomical brain regions. Because sometimes the same anatomical brain regions are involved in different ways in neural activity associated with the four categories of needs, implicated brain regions will be distinguished based on their dominance in related processes, and based on the chronological maturation of the dominant regions.

Four categories of needs on axis III

Instinctual needs include (a) sensory stimulation needs that became linked with positive or negative affect without involvement of cognitive evaluations; (b) physiological needs such as hunger, thirst, and sex; and (c) other physiological needs, such as those related to digestion, fluid balance, body temperature, and blood pressure, which could elicit positive or negative affect depending on whether the needs are met.
Self-centered emotional needs include (a) needs for safety and security (e.g., financial stability, home), love and belonging (e.g., affectionate relationships, sense of community), esteem (e.g., recognition, confidence); (b) ego-centered self-conscious needs (underpinned by self-conscious emotions, that is, emotions which require self-conscious awareness and evaluations), such as pride and honor (e.g., from personal accomplishments vs. nurturing), and guilt and embarrassment (with a focus on how one's status has been affected vs. focusing on how others have been affected); and (c) spiritual/religious needs motivated by ego inflation or belonging emotional needs.
Humanistic and spiritual emotional needs include (a) a higher order of self-conscious altruistic needs that are not self-centered, such as pride and honor (e.g., from nurturing vs. from personal accomplishments), and guilt and embarrassment (with a focus on how others have been affected vs. focusing on how one's status has been affected); (b) humanistic, self-actualization needs, characterized by a desire to fulfill one's potential, which are not ego-centered (e.g., desiring truth over dishonesty); and (c) spiritual/religious needs which are not motivated by ego inflation or belonging emotional needs.
Cognitive needs include needs for harmony, organization, and coherence in (a) aesthetics (e.g., art, architecture, poetry, and music) and (b) intellect (sciences, information, and skills).

Measuring axis III fulfillment of needs

Because according to the SPQL theory an individual's motivations ensue from the idiosyncratic cluster of the four categories of needs, these four categories are proposed to compound an individual's motivational framework (MF). In the following discussion, disparate preferences and needs will be referred to as motivational units (MU). Motivational units have two dimensions, importance of MU to the SPQL (strength) and the degree of fulfillment. The strength of a motivational unit (MU) was determined by evaluating the capacity for the fulfillment or unfulfillment of the MU to skew the SWB baseline.

See also
Quality of well-being scale

References

Mental health
Quality of life
Psychological tests and scales

Self-perceived quality-of-life scale


The ship of Theseus is a question about if you can consider that an object is the same one when you replace parts of it. It is a paradox.

For example, if you have an axe and you replace its handle, it is still the same axe? And if you replace the blade? And if you made another axe with the old handle and blade, the "real" axe is the one that has the replaced elements or the one that has the old ones?

Different people answer this question in different ways.

The name comes from a legend about ancient hero Theseus.

References

Logical paradoxes

Ship of Theseus


A pectoral cross or pectorale (from the Latin pectoralis, "of the chest") is a cross that is worn on the chest, usually suspended from the neck by a cord or chain.  In ancient and medieval times pectoral crosses were worn by both clergy and laity, but by the end of the Middle Ages the pectoral cross came to be a special indicator of position worn by bishops. In the Roman Catholic Church, the wearing of a pectoral cross remains restricted to popes, cardinals, bishops and abbots. In Eastern Orthodox Church and Byzantine Catholic Churches that follow a Slavic Tradition, priests also wear pectoral crosses, while deacons and minor orders do not. The modern pectoral cross is relatively large, and is different from the small crosses worn on necklaces by many Christians.  Most pectoral crosses are made of precious metals (platinum, gold or silver) and some contain precious or semi-precious gems. Some contain a corpus like a crucifix while others use stylized designs and religious symbols.

In many Christian denominations, the pectoral cross symbolizes that the person wearing it is a member of the clergy, or that the wearer is a member of the higher or senior clergy. However, in many Western churches there are an increasing number of laypeople who choose to wear some form of a cross around their neck.

While many Christians, both clergy and laity, wear crosses, the pectoral cross is distinguished by both its size (up to six inches across) and that it is worn in the center of the chest below the heart (as opposed to just below the collarbones).

Throughout the centuries, many pectoral crosses have been made in the form of reliquaries which contain alleged fragments of the True Cross or relics of saints.  Some such reliquary pectorals are hinged so that they open to reveal the relic, or the relic may be visible from the front through glass.

Historical use

One of the earliest mentions of a pectoral cross is its mention by Pope Hilarius in 461. In 811 Nicephorus sent Pope Leo III a golden pectoral cross. At this time, pectoral crosses were worn by both clergy and laity.

The widespread official use of a pectoral cross, however, did not begin in the Western church until around the 14th century. The use of the pectoral cross in the Roman Rite was first required in the Roman Pontifical of Pope Pius V.

The first Anglican bishop to wear a pectoral cross was Edward King, Bishop of Lincoln (1885–1910).

Roman Catholic practice

In the Roman Catholic Church, a pectoral cross is one of the pontificals used by the pope, cardinals, archbishops and bishops. Various popes have extended this privilege to abbots, abbesses and some cathedral canons. For Cardinals, the use has been regulated since 1905 by Pius X's motu proprio, Crux pectoralis.

A pectoral cross is worn with both clerical suits or religious habits, and when attending both liturgical or civil functions. With a clerical suit, the pectoral cross is worn either hung around the neck so it remains visible or is placed in the left shirt or coat pocket so the chain is still visible but the cross is not (this is not actually an official requirement, but is done for practical purposes). If a cassock is worn, the pectoral cross is either suspended from the prelate's neck and hangs free or is fastened to a front button with a special hook that is attached to the cross.  The presence of a pectoral cross is useful to distinguish a bishop from a monsignor, since they wear similar cassocks.

In choir dress—that is, when the bishop wears a cassock, rochet and mozzetta—the pectoral cross is usually suspended by a cord of silk. This cord is green and gold for an archbishop or a bishop, and red and gold for a cardinal and gold for the pope. An abbot makes use of a black and gold silk cord while an abbess and canon would use a black silk cord. Formerly, protonotaries apostolic wore a pectoral cross on a purple silk cord when celebrating in pontificals.

When celebrating Mass, bishops wear the pectoral cross suspended by the cord over the alb but under the chasuble, where it is not visible. However, some bishops wear their pectoral cross over their chasuble, suspended by a chain.

If clerics who do not possess episcopal character wish to wear a pectoral cross, it is presumed that they are free to wear it under their clothes, so as not to confuse them with bishops. Again, in practice, some clergy who are not prelates do wear a pectoral cross.

It is worn over the alb during liturgical functions. The prelate should kiss the cross before putting it on his neck, and while putting it on say the prayer Munire me digneris (the origin of which dates back to the Middle Ages), in which he petitions God for protection against his enemies, and begs to bear in mind continually the Passion of Jesus, and the triumphs of the confessors of the Catholic faith.

The pontifical pectoral cross is distinct from the simple cross, the use of which is often permitted by the pope to members of cathedral chapters. Canons, to whom this privilege has been granted, are permitted to wear the cross at choir service only, and not over the alb at liturgical services, unless specially permitted.

The pectoral is the latest addition to episcopal ornaments. The custom, however, of wearing a cross on the breast either with or without holy relics, dates back to ancient time and was observed not only by bishops, but also by priests and lay people. The first mention made of the pectoral cross as a part of pontifical ornament is made by Pope Innocent III, and its use as such only became customary toward the close of the Middle Ages. Guillaume Durand, toward the end of the thirteenth century, is the first to mention it as an adornment for bishops, saying that "it was left to the discretion of the individual bishop to wear it or not".

Anglican practice
The widespread use of pectoral crosses has been revived in the Anglican Communion, and is usually limited to bishops.  The pectorals worn by Anglican bishops do not normally have the corpus (body of Jesus) depicted on them. They may be decorated with amethyst or a bishop's mitre, and are usually suspended from a simple gold chain. Anglo-Catholic bishops may follow more of the Roman Catholic model.

Other Anglican clergy occasionally wear crosses around their necks, but their appearance and form are generally more modest so as not to confuse them with bishops (who also generally wear purple, palatinate, or amaranth magenta shirts).

At their meeting in The Vatican on 21 November 2009 to resolve tensions over an offer for disaffected Anglicans to convert to Rome, the Pope gave the Archbishop of Canterbury a pectoral Cross.   This was interpreted by some observers as an indication that the Pope recognized the Archbishop of Canterbury as a Bishop, in spite of Apostolicae curae a papal bull from 1897 under which the Catholic Church refuses to recognize the validity of Anglican ordination. However the Catholic Church still rejects the canonical validity of Anglican clerical orders and often re-ordains Anglican clergy who convert to the Catholic faith.

Protestant practice
In recent years, Protestant churches have returned to more traditional ceremonial dress from either the Catholic, Orthodox or Anglican tradition. Pectoral crosses are worn by clergy in many denominations, mainly Lutheranism, by a bishop, or by a pastor or occasionally by choristers or liturgical assistants in other denominations. Generally speaking, only prelates will wear a gold cross suspended with a chain when wearing ceremonial garments or when wearing a suit, in one's left pocket over the heart.  Clergy who are not bishops usually wear a silver cross suspended by a cord (usually black).  In some denominations the colour of the cord refers to a specific position held in that denomination.

Church of Sweden
In the Church of Sweden, pectoral crosses were reintroduced for bishops in 1805 by king Gustav IV Adolf. The model of 1805 is still in use today. Bishops wear a simple Latin cross of gold suspended by a gold chain. The archbishop of Uppsala uses the same model with the addition of golden rays in the angles of the cross.

Eastern Catholic and Orthodox practice

In Orthodox practice, the pectoral cross is worn by all bishops, but not necessarily by all priests. In the Greek tradition, the pectoral cross is only given to specific priests for faithful service; in the Russian tradition, the silver cross is worn by all priests.  Whenever the cross is put on, the wearer first uses it to make the Sign of the Cross on himself and then kisses it and puts it on.

The priest's cross depicts the crucified Christ, whether in painted form as an icon, or in relief. However, the Orthodox crucifix differs from the Western type by the fact that the soma (body of Christ) is not in full three-dimensional form, but in no more than three-quarter relief.  It also bears the inscription INBI (the titulus that Pontius Pilate placed above the head of Jesus at the crucifixion) and the letters IC XC NIKA around the four arms of the cross.  Orthodox pectoral crosses are almost always on chains of either silver or gold, sometimes with intricately worked links. Priest's crosses will often have an icon of Christ "Made Without Hands" at the top. This is the icon before which Orthodox Christians usually confess their sins.  In Russian practice, the back of a priest's cross is usually inscribed with St. Paul's words to St. Timothy: "Be an example to the believers in speech and conduct, in love, in faith, in purity" (1 Tim. 4:12).

Orthodox pectoral crosses are awarded in several degrees (particularly in the Russian tradition):

The Silver Cross is awarded to all priests by their bishop on the day of their ordination. This tradition began with the last Tsar, Nicholas II, who awarded a silver cross to every priest in the Russian Empire. Even after the fall of the Romanov Dynasty, the practice of awarding the Silver Cross to Russian priests at their ordination has continued to this day. This practice helps to distinguish priests from deacons or monks, all of whom wear the same type of riassa (cassock), and are otherwise indistinguishable when not vested. The Silver Cross is not enameled or decorated in any manner except for engraving or relief.  Russian Orthodox priests do not wear the cross by right of their priesthood, but only by permission of their bishop.  One way a bishop may punish one of his priests is to forbid him to wear the priest's cross.
The next-ranking award is the Gold Cross. This is a simple gold cross, similar to the Silver Cross, and similarly without enameling or other decoration. The Gold Cross is worn by archpriests, abbots and abbesses as a mark of their office, and may be awarded by the bishop to other priests, both married and monastic, for distinguished service to the church.
The highest pectoral cross, is With Decorations—that is, jeweled, and sometimes enameled—and normally has a depiction of an Eastern-style mitre at the top. This type of pectoral is also referred to as a "Jeweled Cross".  This type of cross is worn by bishops, archimandrites and protopresbyters as a sign of their office, and may be awarded to other priests as well. All bishops are entitled to wear the pectoral cross with decorations, although most simply wear a Panagia when not vested for services.

When vesting before celebrating the Divine Liturgy, the pectoral cross is presented to the bishop who will bless the pectoral, cross himself with it, kiss the cross and put it on. Meanwhile, the Protodeacon, swinging the censer says the following prayer:

He who would be my disciple, let him deny himself, take up his cross and follow me (, etc.); always, now and ever, and unto the ages of ages. Amen.

A priest may be granted the right to wear a second pectoral cross.

A priest who has been given the pectoral cross will typically wear it at all times, whether vested or not.

In Russian practice, a nun who is not an abbess may also be granted the privilege of wearing a pectoral cross, as an honorary award (however, this award is not granted to monks who are not priests).

Coptic Church
The pectoral cross worn by Coptic bishops and abbots is sometimes made from intricately worked leather, though metal pectorals are also used.

See also
 Cross necklace

Footnotes

References

Crosses by function
Catholic clerical clothing
Lutheran vestments
Episcopacy in Anglicanism
Pendant crosses

Pectoral cross


Anipang is a South Korean mobile puzzle game available through Cyworld Appstore and Naver Social Apps.
Anipang is a social network game in which users compete with each other. It was developed by SundayToz. Service began on 11 October 2012, and within 74 days, the game had been downloaded more than 20 million times, making it the first South Korean game to achieve that milestone. On the strength of popularity, Sunday Toz has released a sequel titled "Anipang 2". This game is under consideration for entering the North American market.

Cause of popularity

The first aspect is that this game is a short-term game, with sessions lasting one minute. Therefore, this game is good for passing the time when commuting or going outside to subways or bus stations. The second aspect relates to social networking services. This game is based on the Kakao Talk system, so users can send messages to their friends related on kakaotalk friends. Also, Anipangs structure is simple and middle-aged people prefer to play this game.

Controversy and influence

Anipang has been criticised by mass media in South Korea, because its basic structure is very similar to other mobile games. As a result, mass media and broadcasting people have accused the developers of copying other companies' ideas. Another controversy has arisen over the gambling system; for example, Anipang: The Sichuan has a structure similar to the game of mahjong. and there are other problems because of the bug. This bug programme causes the high score to rise automatically.

Impact
This game was released in 2011 and became popular in South Korea mobile market, because Anipang is the first mobile game based on a social networking system in that market. There were over 5,000,000 users in 2011, and more people took part in and enjoyed this game after years. There are now over 20,000,000 users, the highest number of users in the mobile game market in South Korea. The stock price of the developer SundayToz has risen rapidly over the past three years. Sunday Toz has opened an Anipang pop-up store in a department store in South Korea. In 2015, Anipang 2 entered the overseas mobile market, reaching countries such as Japan and China. The community application 'Line' helped to spread Anipang.

Sequels

The first sequel to the original Anipang, Anipang Sanghai, had a game structure based on the original Anipang. There were more than one million advance bookings for downloads of Anipang Sanghai prior to its release.

The second sequel to the original Anipang was Anipang Matgo. This game is based on a traditional Korean card game called hwatu matgo, while the design is similar to other Anipang games.

The third sequel to the original Anipang was Anipang: The Sichuan. This game is based on the program named Sichuan. This game is similar to the Chinese game mahjong.

References

External links

Kakao Talk|Sunday Toz|Android OS
2012 video games
Video games developed in South Korea
Android (operating system) games
IOS games
Puzzle video games

Anipang