Pontiac G8 GT 6.0-liter V8 sport sedan

RECENT SALES — REAL MONEY, NOT ASKING PRICES

Thirteen more dated comps behind these (2023–2026, all listed in sources) tell the same story: the curve has been flat-to-slightly-up for three years. Dealer asking prices run $2–4k over private realized, and the sub-40k-mile cars asking $32–40k on AutoTrader are sitting — auctions clear the same cars at $20–29k.

THE SCARCITY RECORD VERIFIED — GM HERITAGE CENTER FIGURES

GM announced Pontiac's end on April 27, 2009. The platform was too good to waste — it returned as the 2014–17 Chevrolet SS, which keeps parts and enthusiasm alive. Bob Lutz said as much on the record.

THE FIRST 888 VERIFIED — DASH PLAQUE PHOTOGRAPHED

Pontiac serialized the first 888 G8s to reach America as the "First 888" launch edition — a unique VIN sequence (988001–988888) and a brushed-metal dash plaque above the glove box with the G8 silhouette. This car is #361 of the 888, and the plaque is photographed on its sales page.

G8 production began at Holden's Elizabeth plant on December 18, 2007, and the First 888 were the first US-bound sedans off that line — placing #361's build in the opening days of production, late December 2007. The VIN decode and compliance plate will pin the exact date; we'll add it to the vault when the VIN lands.

Odometer: 68,500 miles — roughly 3,800 miles a year since new. That puts this car squarely inside the GOOD CLEAN DRIVER band (55–100k), on the low side of it, with the First 888 provenance arguing for the top of the band.

The rarity ladder. All Pontiac G8s ever built: ~38,400 (22,663 GT · 13,917 V6 · 1,824 GXP) — a closed book since Pontiac's 2009 shutdown. The First 888 are 2.3% of every G8 ever made, and the 888 was a mix of GTs and base V6s — so a GT First 888 is a subset of even that. Eighteen years of attrition has thinned affordable V8 sedans hard; there is no official registry, and the owner community's First 888 tracking list has only ever accounted for a fraction of them. A one-owner, documented, 68,500-mile unmodified example is the kind of car that surfaces at auction a couple of times a year, not a couple of times a month.

What it means for price: launch-edition provenance doesn't create a separate market the way the GXP does, but among the 6,199 2008 GTs it is exactly the kind of documented story that pushes a car to the top of its condition band and makes it the one buyers remember. Auction listings that lead with "First 888 Edition" (Cars & Bids ran one) draw measurably deeper bidder interest.

• The AFM lifter question — the big one: Active Fuel Management lifter failures cluster around 90–120k miles; a full cam-and-lifter job starts near $2,000. Documented oil-change history is the best answer; a professionally documented AFM delete is generally welcomed by enthusiast buyers.
• Radio/HVAC display blanking: widespread known fault (the radio unit, not the screen). Working electronics get called out in every strong listing; the Holden IQ touchscreen retrofit is the prized fix.
• Front-end wear: control-arm bushings, ball joints, tie rods around 50–70k; steering-rack leaks are a known item.
• Vegas-specific scrutiny: dry-climate, no-rust cars carry a mild premium with out-of-state buyers — offset by sun damage checks on the dash, headliner, and seat leather. A clean interior lists at the top of its band.
• Stock beats modified: original-owner unmodified cars are the strongest performers per mile; heads/cam builds add almost nothing at sale — buyers price mods as risk.
• Parts reality: everything mechanical is corporate GM (LS engine, 6L80, brakes) — cheap and everywhere, with Holden/Chevy SS interchange. Only Pontiac-specific body and trim needs specialists (Commodore Specialties, East Coast Holden Parts, GTOG8TA).

• VIN → confirms 2008 vs 2009 (2009s bring modestly more) and the build record.
• Mileage + service records → places the car in its band; the AFM answer decides the top or bottom of it.
• Stock status → factory-original moves the car up a band by itself.