In our previous installment of the Ultimate Guide to Cheap LS Muscle, we lined up some of the usual suspects – C5 Vettes, 4th gen F-Bodies, the Silverado SS pickup, Monaro-based GTO’s, and the naturally-aspirated first-generation Cadillac CTS-V. Here in Part II, we’re going to cast our net a little wider and take a look at some LS-powered cars and trucks you might not have considered. They’ve still got plenty of performance potential, and if you’re the kind of person who hates strangers saying, “Oh, a Camaro… yah my brother has one of those” when they look at your Trans Am, they might just be a welcome change of pace.

Pontiac Grand Prix GXP, Chevy Monte Carlo SS, Impala SS, and Buick Lacrosse Super – 2005-2009

Though the year 2005 was a milestone for GM performance with the introduction of the C6 Corvette and the new LS2 V8, there was another car that flew in under the radar to most GM enthusiasts. It was the Grand Prix GXP, and it came equipped with the spanking new Gen IV 5.3 LS4. Even though its 303hp and 323 pound-feet is considered a little tame by today’s standards, the truth of the matter is that the purchaser had a solid low 14-second V8 with DOD (Displacement On Demand) right out of the box.

The FWD configuration, though not ideal for the drag strip, proved to be excellent in everyday, all-weather conditions. Backing the LS4 was the 4T65E-HD transmission borrowed from the supercharged 3800 V6 GTP Grand Prix.

The GXP had a sport-tuned suspension dialed in at Germany’s Nurburgring (pretty much now the norm for all of the General’s performance offerings by this point), PBR brakes, and 18-inch wheels, which were a bit wider in the front than in back to help counter torque steer. The only gears available for the GXP were the 3.29’s, which were also borrowed from the GTP. They came fully loaded with leather and every power option you can imagine, including a Heads-Up Display and even a g-meter, similar to what you would find in a C6 Corvette or a CTS-V.

The LS4 was definitely an interesting motor in its own right; it featured an aluminum block, LS6/2 heads, an LS2-style intake manifold, and for the first time in a performance car, offered a fuel shut-off feature to help increase fuel economy by shutting off half of the cylinders while in fourth gear and at cruising speed. This resulted in a highway fuel economy of close to 30mpg.

While the LS4’s fuel cut-off feature was originally called Displacement On Demand, it was later re-named Active Fuel Managment for 2007, but otherwise, it was the exact same engine. This motor set the stage for the 6-liter L76 that was later found in the G8 GT, and the L99 powering the current automatic-equipped Camaro SS.

Styling details of the GXP were inspired by Trans Ams of the past; the gauges were surrounded by a diamond plate surface, similar to what was found in the 2nd generation cars, along with a fender vent on either side, shaped like the fender scoops of the T/A’s of the same vintage. The front lighting arrangement was made to look very similar to that of the ’98-’02 T/A’s when coming down the road at night.

After getting a few GXP’s on the ground, the LS4/4T65E HD combo found its way into the Grand Prix’s W-Body cousins for 2006; the Monte Carlo SS and the Impala SS. The Chevy cousins shared the same power output and performance with the Pontiac, but didn’t offer HUD or a g-meter. Though the brakes were improved over the standard cars, they weren’t of the PBR variety like those found in the GXP, nor were the front wheels an inch wider to counter the torque steer.

This doesn’t make the Monte or the Impala undesirable however; 2006 marked a complete body-style update for the Impala and a mild freshening to the Monte Carlo. While the Impala received a much-needed makeover inside and out over the previous generation, the Monte Carlo’s update wasn’t as dramatic, as only the interior and the front and rear fascias saw an update.

In fact, the front of the Monte was lifted almost directly right from the Impala, the rear bumper had a smoother, more flush appearance, and the taillights only had to make due with a lens change, making the taillights appear more red.

Both cars came standard with every power option imaginable, including remote start and heated seats, plus the obvious OnStar and XM satellite radio features. The only options were the sunroof and the extra cost Red-Jewel Tintcoat Metallic color. They also made sure you knew you were in a Super Sport model, as both cars are marked by no less than six “SS” badges each.

Unfortunately, the revised Monte Carlo was short-lived, as 2007 marked the final year for production. The Impala SS would continue through 2009, though the entry-level versions are still being sold today. The Grand Prix GXP was axed after the 2008 model year to make way for its G8 replacement. But not before a Buick version was released for 2008.

General Motors, now realizing that they had lost two performance vehicles for the masses within a year, decided to inject the boring Buick Lacrosse with some excitement. This performance sedan was labeled the Lacrosse Super, as a nod to the Buicks of the ’50’s. The Lacrosse Super featured bold styling inspired by the 2004 Velite concept car, with four portholes on each fender to promote its V8 power – something that was last seen in the ’70s.

The horsepower was slightly lower than its other W-car counterparts at 300, since it had a slightly more restricted exhaust as a result of it being a “classy” Buick. But on the flip side of the coin, the last time a Buick had anything close to 300hp was the 1987 GNX-with its factory-underrated 276hp.

Like the rest of the LS4 cars, it would receive upgraded brakes, suspension, 18-inch wheels/tires and every luxury imaginable. Being a Buick, its appearance wasn’t as performance-oriented as its siblings, as Buick wanted to keep it more of a luxury car, rather than a car for the boy-racers of the world. Its performance would remain similar to its relatives however, with 0-60 times in the mid 5’s and a top speed of 150mph. Not too shabby for a daily driver.

After 2009, the Lacrosse Super and the LS4 that powered it would go away forever. This isn’t the end of the world; it just means that LS4 front-drivers are now more affordable than ever. With their excellent engine and good looks, these cars make the perfect alternative for the gear head-turned family man who would rather not buy an Accord or a Camry.

Another good thing about their looks is the fact that they don’t tend to grab unwanted attention, such as those of the local law constabulary, or the kid in the winged Civic trying to egg you on in a race. So essentially, they make great sleepers as well.

The 5.3 is an excellent motor to build upon, as its basic components are interchangeable with its larger displacement counterparts. Several companies make performance upgrades for these cars as well, including brake and suspension kits, exhaust systems, and even Doug Thorley offers an upgraded header system. The only downfalls are the inevitable torque steer, the fact that the front axles tend to wear out after constant abuse, and the transmission can’t handle much more power than the factory provided.

All of these have simple fixes though, as there are aftermarket companies ready to handle these issues as well. Also, they made more than enough of these cars so you can have a clear conscience about daily driving one, without having to worry about ruining a rare collectible.

Market-wise, you can pick up an early LS4 car for as little as $10k, though be forewarned; these cars are more than likely high-mileage, daily driven examples, owned by people who merely drove them to and from the office, and on business trips. Look for one with lower mileage and perhaps a couple of years newer.

You can pick up mint condition ’06-’07 examples of these cars with very acceptable mileage for around $15k. But the Lacrosse Super tends to be a little higher priced, into the low-mid $20s, as they are a little newer and of a “higher class” considering that they’re Buicks and all.

TrailBlazer SS – 2006-2009

The final car in our roundup isn’t a car at all; in fact, it’s an SUV.

It came in the form of the TrailBlazer SS that was originally offered as a performance option on the standard TrailBlazer in 2006, then going on to becoming its own model for the 2007 model year. Wanting to relive the fame of the GMC Typhoon from ’92-’93, GM decided it wanted another performance SUV, this time with four doors and a V8. That particular V8 would be the LS2, though it was installed with the taller truck-style intake, instead of the one found in the GTO or Corvette. With its built-in cold-air induction, it was rated at 395hp, 5hp less than the version found in passenger cars and it was backed by the 4L70E, which was designed specifically for the TBSS and its Saab counterpart, the 9-7x Aero.

It was available in either RWD or AWD, and it had a 4.10 gear set installed standard. The wheels were of the 19-inch variety, and were wrapped in Goodyear Eagle RSA’s. The ZQ8 suspension, like all of the other performance GM offerings, was dialed in at Germany’s Nurburgring track, and the brakes were much improved over the standard TrailBlazer as well.

Though the weight of these massive SUV’s came in close to 5,000 pounds, they still managed to pull quarter mile times in the high 13- to low 14-second range. With the first model year being an option package on the standard TrailBlazer, one would have had to order the LS/SS with cloth and the standard CD stereo, while buyers in the market for a fully loaded SS checked the box for an LT/SS.

After the initial model year, the TrailBlazer SS became its own model for 2007, and came in the form of the 1SS and 3SS option packages with 1SS being the entry-level version, while the 3SS was the fully-loaded variant.

The only complaints I’ve heard from owners is the front diffs on the AWD models are weak, and the factory installed Eagle RSA tires weren’t grippy enough for the power the vehicle provided, similar to what CTS-V owners complain about. Also, another issue is fuel economy, as the mileage was 11-13 city and 15-17 highway.

With that being said, the TrailBlazer SS, and its more expensive cousin, the Saab 9-7x Aero, offer all of the performance you would expect from a muscle car, yet provide the utility of a family SUV, and enough towing capability (6600 pounds AWD/6800 pounds RWD) to haul a race car. 2009 marked the final model year for the TrailBlazer SS, as the Moraine, Ohio plant that manufactured it and all of its GMT360 platform siblings closed on December 23, 2008.

The Super Sport TrailBlazer has held its value well over the years, as retail prices tend to span anywhere from $20k for an entry-level 2006 model, while the fully-loaded 2009’s still fetch prices in the low $30k’s.

Hopefully, we’ve inspired you to consider the above vehicles in your next purchase, be it a weekend cruiser, a drag car, or a new daily driver for your old beater. The deals are out there, and with winter in full swing, you should be able to score your next ride for a little less than what’s listed above. Good luck with your next LS purchase!

*All quoted prices are based off research from KBB.com and represent vehicles in “Excellent” condition and with the average annual mileage.