The 1991 Pontiac Grand Prix has no open NHTSA recalls. Owners report 6 recurring issue clusters, led by “Rear disc brake caliper and rotor corrosion.” Every Pontiac is now 15+ years old, which changes the maintenance question from 'what mileage?' to 'how old is it?' — hoses, belts, coolant, and brake fluid age out even on low-mile cars. The G6 uses GM's Oil Life System (change oil when the message appears, at most every 12 months) with Dex-Cool coolant and either the 2.4L Ecotec four or the 3.5/3.9L pushrod V6. Parts remain cheap and plentiful through GM's shared platforms — these cars are inexpensive to keep healthy if the age-based items aren't ignored.
No open recalls on file. NHTSA lists no unrepaired safety recalls for this year, make and model. A recall can be issued at any time, and a specific car can still have one open — check yours by VIN at nhtsa.gov/recalls.
What drivers and federal regulators have officially reported about the 1991 Pontiac Grand Prix.
SERVICE BRAKES, HYDRAULIC
40 NHTSA complaints · 1995-03 → 1998-07
“THE REAR DISC BRAKES ARE CORRODED AND IS CAUSING THE FRONT BRAKES TO WEAR OUT FASTER”
“REAR BRAKE CALIPER PINS WERE FROZEN, CAUSING EXCESSIVE WEAR OF FRON BRAKES, REPLACED CALIPER PIN IN REAR AND FT BRAKES TWICE”
“CONSUMER NOTICED REAR DISC BRAKES WERE NOT WORKING PROPERLY DUE TO REAR BRAKE CALIPER/ROTOR BEING CORRODED AND RUSTED. HAD TO REPLACE THEM TWICE”
EXTERIOR LIGHTING
8 NHTSA complaints · 1996-01 → 2006-07
“WHILE DRIVING ALL LIGHTS GO OUT WITHOUT WARNING UNTIL THE VEHICLE HAS BEEN TURNED OFF AND TURNED BACK ON AGAIN”
“INTERMITTENTLY WHILE DRIVING HEADLIGHTS GO OFF FOR A COUPLE OF SECONDS TO A MINUTE, AND THEN GO BACK ON”
“THE HEADLIGHTS GO OUT WITHIN 5 MILES”
ELECTRICAL SYSTEM
7 NHTSA complaints · 1995-03 → 2001-10
“INSTRUMENT CLUSTER MODULE FAILURE CAUSES CHECK GAUGE LIGHT TO COME ON/STAY ON”
“LIGHTS ON DASH COME AND THEY SAY SOMETHINGS WRONG WHEN THERE IS NOT”
“DASH PANEL FAILURE, WARNING LIGHTS COME ON AND OFF WITHOUT REASON”
STRUCTURE
30 NHTSA complaints · 1998-06 → 2016-09
“WHILE TURNING INTO AN ALLEY, THE BOLTS BROKE HOLDING CRADLE UNDER ENGINE. ENGINE DROPPED DOWN AND PULLED OUT STEERING SHAFT. RESULTED IN NO STEERING AND ENGINE ALMOST LAYING ON STREET”
“THE REAR CRADLE BOLTS PULLED THROUGH THE RETAINERS. CAR WAS AT A STOP AT THE TIME. SINCE THIS HAPPENED THE CAR LOST IT'S STEERING ABILITY”
“EA#00-011; ENGINE CRADLE HAD SEPARATED, BOTH FRONT ENGINE CRADLE BOLTS HAD PULLED THROUGH THE RETAINERS DUE TO CORROSION. CONSUMER HAD LOST CONTROL OF VEHICLE”
SERVICE BRAKES, HYDRAULIC
10 NHTSA complaints · 1995-11 → 2003-11
“WENT TO APPLY BRAKES THE BRAKES DIDN'T LOCK UP. THE PEDAL WENT STRAIGHT TO THE FLOOR”
“WHILE APPROACHING A STOP SIGN, BRAKES WERE APPLIED AND THE PEDAL WAS VERY HARD AS IF THERE WAS A LOCK ON IT”
“ANTI-LOCK BRAKES FAILED WITHOUT WARNING AND CONSUMER ALMOST HAD A COLLISON”
ELECTRICAL SYSTEM
5 NHTSA complaints · 1997-05 → 2000-12
“WHEN APPLYING THE TURN SIGNAL TO THE RIGHT OR LEFT AN ELECTRICAL SHORT OCCURS, CAUSING SMOKE TO COME FROM THE STEERING COLUMN”
“SMOKE IS COMING UP FROM THE STEERING COLUMN CAUSING ODORS WHILE DRIVING”
“INTERMITTENTLY WHILE USING THE TURN SIGNAL SMOKE WILL COME OUT OF THE STEERING COLUMN. IT IS A BURNING SMELL, BUT NOT A FIRE”
Issues on other model years
Source: NHTSA Office of Defects Investigation (ODI). Complaint data refreshed Sep 20, 2026. Investigation data refreshed Sep 20, 2026.
We display NHTSA's record with attribution; we don't editorialize on what these complaints mean for any specific vehicle.
Critical for safety and preventing major damage
Change when the Oil Life System calls it, and at least every 12 months. On engines this age, many mechanics suggest a practical 5,000-mile ceiling — aging seals and PCV systems contaminate oil faster.
Estimated cost — typical U.S. ranges
Dealer
~$120–$160
Shop
~$85–$115
DIY
~$25–$55
Full synthetic costs more than conventional. 5-quart 0W-20 + filter is the typical bill.
Rotate every 7,500 miles. Check tire date codes too — sidewall age (6+ years) retires tires on old cars before tread wear does.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Often free at the shop where you bought the tires — worth asking before paying.
Inspect pads, rotors, and especially brake hoses and hard lines at every service — line corrosion is a real failure mode on 15-year-old northern cars.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Most shops do this free as a courtesy with any service. Don't pay separately if you can avoid it.
Replace every 2 years. Decade-old fluid is the hidden cause of soft pedals and seized calipers on aging GM sedans.
Estimated cost — typical U.S. ranges
Dealer
~$180–$200
Shop
~$125–$140
DIY
~$10–$25
DOT 3 or 4 — match the cap. Vacuum bleeders make this a one-person DIY.
Keeps your vehicle running smoothly and efficiently
Drain-and-fill every 45,000 miles with Dexron VI. On high-mile units that have never been serviced, prefer repeated drain-and-fills over a pressure flush.
Estimated cost — typical U.S. ranges
Dealer
~$330–$500
Shop
~$235–$355
DIY
~$60–$180
Some sealed transmissions have no dipstick — fill is precise and best left to a shop. Many drivers can still DIY drain-and-fill.
Iridium plugs at 100,000 miles on the G6's engines. Replace wires/boots on the pushrod V6 at the same time — they're brittle at this age.
Estimated cost — typical U.S. ranges
Dealer
~$285–$390
Shop
~$200–$275
DIY
~$25–$100
Iridium plugs cost more but last 100k+ miles. V6/V8 access varies wildly — some are tough.
At this age, replace the belt AND tensioner as a pair on any evidence of cracking or noise — a weak tensioner eats new belts.
Estimated cost — typical U.S. ranges
Dealer
~$195–$235
Shop
~$135–$165
DIY
~$20–$50
DIY-friendly if you can reach the tensioner. Inspect for cracks rather than swap on a strict mileage interval.
Replace every 30,000 miles — a cheap, 5-minute job on the G6.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
5-minute job on most cars; the airbox lid usually has clips, no tools needed.
Extends the life of your vehicle and improves comfort
Dex-Cool is rated 5 years / 150,000 miles — but on cars this old the interval is effectively 'every 5 years.' Check for intake and water-pump seepage while it's drained; use Dex-Cool only, never mixed with green coolant.
Estimated cost — typical U.S. ranges
Dealer
~$285–$330
Shop
~$200–$235
DIY
~$25–$60
Use the manufacturer-specified coolant — wrong color/chemistry can damage the cooling system.
Test the battery and alternator annually. Parasitic drains from aging body modules are common on this era of GM — a healthy battery masks them until it doesn't.
Estimated cost — typical U.S. ranges
Dealer
~$225–$390
Shop
~$160–$280
DIY
~$130–$250
Most auto-parts stores test and install batteries free with purchase. Skip the dealer markup.
Occupant deaths in fatal crashes (FARS)
259 crashes 1990–2024
How the 259 occupant deaths break down
168
driver deaths
90
passenger deaths
1
not recorded by seat
259
occupant deaths
Crash years covered: 1990–2024 This model year first appears in 1990 crashes. Older models have had more years on the road to appear in these crashes, so a higher count here does not by itself mean a vehicle is less safe.
FARS counts every occupant death in a fatal crash, whatever the cause — it does not mean the vehicle was at fault or defective. Counts are not adjusted for how many of each vehicle are on the road. How to read this number
FARS 2024 data is an annual report file. NHTSA revises these records when the final file is published, so this count can change.
Every vehicle has exactly one driver seat, so driver deaths line up fairly when you compare one model to another. Occupant deaths include passengers, so a three row SUV can show a higher number than a two seat car simply because it carries more people.
Both figures are plain counts, not rates. A rate would need to know how many of each vehicle are on the road, and that registration data is not public, so we do not publish rates or scores of any kind.
IIHS publishes driver death rates using this same driver only idea, paired with a registered vehicle years denominator we do not have. Their rates and these counts answer different questions, so do not read either number here as a safety rating.
Owner-reported problem signals
Separate from the federal fatality data above: complaints owners filed with NHTSA about this year and model. These are reports of problems, unverified, and are counted here only as signals.
10
complaints mentioning a crash
4
complaints mentioning a fire
Typical U.S. ranges. Actual quotes vary by shop, parts choice, and vehicle condition.
How we estimate: Dealer = OEM parts × 1.4 + labor × $165/hr. Shop = parts + labor × $115/hr. DIY = parts only.
This maintenance schedule for the 1991 Pontiac Grand Prix reflects Pontiac's published service intervals and the GM Oil Life System system. Your actual service needs may vary based on driving conditions, climate, and vehicle usage. Always consult your owner's manual for model-specific recommendations.