Pontiac 2+2
From Wikipedia, the free encyclopedia
| Pontiac Catalina 2+2 | |
|---|---|
 |
|
| Manufacturer | General Motors |
| Also called | Pontiac 2+2 (after 1966), Parisienne 2+2 (in Canada) |
| Production | 1964-1970 |
| Predecessor | Grand Prix |
| Class | sports grand tourer |
| Body style | 2 dr. sports coupé, convertible |
| Engine | Pontiac V-8, OHV |
| Transmission | 3 or 4-speed manual, automatic |
| Wheelbase | 121 in. |
| Length | 214.6 in. |
| Height | 48.001 in. |
The Pontiac 2+2 was a sports, grand-touring automobile manufactured by Pontiac Motor Division that debuted in 1964 as a performance option on the full size Catalina. It became its own series[1] in 1966, on the same platform, but reverted again to an option in 1967[2] and was discontinued the same year due to poor sales. It continued as a series in Canada until 1970.
Contents |
[edit] Design
The 2+2, which means 2 seats plus 2 body styles, was designated officially at Pontiac as a "regular performance" model[3] created to fill the affordable sports market niche between the base Catalina, upon which it was built, and the Grand Prix or brand new GTO. Standard on the 2+2 was a high-compression 389 in³ V8 powered through a 3-speed manual transmission. Consumers also had the option of ordering the 421 in³ and an array of induction setups to feed it, like a single 4bbl carburetor or a 3x2 configuration, called Tri-Power. Pontiac also offered the Hydra-Matic 3-speed automatic as an option and even featured, in 1964, a Hurst Dual Gate floor shifter that had a "mild" or "wild" setting, the "wild" having a secure lockout that needed a key[4].The suspension was fully independent and stiffened for improved handling. When it was discontinued by 1968, all options were still available to consumers, and a purchaser could still effectively build themselves a 2+2, just not with the badges.
Exterior
Like its cousin the Chevrolet Impala SS, or "Super Sport", the 2+2 was only available as a hardtop coupe or convertible. Distinguishing a 2+2 visually from a Pontiac was easy, simply by spotting the tell-tale "shark-gill" louvers on the fenders, a feature that appeared first at Pontiac on its 1957 Star Chief Bonneville. As Pontiac body styles were re-worked yearly like clockwork, so too did the look and placement of the louvers, as they had a tendency to be placed on different locations on the fenders from one year to the next. 1964 was the only year that the 2+2 came without them. Along with the badges that appeared on the fenders, hood and interior dash to identify the 2+2, other details that appeared included a metal trim that ran the full length of the car, along the top of the fender to the rear quarter on the 1965, along the lower skirt on the 1966, and at mid-door height on the 1967. Another distinguishing feature was the pin-stipe trim package offered after 1965.
Interior
The sport interior was equipped with individual bucket seats, taken from the Grand Prix, separated by a full length console with floor shift. The elegant Catalina dashboard was carried over as well, and fitted with fully functional gauges. Other features included a console-mounted vacuum gauge, to monitor efficient engine use while driving, and a tachometer mounted astride the steering column, later the hood, as an option.
[edit] Power plant
The Catalina 2+2 was a light weight platform ideally suited to accepting performance and handling improvements, and came with same variety of power options as its big sister, the Bonneville.
[edit] 1964
Pontiac offered the 2+2 as a performance option only in 1964, with most of the trim specifics being found either under the hood or in the passenger compartment. Without the 2+2 badges on the outside, it looked very much like the base Catalina. Standard was the 389 in³, OHV Trophy V8, rated at 283 hp under a Rochester 2bbl carburetor, and a 3-speed transmission controlled by a floor shifter mounted through the center console. A 4-speed was available at extra cost.
| Model year | Engine name | Displacement in³ ( L) | Carburetor series (bbl) | Output bhp (kW) @ RPM | Torque ft·lbf (Nm) @ RPM |
| 1964 | Trophy V8 | 389 (6.3) | Rochester 2-G (2)[5] | 283.00 (208.28) @ 4400 | 418.00 (556.80 ) @ 2800 |
| 1964 | Trophy V8 | 389 (6.3) | Rochester 2-G (2) x3 | 330.00 (242.88) @ 4600 | 430.00 (583.08) @ 3200 |
| 1964 | Trophy V8 | 421 (6.9) | Rochester 2-G (4) | 320.00 (235.52) @ 4400 | 455.00 (616.98) @ 2800 |
[edit] 1965-67
1965 was the year that Pontiac dropped its "Trophy" name for the V8 but it was also the year that the 2+2 was assigned its own power plant, the 421 in³ "2+2 V8". Identifying the 2+2 visually was much easier, once the louvers were incorporated into the bodywork. Now that the "big block" was the standard engine, the 2+2 was elevated to the status of a stand-alone, true performer.[6]. Standard features included heavy-duty springs and shock absorbers, a 3-speed synchromesh manual transmission (a 4-speed with a hurst shifter was optional), dual exhausts, and a performance axle ratio of 3.42:1. A new Turbo-Hydramatic automatic transmission replaced the much-loved but obsolete Hydra-matic.
| Model year | Engine name | Displacement in³ ( L) | Carburetor series (bbl) | Output bhp (kW) @ RPM | Torque ft·lbf (Nm) @ RPM |
| 1965 | 2+2 V8 | 421 (6.9) | Rochester 2-G (4) | 338.00 (248.76) @ 4600 | 459.00 (622.40) @ 2800 |
| 1966 | 2+2 V8 | 421 (6.9) | Rochester 2-G (4) | 338.00 (248.76) @ 4600 | 459.00 (622.40) @ 2800 |
| 1967 | 2+2 V8 | 428 (7.0) | Rochester Q-Jet (4) | 360.00 (264.96) @ 4600 | 472.00 (640.03) @ 2800 |
[edit] Canadian 2+2
In 1967, GM of Canada debuted the Parisienne 2+2, a sport grand-tourer based on the Parisienne series that replaced the Parisienne Custom Sport from a year earlier. All Pontiacs manufactured and sold in Canada were unique from their US counterparts as GM of Canada fitted reproportioned US Pontiac bodies to the Chevrolet Impala chassis and drive trains. Canadian purchasers of the 2+2 could therefore order any Chevrolet V8 engine option like the 283 and 327 in³ small-block engines, or the 396 and 427 in³ "Mark IV" big-block. The trim options were slightly different as well, with Chevrolet's 14-inch Rally rims being used instead of the US Pontiac Motor Division's Kelsey-Hayes "8-lug" integral wheel/brake-drum sets. Surprisingly, a 250 cu. in. 155 hp straight-6 was standard in 1967 which suggested that the Canadian 2+2 was simply the Parisienne with louvers, exterior and interior badges, as well as bucket seats and center console (which were options on the Parisienne) as standard equipment.
[edit] 1967-70
| Model year | Engine name | Displacement in³ ( L) | Carburetor series (bbl) | Output bhp (kW) @ RPM | Torque ft·lbf (Nm) @ RPM |
| 1967 | Astro-6 I-6 | 250 (4.6) | Rochester 2-G (2) | 155.00 (114.08) @ 4200 | 235.00 (318.66) @ 1600 |
| 1967 | Astro-Flash | 283 (4.6) | Rochester 2-G (2) | 195.00 (143.52) @ 4800 | NA (NA) @ 2800 |
| 1967-68 | Astro-Jet | 396 (6.4) | Rochester Q-Jet (4) | 325.00 (239.20) @ 4800 | 400.00 (542.40) @ 2800 |
| 1967-69 | Astro-Flash | 427 (5.7) | Rochester Q-Jet (4) | 335.00 (220.80) @ 4800 | 470.00 (637.32) @ 3200 |
| 1968-70 | Astro-Flash | 350 (5.7) | Rochester Q-Jet (4) | 300.00 (220.80) @ 4800 | 380.00 (515.28) @ 2800 |
| 1969 | Astro-Jet | 396 (6.4) | Rochester Q-Jet (4) | 265.00 (195.04) @ 4800 | 400.00 (542.40) @ 2800 |
| 1970 | Astro-Jet | 400 (6.6) | Rochester Q-Jet (4) | 240.00 (176.64) @ 4800 | NA (NA) @ 2800 |
| 1970 | Astro-Jet | 454 (7.4) | Rochester Q-Jet (4) | 345.00 (468.75) @ 4800 | 500.00 (678) @ 2800 |
[edit] Trivia
- Car and Driver (March 1965) tested a Catalina 2+2 and recorded a top speed of over 130 mph and a 0-60 time of just 3.9 seconds[7]. The 3.9 time is in dispute, as it has been suggested that the actual car used was a ringer.[8].
[edit] Footnotes
- ^ pg. 115, Big Pontiacs - A Source Book, edited and annotated Thomas E. Bonsal (1983) ISBN 0-934780-26-9
- ^ pg. 127, Big Pontiacs - A Source Book, edited and annotated Thomas E. Bonsal (1983) ISBN 0-934780-26-9
- ^ pg. 99, Big Pontiacs - A Source Book, edited and annotated Thomas E. Bonsal (1983) ISBN 0-934780-26-9
- ^ Hurst actually offered the Dual Gate as a "His" and "Hers" shifter, with "His", presumed to be the man or husband, having a key to lockout "Hers", the woman or wife - remember, this was 1965 - ostensibly to give "shift control" to performance lovers while keeping the ease and comfort of an automatic, when locked out, to those so inclined.
- ^ Pontiac carburetors - applications and repair kits
- ^ pg. 107, Big Pontiacs - A Source Book, edited and annotated Thomas E. Bonsal (1983) ISBN 0-934780-26-9
- ^ Muscle Car Club On-line car registry
- ^ 1st paragraph - Pontiac Torque A fan-based site with interesting trivia
