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(s) | 2 dr. sports coupé, convertible |
| Engine(s) | Pontiac V-8, OHV |
| Transmission(s) | 3 or 4-speed manual, automatic |
| Wheelbase | 121 in (3073 mm) |
| Length | 214.6 in (5451 mm) |
| Height | 48.001 in (1219 mm) |
The Pontiac 2+2 was a sports, grand-touring automobile manufactured by Pontiac Motor Division that debuted in 1964 as an interior trim option with special door panels, buckets seats and center console on the full size Catalina.It officially became it's 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. The 2+2 was produced in low numbers and are fairly rare cars today as many were lost to the drag strip and to the crusher. Though they have managed over the years to remain a well kept secret, they are beginning to come in to their own as people are realizing that they are a highly collectible automobiles. Due to their rarity, there is much misinformation about these cars in print. The Pontiac Historical Society is an excellent source for correct information concerning the Pontiac 2+2
Contents |
[edit] Design
The 2+2, which means 4-seat sports coupe (a model name borrowed from Ferrari, as was "GTO")[citation needed], 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 brand new GTO. The 2+2 was intended by Pontiac to be to the Catalina platform what the GTO was to the Lemans. Standard on the 2+2 beginning with the 1965 models was a high-compression 421 V8 powered through a 3-speed manual transmission, with 3-speed automatic and 4-speed as optional equipment. Consumers also had the option of ordering an array of induction setups to feed it, like a single 4bbl carburetor or a 3x2 configuration, called Tri-Power. The suspension was stiffened for improved handling with heavy duty springs and sway bars. 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 to identify the 2+2, other details that appeared included a metal trim that ran the full length of the car, along the lower body line and skirt on the 1965 and 1966, and at mid-door height on the 1967. Another distinguishing feature was the pin-stripe trim package offered after 1965.
Interior
The sport interior was equipped with individual bucket seats. Automatic transmission cars had a column shift as standard equipment, console and floor shift were optional. Manual transmission cars had a floor shift as standard equipment. The console was also an option. 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 at the top left corner of the dash fascia and later the hood, as an option in 1967.
[edit] Power plant
The Catalina and 2+2 were built on a light weight platform ideally suited to accepting performance and handling improvements, and came with the same variety of power options as its big sister, the Bonneville though it was considered the big Sister to the GTO.
[edit] 1964
Pontiac offered the 2+2 as a trim option only in 1964. Most of the trim specifics were found 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 (211 kW) 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 as was an automatic.
| 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)[4] | 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 421 was the standard engine, the 2+2 was elevated to the status of a stand-alone, true performer.[5]. 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 Hydramatic.
| 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 |
| 1965 | 2+2 V8 | 421 (6.9) | Rochester 2-G (4)(2) x3 | 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 re-proportioned 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 (116 kW) 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 (7.0) | 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 (210 km/h) and a 0-60 time of just 3.9 seconds[6]. The 3.9 time is in dispute, as it has been suggested that the actual car used was a ringer.[7].
[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
- ^ 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
