1986–1987 Pontiac Grand Prix 2+2 Aerocoupe (Fifth Generation)
Historical context and development background
The Pontiac Grand Prix 2+2 Aerocoupe exists because stock-car racing forced the issue. By the mid-1980s, NASCAR’s superspeedways had become an arms race in drag and stability. Chevrolet answered with the Monte Carlo SS Aerocoupe’s extended rear glass; Ford leaned on the sleek Thunderbird. Pontiac, lacking equivalent fastback bodywork on its standard G-body Grand Prix, engineered the 2+2 package to homologate a more aerodynamic silhouette for race use.
Introduced for the 1986 model year in limited numbers for homologation, the 2+2 combined a wind-cheating nose cone, a unique sloped backlight with fiberglass quarter fairings, and a shortened decklid with integrated spoiler. The package addressed two NASCAR priorities: improved high-speed stability and reduced rear lift. The changes also subtly altered weight distribution and overall length, making the street car visually distinct from the square-cut base Grand Prix.
Corporate politics and parts-bin pragmatism shaped the car. Pontiac used Chevrolet’s small-block 305 LG4 and the corporate 200-4R overdrive automatic—durable, emissions-compliant components that simplified certification. Against contemporaries like the Monte Carlo SS Aerocoupe and Buick’s turbocharged Grand National, the 2+2 ceded straight-line fireworks but returned meaningful aero gains where Pontiac’s NASCAR teams needed them most.
Engine and technical specifications
Under the 2+2’s long hood sat GM’s ubiquitous small-block. Pontiac did not fit the higher-output L69 or a four-speed manual; instead, it standardized the smooth, emissions-friendly LG4 with overdrive—adequate for touring, modest for sprints.
| Specification | Detail |
|---|---|
| Engine configuration | 90-degree OHV V8, cast-iron block/heads |
| Displacement | 5.0 L / 305 cu in (Chevrolet LG4) |
| Horsepower | 165 hp @ 4,400 rpm (factory rating) |
| Torque | 245 lb-ft @ 2,800 rpm (factory rating) |
| Induction type | Naturally aspirated, 4-barrel Rochester Quadrajet |
| Redline | Approx. 5,000 rpm |
| Fuel system | Carbureted (computer-controlled mixture and spark) |
| Compression ratio | Approx. 8.6:1 (LG4) |
| Bore x stroke | 3.736 in x 3.480 in (95.0 mm x 88.4 mm) |
| Transmission | 200-4R 4-speed automatic with lockup converter |
| Final drive | Commonly 3.08:1 (limited-slip optional) |
Driving experience and handling dynamics
On the road, the 2+2’s appeal is less quarter-mile bravado and more long-legged composure. The LG4’s Quadrajet carb delivers the familiar small-block dual personality: crisp primaries for part-throttle smoothness and a deep secondary moan when you roll into it. Throttle tip-in is gentle; the torque crest arrives early and makes relaxed progress easy.
The 200-4R, with its tall overdrive and well-spaced lower ratios, suits the car. Proper TV-cable setup is essential; when adjusted correctly, the box shifts cleanly and will hold gears as expected under load. The chassis is classic G-body: double A-arms up front and a triangulated four-link live axle at the rear, both on coils with anti-roll bars. Pontiac tuned the 2+2 toward stability rather than razor-edged turn-in, and the aero glass noticeably calms the car at sustained highway speeds versus a square-back Grand Prix.
Steering is recirculating ball with typical GM on-center lightness, improving in weight as the nose takes a set. Brake hardware is period-correct—vented front discs and rear drums—and rewards anticipatory driving. The suspension prefers clean inputs: trail the brakes, let the front bite, and feed in power; the rear axle follows predictably. The result is a car that feels happier stretching its legs on a fast two-lane or an open interstate than hustling through tight switchbacks.
Full performance specifications
Contemporary testing of LG4-powered G-bodies and Pontiac’s own figures outline the 2+2’s performance envelope. The aero work aids top-end stability far more than it transforms acceleration numbers.
| Metric | Figure |
|---|---|
| 0–60 mph | Approx. 9.5–10.5 seconds (period tests) |
| Quarter-mile | Approx. 17.3–17.9 sec @ ~78–80 mph |
| Top speed | Approx. 120–122 mph |
| Curb weight | Approx. 3,450–3,500 lb |
| Layout | Front-engine, rear-wheel drive |
| Brakes | Front ventilated discs, rear drums |
| Suspension | Front SLA coils; rear 4-link live axle with coils; anti-roll bars |
| Gearbox | 200-4R 4-spd auto (OD); lockup converter |
Variant breakdown and production
The 2+2 Aerocoupe was a single-purpose homologation special. Street cars mirrored NASCAR bodywork sufficiently to meet the rulebook while sharing driveline and interior architecture with the standard Grand Prix.
| Variant | Model year(s) | Production | Key differences | Markets |
|---|---|---|---|---|
| Grand Prix 2+2 Aerocoupe | 1986 (homologation run) | Approx. 1,225 units | Aerodynamic nose cone; sloped rear glass and fiberglass quarter fairings; shortened decklid with molded spoiler; specific rear bumper/valance; 5.0L LG4 V8; 200-4R automatic; unique fastback rear window and trim | North America |
| Carryover sales/titles | 1987 (no new model-year spec) | Limited (leftover ’86 stock) | Same as 1986 2+2; no distinct 1987 equipment package | North America |
Street cars were typically finished in Silver Metallic with contrasting accents and model-specific striping, with smooth aero wheel covers that complemented the bodywork. The signature rear glass, quarter caps, decklid, and nose are 2+2-specific pieces.
Ownership notes: maintenance, parts, restoration
- Powertrain: The LG4 small-block is simple, durable, and widely supported. Routine oil changes, ignition tune-ups (cap/rotor/plugs/wires), and periodic Quadrajet service keep drivability sharp. The 200-4R benefits from regular fluid/filter changes and correct TV-cable adjustment; a misadjusted cable quickly ruins clutches.
- Hard parts scarcity: 2+2-specific items—the sloped backlight, fiberglass quarter extensions, decklid, rear spoiler, and the aero nose—are unique and harder to source than standard G-body pieces. Good used, NOS, or quality reproduction parts are important considerations when evaluating a car.
- Chassis and body: Inspect typical G-body trouble spots: lower doors, rear quarter bottoms, trunk floor edges, body mounts, and frame rails near the rear lower control arm pockets. Sagging door hinges and tired body bushings are common and fixable.
- Suspension and steering: Worn ball joints, idler/pitman arms, and rubber bushings dull the response; polyurethane or fresh rubber restores accuracy. Rear upper control arm bushings and the axle’s trailing-arm bushings deserve attention.
- Brakes: Front single-piston calipers and rear drums are straightforward. Fresh hoses and quality friction materials markedly improve pedal feel.
- Electrical/vacuum: Aging vacuum lines affect the carburetor’s feedback controls and HVAC blend doors. Check ground straps, the alternator, and the lockup converter solenoid operation.
- Service intervals (typical classic practice): Engine oil every 3,000–5,000 miles; ATF/filter every 30,000–40,000; coolant every 2–3 years; brake fluid every 2 years; differential lube every 60,000 or when serviced.
Cultural relevance and collector outlook
The 2+2 Aerocoupe is Pontiac’s G-body homologation oddball: rarer than the Monte Carlo SS Aerocoupe and more specialized than a standard Grand Prix. On superspeedways, the aero shape gave Pontiac teams the body they needed, even if the street car’s drivetrain remained conservative. The model’s niche status, low production, and unmistakable roofline have made it a conversation piece at shows and a sought-after companion to Monte Carlo SS Aerocoupes and Buick Grand Nationals in G-body collections.
Documented auction and private-sale results have placed sound driver-quality examples in the mid-teens to mid-twenties, with low-mile, highly original cars pushing into the low-thirties or better. As always, originality of the aero components, glass condition, and clean chassis structure exert the greatest influence on price.
FAQs
Was the Grand Prix 2+2 Aerocoupe built for more than one model year?
Production was centered on the 1986 model year for NASCAR homologation. Some cars were first sold or titled in 1987, but there was no distinct 1987-spec production run.
How much power did the 2+2 make?
Factory rating for the LG4 5.0L (305 cu in) V8 was 165 hp at 4,400 rpm and 245 lb-ft at 2,800 rpm.
How quick is it compared with a Monte Carlo SS or Buick Grand National?
In period, the 2+2’s 0–60 mph times around ten seconds trailed the Monte Carlo SS and the turbocharged Grand National. The Pontiac’s advantage was aero stability rather than acceleration.
What makes the 2+2 different from a standard Grand Prix?
The sloped rear glass and quarter fairings, shortened decklid with integrated spoiler, specific rear valance, aero nose cone, and associated trim are 2+2-only. These pieces were created to homologate Pontiac’s NASCAR body.
Are 2+2-specific parts hard to find?
Yes. The backlight, quarter extensions, decklid, and nose are unique to the 2+2 and are harder to source than standard G-body components. Verify their condition and fit before purchase.
What issues should I look for during a pre-purchase inspection?
Check the condition of the rear glass and weatherstrips (leaks are costly to sort), the integrity of the fiberglass quarter caps, signs of collision repair around the rear window opening, rust at typical G-body spots, and correct TV-cable adjustment/shift quality on the 200-4R.
What axle ratio did the 2+2 use?
Many cars were equipped with a 3.08:1 final drive; limited-slip was optional. Ratios can vary by build and market, so verify the RPO tag or test on the road.
Is it a good long-distance cruiser?
Yes. The combination of tall overdrive gearing, early torque, and the aero rear glass makes the 2+2 notably relaxed and stable at speed—true to its superspeedway brief.
