 | The body modifications that separated the standard GP from the 2+2 were obviously implemented to give NASCAR Pontiac racers an aerodynamic advantage. In fact, it was "The King" himself, Richard Petty, who originally proposed the idea of an aero-style GP for highbanks racing. Richard Petty Enterprises built a prototype of such a vehicle in 1983.
The production 2+2 was indeed a slippery piece. Up front, the fascia panel was constructed of urethane and was heavily sloped. The grille was of a honey mesh pattern, and a front spoiler provided additional cooling and reduced wind resistance.
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 | The rear section of the car was also heavily modified. The aerodynamically inefficient notchback roof design was smoothed over with a large bubble-like rear window and an abbreviated rear trunklid with a spoiler. The trunklid itself covered a very small opening, which would just barely admit a space-saver spare tire.
With a limited production run of only 1,118 units, the body style was not seen as an economically feasible alternative. The lack of a hatchback arrangement did in fact make it a cumbersome grocery-getter.
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 | The exterior of all regular-production 2+2s came only one way, with an attractive two-tone paint scheme featuring silver above the beltline, charcoal gray below and red accent striping between, plus blacked-out window trim. All 2+2s were "no-option" vehicles, meaning they only came fully loaded. We will be doing an updated version of this paint scheme.
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 | Unfortunately, the performance of the 2+2 was not quite as exciting as its racy exterior might suggest. The only available powerplant was a 165-hp 305 4-barrel hooked to a 4-speed automatic transmission. We will be installing a 2007 Cadillac Escalade 6.2 litre VVT aluminum engine(400HP) with a 6L80 transmission. Stay tuned for this interesting project. |
 | After much red tape to get an engine pulled off the production line, out 6.2 litre Cadillac engine has arrived. |
 | A front view of this 403 horsepower all aluminum engine. |
 | Another view. Next up is to get the 2WD 6L80 transmission. |
 | As we start stripping the body, it is painfully apparent that even the southwestern cars are subject to rusting. This appears to have had a trunk leak and had water sitting in the trunk dropoff for an extended period of time. It appears to have rusted from the inside out. |
 | Disassembly has started |
 | Prior body work becomes evident once the paint comes off. |
 | After the roof has been stripped, body work has begun to straighten out the ripples. |
 | The rear has been disassembled revealing a pretty solid rear body panel. These are usually rotted. The left rear quarter is the only really bad spot so far. |
 | The right door is removed and being straightened. The right rear quarter will receive attention once the roof is finished. |
 | Roof body work has been started. |
 | The front nose is off revealing the a/c system and a myriad of wires. |
 | Interior is being stripped for further modifications |
 | Hood work has been started |
 | The rear glass has been removed revealing just how the body was modified to do the conversion. It appears that the recessed area the original glass set into (glass channel) was simply bent out to form a new angle for the custom glass to rest on. |
 | Another custom piece is the filler panel that goes between the rear package shelf and the mailbox slot sized trunk opening. |
 | Once we removed the rotted outer panel, we see the wheelhouse and trunk extension have issues. The wheelhouse is rotted. |
 | A close up of the inside panels. |
 | We cut the rotted wheelhouse portion out, fabricated a replacement part and welded it in. |
 | After welding in the new piece, we wire wheeled all the rust out, primed the solid metal and undercoated it. Even if water does get back in this area again, it'll take far longer to rust again. |
 | Since there are not many 86 Grand Prix replacement parts, we fabricated a replacement panel to properly repair the rotted area. |
 | Here is the test fitting of the panel. This is a critical part of fitting the panel to make it lok right. |
 | Now the panel has been fitted, it is welded to the quarter. |
 | The cowl is stripped also. |
 | The body work has been started on the quarter panel. |
 | Interior has been stripped, firewall is completely stripped |
 | Body has been primed in metal etch prime and then finished with epoxy prime. |
 | The body is now guide coated so we can start block sanding it when we are ready. |
 | We are now making a brace for the hinge pillars and a support for the dash. This is just a test brace. We have to measure for everything that will be installed to make sure there are not any interference issues. |
 | Part of the process of fitting the brace will be making sure all the components that are going in will have adequate space behind the dash. |
 | We are not reinstalling the factory air conditioning as it eats up valuable engine compartment space. We measured over 18" of intrusion from the firewall with the factory air. Here we are closing off the firewall after fitting the new Generation IV Vintage air conditioning system. This system only requires approximately 5" of engine compartment intrusion. |
 | Here is the view from the interior |
 | The Vintage Air unit being fitted from the interior. |
 | The roughing out of the firewall box for the Vintage Air unit is done. It'll look better once we grind the welds and smooth everything out. |
 | Now that the hinge pillar bracing is done for now and the firewall has been properly reconfigured for the Vintage Air, it is time to move on to the rear. We will be removing the package shelf and bracing and making the rear glass, filler panel and trunk function as a hatch. We will also be reinforcing the rear body opening with tubing to beef up the body structure in the rear. |
 | This is the panel that made the trunk lid open and close. |
 | The rear panel for the glass will be reconfigured to work with the glass as a hatch |
 | Firewall a/c panel body work is completed. |
 | Adapter for the hinges to the forward glass panel retainer is being constructed |
 | We made a reinforcement panel to be able to support the hinges |
 | First preliminary mockup of joining the front glass frame to the intermediate lower panel. We will be joining the trunk lid eventually to the intermediate panel |
 | Here it is functioning as a hatch |
 | We have started fabricating the channel for the hatch weatherstripping to sit against along with a way to channel the water away. |
 | The left side of the roof is being prepped to have new weatherstripping channel installed. Often, fabricating work looks really rough until it is finished. |
 | The rear portion of the roof is being reinforced. The wood is there to help keep the new reinforcement in place while welding. |
 | We have reinforced the intermediate lid with metal and have fiberglassed over it on the sides. |
 | The trunk lid has been attached to the intermediate lid to hold it together while we get it bonded together |
 | Underside of lid is being finished off to hide all the attachment and reinforcement work |
 | On the top side, we are filling in the recessed area that was behind the rear glass |
 | Hatch has been cut open where the rear glass will be sitting. |
 | We finished the body work to the rear area and made the line a continuation form the side lines to give it a finished factory appearance. |
 | A closer view of the outer panel finishing work. |
 | The cut area are being reinforced and then finished off with fabricated metal panels |
 | The fiberglass panel is hollow when cut open |
 | The openings have been reinforced and fiberglassed. Looks like a hatch now. |
 | Another view of the hatch |
 | Drip channel and weatherstrip retainer is nearing completion |
 | Close up of the finished out areas where we cut |
 | Test fitting of the factory glass. Looks pretty good! |
 | Another view of the rear glass fitment. |
 | Inside view of the hatch/trunk area |
 | Another view with the glass fitment being tested |
 | Tubing being fitted and welded to provide support and strengthen the dishrag body |
 | We have chosen to recess the tubing slightly to minimize the intrusion on the interior, The cross bar is just temporary until we get the tubing finished. |
 | Lower tubing being recessed into the floor |
 | Now that the newly created hatch is done, we have to make the roof line match to the hatch and make it all appear to be the way it left the factory. |
 | Work continues on closing off the rear portion of the roof. |
 | Roof work continues |
 | We welded in additional structural reinforcements from the sail panel to the factory inner quarter support. This will help reinforce the body even more. |
 | Right side reinforcement also extended from the sail panel to inner quarter support. We have also relocated the factory lid supports to the inner wheelhouses |
 | The hatch is test fitted many times to get the roof line right. It will take a few more trial fits to get everything looking right. |
 | Roof is continuing to be fitted to hatch for clearance when hatch opens. |
 | Glass is test fitted to see how it sits with roof line. It is sitting a little lower than when the metal frame is fitted around the glass and is glued in place. |
 | Inside view |
 | Roof without hatch installed |
 | Close up of new roof line |
 | Finishing of the hatch weatherstrip retainer, closing the rivet holes from the factory, and other tedious work to have a nicely finished product continues. The good news is that the GM 6L80 six speed automatic 4x2 has finally been made available! |
 | Weatherstrip channel is being trimmed and fitment of the rubber to the hatch is being double checked. |
 | Trunk latch mounts directly to the fiberglass. There will have to be a steel reinforcement made. |
 | Hatch to quarter fitment being finessed. |
 | Boxes being made to cover the supports. The supports are ugly and have very sharp edges. |
 | Boxes being installed |
 | Another view of the other box. The interior finishing will hide these with panels |
 | Test fitting of the glass revealed some additional finishing work was needed to have the glass lay perfectly flat and flush to the hatch. |
 | Since we are also using the glass to act as a structural reinforcement, it is critical that the surfaces be flush against the glass. |
 | Clearances are also checked where the hatch and roof meet. The weather strip is also test fitted for sealing against the hatch |
 | Body has been removed |
 | Here is the frame where the lower control arms mount and the stiffening brace from the rail to the crossmember is in the rear |
 | Overall view of the rear chassis |
 | Here is the right lower control arm mount boxed and the rear rail to crossmember area is also boxed. |
 | Close up of the reinforcement added |
 | Finished view of the right rear area |
 | Here is the spring tower and rear crossmember after cleanup but before reinforcements are added. |
 | Rear portion of the spring tower with added reinforcement at the lower rear portion |
 | Here is how the factory left the rail. Just an open "C" channel. This is typical for low performance hardtop GM cars. |
 | Here we are fitting the new steel to box in the rail for added strength |
 | Here is the welded finished product. The area where the rail "bumps" out was also closed in |
 | Here is a closeup of the new metal formed just forward and around the body mount |
 | Close up of the finished boxing of the right rail. |
 | Upper rear suspension crossmember reinforcements have been completed |
 | Overall view of reinforcements in rear after the welds have been ground down |
 | Front chassis starts to get a thorough cleanup |
 | Overall view of front portion of the chassis as clean up begins. Note the space between the suspension crossmember and the lower control arm mount |
 | We have welded in square tubing to reinforce the area between the suspension crossmember and the lower control arm mount to reduce any potential flex while cornering. |
 | Here is a close up of the additional bracing. |
 | An overall view of the completely boxed frame looking forward after being metal etch primed. |
 | Front of chassis looking rearward |
 | Our C5 Corvette Z06 rear suspension has arrived. |
 | Here is the old solid rear axle prior to being removed. |
 | Here we have established a drivetrain centerline. |
 | The solid rear axle has been removed and the C5 rear suspension has been slid under. It's that easy! |
 | You really didn't believe that, did you? The setup process begine to adapt the C5 cradle into the G body frame. |
 | Here is the build in progress |
 | Another view from the front. |
 | Rear arms and cradle installed |
 | 6.2 litre V8 being readied for assembly |
 | 6L80 transmission ready for installation |
 | Test fitting of the chassis and motor |
 | Here is the motor and transmission being fitted |
 | The body is test fitted onto the chassis |
 | The motor sits nicely in the front suspension crossmember |
 | We used special adapters for the LS engine to the Camaro brackets |
 | We are fabricating the transmission crossmember. We are using tubular steel for strength and clearance. |
 | The trunk floor and spare tire well were trimmed for the chassis changes. |
 | Here is a view that has not been seen before. Pretty cool! |
 | The tires stick out a little utilizing 2003 Corvette Z06 rear wheel with oversized 315/30ZR18 tires. A little less tire and a little different offset will bring it right in to the wheel house. |
 | Here is the side view without any suspension height adjustments. |
 | Here is the transmission installed with the new crossmember and the body sitting on the chassis. |
 | Here are the Camaro brackets welded to the crossmember. |
 | The chassis has received a thorough grinding of the welds followed by some body work to smooth the transition from the original frame to the new addition. |
 | After being primed, we painted the entire chassis followed by 5 coats of clear for extra durability |
 | Front suspension portion painted |
 | Overall view from the front |
 | Overall view from the rear. Assembly begins next. |
 | Here is the C5 Corvette Z06 rear suspension in it's new home! |
 | Another view |
 | Front suspension done up in the same gray as the frame. QA-1 coil over adjustable shocks also have been installed |
 | Here is the front suspension assembled with the Baer 2 piece rotor on. Nice looking setup! |
 | Trunk floor is being replaced and melded into the existing floor for a clean look |
 | Cadillac VVT motor with the 6L80 is bolted in place |
 | New Holden rear fresh from Australia has arrived. |
 | Bracing for the underside of the new floor is being fabricated. |
 | Now that the brace has been fitted, we have bent it to lay flush on the floor contour underneath |
 | Both of the floor supports being test fitted a final time. We will install the body on the chassis to check for any interference issues before welding them in |
 | Front view on the chassis |
 | Rear view of the rear suspension with the body on. |
 | We bolted on a set of 17x11 Corvette ZR1 wheels with 315/35R17 Yokohama tires to see what happens. We'll have to play with wheel fitment soon. |
 | Once body was mounted on the chassi, we had to massage the supports a little to provide the proper clearances. |
 | Here is the bottom primed |
 | The top inside floors are also primed |
 | The new cluster has arrived for the Grand Prix |
 | Here is the original dash and cluster |
 | All the instrumentation has been removed. We are now starting to lay out the dash utilizing the Escalade cluster and some other components. |
 | Now that our apparently hand built harness has arrived from GM, we are starting to layout the harnesses and see what components will be needed as we compare it to the Cadillac service manuals. The silver box you see here on the tire is the PCM. |
 | Here is the Cadillac dash harness as we lay out the harness and figure out where the components and modules will end up. |
 | Here is the front shot of the engine compartment as the engine harness is being routed. |
 | The front to rear harness is being laid out. Cadillac routes these harness under the body. We are going to have to follow suit so the Escalade components are laid out correctly. |
 | Escalade harness is routed throughout the dash area. |
 | Dash is now fitted to make sure wiring reaches the components that will be installed. Cluster is also test fitted. |
 | Custom made hinge pillar reinforcement is also made to reinforce dash structure. We drilled holes to be able to tie the two together. |
 | This swivel bracket from the Escalade is the mounting for the ABS controller. We mounted it in just about the same location as the Cadillac does. |
 | Obviously, the GP is a little shorter. The wiring harness will be shortened where it needs to be and the trailer tow harness will be eliminated. |
 | Wire harness routing continues. |
 | Wiring continues on the motor |
 | Shield is fabricated to protect the harness under the chassis |
 | Steering column is being installed and dash wiring continues. |
 | Original harness is also being utilized into the Escalade harness. |
 | Mounting of suspension and electronic control modules will be located in the left rear. Wiring continues to be routed to lay out components |
 | Engine compartment wiring continues |
 | Escalade column and dash wiring integration continues. |
 | Reassembly of front sheetmetal is done to be able to start measuring what room we have to work with and where our packaging can be laid out for the required modules and sensors. |
 | We borrowed an Escalade to conduct a full day measuring session so we can determine proper layout. It makes it a lot easier to visualize and transfer it over to the GP. |
 | Engine compartment layout |
 | Measurements can be critical, especially in the interior. Sensors such as the accelerator pedal have to be placed correctly. |
 | The A/C system also needs to be laid out for proper function. Measuring the Cadillac system reveals a lot. |
 | Cadillac brake booster and power box have been installed for test fitting. |
 | Cadillac PCM has found a new home. |
 | The power distribution panel has been modified to fit in the GP. |
 | Front nose assembled to layout engine compartment parts. |
 | Electronic gas pedal is fitted |
 | Wiring progresses. Interior fuse block is receiving fuses and systems are being checked as they are powered up. |
 | Under hood main power distribution block also is receiving fuses and systems being checked. |
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