Frequently Asked Questions
Find answers to Frequently Asked Questions for First Generation Firebirds that have been asked and answered on FGF. Special thanks needs to be given to all the FGF members who took the time to respond to other member's questions.
Dealer Technical Bulletins
Bulletin 68-T-18 — Pontiac Motor Division Dealer Technical Bulletin, Section 3, dated August 16, 1968. Attention: Service Manager.
Subject: Never Pre-Load Front Wheel Bearings.
Short answer: Front wheel taper roller bearings must never be pre-loaded. This bulletin establishes new adjustment and lubrication procedures that supersede all previous procedures. Bearing “burn-up” caused by over-tightening is not covered by warranty if prior service is documented.
Adjustment
The following numbered steps correspond to the photographic illustrations in the original bulletin:
- Hand-spin the wheel.
- Back off the nut until just snug — just loose (1/4 to 1/2 turn).
- First seat the bearings; this overcomes any burrs on the threads.
- Hand-snug up the nut.
- Loosen the nut until a hole in the spindle lines up with a slot in the nut, then insert cotter pin. Note: Under no circumstances is the bearing to be even finger-tight.
- When the bearing is properly adjusted there will be from 0.001″ to 0.005″ end play (looseness).
Lubrication (New Recommendation)
Every 12,000 miles the bearings should be inspected and lubricated with a high melting point grease. The bearings should be cleaned and checked for signs of galling and damage from dirt.
Note: Before reassembly, put a slight amount of grease on the inside diameter of the bearing cone to ensure that the cone will creep, which will help prevent galling.
The seal should be inspected and replaced if there are signs of dirt or water entering the area.
Warranty
Reference:
- 1968 Pontiac Service Manual, Page 3-2, Figure 3-2
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-C-1 — Pontiac Motor Division Dealer Product Campaign Bulletin, Section 7F, dated October 30, 1967. Attention: Service Manager.
Subject: 1968 Six-Cylinder Firebird Transmission Cooler Pipe Replacement.
Short answer: Some early 1968 six-cylinder Firebirds with automatic transmission (built through serial number 80601801) were fitted with transmission-to-radiator cooler pipes that may fatigue and leak; dealers must replace both pipes using new Part Nos. 9793994–5 before delivery and contact all affected owners.
Vehicles Involved
Automatic transmission, six-cylinder Firebirds built through the following serial number breakpoint:
80601801
All Firebirds built after the above serial number breakpoint will have proper cooler pipes installed. Included with this bulletin is a listing of the vehicles involved in this campaign that were shipped to your dealership. If you do not receive a listing, you can assume that you have no vehicles to do except for possible tourists and transferees.
Owner Notification
Pontiac Motor Division is sending a letter to those owners of record asking them to contact your dealership. Contact all of your owners by phone and urge them to bring their cars in as soon as possible. Please campaign the vehicle of any owner who brings his car into your dealership for this correction regardless of where he took delivery of his car.
Technical Procedures
- Remove clip securing cooler pipes to crossmember.
- Remove cooler pipes by disconnecting ends from radiator and transmission.
- Install new cooler pipes (9793994–5), tightening connectors to 16 + 2 lb. ft. torque.
- Install clip securing cooler pipes to crossmember.
- Check transmission fluid level as outlined in Owner’s Manual and add fluid as required.
Parts Information
The new cooler pipes (9793994–5) will be charge-shipped automatically for your full requirements. If a problem arises in securing parts, contact your zone office.
Disposition of Old Cooler Pipes
Hold old cooler pipes for scrapping by zone personnel.
Warranty Information
- Fill out a blue campaign WRO.
- Payment for parts listed will be the same as a normal warranty part — dealer net plus 25%.
- The flat rate time allowance to replace both cooler pipes is .6 hour.
- Mail completed campaign WROs weekly along with your regular WRO mailing, but place them on top for speedier processing.
Content last modified: June 13, 2026 at 10:06 am
NOTE: The Firebird has a black plastic “filler” to fill the gap.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-12 — Pontiac Motor Division Dealer Service Information Bulletin, Section 2, dated October 10, 1967. Attention: Service Manager.
Subject: 1968 Refinish Paint Specifications.
Short answer: Copies of the 1968 Pontiac refinish paint charts from Ditzler, DuPont, and Rinshed-Mason were attached to this bulletin; a complete listing of 1968 exterior and interior paint color names, codes, and stock numbers was scheduled to appear in the November Pontiac Chassis Parts Catalog.
Attached to this bulletin were copies of the 1968 Pontiac refinish paint charts as published by Ditzler, DuPont, and Rinshed-Mason (see the scan below).
A complete listing of 1968 exterior and interior paint color names, codes, and stock numbers was to appear in the November Pontiac Chassis Parts Catalog.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-13 — Pontiac Motor Division Dealer Service Information Bulletin, Section 1A, dated October 31, 1967. Attention: Service Manager.
Subject: Revised Procedure for Evaporator Core Removal — 1967–1968 Pontiac, 1968 Tempest, 1967–1968 Firebird 6-Cyl.
Short answer: An improved removal method for the evaporator core or left case half is described below; the flat-rate times in this bulletin supersede those in the 1967 Flat Rate Manual and the new Warranty & Flat Rate Manual immediately.
Evaporator Core — Removal Procedure
- Depressurize the refrigeration system.
- Disconnect the oil bleed and equalizer line at the P.O.A. valve.
- Disconnect P.O.A. inlet and expansion valve outlet fittings and cap all openings.
- R&R insulation at the expansion valve thermo bulb and remove clamps.
- On Pontiac models, disconnect the water control valve and hose and remove from bracket.
- On Pontiac models, remove the screw retaining the expansion valve to the bracket.
- Remove the screw or screws from the P.O.A. valve bracket.
- Remove screws retaining the left half of the case (inboard side) to the dash and to the right half of the case.
- On 1967 Pontiacs, remove the spark plug wire bracket.
- Gently pry the case from the sealer (on Pontiac models, use care not to destroy the gasket).
- On Tempest V-8, use a long bar and pry up slightly on the right side of the engine to allow removal of the case; on Pontiac models, tilt the top of the case towards the engine. On Firebird and Tempest 6-cyl. models, remove the left case half.
- Remove the core.
- To replace, reverse the removal procedure.
- Use care to reseal the case halves and the case to the dash.
Evaporator Case Left Half — Removal Procedure
1967 and 1968 Pontiacs: Follow the evaporator core removal procedure above; the case half can then be removed.
1968 Tempest Models:
- Remove screws attaching the left case half to the dash and to the right case half. Remove the expansion valve bracket retaining screw.
- Pry gently on the case and separate from the dash and right case half.
- On V-8s, use a long bar to lift the right side of the engine slightly, which allows removal of the case.
- Remove the case and reseal.
1967–68 Firebird 6-Cyl. Models:
- Remove the P.O.A. valve from the bracket, disconnect the inlet oil bleed and equalizer line, and lay aside.
- Disconnect the resistor and relay wires.
- Remove the case attaching screws, pry loose, and remove the case. Carefully reseal when assembling.
Revised Flat-Rate Times
Column headers: P = Pontiac, T = Tempest, F = Firebird. Values are in hours.
| Operation | Model Year | P (Pontiac) | T (Tempest) | F (Firebird) |
|---|---|---|---|---|
| 013-150-00 Evaporator Core — Replace & Seal — 01 6-Cylinder | 68 | — | .9 | .9 |
| 67 | — | 2.9 | .9 | |
| 013-150-00 Evaporator Core — Replace & Seal — 02 V-8 | 68 | 1.3 | 1.2 | 2.4 |
| 67 | 1.3 | 2.9 | 2.4 | |
| 013-152-00 Evaporator Case Assembly — Replace — 01 Left Half (Inboard) — 6-Cylinder (Do not add for evacuate and charge time on 1968 Tempest) |
68 | — | .6 | .9 |
| 67 | — | 2.9 | .9 | |
| 013-152-00 Evaporator Case Assembly — Replace — 01 Left Half (Inboard) — V-8 (Do not add for evacuate and charge time on 1968 Tempest) |
68 | 1.3 | .8 | 2.4 |
| 67 | 1.3 | 2.9 | 2.4 |
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-15 — Pontiac Motor Division Dealer Service Information Bulletin, Section 4, dated October 16, 1967. Attention: Service Manager.
Subject: Safe-T-Track Rear Axle Lubricant.
Short answer: Differential chatter on low-speed turns in Safe-T-Track equipped units is cured by a lubricant change; only Part No. 1050081 [Z] (Gp. No. 8.800) is approved — no substitute is recommended.
A number of cases of differential chatter on low speed turns have been reported in recent years on Safe-T-Track equipped units. Investigations prove that lubricant change is still the recommended fix for axle chatter.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-24 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7F (Two-Speed Automatic Transmission). Attention: Service Manager.
Subject: Two-Speed Automatic Transmission — Component Identification.
Short answer: This bulletin provides a comprehensive component identification table for the Two-Speed Automatic Transmission used in 1966–1968 Pontiac and Tempest models, listing the vacuum modulator, governor, valve body, spacer plate, converter assembly, and downshift timing valve part numbers along with their transmission model usage and identification markings.
| Component | Year | Engine | Trans. Model Usage | Service Part No. | Identification |
|---|---|---|---|---|---|
| Vacuum Modulator | 1967–68 | 6-cylinder with A/C | LD, LH | 1365187 | Brown paint daub on cover |
| 1967–68 | 6-cylinder exc. A/C | LA, LB, LF, LG | 1367032 | White paint daub on cover | |
| 1967–68 | V-8 with A/C | MC | 1377046 | Green paint daub on cover | |
| 1967–68 | V-8 except A/C | MA, MB | 8623947 | Service part no. or production part number 8623365 stamped on cover | |
| Governor | 1966–68 | 6-cyl. and V-8, 4-Bbl. | LA, LB, LD, LF, LG, LH, MB | 1377893 | “X” stamped on governor thrust cap |
| 1967–68 | V-8, 2-Bbl. & with A/C | MA, MC | 1374587 | Plain thrust cap on governor | |
| Valve Body | 1967 | 6-cylinder, 4-Bbl. | LB, LG | 1378251 ¹ | Yellow paint daub on production valve body solenoid |
| 1967–68 | 6-cylinder, 1-Bbl. | LA, LF | 1378257 ¹ | Pink paint daub on production valve body solenoid | |
| 1967–68 | 6-cylinder with A/C | LD, LH | 1378257 ¹ | Brown paint daub on production valve body solenoid | |
| 1968 | 6-cylinder, 4-Bbl. | LB, LG | 1378257 ¹ | Blue paint daub on production valve body solenoid | |
| 1967–68 | V-8, 2-Bbl. & with A/C | MA, MC | 1378257 ¹ | Green paint daub on production valve body solenoid | |
| 1967–68 | V-8, 4-Bbl. | MB | 1378257 ¹ | Black paint daub on production valve body solenoid | |
| Spacer Plate | 1967 — All 6-cyl. engines | All 6-cyl. | LA, LB, LD, LF, LG, LH | 1381098 | VVV notches cut in outer edge of spacer plate |
| 1967 — All V-8 engines | All V-8 | MA, MB, MC | 1386305 | ||
| 1968 — All 6-cyl. engines | All 6-cyl. | LA, LB, LD, LF, LG, LH | 1378517 | ||
| 1968 — All V-8 engines | All V-8 | MA, MB, MC | 1384917 | ||
| Converter Assembly | 1967 — All 6-cyl. engines | All 6-cyl. | LA, LB, LD, LF, LG, LH | 9776990 | Brown paint daub on cover |
| 1968 — All 6-cyl. engines | All 6-cyl. | LA, LB, LD, LF, LG, LH | 9792251 | Violet paint daub on cover | |
| 1967–68 — V-8, 2-Bbl. & with A/C | V-8 | MA, MC | 9776991 | Brown paint daub on cover | |
| 1967–68 — V-8, 4-Bbl. | V-8 | MB | 9776991 ² | Black paint daub on cover | |
| Downshift Timing Valve | 1967 | 6-Cylinder, 4-Bbl. | LB, LG | 3829920 | Orange stain on outer end of valve |
| 1967 | V-8, 4-Bbl. & with A/C | MB, MC | 3829920 | Orange stain on outer end of valve | |
| 1968 | V-8, 4-Bbl. & with A/C | MB, MC | 1366164 | Red stain on outer end of valve |
1 Service part number 1378257 is common to all 1967–68 transmission service usage.
2 For service replacement, use 9776991 converter, identified by a Violet paint daub.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-27 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated November 14, 1967. Attention: Service Manager.
Subject: 1965–1968 Turbo Hydra-Matic — Correct Usage and Installation of Center Support to Case Snap Ring and Intermediate Clutch Backing Plate to Case Snap Ring.
Short answer: Field failures after Turbo Hydra-Matic overhaul have been traced to incorrect snap ring usage and installation. The center support snap ring must be the beveled type (flat side toward the support, gap adjacent to band anchor pin); the intermediate clutch backing plate snap ring must be the flat type (gap opposite the band anchor pin).
There have been reports of incorrect usage and/or incorrect installation of these two snap rings, resulting in field failures after Turbo Hydra-Matic overhaul. The correct usage and installation must be as follows.
Center Support to Case Snap Ring
One side of this snap ring is beveled and one side is flat (the intermediate clutch snap ring, by contrast, has both sides flat). Use only the beveled snap ring. Install it with its flat side toward the center support and its locating gap adjacent to the band anchor pin.
Intermediate Clutch Backing Plate to Case Snap Ring
Use only the flat snap ring. Install the snap ring with its locating gap opposite the band anchor pin.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-28 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated November 17, 1967. Attention: Service Manager.
Subject: 1967 & 1968 Pinion Gear and Washers, Pinion Pin and Needle Bearing Rollers Change.
Short answer: For 1967 and 1968 Turbo Hydra-Matic transmissions, measure the outer diameter of the pressed-out pinion pin near its end to determine which replacement pinion kit to use: standard (.3928–.3930″) or larger (.4340–.4342″).
The inside diameter of the pinion gears and washers and the outer diameter of the pinion pins and needle bearing rollers are larger for 1968 Turbo Hydra-Matic transmissions, except for an initial number of transmissions built at the beginning of 1968 production.
Prior to this change, a production trial run of approximately 5,000 1967 transmissions were built with these larger pinion parts in the reaction and/or output carriers.
In addition, a limited initial production run of some 62,000 1968 transmissions were built with standard size (smaller) 1967 pinion parts.
Therefore, if service replacement is required for the pinion gears of a 1967 or 1968 Turbo Hydra-Matic transmission, it is necessary to press out one pinion pin and measure its outer diameter for size:
- If the size is .3928–.3930″, use replacement Pinion Kit, Grp. No. 4.175, Part No. 8623951.
- If the size is .4340–.4342″, use replacement Pinion Kit, Grp. No. 4.175, Part No. 8625913.
Note: When measuring the outer diameter of the pinion pin, measure near its end.
Carrier assemblies with larger pins (.4340–.4342″) are interchangeable with carrier assemblies with smaller pins (.3928–.3930″).
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-30 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7F, dated December 14, 1967. Attention: Service Manager.
Subject: Revised Converter End Play Checking Procedure.
Short answer: The converter end play checking procedure on page 7F-27 of the 1968 Pontiac Service Manual has been revised. End clearance under .050″ is acceptable; .050″ or over requires converter replacement. Use tool J 21371-2 and J 21371-3 with Dial Indicator J 8001 as described below.
Revised procedure (replaces page 7F-27 of the 1968 Pontiac Service Manual):
- Fully release the collet end of tool J 21371-2 by turning its brass nut clockwise.
- Install the collet end of tool J 21371-2 into the converter hub until it bottoms, then tighten the brass nut to 5 lb. ft. (Fig. 1 in the scan below).
- Install tool J 21371-3 and tighten the hex nut to 3 lb. ft. (Fig. 2).
- Install Dial Indicator J 8001 and set it for zero while the plunger rests on the brass nut of tool J 21371-2.
- Loosen the hex nut while holding the brass nut stationary, allowing the converter internal assembly to lower until the dial indicator shows that the internal assembly has bottomed (Fig. 3).
- The reading obtained on the dial indicator represents converter end clearance. If clearance is under .050″, the converter is acceptable. If clearance is .050″ or over, replace the converter.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-31 — Pontiac Motor Division Dealer Service Information Bulletin, Section 1B, dated December 14, 1967. Attention: Service Manager.
Subject: 1968 ATC Wiring Harness Revision.
Short answer: Several wire color codes in the 1968 Pontiac Automatic Temperature Control (ATC) harness have been changed. Refer to the updated wiring schematic on the reverse side of the bulletin (reproduced in the scan below) when servicing cars with the new harness. Also correct Step 6 under “Adjust Door Link” on page 1B-2 of the 1968 Service Manual.
The color coding of several wires in the 1968 Pontiac A.T.C. harness have been changed. The wiring schematic on the reverse side of the original bulletin reflects these changes and should be referred to when servicing cars equipped with the new type harness.
Also correct your 1968 Service Manual on Page 1B-2. Step 6 under ADJUST DOOR LINK should read:
“Apply 12 volts (available at bat. terminal of fuse block) to terminal number 1 (one) only. This will cycle programmer to full cold.”
The updated wiring schematic is shown in the scan below.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-35 — Pontiac Motor Division Dealer Service Information Bulletin, Section 2, dated January 31, 1968. Attention: Service Manager.
Subject: Soiled or Stained Seat Belts.
Short answer: Clean soiled or stained seat belts only with a mild soap and lukewarm water solution — volatile cleaners and redyeing both weaken the belt fiber and must not be used.
Soiled or stained seat belts should only be cleaned with a mild soap and lukewarm water solution. Use of volatile cleaners could remove color and weaken the fiber.
Note: Under no circumstances should seat belts be redyed, as this could also weaken the fiber.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-36 — Pontiac Motor Division Dealer Service Information Bulletin, Section 1A, dated January 31, 1968. Attention: Service Manager.
Subject: Operating Instructions for 1968 Pontiac Custom Air Conditioning System.
Short answer: Owners and service personnel should understand the two rotary switches and six mode buttons of the 1968 Pontiac Custom A/C system; the Freon compressor operates automatically above freezing in any mode except VENT, and each button directs airflow differently.
There appears to be some lack of understanding as to proper operation of the new 1968 Pontiac Custom Air Conditioning system. Owners’ acceptance of this new and flexible system will be much greater if they are instructed as to its proper operation at the time of new car delivery or when cars are in for service.
The control panel should be used as follows: Set the two rotary switches on the left and right side of the control to the desired blower speed and air temperature, respectively. With the SYSTEM button in the OFF position, depress any one of the other five buttons (INSIDE, A/C, BI-LEVEL, HEATER, or DE-ICE). The system will now operate in the mode and at the temperature and blower speed selected. If ambient temperature is above freezing, the Freon compressor will also automatically operate to minimize potential fogging. If it is desired not to operate the Freon compressor, it can be shut off by merely depressing the SYSTEM button to the first detent stop, at which time VENT will appear in the left window. If any other button except SYSTEM is then depressed, the Freon compressor will again operate (temperature above freezing) until the SYSTEM button is once again depressed to VENT. An ambient switch prevents Freon compressor operation whenever the temperature is below freezing.
Air flow from the various outlets in the system is controlled by the mode buttons, in order of occurrence on the panel:
| Button | Button Position | System Function |
|---|---|---|
| 1. SYSTEM | OFF | Air door closed and blower off. |
| 1. SYSTEM | ON | Mode as selected by other five buttons — Freon compressor operating if temperature is above freezing. |
| 1. SYSTEM | VENT | Mode as selected by other five buttons — Freon compressor off. |
| 2. INSIDE | Depressed | Inside air is recirculated at temperature and blower speed as desired through five A/C outlets. This mode is suited for quick cool-down in hot weather. |
| 3. A/C | Depressed | Outside air delivered at temperature & blower speed as desired through five A/C outlets. Suited to normal hot weather operation. |
| 3. A/C | Depressed w/VENT | Supplies air through five A/C outlets which is the same temperature as outside air temperature (control set to all blue bars) or air may be heated by rotating the temperature control toward maximum heat (all red bars). |
| 4. BI-LEVEL | Depressed | Outside air delivered through A/C and heater outlets at temperature and blower speed desired. |
| 5. HEATER | Depressed | Outside air delivered through heater outlet at temperature and blower speed desired. Suited to cold weather operation. |
| 5. HEATER | Depressed w/VENT | Outside air delivered through heater outlet at temperature and blower speed desired. Freon compressor is off. |
| 6. DE-ICE | Depressed | Outside air delivered to windshield at temperature and blower speed desired. System button “ON” is recommended at all times for removing fog or ice from the windshield. |
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Bulletin 68-I-37 — Pontiac Motor Division Dealer Service Information Bulletin, Section 5, dated January 31, 1968. Attention: Service Manager.
Subject: 1968 Tempest Rear Brake Drums.
Short answer: Some early-production 1968 Tempests were built with Kelsey-Hayes rear brake drums stamped “F” instead of the specified “KH” identification. Future drums will use the combined code “KH-F.” All three codes (“KH,” “F,” or “KH-F”) represent acceptable Kelsey-Hayes drums — a variation between right and left drums is not a concern.
Pontiac Engineering has advised that certain early-production Tempests were built using Kelsey-Hayes rear brake drums coded with identification letter “F”, rather than the specified identification “KH”.
Future Tempest rear drums manufactured by Kelsey-Hayes will incorporate the code letters “KH-F” as an optional identification.
Since Kelsey-Hayes drums with any one of these codes (“KH”, “F”, or “KH-F”) are installed in production, there should be no cause for concern regarding the variation of code between right and left rear drums.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-40 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7G (Turbo Hydra-Matic Transmission). Attention: Service Manager.
Subject: Turbo Hydra-Matic Transmission — Component Identification.
Short answer: This bulletin provides a comprehensive component identification table for the Turbo Hydra-Matic Transmission used in 1965–1968 Pontiac (P/8), Tempest (T/8), and Firebird (F/8) models, covering the vacuum modulator, governor, valve body assembly, spacer plate, and converter assembly with part numbers, transmission model usages, and identification markings.
| Component | Year | Car Model | Trans. Model Usage | Service Part No. | Identification |
|---|---|---|---|---|---|
| Vacuum Modulator | 1965–68 | P/8, T/8, F/8 | All Models | 8623947 | Production part number 8623365 or service part number 8623947 is stamped on cover |
| Governor | 1966–68 | P/8 | PA, PB | 8623852 | Two-digit number stamped on the governor thrust cap: “11”, “12”, “13”, or “14” |
| 1967–68 | P/8, T/8, F/8 | PC, PS, PX, PY | 8625622 | ||
| 1966–68 | P/8 | PD, PG, PH | 8624099 | ||
| 1967–68 | T/8, F/8 | PQ | 8623898 | ||
| 1967–68 | T/8 | PT | 8624099 | ||
| Valve Body Assembly | 1967 | P/8 | PB | 8624824 | “P-1” |
| 1967 | P/8 | PC | 8624826 | “R-1” | |
| 1967 | P/8 | PD, PG | 8625617 | “AC-1” | |
| 1967 | P/8 | PH | 8624828 | “T-1” | |
| 1967 | T/8, F/8 | PQ | 8625782 | “AJ-1” | |
| 1967 | T/8 | PS | 8625616 | “AB-1” | |
| 1967 | T/8 | PT ¹ | 8625682 | “AH-1” | |
| 1967 | F/8 | PX | 8625784 | “AK-1” | |
| 1968 | P/8 | PA | 8626059 | “BO-1” | |
| 1968 | P/8 | PB | 8626038 | “BJ-1” | |
| 1968 | P/8 | PC | 8626049 | “BN-1” | |
| 1968 | P/8 | PD ² | 8626256 | “CJ-1” | |
| 1968 | P/8 | PG | 8626041 | “BL-1” | |
| 1968 | P/8 | PH | 8626039 | “BK-1” | |
| 1968 | T/8, F/8 | PQ | 8625784 | “AK-1” | |
| 1968 | T/8 | PT ³ | 8626038 | “BJ-1” | |
| 1968 | T/8, F/8 | PX, PY &sup4; | 8626108 | “CA-1” | |
| Spacer Plate | 1967 | P/8 | PB, PD, PG, PH &sup5; | 8625652 | “5” or “4” notches cut in outer edge of spacer plate |
| 1967 | P/8, T/8, F/8 | PC, PQ, PS, PT, PX &sup5; | 8624459* | ||
| 1968 | P/8, T/8, F/8 | PA, PC, PQ, PT, PX, PY | 8625652 | ||
| 1968 | P/8 | PB, PD, PG, PH | 8625899 | ||
| Converter Assembly | 1967 | P/8, T/8, F/8 | PC, PQ, PS, PX | 8623964 | One-inch-high number stamped on front of converter assembly: “5” or “4” |
| 1967 | P/8, T/8 | PB, PD, PG, PH, PT | 8623990 | ||
| 1968 | P/8, T/8, F/8 | PA, PC, PD, PQ, PX, PY | 8623964 | ||
| 1968 | P/8, T/8 | PB, PG, PH, PT | 8623990 |
1 Prior to PT-67 1210, “PT” model used 1967 “AB-1” production valve body (service part no. 8625616).
2 Prior to PD-68 26417, “PD” model used 1968 “BL-1” production valve body (service part no. 8626041).
3 Prior to PT-68 1006, “PT” model used 1967 “AH-1” production valve body (service part no. 8625682).
4 Prior to PX-68 2915, “PX” model used 1967–68 “AK-1” production valve body (service part no. 8625784).
5 Prior to PB-67 1014, “PB” model used a production spacer plate having no identification notches. Prior to PD-67 1013, “PD” model used a production spacer plate having no identification notches. Prior to PH-67 1009, “PH” model used a production spacer plate having no identification notches. Prior to PC-67 1010, “PC” model used a production spacer plate with U-notch removed from edge of spacer plate.
* Spacer plate 8625652 may be used in lieu of spacer plate 8624459.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-42 — Pontiac Motor Division Dealer Service Information Bulletin, Section 2, dated February 5, 1968. Attention: Service Manager.
Subject: Replacement of Rear Door Locks — 1968 Pontiac.
Short answer: On 1968 Pontiacs with production date code 10A or earlier, the rear door lock and remote control lock rod must always be replaced together as a matched set using Service Kit Part No. 8700036 (RH) or 8700037 (LH); individual parts may be used only on units built after date code 10A.
After the start of 1968 production, Pontiac’s rear door locks and remote control to lock rods were redesigned to provide easier door lock operation. Individually, early and late production parts are not interchangeable, and initial production parts are not available for service parts.
On Pontiacs with production date code 10A or earlier (located on the Fisher Body plate on the firewall), it is essential that both the rear door lock and remote control lock rod be replaced at the same time in the event either one requires replacement.
Service kit Part No. 8700036 RH and 8700037 LH [M] (Gp. No. 10.473) includes both the lock and remote control rod. Individual parts can be replaced only on units produced after date code 10A.
Note: Prior to installing the remote control attaching bolts, hold the control in an installed position to determine if the connecting rod is entering the remote control at the proper angle. Rods entering the remote control at incorrect angles will prevent either the top or bottom of the control from fitting flush to the inner panel, and cause sluggish operation of the remote control handle. If the remote control is being held out at top or bottom, rework the rod while attached to the lock and remote control assembly by rotating the top of the remote control assembly inboard or outboard.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-44 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated February 5, 1968. Attention: Service Manager.
Subject: Oil Strainer Assembly Usage on Hydra-Matic Transmissions.
Short answer: Mixing the two types of Hydra-Matic oil strainer assemblies and oil pans causes pump cavitation, low or erratic oil pressure, and transmission failure. The first-type strainer and pan must always be used together, and the second-type strainer and pan must always be used together — they are not interchangeable.
Investigation has revealed that pump cavitation noise and/or low or erratic oil pressure after service is caused by mismatching strainer and pan types:
- The first-type strainer, part number 5579822, installed in a transmission with the second-type oil pan, part number 8625766, results in transmission failure because the second-type pan does not have the configuration to accommodate the first-type strainer.
- The first-type oil pan, part number 8623778, is not deep enough to accommodate the flat second-type strainer assembly, part number 6437741. If installation is attempted, the strainer assembly will be crushed.
If replacement of the strainer assembly and/or oil pan is required, they must be used only in the following combinations:
| Type | Years | Strainer Part No. | Intake Pipe Part No. | Oil Pan Part No. |
|---|---|---|---|---|
| First Type | 1965–1967 | 5579822 | — | 8623778 |
| Second Type | 1967 and all 1968 | 6437741 | 8625428 | 8625766 |
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-46 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7A, dated February 28, 1968. Attention: Service Manager.
Subject: Termination of 1965 and 1966 Hydra-Matic Transmission Shift Modification Program.
Short answer: The Hydra-Matic transmission shift modification program described in News Flashes 66-44 and 66-44A ended on December 31, 1967. Manual shaft replacements on these models after that date will only be accepted when the WRO is accompanied by a signed 727 form.
The modification program outlined in News Flashes 66-44 and 66-44A has been terminated as of December 31, 1967.
Replacement of the manual shaft on 1965–1966 models after this date will be accepted only when the WRO is accompanied by a signed 727 form.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-47 — Pontiac Motor Division Dealer Service Information Bulletin, Section 5, dated February 28, 1968. Attention: Service Manager.
Subject: Complaints of Low Brake Pedal.
Short answer: Many low brake pedal complaints on power-brake-equipped vehicles are psychological in nature — the depressed floor area directly below the pedal is a design feature. Pedal height should be measured as described below; pedal height must not be adjusted, and if it does not meet specification, a full brake system inspection per the 1968 Pontiac Service Manual is required.
The area of the floorboard located directly below the brake pedal is depressed by design, allowing full travel of the brake pedal in the fully applied position and permitting the driver to pivot his foot from the accelerator to the brake with no appreciable raising of the foot (see the scan below, Fig. 1).
Correct method to check brake pedal height (see the scan below, Fig. 2): With the pedal in the fully released position, measure from the lower (inner) edge of the pedal pad to the raised area of the floor. The distance should be 2½″. This measurement may vary slightly depending on the amount of compression applied to the carpet and jute.
It is important that no attempt be made to adjust pedal height.
The specification requires that the brake pedal clevis (which connects the pedal arm to the pushrod) be torqued at the clevis stop nut to 90 lb-in. This applies to all 1968 applications.
If pedal height does not meet specifications, perform a thorough check of the brake pedal and associated parts (mounting bracket, clevis adjustment, etc.) and perform repairs as outlined in the 1968 Pontiac Service Manual.
Content last modified: June 13, 2026 at 10:06 am
NOTE: Updates Dealer Service Information Bulletin 68-I-9
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-49 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated March 7, 1968. Attention: Service Manager.
Subject: New Turbo Hydra-Matic Pump Body Released for Service.
Short answer: A new Type 3 pump body (service part no. 8625954) and Type 2 pump cover are now used in production. Only the Type 3 body is released for service; the new Type 2 cover is not. The old Type 1 cover (part no. 8624982) can be used with either Type 1&2 or Type 3 bodies; however, the new Type 2 cover can only be used with the new Type 3 body.
A new (Type 2) pump cover and a new (Type 3) pump body are now being used in production. This new cover and body can be identified by the casting numbers stamped on their faces (see Fig. 1 in the scan below). However, only the new (Type 3) pump body is being released for service, under service part number 8625954 [Z] (Gp. No. 4.224); the new (Type 2) pump cover will not be released for service.
Replacement rules:
- If the car is equipped with the new type pump cover and body and it becomes necessary to replace only the pump body, its service replacement must be the new (Type 3) service body, part number 8625954.
- If the car is equipped with the new type pump cover and body and it becomes necessary to replace only the pump cover, it may be replaced with the old style (Type 1) cover, part number 8624982 [Z] (Gp. No. 4.224).
Summary: The new (Type 2) pump cover can be used only on the new (Type 3) pump body (8625954), while the old style (Type 1) pump cover may be used with either type of pump body (Type 1 & 2 — 8624981, or Type 3 — 8625954).
Refer to Dealer Service Information Bulletin 68-I-49A
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-49A — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated April 18, 1968. Attention: Service Manager.
Subject: New Turbo Hydra-Matic Pump Body Released for Service.
Short answer: This bulletin supplements Dealer Service Bulletin 68-I-49 by providing the starting serial numbers of Turbo Hydra-Matic transmissions built with the new type 2 pump cover and type 3 pump body.
The starting serial numbers of transmissions built with the new (type 2) pump cover and new (type 3) pump body referred to in Dealer Service Bulletin 68-I-49, Section 7E, dated 3/7/68, are as follows:
| Transmission Serial Number |
|---|
| PA-68-2957 |
| PB-68-148057 |
| PC-68-3093 |
| PD-68-22689 |
| PG-68-68210 |
| PH-68-3213 |
| PQ-68-1292 |
| PT-68-2519 |
| PX-68-22992 |
| PY-68-4525 |
Refer to Dealer Service Information Bulletin 68-I-49
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Bulletin 68-I-50 — Pontiac Motor Division Dealer Service Information Bulletin, Section 5, dated March 19, 1968. Attention: Service Manager.
Subject: Brake Drum Turning — Front Hub and Drum Assemblies.
Short answer: When turning a front brake drum on a lathe, the drum must be torqued securely to the hub using five flat washers and five stud nuts torqued to 35 lb. ft., eliminating any movement between drum and hub during the turning operation.
When turning a front brake drum, install five flat washers and five stud nuts on the wheel studs and torque to 35 lb. ft. This mounting procedure eliminates any possibility of movement between the drum and hub during the turning operation.
See the figure in the original bulletin for the proper method of mounting the front hub and drum assembly on a drum lathe.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-51 — Pontiac Motor Division Dealer Service Information Bulletin, Section 10, dated March 25, 1968. Attention: Service Manager.
Subject: Premature Tread Wear — Wide Oval Tires.
Short answer: Over-inflation causes Wide Oval tires to wear prematurely in the center rib. Maintain 24 PSI cold (front and rear) unless carrying a full-rated load.
Early tread wear in the center rib section on Wide Oval tires can be caused by incorrect inflation pressure. The illustration (see Fig. 1 in the scan below) shows a normal tread wear pattern; the upper shaded portion depicts the wear pattern resulting from over-inflation.
It is recommended that Wide Oval tires be maintained at 24 PSI* for both front and rear wheels to minimize the possibility of early wear. Higher inflation will tend to abnormally distort the tire contact surface and cause the center ribs to assume a disproportionate share of the work.
Inflations above 24 PSI should only be used when the vehicle is driven with “full-rated” loads, as described in the Owner’s Manual.
*Always check tire pressure when tires are cold.
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Bulletin 68-I-52 — Pontiac Motor Division Dealer Service Information Bulletin, Section 2, dated January 22, 1968. Attention: Service Manager.
Subject: Cancellation of Console Compartment Lamp — 1968 Pontiac and Tempest.
Short answer: The console compartment lamp has been cancelled on all 1968 Pontiac and Tempest models. The lamp lead was cut from production wiring harnesses, and no warranty claims are to be submitted for installation of this lamp assembly.
The console compartment lamp has been cancelled on all 1968 Pontiac and Tempest models and the lamp lead cut from production wiring harnesses. No claims are to be submitted for the installation of this lamp assembly.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-58 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated April 18, 1968. Attention: Service Manager.
Subject: Turbo Hydra-Matic Transmission — Pump Assembly Gear Clearance Revised.
Short answer: The allowable pump body face-to-gear face clearance has been widened; revise your 1968 Pontiac Service Manual to reflect the new maximum of .0035″ (the minimum remains .0008″).
Refer to your 1968 Pontiac Service Manual, Section 7E, page 7E-30, item No. 2. The sentence currently reads:
“Check pump body face to gear face clearance, should be .0008″–.0015″ (Fig. 7E-74).”
Revise this sentence to read:
“Check pump body face to gear face clearance, should be .0008″ min.–.0035″ max. (Fig. 7E-74).”
Refer to 1968 Pontiac Service Manual, Section 7E, page 7E-30
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Bulletin 68-I-59 — Pontiac Motor Division Dealer Service Information Bulletin, Section 2, dated April 18, 1968. Attention: Service Manager.
Subject: Positioning of Inside Rear View Mirror — All Series.
Short answer: The 1968 mirror support has two ball sockets — one behind the mirror and one at the upper end of the bracket — allowing the entire assembly to swing fore, aft, and sideways. Many owners are unaware of this feature; dealers should inform customers who have difficulty positioning their mirror.
It has come to our attention that many owners apparently are not aware that the 1968 mirror support on all series has an exclusive feature consisting of a second ball socket at the upper end of the mirror bracket. This second ball socket allows the entire mirror bracket to swing fore and aft and sideways.
Coupled with the ball socket behind the mirror, this feature allows practically unlimited repositioning of the rear view mirror to any location necessary to please the most discriminating customers.
You may wish to convey this information to those customers who express concern over an inability to use the rear view mirror efficiently.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-60 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated April 18, 1968. Attention: Service Manager.
Subject: Turbo Hydra-Matic Oil Strainer Replacement.
Short answer: The 1968 and late 1967 Turbo Hydra-Matic full-flow oil strainer (Part No. 6437741) has no bypass valve; when contaminated it restricts oil to the pump, causing noise, slipping, or loss of drive — replace it during any major overhaul where clutch material or excessive metal particles are found in the oil pan.
The 1968 and late 1967 Turbo Hydra-Matic Oil Strainer Assembly, Part No. 6437741 [Z] (Gp. No. 4.197), is a full-flow design strainer. It does not have a by-pass valve, and when this strainer becomes contaminated it will restrict the oil intake to the transmission pump.
Contamination of the oil strainer will result in one or more of the following malfunctions:
- Noisy pump due to cavitation
- Slipping
- Loss of drive and/or intermittent drive
When a transmission is overhauled for any major failure where clutch plate materials or excessive metal particles are found in the oil pan, the oil strainer assembly should be replaced.
Periodic maintenance should be observed for oil change and strainer replacement intervals, according to the type of vehicle operation.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-61 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7F, dated April 22, 1968. Attention: Service Manager.
Subject: Revised 1968 Firebird 6-Cylinder Automatic Transmission Extension and Driveline Damper.
Short answer: A revised automatic transmission extension with a cast slot (instead of a machined hole) is now used on 1968 Firebird 6-cylinder automatics. When replacing an early extension (machined hole) with the new type (cast slot), new washers, Part No. 382588 [F-CX], must be used. Note also that the damper retainer used on 1967 cars is no longer used.
The revised extension incorporates a cast slot (see Fig. 7F-3 in the 1968 Pontiac Diagnosis Manual and the illustration in the scan below) instead of the machined hole used on early-production cars, for the attachment of the driveline damper.
In the event that a car with machined holes in the transmission extension has a new extension installed which has cast slots, it is essential that new washers, Part No. 382588 [F-CX], be used to provide adequate retention of the adaptor and mount to the transmission extension.
The damper retainer (between weight and mounting assembly) is no longer being used in production. The retainer was used in 1967 production cars only.
Torque specifications (see scan illustration):
- 30 lb. ft. torque (upper fasteners)
- 40 lb. ft. torque (lower fasteners)
Refer to 1968 Pontiac Diagnosis Manual Fig. 7F-3
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Bulletin 68-I-62 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated April 22, 1968. Attention: Service Manager.
Subject: 1968 Turbo Hydra-Matic Center Support Locating Procedure and Service Tool.
Short answer: A manufacturing change eliminated the threaded hole used to locate the center support during torquing of the locking bolt. A new service tool (Kent-Moore J 23093) is now required; it can be purchased for $2.95 or fabricated in the shop. The tool and procedure apply to all Turbo Hydra-Matic transmissions, past and present.
Obtaining the Tool
The center support locating tool, part number J 23093, may be purchased for $2.95 from:
Kent-Moore Organization
28635 Mound Road
Warren, Michigan 48092
Fabricating the Tool
- Make the tool from 3/8″ (0.375″ dia.) cold rolled steel, or from a screwdriver with a 3/8″ dia. shank. The stock should be approximately 12″ long.
- Grind the stock to a blunt point, tapering it 7/8″ from the end of the bar to a 1/8″ dia. at its end.
- Bend the stock to a 45° angle, 2-1/2″ from its blunt point. (See Figure 1.)
Using the Tool
- Place the center support locating tool into the case direct clutch passage, with the handle of the tool pointing to the right as viewed from the front of the transmission and parallel to the bell housing mounting face. (See Figure 2.)
- Apply pressure downward on the tool handle, which will tend to rotate the center support counterclockwise as viewed from the front of the transmission.
- While holding the center support firmly counterclockwise against the case splines, torque the case-to-center-support bolt to 20–25 ft-lbs.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-63 — Pontiac Motor Division Dealer Service Information Bulletin, Section 1A, dated May 9, 1968. Attention: Service Manager.
Subject: Parts Released for Servicing of 1968 Pontiac Standard A/C Control Panel.
Short answer: Two additional parts are now released for service on the 1968 Pontiac standard A/C control panel: the shaft, drive gear, and rack assembly, and the roller-control strings. Replacement procedures and flat-rate times are provided.
Previously released service parts include the master switch, compressor switch, blower switch, and the nine-spigot and three-spigot rotary vacuum valves. The newly released parts are:
- Shaft, Drive Gear, and Rack Assembly — Pt. No. 1222893 (M3), Gp. No. 9.275
- Strings (for dial roller control) — Pt. No. 1219143 (F53), Gp. No. 8.852
See Figure 1 (A/C control panel diagram) for component locations.
Master Switch — Replace
- Remove control panel.
- Remove one screw retaining switch bracket to control assembly.
- Remove contact set from bracket.
- To replace, reverse removal procedure.
Compressor Switch — Replace
- Remove control panel.
- Remove master switch and bracket assembly.
- Remove two screws retaining compressor switch to assembly.
- To replace, reverse removal procedure.
Rotary Vacuum Valve — Three Spigot — Replace
- Remove control panel.
- Remove pal nut.
- Remove retaining clip (use new clip when replacing).
- To replace, reverse removal procedure, being careful to place stud in cam slides.
Rotary Vacuum Valve — Nine Spigot — Replace
- Remove control panel.
- Remove two retaining clips.
- Remove one retaining screw.
- Remove valve.
- To replace, reverse removal procedure.
Blower Switch — Replace
- Turn switch to high.
- Pull string off switch pivot and attach to string guide.
- Remove switch and shaft assembly (two screws).
- Transfer pulley to new switch shaft and set center of pulley track 2-7/8 inches from shaft end.
- Install switch and attach string to pulley peg.
- Rotate pulley on shaft until roller reads HI through window, then tighten set screw.
- To replace, reverse removal procedure.
Blower Switch String — Replace
- Remove control panel.
- Remove three clips retaining lens and backing to panel.
- Cut an eleven-inch length of string (1219143).
- Securely tie string in a loop which, when taut, measures approximately 5-1/8 inches.
- Feed string through eyelet behind roller.
- With coil spring attached to temperature and motor speed indicator roller, rotate speed indicator roller once to load spring and slip string over stud on roller.
- Reinstall lens and backing and check for proper operation (make sure lens is clean). At this point it may be necessary to adjust per step 5 above.
- Replace panel by reversing removal procedure.
Temperature Switch String — Replace
- Remove control panel.
- Remove three clips retaining lens and backing to panel.
- Cut a seven-inch length of string (1219143).
- Securely tie string in a loop which, when taut, measures approximately 3-3/8 inches.
- With coil spring attached to temperature and motor speed indicator roller, rotate temperature roller once to load spring and slip string over plastic stud on roller.
- Reinstall lens and backing plate and check for proper operation (make sure lens is clean). Turn roller full clockwise; it should read all red. If necessary, bend wire that string attaches to for fine adjustment.
- Replace panel by reversing removal procedure.
Shaft, Drive Gear, and Rack Assembly — Replace
- Remove cold air duct, cable attaching screw, and disconnect cable.
- Remove three screws retaining bracket to rear of control panel.
- Remove knob and slip shaft out of guide.
- Insert new assembly, making sure drive pin is in groove.
- To replace, reverse removal procedure.
Flat Rate and Warranty Information
All times below include removal of the control panel (0.6 hour) except for the Shaft, Drive Gear, and Rack Assembly.
| Operation No. | Group No. | Component | Model Year | Time (hrs.) |
|---|---|---|---|---|
| 013-303 | 9.276 | Blower Switch | 68 | 0.7 |
| 013-305 | 9.276 | Compressor Switch | 68 | 0.7 |
| 013-306 | 9.275 | Master Switch | 68 | 0.7 |
| 013-312 | 8.852 | Blower Switch String | 68 | 0.8 |
| 013-312 | 8.852 | Temperature Switch String | 68 | 0.8 |
| 013-319 | 9.279 | Rotary Vacuum Valve — Three Spigot | 68 | 0.7 |
| 013-319 | 9.279 | Rotary Vacuum Valve — Nine Spigot | 68 | 0.7 |
| 013-313 | 9.275 | Shaft, Drive Gear, and Rack Assembly | 68 | 0.5 |
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-66 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated May 9, 1968. Attention: Service Manager.
Subject: Starter Neutralizer Switch Usage, Identification and Adjustment — Column Shift or Console Shift — All 1967–68 Models Equipped with Hydra-Matic or Automatic Transmissions.
Short answer: This bulletin identifies the correct starter neutralizer switch part numbers by year, model, location, and transmission type for 1967–68 Pontiac, Tempest, and Firebird, and provides step-by-step adjustment procedures for all switch types (column-mounted and console-mounted). Do not substitute non-adjustable switches.
Switch Usage
| Part No. | Year | Location | Model Usage | Transmission |
|---|---|---|---|---|
| 1993380 | 1967–68 | Column | Pontiac, Tempest, Firebird | AT & HT |
| 9777866 | 1967 | Console | Firebird (1st Type) | AT |
| 9789717 | 1967 | Console | Firebird (2nd Type) | AT & HT |
| 9779665 | 1965–67 | Console | Tempest | AT |
| 9779665 | 1968 | Console | Tempest* | AT |
| 9779665 | 1965–68 | Console | Pontiac | HT |
| 1993422 | 1968 | Console | Firebird | AT & HT |
| 1993422 | 1968 | Console | Tempest** | AT |
| 1993422 | 1968 | Console | Tempest | HT |
Warehouse code “Z”, group number 2.698.
* Automatic transmission with wood insert console.
** Automatic transmission with padded console.
Column Mounted Neutralizer Switches (1993380)
Two neutralizer switches of the same part number were used in all 1967 production cars. The first type has a RESET slot on the rear face of the switch (Fig. 1 in the scan below); the second type has a RESET slot on the right side of the switch (Fig. 2) and was installed on late 1967 production cars and is installed on all 1968 production cars.
Adjust the first type switch as follows:
- Insert the blade of “RESET” gauge (J 23056-2) into the RESET slot of the switch (Fig. 3), move the shift lever slowly to LOW range, and remove the gauge.
- Insert the blade of “0” gauge (J 22701-5) into the ADJUST slot of the switch (Fig. 4), move the shift lever to PARK position, and remove the gauge.
- Check starter operation in all ranges.
- If the starter operates in:
- REVERSE range — repeat steps 1 through 3 using the “1-” gauge (J 22701-4) or “2-” gauge (J 22701-3) in the ADJUST slot until starter will not operate in REVERSE range.
- DRIVE range — repeat steps 1 through 3 using the “1+” gauge (J 22701-6) or “2+” gauge (J 22701-7) in the ADJUST slot until starter will not operate in DRIVE range.
Adjust the second type switch as follows:
- Position and hold the shift lever in LOW range while inserting the blade of “RESET” gauge (J 23056-2) into the RESET slot of the switch (Fig. 5), exerting sufficient pressure to ensure full penetration (approx. 9/16″) of the blade, and remove the gauge.
- Insert the blade of “0” gauge (J 22701-5) into the ADJUST slot of the switch (Fig. 4), move the shift lever to PARK position, and remove the gauge.
- Check starter operation in all ranges.
- If the starter operates in:
- REVERSE range — repeat steps 1 through 3 using the “1-” gauge (J 22701-4) or “2-” gauge (J 22701-3) in the ADJUST slot until starter will not operate in REVERSE range.
- DRIVE range — repeat steps 1 through 3 using the “1+” gauge (J 22701-6) or “2+” gauge (J 22701-7) in the ADJUST slot until starter will not operate in DRIVE range.
Console Mounted Neutralizer Switches (9777866 and 9789717)
Although two types of neutralizer switches were used in 1967 Firebird production cars, the adjustment of each is the same. The 9777866 switch can be identified by its white drive tang (Fig. 6); the second type switch (9789717) has a black drive tang (Fig. 7).
Adjust these switches as follows:
- Move the floor shift lever into DRIVE range and remove ash tray, trim plate assembly, indicator lens, and housing from console.
- After loosening the two screws attaching the neutralizer switch to the shift lever bracket assembly, insert a 3/32″ gauge pin in the drive hole (found on face of switch) to a minimum depth of 1/4″ to hold the switch in position.
- With floor shift lever in DRIVE range and gauge pin holding switch in DRIVE position, tighten the screws to 25 lb. in. torque and remove the gauge pin.
- Check starter operation in all ranges.
NOTE: With switch properly positioned, car will start in PARK and NEUTRAL positions only.
- Install indicator housing and lens, ash tray, and trim plate assembly to console.
Console Mounted Neutralizer Switch (9779665)
This switch is used in 1965–67 Tempest, 1968 Tempest with wood insert console, and 1965–68 Pontiac production cars (Fig. 8). Switch is adjusted by means of an adjustment screw located at the base of the floor shift lever assembly. When properly adjusted, the starter will operate only with the floor shift lever in PARK and NEUTRAL positions.
Console Mounted Neutralizer Switches (1993422)
Two neutralizer switches of the same part number are used in 1968 Firebird and Tempest production cars. The first type has a 1/4″ wide ADJUST slot on the top side of the switch (Fig. 9); the second type has a 3/8″ wide ADJUST slot (Fig. 10).
Adjust the first type switch as follows:
-
- Firebird: Remove outer and inner control handles, console, indicator bulb and housing, and bracket from the shifter assembly.
- Tempest: Remove glove box, control knob (Turbo HT), outer and inner control handles (Auto. Trans.), disconnect escutcheon from shifter assembly, indicator bulb and housing, glove box lamp, and remove console.
- Position and hold the floor shift lever in LOW range while inserting the blade of “RESET” gauge (J 23056-2) into the RESET slot of the switch (Fig. 11), exerting sufficient pressure to ensure full penetration (approx. 9/16″) of the blade, and remove the gauge.
- Insert the blade of “STD.” gauge (J 23056-4) into the ADJUST slot of the switch (Fig. 12), move the floor shift lever to PARK position, and remove the gauge.
- Check starter operation in all ranges.
- If starter operates in:
- REVERSE range — repeat steps 2 through 4 using the “U SIZE” gauge (J 23056-3) in the ADJUST slot.
- DRIVE range — repeat steps 2 through 4 using the “O SIZE” gauge (J 23056-5) in the ADJUST slot.
-
- Firebird: Install bracket to shifter assembly, indicator bulb and housing, console, and control handles to the shifter assembly.
- Tempest: Install console, glove box lamp, indicator bulb and housing, escutcheon to shifter assembly, control knob (Turbo HT), control handles (Auto. Trans.), and install glove box.
Adjust the second type switch as follows:
-
- Firebird: Remove outer and inner control handles, indicator bulb and housing, and bracket from shifter assembly.
- Tempest: Remove glove box, control knob (Turbo HT), outer and inner control handles (Auto. Trans.), disconnect escutcheon from shifter assembly, indicator bulb and housing, glove box lamp, and remove console.
- Position and hold the floor shift lever in LOW range while inserting the blade of “RESET” gauge (J 23056-2) into the RESET slot of the switch (Fig. 11), exerting sufficient pressure to ensure full penetration (approx. 9/16″) of the blade, and remove the gauge.
- Insert the “STD.” tab of gauge (J 23056-1) into the ADJUST slot of the switch (Fig. 13), move the floor shift lever to PARK position, and remove the gauge.
- Check starter operation in all ranges.
- If starter operates in DRIVE range, repeat steps 2 through 4 using the “O SIZE” tab of gauge (J 23056-1) in the ADJUST slot (Fig. 13).
-
- Firebird: Install bracket to shifter assembly, indicator bulb and housing, console, and control handles to the shifter assembly.
- Tempest: Install console, glove box lamp, indicator bulb and housing, escutcheon to shifter assembly, control knob (Turbo HT), control handles (Auto. Trans.), and install glove box.
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-67 — Pontiac Motor Division Dealer Service Information Bulletin, Section 9, dated March 1, 1968. Attention: Service Manager.
Subject: 1968 Pontiac, Tempest and Firebird — Torque Specification Change on Idler Arm Bolts.
Short answer: The torque specification for the Nut, Idler Arm Support to Frame (page 9-49 of the 1968 Pontiac Service Manual) has been reduced from 40 lb. ft. to 35 lb. ft. Update service manuals accordingly.
Effective with the date of this bulletin, the torque specification for Nut, Idler Arm Support to Frame, listed on page 9-49 of the 1968 Pontiac Service Manual, is changed from 40 lb. ft. to 35 lb. ft.
Please have your mechanics change their service manuals accordingly.
Refer to 1968 Pontiac Service Manual page 9-49
Content last modified: June 13, 2026 at 10:06 am
Reference:
- 1967 Dealer Technical Bulletin 67-T-13
- 1968 Pontiac Service Manual figure 6-18
- 1968 Dealer Service Information Bulletin 68-I-68A
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Reference:
- 1968 Dealer Service Information Bulletin 68-I-68
- 1967 Dealer Technical Bulletin 67-T-13
Content last modified: June 13, 2026 at 10:06 am
Bulletin 68-I-69 — Pontiac Motor Division Dealer Service Information Bulletin, Section 5, dated May 13, 1968. Attention: Service Manager.
Subject: Service Procedures — New Type 1968 Tempest and Firebird Front Brake Drums — Limited Production.
Short answer: A new separable front hub-and-drum assembly is being installed on a limited run of 1968 Tempest and Firebird models. Unlike standard units, the drum can be removed separately from the hub; the alignment index mark on the drum web must line up with the hole in the hub on reassembly. Approximately 10,000 sets are being installed at each plant.
Affected Vehicles
| Plant | Vehicle | V.I. Number |
|---|---|---|
| Pontiac, Michigan | Tempest | P268122 (8-Cyl.) / P612794 (6-Cyl.) |
| Lordstown | Firebird | 0154610 (8-Cyl.) / 0611614 (6-Cyl.) |
Brake Drum Turning or Replacement
Hub Bolt Replacement
- Remove the hub bolt(s) with a press or hammer. These bolts are not peened into the hub. Use care not to damage the wheel mounting surface on the hub flange.
- Install new serrated bolt into the hole in the hub. Tap lightly with a hammer to start bolt serrations into the hole, making sure that the bolt is square with the hub flange.
- Press bolt into the flange until the head is fully seated against the hub flange (see Fig. 2).
Front Hub Bearing Replacement
The procedure for replacing front bearings and races is the same as that shown in Section 3, page 3-5, of the 1968 Pontiac Service Manual.
Parts Information
| Description | Part No. | Group No. |
|---|---|---|
| Drum | 3853799 [M-CX] | 5.809 |
| Hub Assembly | 3887867 [Z-CX] | 6.307 |
| Front Hub Bolt | 3851677 [Z-CX] | 5.812 |
Reference:
- 1968 Pontiac Service Manual Section 3 Page 3-5
Content last modified: June 13, 2026 at 10:06 am
Superseded by 1968 Pontiac Service Information Manual 68-I-71A Dated 6-4-1968
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Bulletin 68-I-72 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7F, dated May 27, 1968. Attention: Service Manager.
Subject: 1968 Automatic Transmission Component Identification Charts.
Short answer: Two identification charts — one for the Turbo Hydra-Matic and one for the automatic transmission — were attached to this bulletin to help service personnel identify various components; file each chart in the section of your Diagnosis Manual indicated on the chart.
Attached to this bulletin were two charts developed to assist in identifying various components on the Turbo Hydra-Matic transmission and the automatic transmission (see the scan below).
Review the information to familiarize yourself with it, then file each chart in the section of your Diagnosis Manual indicated on the chart. For any questions relating to the information on the charts, contact your zone service and parts representative.
Reference:
- 1968 Pontiac Diagnosis Manual
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Bulletin 68-I-73 — Pontiac Motor Division Dealer Service Information Bulletin, Section 1B, dated May 24, 1968. Attention: Service Manager.
Subject: Diagnosing Air Conditioner Freon Loss on 1968 Models.
Short answer: In the event of freon loss on any 1968 model, replace both “O” ring seals between the muffler fitting and compressor, install a new low-pressure hose, inspect the rest of the system, then evacuate and charge. Return the old hose and seals to the Pontiac F.E.W. Room.
Use the following procedure in the event of freon loss from the air conditioner system:
- Replace both “O” ring seals between muffler fitting and compressor.
- Install new low pressure hose (P.O.A. valve to compressor).
- Inspect (and correct) rest of system for loose clamps, fittings or ruptured high pressure hose.
- Evacuate and charge system and recheck for freon leak using standard procedure listed in Diagnosis Manual.
Parts Information — Use Only
| Part Name | Part Number |
|---|---|
| Low Pressure (Suction) Hose (service hose should bear identification E.H.R. 3399) | 3004948 [F-3] |
| Muffler Fitting to Compressor Seal Pkg. (5/Pkg.) (Dated after 5-1-68) | 5887997 [ZAC] |
Return hose and seals to the Pontiac F.E.W. Room.
Flat Rate and Warranty Information
| Operation No. | Operation Description | Time |
|---|---|---|
| 013-339 | Replace suction hose | .2 |
| 013-348 | Replace “O” ring seals | .2 |
| — | Evacuate and charge | 1.2 |
Use appropriate flat rate operation number if other items require service.
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Bulletin 68-I-75 — Pontiac Motor Division Dealer Service Information Bulletin, Section 10, dated May 31, 1968. Attention: Service Manager.
Subject: Wheel Balancing — Disc Brake Equipped Vehicles.
Short answer: Some dealers have had difficulty balancing front wheels on disc-brake-equipped vehicles using on-the-car balancers because the brake pads rub the disc and prevent the wheel from spinning fast enough. Two solutions are available: a two-motor balancer or the Kent-Moore tool J 22801 Disc Brake Pad Spacer.
There are two solutions for this condition:
- Balance equipment suppliers offer a two-motor balancer, which covers heavy-duty and disc brake applications.
- A special tool is available from Kent-Moore for balancing disc brake wheels. Tool J 22801 (Disc Brake Pad Spacer), price $4.90, is used to spread the brake pads away from the disc, greatly reducing the “dragging” tendency during the balancing operation.
Note: The wheel must be removed to install the spacers (see Fig. 1 in the scan below).
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Bulletin 68-I-76 — Pontiac Motor Division Dealer Service Information Bulletin, Section 9, dated June 7, 1968. Attention: Service Manager.
Subject: Service of Variable Ratio Power Steering — 1968 Firebird.
Short answer: Variable Ratio Power Steering has been released on all 1968 Firebird models and reduces steering wheel travel by about 30%. When servicing the variable ratio gear, use the Firebird power steering adjustment specs on page 9-27 of the 1968 Service Manual; note that this gear has 24 recirculating balls (vs. 22 for the constant ratio) and a flanged pitman shaft needle bearing race that must be removed and installed from the pitman arm side only. An oil cooler pipe is required on models with numerically high axle ratios.
If it becomes necessary to service the variable ratio gear, use the adjustment specifications starting on page 9-27 of the 1968 Service Manual pertaining to the Firebird power steering gear.
The variable ratio gear has 24 rack-piston nut recirculating balls (compared to 22 for the constant ratio). Feed 17 balls into the rack-piston return guide hole nearest the Teflon piston ring, and fill one-half of the ball return guide with the remaining 7 balls.
The pitman shaft needle bearing race has a flanged projection at its outside diameter. Because of the flange, the bearing must be removed and installed from the pitman arm side of the housing only. Use tool J 6278-1 with adapter J 6278-3.
Caution: Damage will result when removing the bearing if an attempt is made to drive it in the direction shown for the constant ratio gear (Figure 9-57 of 1968 Service Manual).
An oil cooler pipe and associated parts are required on all models with numerically high axle ratios as indicated below:
| Engine | A/C | Axle Ratio |
|---|---|---|
| 6 Cyl. | with A/C | All |
| V-8 | with A/C | 2.93 and above |
| 6 Cyl. & V-8 | without A/C | 3.36 and above |
Flat Rate: Operation No. 095-110-02, Flat Rate Time: .4 hr.
*Also applies to Pontiac models with variable ratio gear.
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Bulletin 68-I-77 — Pontiac Motor Division Dealer Service Information Bulletin, Section 9, dated June 7, 1968. Attention: Service Manager.
Subject: 1967–68 Turn Signal Switch Requires Positive Action.
Short answer: High effort to actuate the turn signal switch is a design feature required to provide positive engagement for both the lane-change and full-turn positions; no warranty claims should be submitted for switch replacement due to this condition.
If a complaint of “high effort” required to actuate the turn signal switch is received, advise the owner that this condition exists because of the design requirement for a positive action for both “lane change and full turn positions.”
Claims are not to be submitted for the replacement of switches for this condition.
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Bulletin 68-I-81 — Pontiac Motor Division Dealer Service Information Bulletin, Section 7E, dated June 18, 1968. Attention: Service Manager.
Subject: Incorrect Usage of Forward and/or Direct Clutch Driven Plates.
Short answer: Forward clutch and direct clutch failures after Turbo Hydra-Matic overhaul have been traced to mixing up the flat steel clutch driven plates. The forward clutch plate (.0775″ thick, P/N 8623849) and the direct clutch plate (.0915″ thick, P/N 8625197) are different thicknesses and must not be interchanged. Early- and late-type plates within each part number are interchangeable for service.
Use the correct plates as follows:
- The forward clutch in all 1965–68 transmissions uses the .0775″ thick, flat steel clutch driven plate, Part Number 8623849 [Z] (Gp. No. 4.163). The early type has no additional identification; the late type has four teeth shortened (2 on each side) and two teeth omitted (1 on each side), and is further identified by a “V” notch on one tooth (see Fig. 1 in the scan below).
- The direct clutch in all 1967–68 transmissions uses the .0915″ thick, flat steel clutch driven plate, Part Number 8625197 [M] (Gp. No. 4.163). The early type is identified by two diametrically opposite short teeth; the late type is identified only by four teeth shortened (2 on each side) and two teeth omitted (1 on each side) (see Fig. 2 in the scan below).
In addition, the waved steel clutch driven plate (Part Number 8623851) has also been revised. Both early and late types are .0605″ thick and are identified by a “U” notch on one tooth; the late type additionally has four teeth shortened (2 on each side) and two teeth omitted (1 on each side) (see Fig. 3 in the scan below).
The revised (late-type) plates are interchangeable with their early-type counterparts for service.
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NOTE: Updated by Dealer Service Information Bulletin 68-I-48
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Bulletin 68-I-Special — Pontiac Motor Division Dealer Service Information Bulletin, Section 5, dated November 22, 1967. Attention: Service Manager.
Subject: Warranty Policy Clarification for Brake Drum Turning.
Short answer: This bulletin establishes uniform warranty policy for brake drum turning: grooves under .020″ deep need not be turned; out-of-round drums should be turned a maximum of .010″ per side before replacement; hard spots need not be removed unless raised. Always measure drum diameter and eccentricity before cutting.
This bulletin establishes a uniform policy to be adhered to when making adjustments under warranty for brake drum turning. Measuring the brake drum — both for total diameter and eccentricity — is essential before any turning. Reference is made to previous bulletin 67-T-22, covering the procedure to correct brake shudder. Many drums have been cut beyond specifications because they had been previously cut and no measurement was made.
The following policies will apply when turning brake drums:
- Scored Drums — Grooves less than .020″ deep will not affect brake operation, and drums should not be turned for this condition.
- Out-of-Round Drums — Determine if shudder is caused by front or rear drums (use parking brake to make determination). Turn both front (or rear) drums the same amount, but in no case take more than a .010″ cut (.020″ diameter). If the problem is not corrected after taking a .010″ cut, replace the drum.
- Drums with Hard Spots — Drums containing hard (dark) spots indicate overheating. These spots, unless raised, do not affect brake operation and need not be removed. When turning drums with hard spots for a brake shudder complaint, use a cutting tool specifically manufactured to remove hard spots.
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Bulletin 68-T-1 — Pontiac Motor Division Dealer Technical Bulletin, Section 2, dated October 11, 1967. Attention: Service Manager.
Subject: Correction of Console Door Staying Open — 1968 Tempest.
Short answer: On some 1968 Tempests the console door stands slightly ajar, leaving an unsightly gap and keeping the compartment light on. The cause is an imbalance between door hinge spring tension and compartment light spring tension. Perform the steps below in sequence until the problem is resolved; flat rate time is 0.3 hr., trouble code 25.
If this problem is encountered, correct it by one or more of the following steps performed in sequence:
- Replace console light switch, Part Number 9791219 [F-3] (Gp. No. 10.275), which has been revised and can be identified by its gray plastic base.
- Crimp door hinge at spring location to effectively increase spring tension.
- Provide clearance at door spring area by cutting sufficient material away from the notch in compartment box to prevent interference of box to spring.
Use trouble code 25 and flat rate time allowance of .3 hr.
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Bulletin 68-T-11 — Pontiac Motor Division Dealer Technical Bulletin, Section 2, dated January 4, 1968. Attention: Service Manager.
Subject: Loose Front Seat Belt Inner Anchor Plate Cover — 1968 Pontiac and Tempest.
Short answer: If the front seat belt inner anchor plate cover is loose, first try engaging it under the existing bolt head; if there is not enough clearance, replace the anchor bolt with Part No. 7765672 and torque it to 25–45 ft-lb before re-securing the cover.
- Check whether there is sufficient clearance to engage the slot in the cover under the bolt head. If so, install the cover by securely engaging the slot under the bolt head.
- If there is insufficient clearance under the bolt head to secure the cover, remove the anchor bolt and install a new anchor bolt, Part No. 7765672 [MF] (Gp. No. 14.875).
- Torque the new bolt to 25 to 45 foot-pounds and secure the cover over the bolt head.
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Bulletin 68-T-15 — Pontiac Motor Division Dealer Technical Bulletin, Section 11, dated March 11, 1968. Attention: Service Manager.
Subject: Appearance of Hood to Bumper Opening — 1968 Non-Air Conditioned Tempest.
Short answer: On a customer complaint basis only, improve the hood-to-bumper opening appearance on non-air-conditioned Tempests built before the breakpoints below by installing the filler panel now used on all Tempests except the GTO with Endura bumper. There is no charge to the owner.
Install Part No. 9793950 [M-3] (Gp. No. 8.155) — the filler used on all Tempests except GTO with Endura bumper. This repair applies on a customer complaint basis only at no charge to the owner.
The filler was installed on all Tempests built after the following breakpoints:
| VIN / Plant Code | VIN / Plant Code | VIN / Plant Code |
|---|---|---|
| B102511 | P117681 | Z103374 |
| B600357 | P601294 | Z600200 |
| K102068 | G104352 | |
| K600185 | G601378 |
Flat-Rate Information
| Operation No. | Time Allowance | Trouble Code |
|---|---|---|
| 115-223-00 | .2 hr. | 29 |
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Bulletin 68-T-16 — Pontiac Motor Division Dealer Technical Bulletin, Section 1A, dated June 12, 1968. Attention: Service Manager.
Subject: Left Air Conditioning Duct Extension Loose — 1968 Tempest.
Short answer: On some 1968 Tempest air-conditioned cars the left duct extension may work loose and disengage. Installing two “S”-shaped clips corrects the condition. Flat-rate allowance is 0.2 hours straight time.
Install two “S”-shaped clips, Part No. 9777800 (F-3), Gp. No. 9.264, at the joint between the L.H. Outer Duct and L.H. Inner Duct as shown in the figure. Flat-rate allowance: 0.2 hours straight time.
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Bulletin 68-T-17 — Pontiac Motor Division Dealer Technical Bulletin, Section 7E, dated June 26, 1968. Attention: Service Manager.
Subject: Delayed Upshift — Checking Procedure.
Short answer: A new governor inspection step has been developed to diagnose delayed upshifts on 1967–68 automatic transmissions: check the governor feed port opening (minimum .020″) while holding the governor by its driven gear; replace the governor assembly if the opening is less than .020″.
This checking procedure should be added to the governor assembly inspection in Sec. 7E and Sec. 7F of the ‘68 Service Manual, and in Sec. N of the Warranty & Flat Rate Manual.
Governor Feed Port Inspection (see the scan below)
- Hold the governor by its driven gear as shown in the figure.
- Check the feed port opening. This opening should be a minimum of .020″.
- If this dimension is less than .020″, the governor assembly must be replaced.
Reference:
- 1968 Pontiac Service Manual Section 7E
- 1968 Pontiac Service Manual Section 7F
- 1968 Warranty & Flat Rate Manual Section N
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Bulletin 68-T-3 — Pontiac Motor Division Dealer Technical Bulletin, Section 3, dated October 24, 1967. Attention: Service Manager.
Subject: Front Suspension Popping Noise — 1968 Tempest.
Short answer: A popping or snapping noise during harsh jounce on some 1968 Tempests (built at Baltimore and Framingham plants) is caused by the front lower control arm flange contacting the frame near the front pivot bushing. A shiny spot on the control arm edge confirms the interference; the fix is to grind or file down the offending metal.
A popping or snapping noise which can be misdiagnosed as a mispositioned coil spring, present in the front suspension of a 1968 Tempest when the vehicle is subjected to a harsh jounce, can be caused by interference between the front lower control arm flange and the front frame in the area where the control arm pivots (close to the rubber bushing). See Fig. 1 in the scan below.
The presence of this interference condition can be confirmed by visual inspection of the control arm. If present, there will be a shiny spot at the edge of the rear lip of the control arm near the front pivot point. Inspect both right and left control arms for this condition.
NOTE: This condition will only be found on vehicles built at the Baltimore and Framingham Plants. At the present time, the parts used at these plants are being revised by the supplier.
Repair Procedure
NOTE: This repair should only be performed on vehicles that show visual proof of interference (shiny spot) between frame and front control arm flange.
- Raise vehicle by supporting lower control arm outboard of the spring seat.
- Using a small grinding stone, disc, or file, remove metal from the control arm that caused the interference.
NOTE: The interference may be due to either the lip of the control arm flange exceeding .200″ in width or excessive length of the lip (end of flange should be aligned with the center of the control arm attaching bolt and bushing — see Fig. 2 in the scan below).
- Re-check repair by lowering and jouncing vehicle. If noise is still present, repeat steps 1 and 2 until desired clearance between control arm flange and frame pocket is provided.
NOTE: This interference between the lower control arm and frame in no way affects the operation of the vehicle except for the aforementioned noise complaint.
| Operation | Number | Time Allowance | Trouble Code |
|---|---|---|---|
| Flat rate operation | 031-230-03 | 0.4 hrs. | 31 |
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Bulletin 68-T-4 — Pontiac Motor Division Dealer Technical Bulletin, Section 1A, dated November 1, 1967. Attention: Service Manager.
Subject: 1968 Pontiac — A/C Blower Motors Hitting Case.
Short answer: If the A/C blower motor impeller contacts the evaporator case (typically at low blower speeds or during braking), install washer 3004686 between the motor and impeller to shift the impeller rearward. This also supersedes the blower motor removal procedure in the 1968 Service Manual.
Reports of blower motor impellers hitting the evaporator case have been received. This condition usually occurs at low blower speeds and/or with brake application.
If the noise is encountered, install washer 3004686 [F] (Gp. No. 9.216) between motor and impeller. Forward all orders for the washer to Pontiac Factory Warehouse.
NOTE: The blower motor removal procedure shown in the 1968 Service Manual has been revised. The new procedure below should be followed when installing the clip.
Removal procedure:
- Remove blower motor and impeller assembly as follows:
- Remove rocker molding.
- Remove antenna base.
- Remove bolts retaining hood hinge to fender and support hood.
- Remove wheel opening moldings.
- Remove bolts on right side of valance.
- On Grand Prix and Bonneville models, loosen bumper cam bolts and tilt bumper forward.
- Remove fender retaining bolts, noting placement of shims.
- Tape rear edge of fender to avoid paint scratches and remove fender.
- Remove blower motor retaining screws and disconnect wires.
- Remove impeller-to-motor retaining nut and separate.
- Place clip 3004686 between motor and impeller with flange on clip pointing towards impeller (thickness of clip moves impeller rearward to clear case).
- Replace impeller and retaining nut.
- Replace motor and remaining parts by reversing removal procedure.
Flat rate time:
| Operation Number | Time |
|---|---|
| 013-255-00 | 1.4 hr. |
Reference:
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Bulletin 68-T-4A — Pontiac Motor Division Dealer Technical Bulletin, Section 1A, dated February 28, 1968. Attention: Service Manager.
Subject: 1968 Pontiac — A/C Blower Motor Impeller Hitting Case.
Short answer: The A/C blower motor impeller-striking-case problem described in Dealer Technical Bulletin 68-T-4 has been corrected in production. The fix does not need to be performed on cars built after the Vehicle Identification numbers listed below.
It will not be necessary to perform the subject fix on cars built after the following V.I. numbers:
| Plant | V.I. Number |
|---|---|
| Arlington | R107967 |
| Kansas City, KS | X118351 |
| Linden | E117070 |
| Pontiac | P152435 |
| South Gate | C106200 |
Reference:
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Bulletin 68-T-5 — Pontiac Motor Division Dealer Technical Bulletin, Section 2, dated December 6, 1967. Attention: Service Manager.
Subject: Install Padded Windshield Side Garnish Moldings on Early Production 1968 Hardtop Pontiacs.
Short answer: Some early 1968 Pontiac hardtops (body styles 87, 57, and 39) were built with painted steel windshield side garnish moldings instead of the intended padded vinyl-covered moldings; replacement padded moldings are now available and must be installed before delivery, with owner letters sent by Pontiac Motor Division.
Vehicles Involved
1968 Pontiac hardtop models (body style nos. 87, 57, and 39) built without padded garnish moldings from the start of production through the following serial number breakpoints:
| Assembly Plant | Highest V.I. No. |
|---|---|
| South Gate | 8C103200 |
| Arlington | 8R111358 |
| Pontiac | 8P117728 |
| Kansas City | 8X106289 |
| Linden | 8E108815 |
Included with this bulletin is a listing of the vehicles involved that were shipped to your dealership. All Pontiacs produced after the above serial numbers will be equipped with the padded moldings. Vehicles in stock should be modified prior to delivery.
Pontiac Notifying Owners
The owner letter (reverse side) is being sent to owners of record by first class mail. On vehicles that have been delivered, arrangements should be made at the owner’s request to have the padded molding installed.
Technical Procedures
- Remove three screws securing each painted steel molding and carefully remove moldings from windshield pillar.
- Using an awl or ice pick, pierce through the vinyl from the backside of each molding only at the two (2) upper attaching screw locations. Use the holes in the metal part of the moldings for guides.
No attachment is required at the lower end of the moldings.
- Position each molding to the windshield pillar and secure in place using two screws and one washer. The washer is to be used at the rearward location (near side roof rail molding).
Parts Information
The trim number is noted beside each V.I. number on the list of vehicles affected. Order a supply of your anticipated requirements directly from the local GMPD zone warehouse. Each vehicle will require two moldings (right and left side), four screws No. 9416819, and two washers No. 7799573.
Listed below are the part numbers and trim colors and codes for the moldings (No. 5 omitted in front of code numbers):
| Color & Trim | Part No. | Color & Trim | Part No. | Color & Trim | Part No. |
|---|---|---|---|---|---|
| Black — 10, 21, 29, 38, 44, 51, 54, 56, 83, 87, 89, 91, 93 | 8710018 | Turquoise — 07, 26, 35, 42, 47, 80 | 8710019 | Teal — 45, 48 | 8710886 |
| Blue — 06, 25, 59, 34 | 8710020 / 8710021 | Parchment — 24, 28, 52, 55, 85, 92 | 8710022 | 79 | 8710887 |
| Gold — 08, 27, 39, 43, 49, 81, 88, 90 | 8710023 | Red — 09, 46, 50, 58, 84 | 8710878 | Teal — 79 | 8710883 |
| Red (additional) | 8710879 | Teal — 45, 48 | 8710882 | ||
| Teal — 79 | 8710883 |
Three of the above trim moldings are also available as kits consisting of both moldings, screws, and washers: Parchment 1394388; Red 1394384; Teal 1394386.
Disposition of Steel Moldings
Return replaced steel moldings to the local GMPD zone warehouse — collect.
Warranty Information
- Fill out a blue-colored WRO in standard manner. List parts; use FR Operation No. 006-001-01, Trouble Code 96. Up to 10 V.I.’s can be listed on one WRO.
- Payment for parts listed will be the same as a normal warranty part — dealer net plus 25%.
- The flat rate time allowance to replace both moldings is .3 hour.
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Bulletin 68-T-6 — Pontiac Motor Division Dealer Technical Bulletin, Section 2, dated November 10, 1967. Attention: Service Manager.
Subject: Air Entering Passenger Compartment Around Inside Door Handle — 1968 Grand Prix, Bonneville, and Catalina.
Short answer: On some 1968 Bonneville, Grand Prix, and Catalina models with the leather trim option, an objectionable amount of air may enter around inside front and rear door handles. The fix is to cement a polyethylene sheet over the remote control access hole on the back of the door trim assembly, then seal it with cloth waterproof tape.
If this condition is encountered, correct it using the following procedure:
- Remove door trim assembly.
- Remove door remote control handle.
- Using 3M vinyl trim adhesive, cement a piece of polyethylene sheeting (approximately 18″ × 20″ × 2 mils) to the back of the door trim assembly over the remote control access hole, as shown in the illustration on the reverse side.
- Apply cloth waterproof tape around the outer perimeter of vinyl pocket.
- Install door trim assembly.
- Install remote control handle.
- Install remote control cover plate.
Use the flat rate operation for R&R trim assembly, plus 0.1 hour for each door.
| Operation | Front Door (hrs.) | Rear Door (hrs.) |
|---|---|---|
| 005-056-00 (R&R trim assembly) | 0.4 | — |
| 005-065-00 (R&R trim assembly) | — | 0.4 |
| Brougham Add | 0.1 | 0.1 |
Reference:
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Bulletin 68-T-6A — Pontiac Motor Division Dealer Technical Bulletin, Section 2, dated January 4, 1968. Attention: Service Manager.
Subject: Air Entering Passenger Compartment Around Inside Door Handle — 1968 Grand Prix, Bonneville and Catalina.
Short answer: A vinyl pocket around the remote control door handle (covered in Bulletin 68-T-6) has been incorporated into production as of December 1, 1967. Vehicles built before that date may or may not have the pocket; use the plant breakpoints below to determine whether a given car was built with it.
Since release of Dealer Technical Bulletin 68-T-6, Section 2, covering installation of a vinyl pocket around the remote control handle, this pocket has been placed in production. Vehicles built after December 1st (see breakpoints below) will contain the vinyl pocket.
NOTE: Some vehicles built prior to December 1st will contain the pocket.
| Plant | Breakpoint |
|---|---|
| Pontiac | SP172316 |
| Arlington | 88127829 |
| Southgate | 8C110305 |
| Kansas City | 88124113 |
| Linden | 88136349 |
Reference:
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Bulletin 68-T-7 — Pontiac Motor Division Dealer Technical Bulletin, Section 2, dated November 14, 1967. Attention: Service Manager.
Subject: Disengaging of Some 1968 Tempest Station Wagon Tailgate Torque Rods.
Short answer: On some early-production Tempest station wagons the tailgate torque rod may disengage from its left retaining bracket. The fix is to install a nylon wedge plate on the body lock pillar before reinstalling the rod. A full-scale locating template is printed on the reverse side of the original bulletin.
The following parts are necessary:
- Nylon wedge plate — Part No. 4523859 [FS] (Gp. No. 14.090)
- Two screws — Part No. 9417929 [F] (Gp. No. 8.900)
(If above screws unavailable, use No. 8–3/8″ zinc bright pan-head tapping screws.) - Locating template — on reverse side of original bulletin (see the scan below)
Installation Instructions
- Open tailgate to expose torque rod retainer.
- Remove torque rod retainer screws located on the lock pillar hinge right side.
- Locate template (reverse side of bulletin) against lock pillar to the rear of the tailgate hinge surface.
- Drill two holes, 1/8″ in diameter, in body pillar where indicated on template.
- Remove template and install nylon wedge to lock pillar with elongated hole forward.
- Reinstall torque rod in tailgate and torque retainer on the body lock pillar. Operate tailgate several times to assure proper operation.
Note: The template (scan reverse side) also shows nylon wedge plate #4523859 and attaching screw locations (Screw Part #9418802).
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Bulletin 68-T-8 — Pontiac Motor Division Dealer Technical Bulletin, Section 7F, dated January 31, 1968. Attention: Service Manager.
Subject: Console Shift Cable Protector on 1968 Tempest Two-Speed Automatic Transmission Equipped Cars.
Short answer: On early production two-speed automatic 1968 Tempests without a revised crossmember or factory hose protector, a 3-inch piece of 5⁄8-inch I.D. heater hose should be bonded to the transmission rear crossmember flange to prevent abrasion of the console shift control cable.
A possibility exists that the console shift control cable may be abraded or scraped by a sharp flange on the transmission rear crossmember of early production two-speed automatic equipped 1968 Tempests.
This has been corrected in production by (1) using a revised crossmember whose sharp edges have been eliminated in the area where cable contact could occur, and (2) previous to introduction of this revised crossmember, a hose protector was added to the sharp flange area of the crossmember.
However, cars built during the early stages of production will not incorporate either of the above corrective measures. Because of this, it is recommended that in the event of an owner complaint of a worn or abraded shift control cable, a three-inch piece of 5⁄8-inch I.D. heater hose should be bonded to the crossmember flange in the area shown in the figure on the back of the original bulletin.
See the figure in the original bulletin for View “A” showing the transmission crossmember, shift control cable, and the 5⁄8″ I.D. heater hose placement.
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