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 - Section 05 - Brakes
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-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
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-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
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.
Content last modified: June 13, 2026 at 10:06 am
Content last modified: June 9, 2026 at 7:10 am
