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.
Codes - Engine Compartment Codes
Q: Engine Serial Number does NOT Match Vehicle Identification Number
I was told buy one of my local specialty wrecking yards that the engine serial number and the VIN number didn’t always match from the factory. I’m inclined to believe him. My 1968 convertible was built in Los Angles and it’s all original. Nowhere in my delivery documentation does the engine serial number appear, only the VIN and Body Tag data. My engine and VIN don’t match – not even close. What’s the truth here?
A: Short Answer:
* The VIN on the car should match the VIN on the Engine (68 & up)
* The Engine Unit (Serial) Number was a separate number stamped on the Engine. This number has nothing to do with the VIN and appears with the VIN on the Billing History.
So, you are correct when you say the Serial Number and VIN did not always match. Infact, they will NEVER match because they are different/separate numbers. If the VIN on the front of the Block matches the VIN on the Dash, that is the original correct engine for that car. You can also search for the B’Cast Sheet in the car, that will also ‘authenticate’ your car.
A: Engine ‘Serial’ Number (manifest number) has no connection whatsoever to the Vehicle Identification Number. This number was used within the Plant for sequencing. There is a VIN stamped on the block however that should match the VIN on the car. This is stamped on the front, lower face of the block next to the timing chain cover (way down low near the harmonic balancer). People have tried explaining the purpose of the Engine Serial Number yet, nothing official from PMD has ever surfaced explaining when it was stamped and for what exactly it was used for. My guess is that is was used by scheduling/sequencing in order to match a particular engine with a specific car. The VIN would have most likely been stamped on the engine just prior to going into the car.
While working on the 1967, 1968, and 1969 Firebird Registry, I have found that you can have two cars with very close VIN numbers and yet, their Engine Block Serial Numbers are hundreds (or even thousands) of numbers a part. The Engine Serial (Unit) Number can be found on the Broadcast Sheet and the Billing History Sheet. Once the car was built, only the VIN had any significance since the car, engine and trans (manual only) were tied together through it.
Here’s another clue about the Engine Unit Number…. Looking through Service Bulletins, if an engine issue is addressed, most everytime the Engine Unit Number is mentioned. Example: for the 1967 Firebird w/Ram Air, there were two types of Engines; the 1st Type was used up through Engine Unit Number 646615. The 2nd Type started at 646616. Another Bulletin addresses the issue of 1967 Cylinder Head Oil Return Passage Modifications. It lists those vehicles involved including the range of VIN numbers and the Engine Production Number involved. Based on these examples, I would say the Engine Serial (Unit, Production, Manifest) Number was stamped onto the block somewhere within the Engine Assembly Line (not the foundary) along with the Engine Usage or Application Code (Two-Letter). I say this because the Foundary did not assemble the engine and had no idea whether it was going into a GTO or Firebird and if it was to be a manual or automatic Engine. Once the Engine Assembly Line received the Block, scheduling would have given it a specific Usage Code (2-Letter) in order for the Line to install the correct components on the Engine. Perhaps the Engine Unit Number was stamped at this point as well (according to scheduling/sequencing). At some point following the Engine Assembly, the Engine Unit Number was ‘connected’ to a VIN in order for the Plant to know which engine to ‘pick’ (or schedule) for a specific car.
I doubt that 30yrs ago, the assembly plants were using the same sequencing (or “Just in Time”) delivery methods we use today however, I’m sure they did have some sort of scheduling/sequencing system. Also remember that the engine had a large white label with red letters attached over the two-letter code stamped on the front of the block. This was another aid in determining usage/application for a specific engine (much easier to read this white/red label than to squint to see the 2-letter stamped code). Anyhow, That’s my ‘long-winded’ opinion on the issue of Engine Unit Numbers.
A: I used to work at the GM assembly plant if Fremont, CA. Engines came fully assembled less optional accessories. I’m sure this was the case at the sister LA pant as well. When the engine s/n number was stamped I don’t know. But I do know that sometimes there were problems with engines after they were installed and were swapped out at the plant. Also, sometimes there were problems like more bodies than engines (remember Buick engines going into Chevys – it’s true!), and they would grab whatever engine they could find and throw it in to keep the line moving. For what it’s worth!
A: …Yes, Engine usually came to most Final Assembly Plants fully assembled. (Not always the case though). In addition to a Forging/Casting Plant, there was also an Engine Plant where they were assembled. I’d guess this is where the engine received its Serial Number stamp. This number was used by the Final Assembly Plant (for the vehicle) to coordinate scheduling/sequencing for the engine to body. No matter what the situation in the Plant, I seriously doubt that they would grab whatever engine they could to keep the line moving. Especially after ’67. Engines were sequenced with the body and were controlled for many reasons. The case of the Chevy/Buick engines was unique and different. Despite the mix of engines, all still had serial/VIN numbers stamped on them and they matched a specific car. It’s not like there was just this big batch of engines and a Line Operator going.. “eenie meenie minee moe….”
A: The VIN got stamped on the block starting in 1968. I have a 1968 Ram Air I, and the VIN on the block, just to the left (looking at the front of the engine) of the timing cover, matches the last 6 numbers of the VIN. This number can”t be seen unless you remove the lower radiator hose from the water pump housing, or if you get a mirror and shine a light down by the harmonic balancer, you can see it
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Content last modified: January 24, 2014 at 9:47 pm
Q: Decoding Engine, Carburetor, Manifolds
I know I had a reference to decode some of these numbers, but I have forgotten if it was a book or website. My engine has ‘YR’ and ‘33202’ stamped just to the left of the top of the water pump, and ’23N108627′ stamped below the water pump. The intake manifold has ‘E220’ cast into it and the exhaust manifold has ‘9796155’ cast into it. The numbers on the carb are 17054905 and just below, 2738. Would someone please tell me what these codes mean. Thanks.
A:
YR ….. This is the specific Engine Usage/Type Code
33202…. This is the Engine Unit Number
23N108627…. This is the partial VIN, unique to the car the engine came from
E220….. This is a Date Code (May 22 ’70 ?)
9796155… This is a Part/Casting Number
17054905…. This is the Usage Code for a Rochester Carb
2738….. This is the Build Date Code (273rd day of 1968 ?)
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Content last modified: January 24, 2014 at 9:46 pm
Q: Engine Codes
I am currently in the process of having my engine for my 1967 400 Convertible rebuilt. The mechanic has cross-referenced the (YD) code to a 1967 400, but it says it is a 2 barrell, and my engine has a 4 barrell. I am unable to find a cross reference for the engine code under the 1967 sectioin of this site. I do not see the letters referenced in this section. Can someone help me?
The code on the block is: 0081718 YD
Also stamped is: 20P105982
A: The 20P105982 is your clue to what that engine really came from. The first zero means it’s from a 1970 car, and the letter “P” means it was from a car built at the Pontiac assembly plant, where that year they were building full-sized cars like Catalina and Bonneville. The YD for that year indicates a 2 barrel 400, 290 gross HP from a Pontiac, meaning big car. Although the chart I have says a 10.0:1 compression ratio, it does not say what head cast numbers were used.
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Content last modified: January 24, 2014 at 9:41 pm
Q: 400 Engine Block Code for 1967
I’m trying to decipher a code cast into the block on my 1967 firebird. The code is located near to where the distributor fits into the block. I think it is the cast date of the block but I would like to know for sure. The code is 86133. (As best as I can tell).
I know this isn’t the sequential build number, (serial number), of the block since that is locate on the front on the block on the passenger side of the car.
I’d appreciate any information you can provide.
A: That is the blank block casting number. It’s like a part number. According to my info the whole number is 9786133. This denotes a 1967 400 cid block. I got the info from a book called Pontiac Muscle car performance 1955-1979 by Pete McCarthy
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Content last modified: January 24, 2014 at 9:41 pm
Q: Engine Unit Number Does Not Match
The engine unit number stamped on my 1968 does not match the Billing History but I know it is an original engine. The engine code is WK, and the number next to that is 205848, engine unit production number per the Firebird page Tech info and has no reference to VIN number. Then the “engine unit number isted on the PHS Billing history is 205818. Note the number varies in one number: 4 vs 1. Could this be a miss stamp or some type of mistake.
A: Engine Unit Number is the number stamped on the fron of the Block next to the Engine Code. Also found on the Billing History. These numbers should be the same. The Engine Unit Number and partial VIN were stamped on manually and were not as deep as the Code stamp. Also, there was not alot of quality assurance & certification back in 1968.
The Gang-Stamp Tool could have slipped during the strike causing a partial stamp. Wouldn’t doubt that a mis-stamp could have happened either. Considering the numbers you shared are so close, seems obvious they are one in the same… despite their seemingly different appearance. I wouldn’t lose any sleep over it. Who would believe that you had the wrong engine and it just happened to be 30 units different from the original ?
A: My guess is that the digit “4 ” is correct and that the digit”1″ stamped into your block is a weak stamping of the number “4”.Ive seen several weak stampings of production #s and VIN #s Some of which appeared to even skip a digit. This was actually a very weak stamping and had only a small portion of the number visable. Take a real close look, Im betting its a 4.
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Content last modified: January 24, 2014 at 9:42 pm
Q: Engine Code Confusion for 1969
I’m completely confused about the the engine serial # vs. the partial vin # on the engine….
A: In 1969, the partial VIN was stamped on the front, RH face of the Engine. It could also be found on Manual Transmissions in addition to the “hidden” partial VINs stamped onto the Body Shell. Besides the VIN plate attached to the upper RH Cowl (dash), there was also a Fisher Body Trim Tag attached to the RH Cowl (firewall).
Documentation for the 1969 Firebird (sequentially listed) consisted of:
1) Chassis Broadcast Copy (for engine/chassis Line Workers)
2) Body Broadcast Copy (for Trim & Final Line Workers)
3) Car Billing Invoice (for accounting)
4) Window Sticker (for dealer/customer)
5) Owner Protection Warranty Protecto-Plate
The VIN was used to identify the Vehicle Division, Assembly Plant, Body Style, Vehicle Series, Production Model Year, Engine Type (6cyl, V-8) and Sequential Unit Number. (NOTE: Vehicles were not always built completely sequentially per VIN) ((More on that later)). The VIN is found on all Documentation.
The Fisher Body Unit Number was used during the Scheduling Phase for both Fisher Body and the Final Assembly Plant. For 1969, this included Lordstown, Norwood and Van Nuys. Each plant used a different method for assigning this number. Despite what many people claim, this number was NOT entirely a Sequential Unit Number. Vehicles were built in batches; The VIN was assigned from a batch set of numbers. Build Scheduling was based on many factors and not simply on who ordered first. As with the VIN issue, the Body Unit Number requires a more in-depth explanation. ((coming soon to a web-site near you)). The Body Unit Number can be found on the Broadcast Copies, Protecto-Plate and the Window Sticker.
Starting in 1969, the Fisher Body Unit Number and Identification Number (as noted on the Broadcast Copy) were both the same numbers. On the Car Billing Invoice, there was another type of Identification Number used for accounting purposes only.
The Invoice also noted the “Dealer Order Number” (for accounting).
The Broadcast Copies also used a “Sequence Number” (3-digits). This was used for scheduling batch builds at Fisher Body. No sequential connection to any other numbers.
The Trim Tag Date Code refered to the Fisher Body Scheduled Build Date (week & month). This was for the “Body in White” (bare shell) and not the Final, fully assembled vehicle. The closest date for Final Assembly can be found on the Invoice. There were (3) different dates identified: – “Date Shipped”, “Date of Note”, “Date of Execution” The “Date Shipped” would usually be no later than a few days of when the vehicle actually left the Final Line Certification Buy-Off.
The Engine Unit Number for the 1969 Firebird (stamped on the RH front face of the Block) was used during Engine Assembly (Sub & Final) and for the Engine Installation Sequence at the Final Assembly Plant. The Engine Unit Number can be found on the Protecto-Plate and the Chassis Broadcast Copy (not Body Broadcast). Starting in 1969, the Engine Unit Number was not used on the Car Invoice. Once the Vehicle left Final Assembly, the only purpose for the Engine Unit Number was for Warranty related work which is why it was stamped onto the Protecto-Plate. The Accounting Dept. used the VIN and their own “Identification Number” found only on the Car Billing Invoice (microfiche files from PMD). This Number was used for billing between the Assembly Plant, Accounting and the Destination Dealer.
In order to verify a correct numbers matching 1969 Firebird, the VIN on the Dash must match the VIN on the front of the Engine Block. Unless you have the original Protecto-Plate, the Engine Unit Number cannot be verified since it was not related to any other vehicle number.
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Content last modified: January 24, 2014 at 9:42 pm
Q: Engine Date Code for 1967
I have confirmed that the engine number on my 1967 is: 415371 is the motor unit number, YT is the engine code: 400 AT with AIR, and the number on the distributor pad, is actually 9786133 and denotes a 1967 400 cid block.
What I am curious about is if there is any sort of build date number located anywhere on the block or encoded in the motor unit number itself. The reason I am interested is that I would like to find another 1967 YT motor for my car. The build date on my car is 03 B, which translates into the second week of March. Since GM didn’t start stamping the engine blocks with the car’s VIN until 1968, all I need to do is locate a 1967 YT block which has a build date of prior to the second week in March, providing the blocks have/had any build dates associated with them in the first place.
So, if I am going to go through the hassle and expense of finding another YT block, I need make sure that the block I do find would actually be date correct for my car.
A: I got the following email reply to a simliliar post I did to rec.autos.antique. It explains where the date code is, and how to decode it. I checked on my motor and sure enough, my date code is B157, which is a build date of 2/15/67. Which makes perfect sense if the build date of the car was the second week of March. So, I thought I would share the information with the list:
You probably saw the build date code and just didn’t recognize it. On the top surface around the distributor hole you will find a code that starts with a letter and has 3 digits. The letter indicates the month, the next two digits are the day, the last digit is the last digit of the year. In your case a correct date code might be B077. This would read “B” = February, “07” = 7th day of the month, “7” = 1967.
The only time this gets fuzzy is with the use of the letter “i”. Some factories skipped the letter so that it would not be confused with a “1”. However this is not a perfect rule, some factories did use it but not all. The other problem you will have is that since your vehicle was built early in 1967 there are a lot fewer motors to choose from as Pontiac just moved from the 389 to the 400 in ’67. To be totally authentic you need a date code within about three months of your build date. Engines weren’t left laying around any longer than that and a judge in the really picky levels of competition will count off for anything outside of that.
A: Check out the date code near the distributor. It’s 4 digits, starts with a letter and 3 numbers. The letter is the month A=Jan, B=Feb…the last digit is the year. Starting in sometime in Sept the engine would be for the next model year. If you have any questions, post the code.
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Content last modified: January 24, 2014 at 9:43 pm
Q: Ram Air Features for 1968
*Please review and advise on any discrepancies. If you have corrections, please provide references for verification (Pt.No’s., etc.) Thanks !
1968 Firebird Ram Air Features…
ENGINE BLOCK
Casting Number… 9792506
Codes… WI (RAI-MT), XN (RAI-AT), WU (RAII-MT), XT (RAII-AT) {4-Bolt Main}
CYLINDER HEADS
Casting Number… 31 (RAI ‘D’ Port) 96 (RAII Round Port)…’stamped’
* Not all “96” Cyl.Heads were stamped
EXHAUST MANIFOLDS
Ram Air I & H.O….. Cast Iron Long Branch (‘D’ Port) 9779424-R…9779495-L
Ram Air II….. Cast Iron Long Branch (round-port) 9794036-R…9794038-L
* w/Thermostatic Heat Control Valve in RH manifold
AXLE
3.90… “ZP” (4-Pinion)
*No Ram Air Firebirds came from the factory w/4.33axle although it was available. Safe-T-Track was mandatory.
TRANS
Manual Trans… M-21 Close-Ratio Muncie (“FX”)
Auto-Trans… T.H.M (“PQ”)
* ALL 1967-1968 Ram Air Firebirds came with two-piece speedo cables and gear reducers. ((( ? PART NUMBER ?)))
INTAKE MANIFOLD
Casting # 9790140 (1st Type…. all 4Bbl’s incl. the RA I… exc. RA II)
Casting # 9794234 (2nd Type….all 4Bbl’s incl. the RA II … after May’68)
CARBURETOR
RAI…. (MT) 7028277 (AT) 7028276
RAII… (MT) 7028273 (AT) 7028270
CARB. VAC. BREAK CONTROL
Pt. # 7038237 (Ram Air I) …Black plastic Cover
Pt. # 7038239 (Ram Air II) …Green Plastic Cover
THROTTLE CABLE BRACKET
Pt. # 9792242 was used on the 1st Type Intake Manifold (9790140)
Pt. # 9797415 was used on the 2nd Type Intake Manifold (9794234)
* 2nd Type stamped “F-4”
OIL FILTER ADAPTOR
(Alum.- filter to block) *Used on all RA & H.O. engines Pt.# 9794111
DISTRIBUTOR
Pt. # 1111449 (exc. RA II)
The Ram Air I cars used the same Distributor as found on 400 M.T. and H.O. cars
*Only the RAII had a unique Distributor, Pt. # 1111941. (MT or AT)
RADIATOR
All Ram Air cars used the H.D. Harrison Radiator.
Manual Trans: “UQ”
Auto Trans: “UP”
RAM AIR HOOD BAFFLE
(pentagon shaped stamped sheet-metal pan, screwed to hood)
Pt. # 9793161
RAM AIR HOOD BAFFLE SEAL
Pt. # 9789883
RAM AIR CARB. SHROUD (Air Inlet)
(round stamped sheet-metal ‘tub’, set on carb.)
Pt. # 9792987
RAM AIR CARB. SHROUD SEAL
Pt. # 9793163
RAM AIR AIR FILTER ELEMENT COVER (black)
Pt. # 6424398
RAM AIR AIR FILTER ELEMENT
Pt. # 6421746 (A212CW & A-274C- paper wetted)
RAM AIR HOOD SCOOPS
(Cast-Metal Scoops “open”)
Pt. #9794283/84
NOTES:
* All Ram Air cars were shipped to the dealer with the Ram Air Baffle, Shroud, Air-Filter, Seals and Open Hood Scoops shipped in the trunk. From ’67 until early 1968, the parts were removed from the trunks and returned to the parts-crib by guards/inspectors while preparing to ship as they suspected theft. This discrepancy was corrected and it is assumed that parts were forwarded to the dealership for installation.
* All Ram Air cars came with a standard 4-Blade Rad’t. Cooling Fan unless optioned with the ‘Flex-Fan’.
* Ram Air Firebird’s ordered with the Ram Air Option and Underhood Lamp were modified at the Dealership in order for the Lamp Assy to clear the Hood Baffle. The Lamp was moved slightly outboard to clear the Baffle.
* The Underhood Structure req’d. a modification to the RH side near the Scoop in order to allow proper fit/sealing of the Ram Air Baffle & Seal. This was performed at the dealership while the Ram Air parts were being installed. A small section of the Underhood Metal was snipped away. In most all case’s, this was a crude alteration and is usually quite noticeable.
* The Code used on the Broadcast Sheet for Ram Air Engines was “Y”.
* No identifying codes were noted on the Firewall Trim Tag and/or VIN to indicate the Ram Air option.
* Less than 50 Ram Air Firebird’s have been accounted for to date.
* The Ram Air I production was from Aug 1967 until May 1968.
* Ram Air II production started May 20th 1968. The option code was still “347” however, the package price was increased. (sometimes found noted on the Billing History).
* Earliest known RA I was built in Oct. 1967 (Verdoro Green)
* The last 1968 RA II ‘Bird produced was invoiced Aug. 6 1968 (4spd coupe)
*For more information…please contact John Schuh FRamair@aol.com
“GENERATION-1 Firebird Registry” http://members.aol.com/Framair/Gen1.html
A: If you were surprised about the “standard” block for the 1967 Ram Air cars, how about learning that most of the blocks for the 1968 Ram Air II engines were “standard” 400 cid blocks (9790071) that were fitted with four-bolt caps!!! Some had the last four digits ground off and were re-stamped with —“2506”, but most were left with the 9790071.
Also your 1967 and 1968 lists show that the cylinder heads had their numbers stamped on them. Not so! All of the ’67 Ram Air “997” heads and the 1968 Ram Air I and II (“31” and “96”) heads were cast!!! Any heads with the numbers stamped on them were done by racers to satisfy the folks at the NHRA, for drag racing.
Find that information on a build sheet or trim tag!!!
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Content last modified: January 24, 2014 at 9:32 pm
Q: 350 HO Codes for 1968
What were the possible options and codes on my:
1968 Firebird 350 H.O.
L-76 H.O. Engine, 4Bbl Carb, Dual Exhaust, “H.O.” Side Stripes
A:
Engine:
350 H.O. Man. Trans. “WK” 320 H.P. 10.5:1 Compr.
350 H.O. Auto. Trans. “YM” 320 H.P. 10.5:1 Compr.
Trans:
3-Spd. Standard (C/S) Saginaw “RJ”
3-Spd. Standard (F/S) Dearborn “DB”
4-Spd Optional Muncie “FX”
2-Spd Auto ST-300 “MB”
2-Spd Auto (w/A/C) ST-300 “MC”
Cylinder Heads: “18”
Carburetor: M.T. 7028269 A.T. 7028266
Intake manifold: (same as all 4Bbl) 9790140
Exhaust Manifolds: (same as Std. & 400) 9794320RH/9777755LH)
Distributor: M.T. 1111447 A.T. 1111282
*There were 2,087 400 H.O. Firebirds made in 1968. I’d guess that there were close to that for the 350, perhaps less.
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Content last modified: January 24, 2014 at 9:44 pm
Q: Carburetor Codes
I’ve posted this carb number a couple of times and the only response I received was the number didn’t match anything. So I’ve triple check the carb number and this is really it. So the question is can anyone identify the carb.
7037262
A: Its a 67( 4th digit) and is for a late half of year(3rd digit) with Calif emissions V-8 automatic( last number is even, odd is a stick shift.) Doesnt show as a Firebird tho. Still a rare carb for some GTO guy, to trade for a Firebird carb maybe. I wouldnt spend alot of money fixing the incorrect carb.
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Content last modified: January 24, 2014 at 9:31 pm
Q: Date Codes
While comparing the date code on my 1967 engine to the Fisher Body Tag, the dates are about three weeks apart. Should I be concerned my engine is not original even though it has the correct engine code (matches docs)?
A: As for date coding, the general rule of thumb for drivetrain components compared to Body Assy Date is anywhere from 2 weeks to 3 months. I’ve seen documented cases where some components were the week before Body Build and as distant as 3 months for things like an alternator. Generally, 6 weeks is the usual maximum. Keep in mind that there are no absolutes when it comes to date coding. Inventory Control 30 years ago was not like it is today. Most people will say that NEVER should a drivetrain component be dated AFTER the Body Build Date however, “never say never”. There have been special cases where the entire engine assy had a casting date after the Body Build Date. This could have been the result of production shortages and/or special build orders.
Also, remember that the Fisher Body Build Date on the firewall Trim Tag is not the final assy date. This Month & Week Code denotes the week that the body shell was assembled at Fisher Body. Again, in special cases, the body shell might have been pulled or put aside from the regular production flow due to a special order or part shortages. The Final Assy Date can be found on the Billing History. Listed as the “Invoice Date”, this is when the car left the final assembly line and was ‘certified’ to be shipped (bought-off). Once again, there could have been factors that delayed this date from being assigned to the vehicle or shipped. Part shortages, mis-builds, repairs would delay buy-off.
Your Firebird body shell was scheduled and assembled during the 4th week of October 1967 (23rd – 27th). This was the basic painted shell with glass, carpet, headliner, seats, some trim. From there,. it was transferred to the Final Assy Plant (Lordstown, OH) for Final Assy. This is where the front fenders, hood, bumpers, trim and drivetrain were installed. The Invoice Date on your Billing History would tell you when the car left Final Assy. The “WK” Engine Block you have (I177) was cast on Oct. 17th 1967. From there it was sent to the Engine Assy Plant and then to the vehicle Final Assy Plant where additional components were added to it before being installed to the vehicle. One could estimate that if it was cast on the 17th (Tues.) then it was probably not assembled until the 20th or 23rd. Figure another couple of days until it arrived at Lordstown for Final Assy into the car. In this hypothetical scenario, there is a chance that this particular engine COULD have been installed into a Body built during the 4th week of Oct. 1967. Variables would be how long it sat at the foundry, shipping time, scheduling and routing through selectivity banks, etc.
Often times, lower production vehicles were built according to a batch order. This would result in many of that particular model, color, engine being routed through production within the same week or period of time. This explains the Body Unit Number found on the Trim Tag and special in-plant codes found on the corner of the Trim Tag (usually found on Van Nuys or Norwood cars in late 1968 or 1969).
Hope this helped. As always, this information is from various sources and research others or myself have done. Exceptions usually DO exist to every rule.
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Content last modified: January 11, 2014 at 8:39 am
Q: “Numbers Matching”
How do you know if you have a numbers matching car.
A: People still call cars “numbers matching” if all of the Part Numbers and Casting Codes are correct and pre-date the car by the correct 1-3 months (in general).
A:
Use the following web pages on the First Generation Firebird web site as a guide:
1967: https://FirstGenFirebird.org/1967-info/1967-technical-information/1967-drivetrain-id-number-information/
1968: https://FirstGenFirebird.org/1968-info/1968-technical-information/1968-drivetrain-id-number-information/
1969: https://FirstGenFirebird.org/1969-info/1969-technical-information/1969-drivetrain-id-number-information/
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Content last modified: January 15, 2014 at 12:21 am
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