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.
Transmission and Clutch - Transmission
Short answer: Yes — going to a Turbo 400 (or 200-4R) requires a different transmission crossmember; only a Turbo 350 bolts in. A 200-4R will live behind a 455 on the street in good stock form, but for racing/abuse it needs to be built up ($$$).
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Content last modified: June 13, 2026 at 10:06 am
Short answer: Both are overdrive autos; the choice is strength vs. fit. The 200-4R bolts directly to the Pontiac block and is nearly the same length as a TH400 (uses the TH400 crossmember), but it’s weaker — a 200-4R from a Buick Grand National or Monte Carlo SS is the stronger version. The 700R4 is stronger but needs an adapter (~$40) to bolt to the Pontiac block, sits ~2″ farther back, and won’t survive serious drag racing in stock form.
- Both need a shortened driveshaft (~$30), a shifter conversion kit (~$60), and ideally an external trans cooler. The correct (large) trans yoke from a TH400 car is needed (a 350TH yoke fits a 700R4).
- TV cable setup is tricky — you need the right bracket; a non-computer conversion kit (e.g., T.P.I. Tech, ~$70) makes it work without dashboard switches.
- Reality check: neither is anywhere near as strong as a TH400, so plan to have it rebuilt/beefed before use. Note: 700R4s came only in the Chevrolet bellhousing pattern (no factory B-O-P pattern); the Monte Carlo SS only had a 305/200-4R.
- Payoff: overdrive plus a lower first gear — one member’s 700R4 swap nets ~24 mpg highway behind a 310 hp 350 with a 3.4 gear, while still able to fry the tires.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: A Turbo 400 needs a different (400) transmission crossmember; a cheaper route is a short-tailshaft Turbo 350, which uses your existing crossmember and is plenty strong for a 326. The benefit of either is the extra gear for acceleration (lower first plus a second gear) — the 1:1 final means no top-end gain.
| Trans | 1st | 2nd | 3rd |
|---|---|---|---|
| Powerglide | 1.76 | 1.00 | — |
| Turbo 350 | 2.52 | 1.52 | 1.00 |
| Turbo 400 | 2.48 | 1.48 | 1.00 |
Any proposed updates, changes, pictures, and/or corrections, please use our comment section below (may need to click on permalink to access comments feature). Information is subject to change and offered as is without any warranties or guarantees. Please review our Term's Of Use for more information.
Content last modified: June 13, 2026 at 10:06 am
Short answer: Yes, you can fit a 5- or 6-speed (or an overdrive auto like a 700R4/200-4R) — the big payoff is highway mileage (a 700R4 behind a 310 hp 350 returns ~24 mpg). It won’t hurt value, especially overseas, and you can keep the original 4-speed to sell with the car.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: Tips for pulling the trans (Powerglide → TH350):
- Rear crossmember: slide one side as far forward as it goes, then tap the other end rearward with a hammer to clear it (loosen the frame mounts only if it’s a show car).
- Top two bellhousing bolts: tilt the engine/trans down with a jack for access and use a 9/16″ shallow flex socket on a ~3 ft extension (watch the distributor against the firewall).
- Dipstick/filler tube: only pull it if you want all the fluid out; otherwise drain via the pan (leave two front pan bolts loose). You may raise/lower the trans a couple of times to clear the retaining bolt and filler tube.
- Cooler lines: use a flare-nut wrench with a backup wrench on the trans fitting; you can disconnect the lines at the radiator and lower them with the trans.
Reference: an Aug Hot Rod article on an ST300-to-2004R swap in a 1967 Buick A-body has useful tips.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: The TH350 is a direct swap for the Powerglide — same 1:1 final, but a lower first gear (a noticeable improvement). Quick answers to the related questions:
- 3.32 rear for street? Yes — a good compromise of performance and economy; you’ll feel a big difference.
- Carrier swap? No need — your existing rear end works fine if you keep its gear set (no type-2-to-3 carrier change required).
- Driveshaft? Reuse your existing one.
- Shifter: the only thing to make it “totally correct” is the extra detent for the added gear (not strictly necessary — some just file an extra detent). Ask the list if you want a 3-speed console shifter.
Any proposed updates, changes, pictures, and/or corrections, please use our comment section below (may need to click on permalink to access comments feature). Information is subject to change and offered as is without any warranties or guarantees. Please review our Term's Of Use for more information.
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Short answer: True — Pontiac used a Dearborn (Ford) heavy-duty 3-speed (FoMoCo on the case) behind the higher-HP V-8s because Muncie/GM didn’t offer a 3-speed that would stand up to that torque. (Muncie made a 3-speed, but it was light-duty; Saginaw was the norm for other 3-speed applications.) All the more reason to order the 4-speed.
Any proposed updates, changes, pictures, and/or corrections, please use our comment section below (may need to click on permalink to access comments feature). Information is subject to change and offered as is without any warranties or guarantees. Please review our Term's Of Use for more information.
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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
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-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-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
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
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-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-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-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
Content last modified: June 13, 2026 at 10:06 am
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.
Content last modified: June 13, 2026 at 10:06 am
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
Content last modified: June 13, 2026 at 10:06 am
Short answer: Yes — the 1967 Turbo 400 uses an electric kickdown (detent/passing-gear) switch, activated near full throttle. On a 1967 it’s a plunger switch mounted to the intake manifold near the left-rear of the carb (bracket held by the left-rear carb bolt), tripped by an extension bracket on the pedal linkage. Two wires: black, and black-with-green-stripe.
How it works (per Jim Hand): the vacuum modulator controls shift points only when there’s vacuum — at wide-open throttle there’s little/no vacuum, so the modulator can’t control WOT shifts. The detent (kickdown) system takes over at WOT: it forces the kickdown (3-2, 3-1, or 2-1), overrides the modulator, and raises clutch oil pressure for durability. So if the switch is misadjusted to trip at part throttle, the trans behaves as if you’re at WOT whenever it’s active; and running without a working detent causes accelerated clutch wear and lower WOT shift rpm. Adjust the switch toward the full-throttle end of the pedal travel. (See also the Engine FAQ — Carburetor for more.)
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Content last modified: June 13, 2026 at 10:06 am
Short answer: Decoding the markings you listed: 3925647 is the case number for a 3-speed; F288 is a date code (June 28, 1968); 18S273731 is the VIN of the car it came in (18 = St. Louis, 1968).
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Content last modified: June 13, 2026 at 10:06 am
Short answer: Quickest tells: a Muncie is aluminum with the reverse lever in the extension (tailshaft) housing; a Saginaw is cast iron with the reverse lever in the side cover (both have 7-bolt covers).
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Content last modified: June 13, 2026 at 10:06 am
Short answer: A 1967 could have come with any of these:
- 3-Speed Warner / Dearborn (Ford) heavy-duty manual — behind the 400 (and any HD 3-speed order)
- 3-Speed Saginaw manual
- 4-Speed Muncie (close or wide ratio) manual
- 4-Speed Saginaw manual
- 3-Speed Turbo Hydra-Matic 400
- 2-Speed Powerglide automatic
Every trans has model/casting numbers you can match against a rebuild book. Strength order of the GM 4-speeds: Saginaw (weakest, basically a 3-speed with a gear added) < Muncie < Borg-Warner. The Saginaw still survives abuse in a light car or with a numerically high axle, and came in many ratios (3.50, 3.11, 2.85, 2.54). Best advice: keep what you have until it breaks or gets noisy.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: The Powerglide is a very good, reliable transmission worth rebuilding — its only real drawback is having just two forward gears. Its first-gear ratio is numerically lower (a compromise so it doesn’t have to wind the engine hard at the 1-2 shift); the final drive is 1:1, same as a Turbo. It’s a drivability issue more than a reliability one.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: Yes, it’s as easy as it looks — pry out the old rear trans seal and tap in the new one (a little weatherstrip adhesive on the seal helps). Put a pan under the driveshaft when you pull it; expect about a quart of fluid to come out.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: For using the original shifter with a 200-4R or 700R4 swap, the kits to look at are from Shiftworks (shiftworks.com) — their conversion kits even include new gear-indicator plastics so the PRNDL display matches the new transmission.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: A torque converter generally holds about 4 quarts. Put ~3 quarts in before slipping it into the transmission, then top off the trans normally.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: From a Powerglide, a Turbo 350 is a straight swap; a Turbo 400 needs a new crossmember, a front driveshaft yoke, and a shorter driveshaft (and the kickdown may differ by year).
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Content last modified: June 13, 2026 at 10:06 am
Short answer: The bend in the Turbo 400 crossmember points to the rear.
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Content last modified: June 13, 2026 at 10:06 am
Short answer: On an overdrive auto (TH350/200-4R/700R4) the TV (throttle-valve) cable tells the trans to downshift when you floor it (the “passing gear”) and also controls how firmly it shifts. You can technically drive briefly without it, but you won’t be happy — and plug its hole or it will leak fluid.
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Content last modified: June 13, 2026 at 10:06 am
Content last modified: June 9, 2026 at 7:10 am
