Frequently Asked Questions

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!!!

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.

Q: Ram Air and 400

Some History, 400 Specs, and Ram Air Information.

A: I owned a 1968 convertable, ram air, and campaigned it as pure stock on the drag strips a while.

I had contacts in Pontiac engineering and was told that when Delorian was approached with the idea of a 160MPH car he said OK, but it has to be “safe”. That was the context of the trouble GM was having over the Corvair and “unsafe as any speed”. So a few specific changes were made that you may know, but didn’t mention. The rear spring shackles have triple welds. That is, they laid down two more over the origional one. The front end wishbones were lengthened longitudinal to the car. I think the rear attach point was 13 inches behind the axle. Gives you an awful lot of strength. None of this was on the Camaro or 350 for that matter. Exclusive to the 400. The Ram Air engine was made to hold together up to 8000 rpm. Special anti-pumpup lifters. But the rev limit was 5100, only because oil would accumulate under the valve covers faster that it could drain down via gravity. I blew a valve cover once, so point proven.

You may also have a problem with sustain high revs getting enough fuel. The problem is the float valve opening is too small. You could substitute the 1/8d. seat and float from the Buick Roadmaster and pretty much eliminate the problem. I also intalled an electric pump at the fuel tank as a booster. don’t know if it was really necessary, but it couldn’t hurt. No econo car this. At full song, I could actually watch the gas guage move – and high test at that. Four 1/4 mile runs looked something like 5 gallons. Street mileage with the 4.11 rear axle looked like about 8mpg. After I put back the standard rear (3.08) it “Jumped” to about 12. Horsepower is BTUs and BTUs are CCs of gas. I also put in the Corvette logrithmic throttle linkage. That gave you only up to 1/2 throttle until the last 1/8 inch then punched in the rest. That made it more drivable on the street. Before in the rain, it was almost impossible to not break the rear end loose when starting up. In effect, you drove around on the front barrels only, unless you really wanted to turn loose the ponies. With the 3.08, I did take it to 165. It redlined at 150, but the short blast into orbit was safe enough, provided you backed off quickly. The acceleration up convinced me there was plenty left. Turbulence was pretty rough. Made the ride a bit like a speedboat in chop. Needed better aerodynamics. I figure the 98 reprizes probably are better in that regard. Kind of fun picking on “Whale Tails”, but be a bit more respectful of Ferrari’s and HemiCuda’s. The RamAir had a special cam with more overlap and .100 more lift. To control that, they doubled the valve springs. You have to do that because the valve cam ramps are forced into becoming pretty severe. That’s a big part of the reason why just adding the ram air intake to the standard 400 doesn’t give you the hammer. Under standard conditions the RA intake does add about 15 HP though from volumetic efficiency conciderations. Hope some of this is helpful to provide a bit different dimension and understanding.

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.

Q: Difference Between a 400 H.O. and Ram Air Firebird

Whats the difference between a 400 H.O. Firebird vs an identically equipped Ram Air Firebird?

A: Functional (cold air) ram air induction came on the 1969 RA III. 1968-1969 400HO cars did not have this. Besides this, they are 100% identical (ie ra III did NOT have a different carb settings, cam, heads, exhaust manifolds etc)

As I recently mentioned, if you wanted all the hardware and performance upgrades that the “Ram Air Performance Package” truely offered (i.e. cold air induction PLUS better flowing heads/stiffer valve springs, 3.90/4.33 rear, radical cam, stronger valvetrain, etc) you HAD to get the RA IV (not the RA III/400HO ) in 1969. In 1968, the RA I or RA II (and not the 400HO) had to be ordered.

Think of it this way…. RA III Firebirds (and Trans Ams for that matter) came with *Ram Air Induction* while RA I, RA II and RA IV ‘Birds and TAs came with a *Complete Ram Air Performance Package*

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.

Q: Difference Between a 400 H.O. and Ram Air Firebird

Whats the difference between a 400 H.O. Firebird vs an identically equipped Ram Air Firebird?

A: Functional (cold air) ram air induction came on the 1969 RA III. 1968-1969 400HO cars did not have this. Besides this, they are 100% identical (ie ra III did NOT have a different carb settings, cam, heads, exhaust manifolds etc)

As I recently mentioned, if you wanted all the hardware and performance upgrades that the “Ram Air Performance Package” truely offered (i.e. cold air induction PLUS better flowing heads/stiffer valve springs, 3.90/4.33 rear, radical cam, stronger valvetrain, etc) you HAD to get the RA IV (not the RA III/400HO ) in 1969. In 1968, the RA I or RA II (and not the 400HO) had to be ordered.

Think of it this way…. RA III Firebirds (and Trans Ams for that matter) came with *Ram Air Induction* while RA I, RA II and RA IV ‘Birds and TAs came with a *Complete Ram Air Performance Package*

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.

Q: Identifying a Ram Air

Hello Everyone! I am new to the list. I am trying to restore a 1968 Firebird just for run, and I was wondering how do I know if it is Ram Air I, II or neither? What exactly is Ram Air?

A: The engine block would have codes:

WI – Firebird 400 Ram Air I (Manual)
XN – Firebird 400 Ram Air I (Auto)
WU – Firebird 400 Ram Air II (Manual)
XT – Firebird 400 Ram Air II (Auto)

More information at: https://FirstGenFirebird.org/1968-info/1968-technical-information/68_id_numbers/

Also look for the Ram System: Upper Hood Baffle, Lower Carb Shroud, Hood Seal, Shroud Seal, Air Cleaner Lid and open scoops.

More information at: https://FirstGenFirebird.org/f-a-q/category/ram-air-specific/

A: Ram Air is an additional performance option on Sport Option 400 Firebirds. It has an induction system that has open scoops on a 400 hood, a big pan bolted to the underside of the hood, and an air cleaner that has a raised rubber ring to seal the housing to the pan. The engine has some internal differences, and RA I is different than RA II in such areas as heads, exhaust manifolds, cam, etc.

You need to check the numbers: 2 letter engine code (on block under right head), 9 digit partial VIN (right side of block next to timing cover, just above oil pan) and heads (large numbers on center exhaust port boss), plus date codes of block, heads, manifolds, firewall data plate. You may also want to look for codes on the transmission and rear axle. You can find a couple books that have these codes, and most are pretty accurate, but not perfect. Isn’t that info somewhere here on Geoff’s site? Report back to the list, we’ll help you decode. Date codes are cast onto the part, are a letter followed by 3 digits. Firewall data plate code is different, it’s 2 digits followed by a number.

You may also want to get the Pontiac Historical Services package on your car to see how the factory built and equipped it http://www.phs-online.com I believe the cost is $35.00. Chances are very good that your car is not exactly the same as it was 32 years ago, so this will tell you what your car was when new. Information is the key to knowledge!

Many Firebirds have 400 hoods and engines added, this does not make it a Firebird 400, it becomes a modified 6 cylinder or 350 car to most judges and prospective purchasers. The fact that we can document our cars is part of the fun of owning Pontiacs over all other brands of American 60’s and 70’s special interest automobiles.

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.

Q: Rain and the Ram Air Scoops

All this talk about ram air hoods got me thinking and since i’ve never had the pleasure of viewing a real ram air in the flesh I ask. What do you do when it rains? How do you keep the water out. I can’t imagine people in the sixties buying cars you drive in the rain.

A: To answer this we must rewind to 1965 and look at the GTO. It had an over the counter option of a Ram Air pan that bolted on to the 3x2s (triPower). It had a seal that moulded itself to the contour of the underside of the hood. It didnt have a seperate hood pan as in the later years. In 66 Pontiac continued this over the counter option and later that year had a factory option of RA GTO. This was the first time you could get a purpose built factory Ram Air Pontiac. There were previous cars built in the early 60s but werent avaliable to the general public. There were around 200 of the 66 GTO RA cars made. Rare indeed.

The tradition of RA carried into the 1967 GTO but tripower was replace by single 4 bbl(Q-Jet). When Firebird was intoduced the 400 option had a newly designed scooped hood that also offered the RA setup except it had a seperate under hood pan to help seal and direct the incoming “rammed” air. These were true Factory Hot Rods avaliable to the general public.

Tradition carried on to the 1968 GTO and Bird with basicly the same setup. This was the first year GTO used a seperate hood pan. Complaints of this fair weather only system promted enginners to design a 1969 driver controlled system that closed the RA inlets off to under hood inlets. This allowed the driver to choose if weather was not favorable. 70 Trans Ams improved the design and had a flapper that faced backwards on the shaker scoop. This was carried on thru the 72 model. After that it was basicly a design feature. It was big hoopla that GM introduced the Trans AM with factory RA in the last 3 yrs. History does repeat itself.

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.

Q: Ram Air and 400

Some History, 400 Specs, and Ram Air Information.

A: I owned a 1968 convertable, ram air, and campaigned it as pure stock on the drag strips a while.

I had contacts in Pontiac engineering and was told that when Delorian was approached with the idea of a 160MPH car he said OK, but it has to be “safe”. That was the context of the trouble GM was having over the Corvair and “unsafe as any speed”. So a few specific changes were made that you may know, but didn’t mention. The rear spring shackles have triple welds. That is, they laid down two more over the origional one. The front end wishbones were lengthened longitudinal to the car. I think the rear attach point was 13 inches behind the axle. Gives you an awful lot of strength. None of this was on the Camaro or 350 for that matter. Exclusive to the 400. The Ram Air engine was made to hold together up to 8000 rpm. Special anti-pumpup lifters. But the rev limit was 5100, only because oil would accumulate under the valve covers faster that it could drain down via gravity. I blew a valve cover once, so point proven.

You may also have a problem with sustain high revs getting enough fuel. The problem is the float valve opening is too small. You could substitute the 1/8d. seat and float from the Buick Roadmaster and pretty much eliminate the problem. I also intalled an electric pump at the fuel tank as a booster. don’t know if it was really necessary, but it couldn’t hurt. No econo car this. At full song, I could actually watch the gas guage move – and high test at that. Four 1/4 mile runs looked something like 5 gallons. Street mileage with the 4.11 rear axle looked like about 8mpg. After I put back the standard rear (3.08) it “Jumped” to about 12. Horsepower is BTUs and BTUs are CCs of gas. I also put in the Corvette logrithmic throttle linkage. That gave you only up to 1/2 throttle until the last 1/8 inch then punched in the rest. That made it more drivable on the street. Before in the rain, it was almost impossible to not break the rear end loose when starting up. In effect, you drove around on the front barrels only, unless you really wanted to turn loose the ponies. With the 3.08, I did take it to 165. It redlined at 150, but the short blast into orbit was safe enough, provided you backed off quickly. The acceleration up convinced me there was plenty left. Turbulence was pretty rough. Made the ride a bit like a speedboat in chop. Needed better aerodynamics. I figure the 98 reprizes probably are better in that regard. Kind of fun picking on “Whale Tails”, but be a bit more respectful of Ferrari’s and HemiCuda’s. The RamAir had a special cam with more overlap and .100 more lift. To control that, they doubled the valve springs. You have to do that because the valve cam ramps are forced into becoming pretty severe. That’s a big part of the reason why just adding the ram air intake to the standard 400 doesn’t give you the hammer. Under standard conditions the RA intake does add about 15 HP though from volumetic efficiency conciderations. Hope some of this is helpful to provide a bit different dimension and understanding.

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.

Q: Ram Air Differneces Between the Years

I was thinking about reproducing the Ram Air equipment. What are the differences for the different years.

A: ….The Ram Air Hood Baffle will physically fit all 1967-1969 Firebird 400 Hoods.

The Ram Air Carburetor Shroud will physically work on all 1967-1969 Firebird 400s and 1968-1970 GTOs. There were apparently (2) types of Shrouds; (1) with the provision for the Heat Riser and (1) without. Those with are not very common. As for the Hood Baffle, some say that 1967 Firebirds had a ‘tab’ on the bottom of it (to hold the Seal ?)

Though, I’ve never seen this on any original 1968 Ram Air Firebirds. I’d say with such a large range of applications, both the Hood Baffle and Carb. Shroud would be excellent candidates for reproducing provided the retail price wasn’t too high. Many would ‘add’ Ram Air to a “400” Hood if they could get the Hood Baffle and Carb. Shroud for a reasonable amount. Of course, being able to sell them cheap depends on quantity. If you have connections into the Die-Making World, you could have tooling made for not too much. If you’re a full time, major restoration parts business, you’re likely going to mark these up quite a bit to make a nice profit.

A: As for the “tab” on the upper hood pan, the orginal 1968 I had that I sent you a pic of had one. Also the setup that was sold on e bay was a 1968 and had the same. I made an impression of the tab before I sold mine a few months ago.

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.

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!!!

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.

Q: Ram Air Info Sheets for 1968

I found a document in the glove compartment of the 1968 RA II ‘Bird I recently purchased. One shows upper pan installation and second the lower pan. The detective work done by Generation-1 Registry about mods to hood ARE RIGHT ON AND DOCUMENTED HERE!….amazing piece of pontiac hi-performance history thats for sure… this is fantastic!! ive NEVER seen anything like it, have you ??

A: Thanks for the information and what a find!! Lots of gems out there waiting to be found.

1968 Ram Air Information Sheet One

1968 Ram Air Information Sheet Two

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.

Q: Ram Air Kit for 1967-1968

Where can I found a Ram Air kit to put in my 1968 Firebird 400.

A: There is no kit that I’m aware of for the 1967-1968 Firebird Ram Air System. A kit would consist of the Upper Hood Baffle, Lower Carb Shroud, Hood Seal, Shroud Seal, Air Cleaner Lid and open scoops.

A few years ago, Barry Martin (Sonic Motors) had the Hood Baffle reproduced. He only had around 5075 pieces stamped out (kirksite die) and vendors were selling these for $350-$425 ea. Not sure if any are still out there. The Carb Shroud is the same as 1968 GTO. Used ones go for $500 or so. I understand that someone has or is doing a Carb shroud. Figure this to be in the area of $300 or more. The foam seals are available thru most repro companies. The Carb lid is also available repro. Scoops would have to be cut out; repro’s are available. If you bought all the pieces used or repro, figure around $1500 for such a ‘kit’.

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.

Q: Ram Air Shroud from 1968 fit a 1967

Will a Ram Air Shroud (air cleaner) from a 1968 Firebird would fit a 1967?

A: All 1967-1968 Firebird and 1968 GTOs that came with Ram Air used the same Carb. Shroud (Air Cleaner Housing) and Lid. There were no Carter carbs. used on any 1967 400 Firebirds. The RA Hood Baffle was also the same 1967/1968 Firebird but different on the 1968 GTO (though, they initially look the same).

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.

Q: Ram Air V

I have heard Pontiac made some Ram Air V in 1969 but were available in a crate only. If they were crate motors could you not have put it into a Firebird?

A: … the factory didnt put these race motors in any production cars. A little over 200 were sold in the crate and some more were pieced together. There was 2 versions. the low deck 303 cu in version made just for Trans Am racing ( 5 litre restriction),and the 400 version . The factory tried a few experimental versions,366 and 455 but the RAV program was aimed at the drags and T/A series. They also experimented with various carb(s) and manifolds. the closest production motor to this was the 73-4 455 SD.

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Q: Speedo Cable Mystery for 1968

During the course of researching codes for the 1968 Firebird Body Broadcast Sheet, I’ve discovered some mysteries one of which has to do with the Speedo- Cable. I have heard it said that the 1968 Ram Air Firebird used a special, unique Speedo-Cable (per Jim Mattison) but so far, no one (incl. him) has been able to produce and factory documentation proving this. The only proof has been in the Parts Book and that only says the Automatic cars used a special Speedo-Cable.

The other issue is the Two-Piece Speedo Cable and the use of a Speedo-Gear Adaptor. What I’d like to know is which Firebirds used the Two-Piece Speedo Cable and what exactly was a Speedo-Gear Adaptor ? I know it was optional and it even had a sales code (#591) but what required it ?? So, if you have anything to add to this issue, please jump in. I’ll post another message with part numbers for those interested in further details of this mystery.

A: Know the answer? Send the answer to me on this issue.

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Q: Ram Air Differneces Between the Years

I was thinking about reproducing the Ram Air equipment. What are the differences for the different years.

A: ….The Ram Air Hood Baffle will physically fit all 1967-1969 Firebird 400 Hoods.

The Ram Air Carburetor Shroud will physically work on all 1967-1969 Firebird 400s and 1968-1970 GTOs. There were apparently (2) types of Shrouds; (1) with the provision for the Heat Riser and (1) without. Those with are not very common. As for the Hood Baffle, some say that 1967 Firebirds had a ‘tab’ on the bottom of it (to hold the Seal ?)

Though, I’ve never seen this on any original 1968 Ram Air Firebirds. I’d say with such a large range of applications, both the Hood Baffle and Carb. Shroud would be excellent candidates for reproducing provided the retail price wasn’t too high. Many would ‘add’ Ram Air to a “400” Hood if they could get the Hood Baffle and Carb. Shroud for a reasonable amount. Of course, being able to sell them cheap depends on quantity. If you have connections into the Die-Making World, you could have tooling made for not too much. If you’re a full time, major restoration parts business, you’re likely going to mark these up quite a bit to make a nice profit.

A: As for the “tab” on the upper hood pan, the orginal 1968 I had that I sent you a pic of had one. Also the setup that was sold on e bay was a 1968 and had the same. I made an impression of the tab before I sold mine a few months ago.

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