2 sets of frame brackets to accommodate the various transmissions. The forward brackets are for the shorter Powerglide, Turbo 350 & manual transmissions. The rear brackets are for the longer Turbo 400.
The driveshaft for the Turbo 400 is shorter, and uses different yokes & U-joints than other transmissions.
I remember torque converter bolts coming loose and the replacement bolts had a blue thread locking compound on them. If you loosen the remaining bolt you should be able to get all the bolts started and then tighten them up. I would suggest using blue loctite on the replacement bolts if they dont have a thread locking compound on them.
2 sets of frame brackets to accommodate the various transmissions. The forward brackets are for the shorter Powerglide, Turbo 350 & manual transmissions. The rear brackets are for the longer Turbo 400. The driveshaft for the Turbo 400 is shorter, and uses different yokes & U-joints than other transmissions.
The way this sounded it may have been a lot worse gone wrong.
That bolt screeched and clanged until it made its way out, probably, by the gap between the starter and the cover.
This would be the second one that has fallen out. Who knows when the first one went.
Unfortunately, now the converter has now shifted.
This is where I stop for the day.
Lots to think about.
What are the best new bolts for this car?
Stock bolts should be fine with a bit of Loctite on them.
If I loosen off the remaining bolt, will I be able to pry the converter back into location?
If you loosen the last bolt I think the other 2 will go in just fine.
Or is there permanent damage?
Should I just stop and haul the car to the local Transmission Guru?
Decided to lay there under the car and look at other things
In a 1969 full size, I have never seen this before.
Two transmission brackets.
The one not in use is consistent with my other frames.
Could the one in use have been added, to allow for a different transmission?
As far as I've ever seen without exception, all 65-70 B body Canadian Pontiac and Chev have the front set of brackets, whether they are used or not. The only time the rear brackets are welded on at the factory is if the car was assembled with a TH400.
Well, the drive shaft on this car is two inches shorter than my other shafts.
Yes, all Powerglides, 3 and 4 speed manuals and TH350 use the same length shaft, TH400 is all by itself for length. I don't have my books handy but as far as I know, in the first year of TH400 in our cars (1965), the U-joints were all the same regardless of whether it was a Powerglide, 3 or 4 speed manual, or TH400. Starting in 1966 the U-joint was different (heavier duty) on TH400 cars vs all other transmissions. My experience has been that the front and rear joints always match (1.125" OD cups) but it seems to me some books list the rear as different than the front. When I get a chance I'll see if I can find info on that.
I had thought all 1969 B-Bodies used the same drive shaft.
As mentioned above, TH400 affects both the length of it and the U-joint cup and cross measurement vs all other transmission choices.
I would love some input here
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
I once bought a Nova with a 327. Heard it run, great. Got it home, unloaded it off the trailer and it rattled so bad I thought it had a rod bearing gone bad. Yup, loose converter bolts.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
63 Parisienne sport coupe (The Big GTO), black, maroon interior, 409 4 speed; former owner of a 59 El Camino, 63 Corvette SWC, 62 Chev Bel Air SC. 1963- Pontiac top selling car in Canada
Mahone Bay, NS Still not old enough to need an automatic
I bought a 67 caprice 327 400 turbo not sure about 69
I don't think Turbo 350's were around yet in 1967. Not sure about 1968, but Turbo 350's were definitely around in 1969. The green & gold 1970 2+2 w 400 sbc engine that I sold to Hillar had a turbo 400 tranny.
Is it safe to say only the big block cars got the Turbo 400? If so this is one good way to verify an original BB car.
Starting in 1967 a TH400 was available on a B body Pontiac or Chev with a 327 or larger engine. 283 was only Powerglide (for automatic equipped cars) in 1967.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
I bought a 67 caprice 327 400 turbo not sure about 69
I don't think Turbo 350's were around yet in 1967. Not sure about 1968, but Turbo 350's were definitely around in 1969. The green & gold 1970 2+2 w 400 sbc engine that I sold to Hillar had a turbo 400 tranny.
I remember reading at some point that TH350's came out late in the 1968 model year. Has that ever been proven? Anyone know if this is true?
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
Actually I see there were some 66's with small blocks that had THM400s.
4SPEED427 wrote:
Canadian Poncho wrote:
Is it safe to say only the big block cars got the Turbo 400? If so this is one good way to verify an original BB car.
Starting in 1967 a TH400 was available on a B body Pontiac or Chev with a 327 or larger engine. 283 was only Powerglide (for automatic equipped cars) in 1967.
Actually I see there were some 66's with small blocks that had THM400s.
66 full size Canadian Pontiac or Chev with the claim of them being factory installed? That would be contrary to what the order guide says. But I've long learned to never say never. I don't think I've ever seen one on a 66 small block.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
