1969 Pontiac Trans Am

Coupe

8 - Cyl.

Manual

223379N104638

Gasoline

1969 Pontiac Trans Am VIN 223379N104638 Body Tag ST69 22337 NOR507905 BDY TR 208 50 50 PNT 06A D80 - 1969 Pontiac Trans Am, PHS documented - 400 C.I. Ram Air III – numbers matching - Muncie M20 4-speed – numbers matching - 94th of 697 1969 Trans Ams built - 1 of 30 built with black interior & manual transmission - Most major Trans Am package options - Timeline of major components date codes in proper sequence – no substitutions - Operated first 10 years, stored since 1979 - Never had major restoration started - Texas bonded title - 68,566 miles Full set of images: http://www.flickr.com/photos/49459292@N06/sets/72157624748557751/ Youtube.com clips: http://www.youtube.com/watch?v=H-tTHSIo49U http://www.youtube.com/watch?v=XNx_h0zk_Wk&feature=related This is an authentic numbers matching 1969 Pontiac Trans Am. The car has been verified a genuine Trans Am by reference to the documentation provided by Pontiac Historical Services (PHS). It is possible that an original build sheet may exist above the fuel tank. It has not been dropped during the time I've owned the car to discover if anything is there. The build sheet and associated manifest from PHS show the Trans Am package being ordered with Pontiac sales code 322, Universal Product Code (UPC) WS4. A Muncie M20 wide ratio 4-speed manual transmission was also selected (code 354, UPC M20). The only other option is an AC-DELCO push button AM radio with manual antenna (code 382, UPC U63). No other luxuries such as air conditioning were added. The car was apparently built as a street racer rather than a sophisticated boulevard cruiser. The numbers found underneath the cowl on the passenger side front are 9N104638 providing the required partial match of the complete VIN on the driver side front dash thus verifying that the body matches the car’s VIN. The transmission matches this car with the numbers stamped into the passenger side of the transmission, 29N104368. The engine is numbers matching for this 1969 Trans Am as defined below. The rear differential is correct with casting number (9795107) along with the code stamped into the driver side rear axle tube (157 ZH), again something all Trans Ams have. The body tag lists Trans Am only characteristics of exterior colors white with blue stripes (paint code 50 50) along with rear spoiler (D80). It also shows the car was built at the Norwood, Ohio facility (NOR) during the first week of June 1969 (06A). The build sheet lists the date the car was shipped on Tuesday June 24, 1969 to dealer Glenn Straub Pontiac (dealer code 306 462) in Wheeling, West Virginia. Some detailed research kindly provided by a Pontiac historian reveals this is approximately the 94th Trans Am of 697 built in total for 1969. The last registration appearing on the rear license plate is from 1979 in Ohio indicating that the car was operated for the first 10 years, then stored since that time. I have owned it since 2000. The following are the Trans Am package options that have survived. They are listed as individual line items with Pontiac sales code and UPC from manifest where delineated. - 400 C.I. High Output Ram Air III Engine (code 348, UPC L74) - Ram Air inlet, with 348 engine only (code 611, UPC T42) - Ram Air steel lower pan - Ram Air steel hood - Ram Air hood tunnel inserts - Fiberglass side air extractors - Rear floating 60 inch spoiler and pedestals (D80 on body tag) - Heavy duty trunk springs to support rear spoiler - Trans Am only exterior paint (code 50 50) Cameo White and Tyrol Blue full length stripes on hood, roof and rear deck lid. Rear end panel painted matching blue. “Trans Am” decals are on front fenders and rear spoiler. - Variable ratio power steering (code 501, UPC N41) - Power front disc brakes (code 511, UPC JL2) - Correct GM master cylinder (5468309) for power front disc brakes along with power brake booster diaphragm, proportioning valve and brakes lines - Ride and handling package including heavy duty 1" front sway bar along with stiffer springs and shocks (code 621, UPC Y96) - Custom sports 3 spoke wood grain steering wheel (code 462, UPC N34) along with PMD black horn button The Trans Am options not present are: - Ram Air air filter and foam hood seals - Ram Air steel upper pan - GM Rochester Quadrajet 7029273 4-barrel carburetor - Long branch exhaust manifolds - Chrome rocker covers and oil filler cap - Front air dam spoiler - Heavy duty radiator (code 701, UPC V01) - Heavy duty clutch - Heavy duty starter - Power steering pump with long cooling pipe lines - Dual exhaust (code 481, UPC N10) - AC-Delco heavy duty 61 amp battery (code 672, UPC UA1) - Firestone F70 x 14 white lettering wide oval fiberglass tires (code MR, UPC PY4) There is no transmission console, but included is a metal door (3893861) that mounts on the Firebird console for floor shift manual transmission (code 472, UPC D55). It is possible a console was added by the dealer. If so, they probably would have also added the Trans Am custom floor shift knob (code 534, UPC M09). In this case however, the floor shifter was removed by cutting the transmission tunnel, an unfortunate past practice. Engine Block -- Pontiac 400 C.I. High Output Ram Air III, 335 H.P., 430 Ft. Lbs., 10.75:1 compression ratio Type code: WQ (manual transmission) Casting number: 9799914 Date code: F099 (June 9, 1969) VIN: (blank) Foundry line casting: 70 Motor unit number: 0823963 Cylinder bore: 4.125 (standard bore) This engine is correct for 1969 Trans Ams ordered with manual transmissions. The block and all engine parts show no visible damage and are not cracked. All of the cast and stamped numbers are original. None show any indications of having been ground down and re-stamped or altered. The engine, transmission, and drive shaft are stored separate from the car. There are two numbered areas which are different from those found on most other original 1969 Trans Am engines. First is the block casting number of 9799914 which is correct for 1970 rather than 9790071 as to be expected for 1969. Second is the fact that there is no block VIN stamped on the passenger side front. I have discussed the accuracy of this combination with a well respected authority on Pontiac engines who has authored several books that are used as reference by several sites on the Internet. I have also contacted other 1969 Pontiac Firebird owners which have indicated that they have also come across this combination. Not all engines cast for a given year found there way into that years' cars, and this may have been an example. Most of the 400 RA III engines then being built were installed into Firebird 400’s. Sometime during the start of June 1969 it appears there may have been a temporary shortage of 9790071 cast blocks. Engines for the upcoming 1970 model year cast as 9799914 were then being created and available. While not exactly confirmed, available evidence appears to indicate that a substitution was made to compensate for the shortage and keep the production line moving. Last year I sold another 1969 Trans Am that was built about one week later. It included the expected block cast number as well as the block VIN. Any production issues that might have occurred were apparently solved by then with expected engines matching waiting cars. The date code is cast into the same block as the casting number, and neither appear as being altered. The date code, F099 (June 9, 1969) is in line with the build date of the car, 06A (first week June 1969) both of which precede the shipping date of the completed car of June 24, 1969. The missing block VIN may also be accurate on this one since perhaps when seeing the new casting number, those responsible for stamping the block VIN may have simply left it blank. That is a guess, but all of this remains consistent. In this case nothing is stamped on the front face. The block VIN if present would be 29N104638 which is exactly the VIN found on the transmission. It is created by combining the following information: Pontiac Division (2), model Year (9), manufacturing plant (N), sequence number (104638). The valid motor unit number indicates that this is most likely not an assembly line replacement engine that may have been installed by Pontiac Major Repair on the production line at the last moment replacing a defective first engine. It is also not a service replacement engine. Those usually would have the block casting number ground off and replaced with a stamped number. And there should be a "SR" stamped on the front face with the date code later than the completed car shipping date. A service replacement would usually be done as part of a dealer warranty repair. As part of that process, dealers are normally required to re-stamp a new VIN on the block in part matching the car's VIN confirming the legitimacy of the warranty. When combining all numbers available including the block date code and motor unit number, this engine is accurate for 1969 Trans Ams. With everything I currently understand, I believe this to be the original engine that was shipped with the car at time of production. The engine cylinders have been measured at a machine shop. A wire brush was used to slightly clean one of the cylinders of corrosion to obtain a correct bore measurement. The pistons are at 4.120" and the bores at 4.125". These measurements are those found for a standard bore engine that has not been bored out to oversize. The top of the cylinder bores do not have a ridge which would be probably be present if the engine had more than 100,000 miles on it. We removed one of the main caps and confirmed that the block was drilled for 4 bolt mains but used 2 bolt main caps. This is consistent with most Ram Air III engines built for 1969. The four bolt main caps were usually installed on Ram Air IV engines. The main rod bearings are GM Moraine (GMM400) which is the original sized bearing for this engine. In addition to the engine block itself, other engine parts that remain intact are the pistons, connecting rods, lifters, camshaft, crankshaft, main caps, timing gears, and distributor. The distributor head is bent somewhat on the block. It has the casting number of 1111952 which is correct for manual transmission, 400 C.I., WQ block. The date code is 9A25 (January 25, 1969). A 1969 Motors manual describes the distributor as having a special hardened drive gear for use with a 60 psi oil pump and high-tension distributor points. The intake manifold has the casting number of 9794284 and a date code of K078 (November 7, 1968). This is the correct number for use with the Ram Air III cast iron (steel) block. The heads both have correct 400 C.I. Ram Air III casting numbers of 48 (9795048). The date code on the passenger side is A309 (January 30, 1969), and the driver side is B139 (February 13, 1969). Each includes push rod guide plates that work with hardened push rods, rocker arm studs, and valve guides. They are machined for use with the heavy duty special double valve springs. The manual transmission is a Muncie M20 wide ratio 4-speed (code 354, UPC M20). It was ordered originally and is numbers matching to this car. VIN: 29N104638 Date code: P9E12A (P: Muncie, 9E12: May 12, 1969, A: M20) Main case: 3925660 (M20 wide ratio, code FF) Side cover: 3952648 Extension tail housing: 3857584 Bearing retainer: 3915020 (GM 25) The rear differential is the correct nodular steel version with a casting number of 9795107. It has the Trans Am specific code stamped into the driver side rear tube of 157 ZH. It is defined as a 3:55:1 standard ratio, Pontiac 10 bolt, Safe-T-Track Posi-traction rear end (code 361, UPC G80). The manufacturing dates in sequence of the identified components: Intake manifold: November 7, 1968 Distributor: January 25, 1969 Cylinder heads: January 30, 1969, February 13, 1969 Transmission: May 12, 1969 Engine block: June 9, 1969 Assembly: First week of June 1969 Final shipping: June 24, 1969 The car includes Rally II 14 x 6" wheels (code 454, UPC N98). These were not ordered at time of production and may have subsequently been added by the dealer. Most likely it was shipped with the GM standard hub caps also known as 'Dog Dish' or ‘Poverty’ hub caps. If so, I do not have them. The manufacturing codes for each of the Rally II wheels are: front driver side: M57 8 25 KM front passenger side: M57 8 25 KM rear driver side: M55 2 5 KX rear passenger side: M55 2 5 KX The car was ordered with a standard black interior (code 08, body tag trim code TR208). Most 1969 Trans Ams were shipped with blue interiors (TR 200 or TR210). Again by using the information provided to me, when tracking the number of cars ordered with black interiors against those ordered with the M20 manual 4 speed transmissions, the total number is 30. It is unknown how many of those 30 cars still exist today. The instrument gauges are similar to those found in the Rally gauge cluster and clock option (code 484, UPC W63). In the left round pod are the fuel gauge, and water temperature, oil pressure, and alternator warning light. The right round pod contains a 160 MPH speedometer and brake warning light. There is no clock present, instead being a rectangular block off plate with the Pontiac "V" emblem. The steel hood and tunnel inserts are GM original. Neither appear to have ever been separated since manufacture. When examining the hood and body there are some tell tale corrosion marks that match up. This hood assembly appears as always having been on this car. Looking inside the insert to hood matching holes one can see fiberglass casting lines and a smooth area surrounding the hole itself both of which are expected with GM originals. There is some surface corrosion underneath the hood which does not extend into the structure itself. The floating rear spoiler and pedestals are also factory GM. The blade includes the original inserts at either end but not the gaskets that protect it from scratching the rear deck. By looking at the place where the pedestals mate to the blade, it is possible to see that they are separate pieces. These 3 pieces of the two pedestals and the blade along with the blade inserts show all of this assembly to be original. The car had been stored inside with other vehicles for some time when located. It has been secured both inside and out during the 10 years I've owned it. The only work performed in that time has been to keep the car clean and try to prevent additional deterioration. In some of the interior images a black streaking appears which is from cleaning with a power washer. Everything is accounted for since I've had it and nothing has been added or deleted. The exact history of the car is unknown, but was apparently recognized for its value resulting in most of the remaining original parts to be preserved. It is not known when the car was partially disassembled. The black interior is mostly complete with the exception of the floors and the rear deck inside the back window which still shows the original paint spraying of the black interior color and white body. Each of the four foot areas in front of each seat probably should be replaced due to corrosion, but the bases and mounting studs underneath the seats themselves are still solid. The flooring underneath the front pedals should be possible to clean up. Both the front bucket seats and rear bench seat shows very little wear after this time. It might be possible to recondition the outer surfaces and replace the inner material. The seat springs and frames are a little corroded, but still solid. The headliner, dash, visors, and kicker panels show little wear. The original chrome inside rear view mirror is present and not cracked. The glove box door is present, but the inner tray is missing. A previous owner changed the different driver side rear view mirror, traction bars, rear air shocks, and chrome mud flaps. Speaker holes were cut in either door panel and one of the speaker holes on the rear window deck appears modified somewhat. The overall condition shows that the car has been well taken care of. An original owner applied undercoating that has minimized most corrosion underneath. The frame rails are solid throughout from front to end both inside and out. The roof along with all body pillars is completely solid with good paint. There is a small area at the top of the driver side B-pillar roof area where some of the paint has separated off perhaps due to flexing. This area is not scratched nor dented. There is a small dent on the passenger side roof just above the rain gutter. The doors are losing some paint and some corrosion is beginning along the bottoms and ends. They both still open and close quietly. The front of the rocker panels and the rear portion of the front wheel wells are starting to show some corrosion. The bumpers are fine without dents or major scratches. There has been a small fiberglass repair performed on the driver side air extractor. Without a professional paint thickness gauge I have not been able to conclusively determine if the paint is original. Inspection by several who have seen the car in person conclude it is original. However when I look at the front fenders and rear spoiler pedestals under some lighting conditions shows some fading of the paint different from the surrounding areas. The sealing material surrounding the window sills along the roof appears as never having been changed. All of the window glass is present and the windshield is cracked. It doesn’t appear as any serious restoration has ever been started. I have not located signs of physical damage other than that found in the passenger side front area. The front passenger side valance and fender are damaged. The passenger side front grill has been replaced with a Firebird but not a Trans Am blacked-out version. There is some rough welding on the lower passenger side engine support. It is not clear whether this is the result of production line work of that period or is the result of an accident repair. There is a dent in the firewall that I cannot determine if might have come from the engine being pushed back once into it. The car steers and tracks smoothly with an occasional clunking sound probably coming from the front passenger side upper control arm bushings. Otherwise there are no squeaks coming from any of the corners. The worst areas are the rear quarter panels on either side as well as the trunk floor. All three will certainly require replacement. The passenger side front fender is dented enough and has corrosion holes starting up from the bottom edge to probably not be salvageable. The underside area of the curved front edge of the hood as well as the back underside rear edge of the trunk has some surface corrosion but has not compromised the structure. The rear trunk back panel and trunk deck are solid with a few dents on the corners. Other than the trunk floor, there are no significant problems in the trunk area throughout all the way forward to the rear shock mountings. The overall condition can best be summarized by noting that the car has spent the majority of its life stored inside, probably on a dirt floor. This would account for the corrosion patterns of the rear quarter panels, the trunk floor, and the interior floor foot pads. Moisture traveling upward from the floor produces the pealing effect seen at the bottom of the quarters. Fortunately undercoating has preserved most of the body and kept the frames rails clean both inside and out. This effect is I believe the primary cause of the corrosion seen in certain areas more so than a car from Ohio. The top and side areas are much freer of that problem. Being stored inside so long also has preserved much of the original paint and kept parts of the interior appearing nearly new. The car is authentic and the majority of it is accounted for and original to this car. It will require a comprehensive restoration by an experienced professional with necessary resources and equipment. This is not an entry level project. I can visit by phone with serious buyers. Send message via eBay with email address or phone number. The car, its parts, and associated documentation are available for personal inspection. We are located in Irving, Texas a couple of miles Southwest of the former site of Texas Stadium, previous home of the Dallas Cowboys. We are asking for a deposit of $2000.00 in US funds within 48 hours of auction close via PayPal. This deposit is to confirm intent to purchase and is to be considered non-refundable. We also request that complete payment in US funds be received within 7 days time. This should be with a cashier’s check drawn on a US financial institution. The time and method of passing on the vehicle would have to be agreed upon by seller and buyer. Title transfer upon receipt of all funds. Buyer is responsible for shipping and insurance. We will work with any shipper buyer chooses. Upon receipt of complete payment the vehicle can be stored indefinitely until buyer completes shipping arrangements. There will be no storage fees. We are asking that vehicle is shipped only to continental United States addresses. We are able to work with buyers outside of US if they are able to work through US individual or business. We are flexible with serious buyers.