Trans Am Transformation Update: 03/06/2026

I might just get the Trans Am on the road in time for the end of the world!

I got the shift levers I forgot to get when I got the shifter rods and the shifter assembly itself. Probably because I was very excited about getting an original GM (NOS) shifter and levers, including the factory GM Hurst shifter rod and “Pontiac” shift knob. But I wasn’t able to install and adjust the rods because I’d forgotten about the levers. Luckily, Hurst still supplies these and the set I ordered arrived the other day.

I adjusted the linkages with the Super T10 transmission on the bench because it’s much easier than doing it underneath the car. I had hoped to be able to install the T10 with the shift linkage and shifter all hooked up, but as I maneuvered the tranny – it used to be a word that mean transmission – under the car, I realized that it was going to be more of a pain in the keister to install it with the shifter installed, so I removed it and it’s back on the bench.

Since the adjusters on the rods have already been set, it’ll hopefully be a simple matter to reinstall everything once the tranny is in and not have to fiddle with the adjustment again.

As I type this, everything is in place for the last big lift – literally. I have the T10 on my 3 ton floor jack, which is under the car in the approximate right position to jack it up into alignment with the bellhousing. I did something in anticipation of this I thought was clever – and we’ll see whether it is.

There are four bolts that hold the T10 to the bellhousing. I thought it might make life easier if I had studs mounted in two of the bellhousing bolt holes, to serve as alignment guides, so I got two bolts the same size as the bolts that secure the T10 but about six inches long and cut off the heads. I then threaded the studs into the bellhousing. Once the T10 is aligned, with the other two bolts started (there are four total) I can just remove the studs I made and install the other two bolts.

This the plan, at any rate.

I quit for today because I’m tired and I have learned over the years that it is always smart to approach jobs such as this when you aren’t, if it’s possible – because you’re less likely to make a mistake. The number one lesson I try to impart to any young person who asks me about working on cars – or anything else, for that matter – is to take your time, think through what you are doing before you start doing it – and be patient.

Sometimes, things do not go according to plan. When they don’t, don’t get angry. Take a break and think about the problem and what you might do to fix it. Never force anything. If it’s not working for some reason, stop – and figure out why. Don’t try to make it work. No good ever comes of it.

So I’m waiting to recharge my batteries before I get back under the car and try to wrangle the T10 into position by myself. Here I am kind of violating my own rules in that this is a job that could use a helper but I am going to try to get it done myself. If the Motor Gods smile on me, it might be done by early next week.

Then I’ll just need to reinstall the shifter levers and shifter assembly, plus the driveshaft – and at that point, there’ll be just a few non-critical (to functionality) things left to do, such as figure out which speedo gear I need to get accurate speedometer readings and then try to find the hard-to-find little bracket that controls the reverse brake lights. This last thing may take some time – because that is the one part no one seems to make anymore, so I’ll have to source a used one from ebay or some such.

Almost there. I can hear the gear while in my head already!

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