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The Th 400 was basically the same until replaced by the TH 375. This was similar, but plastic parts replaced metal and was less durable in general. Sent from my iPhone using Tapatalk

The 300s were green through 67. The 340s and 400s were red in the skylark or GS. The 65 GS engine was also green. Sent from my iPhone using Tapatalk

https://www.amesperf.com/parts/22410/ Sent from my iPhone using Tapatalk

Yes, it keeps the shifter from moving from gear to gear unless the actuator is depressed. There is a picture of the assembly in the Chassis Service Manual we have on line here. It could be stuck or in need of repair. The manual will help you sort it out. Sent from my iPhone using Tapatalk

Ames has the sail panel between the window and trunk. It is for a Pontiac, but it fits the Skylark. You may have to fabricate patches for the spot repair on either side of the window. Sent from my iPhone using Tapatalk

Poston made full length headers for the 300/340 in 64-67 Skylarks. They have not been made since the early 2000s. Sanderson makes a shorty header for the 64 and up 300/340 in a Skylark. Sent from my iPhone using Tapatalk

You will be in high stall all the time. It’s going to want to creep at stops. Sent from my iPhone using Tapatalk

That’s not going to work. The Nailhead had its own special bell housing that was different then GM’s Buick, Olds, Pontiac bell housing. There were Nailhead bell housing TH400s that used a switch pitch converter in 65 and 66 if you want a three speed auto. You will need to shorten the driveshaft...

That’s actually a return line from the pump. It was used on AC equipped models to prevent a hot engine from vapor lock. You should have the rerun line type. Sent from my iPhone using Tapatalk

Look for the S on the trim plate under the hood. Some factories used the S on the plate to denote Gran Sport trim. Don’t be disheartened if it is not there, Fremont did not use it. Sent from my iPhone using Tapatalk

Is there a warranty book in the glove compartment. I am not sure if there was still a Protect-O-Plate in the back of that book in that year. But, that would have all the numbers stamped in it if available. Sent from my iPhone using Tapatalk

Maybe you can retrofit your housing with a limited slip center section using your current gears. It might be the lowest cost way to do it without changing out the entire rear. Sent from my iPhone using Tapatalk

3.55s should be a nice complement to that trans. You may want to invest in a limited slip center section at some point. It would distribute the power to the rear tires evenly. Sent from my iPhone using Tapatalk

Th350 fits directly in place of the St300. No change in mounting, driveshaft or driveshaft length. The Th400 requires shortening the driveshaft by about 5/8”, a 400 mount, a different yoke and moving the crossmember back. Sent from my iPhone using Tapatalk

I am thinking forward clutch as well. It could be as simple as the seal and/or worn frictions. It will have to come apart to truly diagnose and repair. Sent from my iPhone using Tapatalk

Talking about rear end ratio? Sent from my iPhone using Tapatalk

What is the current ratio? Sent from my iPhone using Tapatalk

I don’t think that Cerakote is done on the inside and outside of the piece, while other ceramic coat exhaust specialists (Jet Hot) coat both sides. This prevents mild steel from rusting from the inside out. Sent from my iPhone using Tapatalk

Dave, measure the length and height of your doors. I can measure that against those on my 65 Gran Sport. I don’t have an interchange manual. The chassis service manuals in our reference area have a frame section with measurements for each frame. Sent from my iPhone using Tapatalk

Pick up a copy of Ron Sessions Turbo 400 book: How To Work With And Modify The Turbo Hydra- Matic 400 Transmission by Ron Sessions: Good Paperback (1987) Later Edition., No Signature | Tacoma Book Center if you are serious about rebuilding it yourself. I have used it several times. I had ATI go...