[Terry M. Hunt]

Searched the forums for info on exactly what this vacuum tee is supposed to look like. Found a pic on page 319 of Restoration Guide(the first edition) that matches the descriptions,etc. found in previous posts. Some had indicated in previous posts that this piece was available as a reproduction part, but I don't find it in any of my GTO supplier catalogs. (Some of my catalogs probably aren't latest editions.) Poked around on PY on line catalog also, but did not find it there. Anybody know if there is a reproduction of this available before I post a Wanted ad for it? My car is a 4 speed/non AC car, so I also need the Threaded Sleeve style plug in place of the Threaded Sleeve nut (that would secure the A/C vacuum pipe or modulator line for auto trans.) I'm guessing this plug is the same one sold to plug the 90 degree fitting at base of front carb on cars w/o power brakes. Can anybody confirm that?

[Dick Boneske]

I will send you a picture of the '65 Tripower vacuum fitting for the front carb base tomorrow. It is a Tee that connects power brake vacuum on the driver's side and vacuum carb linkage vacuum on the passenger side. Non power brake cars have the brass plug you described and '65 4 speed cars have a rubber nipple over the other side of the Tee.

You are right that there are no repros of this fitting--at least I've never seen one. This fitting was used on ALL '59-'64 Tripower setups and on the '65/'66 setups with automatic transmissions (vacuum linkage). There was no vacuum line to the '65/'66 automatic trans.

This fitting is not hard to find. I have several.

[John V.]

Dick, I think Terry is asking about the Center Carb Tee.

Here it is from a mag article.

Note, the '64/'65 GTO never used the connection on the RH side of this Tee.

The GTO always had a Threaded Sleeve Plug in the RH outlet. I have found Threaded Sleeve type fitting suppliers offering the same TS Nuts & Nut Sleeves that were used, in most cases still listed under the same p/ns used in the '60s.

But I have never found original type TS Plugs, maybe just haven't looked hard enough.

The RH outlet was only used for the big Cars (with or without A/C), it supplied Vac for the Vac operated Heater Control. The Tempest Heater did not use Vac operation.

The LH outlet normally supplied Vac thru a fitting to the Dist Vac Advance unit, by way of a Vac Hose.

Some big Cars used ported Vac Advance from the RH side of the Center Carb Bowl. In those cases, the LH outlet of the Tee was plugged.

All GTOs used the manifold Vac Advance off the LH outlet of the Center Carb Tee.

As to the Front Carb fittings, Dick, if I understand what you are saying about the Auto Trans applications, I don't agree.

First, Terry, you would always need the Plug for any GTO for the RH outlet of the Center Carb Tee as noted above. Vac for the Super Turbine Auto Trans was not picked up from the Center Carb Tee and the A body did not require a Vac connection for the Heater or the A/C.

The big Car did not require a Vac source for the Auto Trans in '64.

But the big Cars did require a Vac Source for '65 when they went to the TH400.

The attached MPC Illustration shows how this was done. Although it is not labeled, the arrangement illustrated in the upper right is the Tri-Power arrangement.

The Plug Item 16 was deleted when the car was equipped with Auto Trans and Power Brakes and the Vac Pipe for the Power Brakes connected where the Plug is shown.

I believe the Power Brake Vac Pipe was just a little bit different for the Auto Trans cars vs. Man Trans.

Unfortunately, there is no similar Illustration specific to the GTO with Auto Trans.

It is my view that the '65 GTO with Auto Trans was set up the same as the '65 big Car with Auto Trans.

This set-up was similar to how the '64 GTO with Auto Trans was set up, except evidence suggests that the '64 Vac Extension Pipe (Item 13) had a longer extension so that it was solid (no rubber hose) between the Extension and the Front Carb rear fitting.

It is possible that the '64 solid Vac Extension Pipe was revised as a running change to the '65 more flexible arrangement sometime during the '64 Model Year.

None of that matters to you for a man trans car unless you have Power Brakes.

My speculation is that for a '64/'65 man trans GTO with PB, the Vac Extension Pipe was not used. Rather, a specific PB Vac Pipe was connected directly to the Front Carb rear fitting.

Unfortunately, I have never found enough evidence to prove the Vac connections for the PB with or without Auto Trans.

I assume without PB, the '65 man trans GTO used a Plug in the LH outlet of the Front Carb rear fitting, while the RH side has the rubber cap on the RH outlet nipple as Dick described.

Dick, my question is, why do you say, "There was no vacuum line to the '65/'66 automatic trans."?

[60sstuff]

Terry - Here are borrowed pics of the Tee with factory plug used on the back of the center carb base.

[60sstuff]

Some helpful pics for what it's worth - 65 and 66 would typically have this brass ell fitting coming off the front carb base. Factory slotted plug installed without power brakes and a power brake car would have a short steel line threaded into the ell that would meet with the steel vacuum line from the P/B booster held together with a clamped hose as seen in the old magazine pic.
I have seen another style brass ell (bigger block design) also used with a different cap plug.

[Terry M. Hunt]

Thanks for the replys. I already have the correct fitting and plug for the front carb that I got from Ames. It's that elusive center carb tee that I'm trying to dig up. I may have read through the replies too quickly, but still wondering if the steel plug with the slot in the head that Ames sells with the front carb 90 degree fitting would be the same one needed on the passenger side of the center carb tee. Appreciate the photos also, since it can get tricky trying to describe what some of these pieces look like.

[t walgamuth]

I just bought the turquoise and white 65 Bonneville four door with factory tripower and 8 lug wheels. It is in very good original condition with only 29800 miles showing, believed to be correct.

I was checking the carbs out last night and found that the front and rear have accelerator pump function but the center does not seem to be working. Also noticed that the secondaries seem to be opened by a vac device.

Looking for advice....I am comfortable taking off the top of the carb and cleaning it and rebuilding the pump....unless there is some good reason not to dig into it.

Also what about that vac actuator for the two extra carbs. Is that a good thing to keep or is it advisable to convert to manual linkages?

Also starter has gone on strike. with a good charge it will not even click when I turn the key to start, though the lights and horn work fine. Any likely hood that the ignition switch has checked out?

[Dick Boneske]

Thanks, guys for the tolerance. I think 60sstuff is right. The straight nipple off the center carb base supplied distributor vacuum for '66's. The hollow stud is for A/C vacuum controls.

John V.---earlier in this thread you asked why I said no vacuum line went to the automatic trans on '64/'65/'66. Isn't this true?? The first trans I knew that used a vacuum line was the TH400 in '67.

[Carl A]

I'll send $20 to the first person who posts pictures of their stock original early 65, Tri power, P/Brakes auto trans GTO--- how does the modulator vacuum line hook up. This is what I have so where does the line go?

[John V.]

Dick, look for my email on a related matter.

The Super Turbine used a Vac Modulator. The big car trannies did not have a Vac Modulator thru '64, but they started using the TH400 in '65. The GTO of course used the Super Turbine so always needed the Vac line.

Carl, no fair, I don't have such a car!

Your pic shows the Center Carb. Dist Vac hose connects to the nipple off the LH side. The plug stays in place unless you have A/C. Not the vac source for auto trans.

Go back to post #3, download the drawing that I posted.

I am 99.9% certain that it reflects exactly how vac was routed from a GTO Tripower to the Vac Modulator.

It is picked up from the LH outlet of the 3 way fitting at the rear of the Front Carb.

You would remove Item 16 Plug to install a hard line for the PB directly to that outlet. The PB vac pipe routes along the left side valve cover, terminates somewhere toward the back and then a vac hose connects from there to the booster check valve.

Usually, you will see the PB arrangement for the Man Trans only, which was connected in a somewhat different manner and used a differed PB vac pipe as a consequence. If a reproduction is offered, I believe it is the Man Trans setup only.

The modulator vac starts at the modulator with a short piece of vac hose. Then a long hard pipe (Item 1) runs up to the RH side of the Carbs, all the way to the front of the Front Carb, then loops around and finally connects to what is called the Vac Extension Pipe Assembly (Item 13) using a Threaded Sleeve Connector (Item 12). From there, a couple bits of hose, a short piece of pipe, and a Threaded Sleeve Nut connects it to the LH outlet of the 3 way fitting at the back of the Front Carb.

Threaded Sleeve fittings were easy and cheap fittings for connecting vac pipes. Pipes were not flared. Tighten the TS fitting and the pipe was held reasonably vac tight. Theoretically, they were also easy to disassemble, but a little corrosion and in short order, they were not coming off without destroying the pipe.

The toughest pieces to track down would be Item 1 (a correctly bent Vac Pipe, IIRC, it was specific to the '65 GTO, the bends and/or length of the one used for the big car somewhat different) and Item 13 (the Extension Pipe Assembly, somewhat easier to find because it was same for big car).

As you view the drawing (which is specific to the big car), note that they show the two different routings for the Vac Pipe, the one I described for the Tripower and the other that routes differently for a non-Tripower. You have to follow it carefully to understand what is being shown.

I too would love to see a complete original setup pic just for reference. But I'm not holding my breath, I have looked before for both the '64 & '65. Yet to come across one.

[Carl A]

This is my front carb , I have no Idea where I disconnected the line years ago and I mean years ago.

[Carl A]

Here is the line.
dld posted this engine bay pic (can a 65 be too nice thread) but it was not his car.

[60sstuff]

Originally Posted by Carl A

I'll send $20 to the first person who posts pictures of their stock original early 65, Tri power, P/Brakes auto trans GTO--- how does the modulator vacuum line hook up. This is what I have so where does the line go?

Carl - I was sent these pics recently from a gentleman that owns a 65 Tri-Power / Automatic (YR Code) GTO. As with most YR's this one has been changed to mechanical linkage therefore the large red cap over the brass fitting on back of front carb. This capped side of that fitting went to the vacuum reserve tank located in RH inner fender, but has no use on the mechanical version. As seen in these pics the automatic transmission modulator steel line threads into the big brass block fitting coming off the LH side of the rear carb and wraps around front of carbs and down RH side of intake to transmission. I think both 64 and 65 had this same automatic modulator line. This particular 65 does not have power brakes therefore the big brass block has been factory plugged. If power brakes were used the steel line from the PB booster would thread into this plugged hole. 66 YR's used a different steel line for the transmission.
Carl - Your #21 post and pic shows the correct brass fitting on back of front carb.

[60sstuff]

Power Brakes - If your Original Tri-Power/Automatic has all of the above AND power brakes then 65 and 66 used a unique (not reproduced) steel line that threaded into the bottom of the big brass block and four bends later attaches back to the rubber hose that connects to the PB booster check valve. I don't know how a 64 was set up with PB.
Pic of 65 below is from a popular GTO book, and 66 is mine.

[elefantrider]

I'm looking for a big brass block for the vacuum modulator line if anyone has one.

WHile I'm feeling lucky, I also need a '65 kickdown switch mounted to the center carb.

[b-man]

Originally Posted by elefantrider

I'm looking for a big brass block for the vacuum modulator line if anyone has one.

WHile I'm at it, also need a '65 kickdown switch mounted to the center carb.

Message Dick Boneske, he probably has that brass fitting.

[60sstuff]

Originally Posted by elefantrider

I'm looking for a big brass block for the vacuum modulator line if anyone has one.

WHile I'm feeling lucky, I also need a '65 kickdown switch mounted to the center carb.

It sounds like you may have a ‘65 Tri-Power with automatic transmission ??

If so post photos as that is a rare breed.

Is this what your inquiring about?

[Tom Vaught]

Mechanical Linkage install is fairly straight forward to install by an enthusiast.
Dick B does it for a part time living I believe and he can install the rear shaft that has provisions for a screw to hold on the Mechanical carb lever on a Non Show car deal and may have a orifinal Tri-Power rear shaft to go in a SHOW CAR level resto deal.

Tom V.

lafayette indiana is basically between the two of us, Dick is west of lake Michigan, I am east of lake Michigan in the Detroit area.

[t walgamuth]

Originally Posted by Tom Vaught

Mechanical Linkage install is fairly straight forward to install by an enthusiast.
Dick B does it for a part time living I believe and he can install the rear shaft that has provisions for a screw to hold on the Mechanical carb lever on a Non Show car deal and may have a orifinal Tri-Power rear shaft to go in a SHOW CAR level resto deal.

Tom V.

lafayette indiana is basically between the two of us, Dick is west of lake Michigan, I am east of lake Michigan in the Detroit area.

Thanks Tom! I looked again at the tripower website and it looks like the parts to do the conversion are not expensive at all. Also looks like I could do it. The only trouble is reaching the carbs over the vast fender with my short legs and round belly.

Thanks again!

Tom W.

[carbking]

When I first started restoring tripowers, Steve and Chris had not yet started reproducing this stuff, and I had several of these different fittings reproduced (without the Weatherhead markings). Many I made myself (not really that difficult).

Since I no longer have time to restore carbs, probably should take the time to dig out all this stuff and throw it on ebay.

The female inverted flare fittings were challenging, until I found a retired tool and die maker who made me some special taps.

Again, anyone with a hobby lathe and hobby milling machine can make this stuff. To quote an old cliche " it ain't rocket science".

Lots easier today than it once was, thanks to the efforts of guys like Steve and Chris.

Jon.