I do not rebuild carbs. I restore them. Below is a descripition of what is involved in a restoration. Below that, more comments..

Restore your carbs - I do not use the term "rebuild". These carbs are 50 years old and more. These carbs are usually worn out and/or suffered the abuse of many years of use and many more years of sitting in someones shop, barn, or shed. Add to that the number of "mechanics" that have worked on them in the past. You would not believe what I found done these carbs.

Many of the carbs I get in to restore have recent kits in them. The owner finds this has not solved his/her problems. I often find checkballs reversed and/or stuck in their seats. I sometimes find Chevy floatbowl sections, venturi clusters, or complete Chevy carbs substituted for these unique and special Pontiac tripower carbs. Recently I got a surprise. After installing Helicoils in the threads for both jets, I found, when installing the accel pump, that someone had opened up the well for the pump, taking all the taper out. The pump just fell into the well.

I modify the carbs to your needs. For example, if you are running a 455 and using a tripower that started life on a 389, the idle circuits need to be opened up, and jets need changed. With a radical cam, the power piston may need modification.

I begin by pulling the carbs apart, inspecting each part and taking notes. Then, each part is cleaned, and glass beaded to remove any rust, corrosion, or debris. Carb bodies are prepared, then sent out for factory coloring, a Chromate dip process. This involves toxic chemicals which I don't want around my shop!

It is not unusual for the fuel inlet threads to be worn out. They are tapered threads (1/8" NPT) Over the years, they are often turned in "one more turn," so the fitting is oriented properly. Eventually the threads expand and the fitting will not tighten before it bottoms out. In this case, I can install a tapered insert which cannot be detected. I can usually straighten warped airhorns and bent webbing where the air cleaner stud mounts.

I remove the throttle shafts and check them for wear. These are nickel plated brass. When the nickel wears off, the shafts eventually wear, resulting in vacuum leaks. Subsequently, you will have an inconsistent idle. When I find worn shafts, they are replaced. Restoring and sealing the end carb throttlebodies is critical. I use a special sealer that GM used, "back in the 60s"...DAG 213, to assist in forming a seal between the throttleblades and the inside of the bore. The throttleblades (butterflies) in the end carbs are thicker (5/64s) than the center carb(3/64s) to assure a good seal. Over the years, the elements take their toll on both the beveled edges of the throttleblades and the inside bore surfaces. This results in leakage around the throttleblades. Since there are no idle circuits in the end carbs, these are pure vacuum leaks.

Another area that is often overlooked is the accel pump pivot, where the pump lever pivots in the airhorn. I often find significant wear in the center carb in this area. This will cause a small "lag," when accelerating. The pump lever momentarily cocks in the shaft, rather than pushing the pump. This results in a delay in fuel delivery. The remedy is to install a bushing in the airhorn.

All airhorn screws are replaced. New washers are used. Bolts blackened, with correct finish using a Zinc plating process.

I test the floats and replace them as necessary. I have used new brass floats for years, but the larger ones are no longer available. The needle and seats are replaced with an American made assembly. I sell these in the shopping cart attached to this page. 

Top quality gaskets and accelerator pumps are used. The accelerator pumps have the Ethanol resistant cups. The springs under the pumps are replaced as well. These aid in closing the carbs and are not included in any carb kit you can purchase locally. I install new torsion springs on the end carbs. Rods and levers are zinc plated the correct color either gold or silver, as is the choke plate.

I can have the carb bodies Chromate dipped. This is the correct finish. Toxic chemicals, requiring special EPA oversite, are involved. Consequently, it has become very difficult to find plating companies that want to deal with this finish. The cost of this finish has risen significantly over the years.

In the past, I colored most of the carbs. with a spray on finish that closely resembled the factory color. However, the product has changed, and with these changes, I have found it is not durable enough to recommend. The ethanol in today's fuels are likely another contributing factor which effects the finish.

If you want to see pictures of restored carb. sets , e-mail us through the page. you can also see pctures of finished units under the " ID Your Tripower" section.