1. What bore tandem master cylinder would be appropriate for this application? I read that 5/8" (0.625") is the setup on the two seater Elan, but I think this is for the single master setup, not the tandem? Perhaps this is more appropriate for the smaller two seater stock rotor size than for conversions to Plus 2 brakes?
2. Alternatively, appears some have used 7/10" (0.700") bore. The Dave Bean catalog calls up this size as p/n 036J_0628 for use in the S3/S4 & Sprint, Europa S2. Not sure if this is just a matter of availability, or a preferable size to the 0.625"? Perhaps the 0.700" is designed for use with boosters and the 0.625 is preferable for no booster setup? The above p/n appears to have the same casting number, bore size, rebuilt kit, flange, etc. as the call-up for Cortina GT 10/66 to 9/67 (non-servo) p/n 028J_0681. Is there a Girling p/n call-up that would more accurately nail down this apparently common part?
3. Are direct replacement Girling tandem master cylinders available? I have a few leads on some suppliers from the archive remarks, but without the part number or original application details for the above sizes, I am not sure what to ask for. As I will have to order from a supplier outside of Canada, it is very helpful if I can be completely specific on the part number required, as it is probably not practical to return it if incorrect.
4. I checked out the Tilton site as this manufacturer was mentioned in the archives. Not sure if folks that have used the Tilton installed single master as per British/Euro setup, or if they offer a tandem setup. Is the Model 74 Tilton an appropriate tandem cylinder that would offer direct bolt in? I think it is a tandem cylinder from the detail drawing (dual outlet ports), but I am not sure.
5. The Tilton 74 cylinder appears to have dual AN3 output ports. Is this the correct size for the Lotus application? Does one use a bubble flare for connection?
6. Re-sleeving of the existing M/C component was mentioned as an alternative, primarily at White Post Restorations. Any follow-up info from folks that have used this alternative? I am not adverse to the re-sleeving. However, I would prefer to just get a new replacement part (if available) in case things don't work out with the modified setup; this would allow me to re-install the stock system with the existing parts.
7. Would I retain the pressure differential valve (Lotus p/n 50_J_6053) in the revised setup?
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The smaller bore will give you more pedal travel and require lower effort, and was to my knowledge the original size for all unboosted M/C's.
To add to the muddle, there are also near-fit alternatives from both Nissan and SAAB applications, not sure the bore size, at least for the Europa.
Some folks use two Tilton singles with a balance bar to achieve a dual setup that offers adjustable bias. Some engineering required.
I believe that the pressure valve is of a particular bore size and cannot be swapped between two sizes.
My Europa's MC is a White Post restoration and works quite nicely, but does have a very stiff pedal (making me suspect it's a larger than original bore, but I could just be spoiled on modern booster systems.) It does the job in the end. The PO had the work done and I understand it took more than one try to get right. I've also seen other posts regarding this vendor that suggest mixed results. You might want to do your own research on the Europa Knowledgebase by searching White Post for postings.
The SAAB and Nissan alternatives have the advantage of being more modern, hence easier to find seals, etc. I understand both to be bolt-in, with the possible exception of what side the brake lines enter the cylinder (requiring minor re-plumbing). Again, this relates to Europa applications and some research to confirm my memory is advised.
I also believe that a Girling unit is still available (or was recently, at any rate) with the swapped-side issue. Vendors wanted gold-like prices for them, however.
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Elan +2S (1971)
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