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MGB Clutch Slave Cylinder

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Got the hose on and started to bolt on the new slave but, of course, those bolts and holes had to be tapped and died also. While I was there, I took Doc's suggestion and checked the tightness of the gearbox to engine bolts...tightened three loose ones and found another one with stripped threads. I'll have to find one new bolt and nut. Incredible !!
 
Good catch, Gary. :thumbsup:

Just had a pal's '77 B here, recently acquired. PO had the windshield replaced and paid an outfit $800 to do the job. They managed to get ONE bolt into the frame on the starboard side, crammed one into the hole on the port side with no threads started. They apparently tossed the other two bolts and washers in th' bin to hide the evidence. Then put a bead of black silicone sealant all around the bases of the windscreen pillars. Incredible, indeed.
 
Can't figure out what's wrong with people. Most don't have the respect for themselves to do a good job anymore. I like to be proud of what I do.
 
Even if no one else knows YOU know. That keeps me up at night even when I did the best I could.
 
I have two tap and die sets...one SAE and one metric. They do a good job.
 
Actually chasers are preferred as they don't remove any material at all. The taps and dies will skim a little of the original slightly reducing the size and making it just a tad looser.

BTW I did the same repair to my son's MGB last summer plus the master replacement and it was a SOB, you have my sympathy. Whoever designed that hose arrangement should go back to school. Bob
 
I totally agree with the engineer going back to school Bob...They should have to work on them after they finish the design !! I'll have to try ther thread chasers.
 
Bob said:
Actually chasers are preferred as they don't remove any material at all. The taps and dies will skim a little of the original slightly reducing the size and making it just a tad looser.
Click to expand...

Yep. Running a die over a stud/fastener introduces a stress riser and the potential for fracturing. The "chasers" clean the threads' pitch without digging into the trough of the thread. Same with taps thru holes vs. the chasers.
 
I didn't know that. Like I've said before "I'm not a trained mechanic. I'm learning all the time." :smile:
 
For a chaser, in a pinch, you can very carefully round off the tips of the leading edge on an old tap of the appropriate size. If it's a British thread, go buy a British thread chaser of the correct size and pitch! The guys are right when they say a tap will remove some metal and you don't want to do that just to chase the threads, you just want to roll them back in position. JMHO. PJ
 
Hello all. New to the board. I have nice 1980 MBG LE. Since GaryBeu started this thread Re: a clutch slave, I thought I would ask here any ones opinion on aftermarket vs Lockheed master, slave , and clutch replacement parts? Do the aftermarket fit well and hold up reasonably? I looks like aftermarket is about â…“ less than Lockheed. All opines welcome. Thanks.

PS. If i posted wrongly or out of turn, please forgive and educate. Thanks again.
 
Welcome to the BCF!

Like most anything else, you get what you pay for. However, some aren't bad. Moss Motors does a good job of quality control overall, and often are pretty picky about what they sell.

Of course, you'll get lots of input here; it's what we do best and some of it is even useful! :jester:

Noticed you're in Knoxville - going to the Townsend show next weekend? I'll be there - white MGB GT V6 conversion.

Mickey
 
Lockheed makes some parts without their name on them, but are made by them and are physically the same! If you want the Lockheed name for a concurs car, you'll pay a little more, if not use the other. Moss sometimes sells both. Regardless of what people say, Moss is constantly monitoring their products for the best quality they can buy or have made. PJ
 
Thanks for the reply. If I can get the 'B' on the road by next weekend, I'll probably drive up. Have been a few times in the past.
 
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