sr2

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About sr2

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    Advanced Member
  • Birthday 02/08/1956

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  • Gender
    Male
  • Interests
    Music, Cars, bikes, boats, family, more family and good Bourbon.

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    Auckland

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  1. I couldn't agree with you more mate; hard not to dispute that the NZ LVVTA 'old boys whiskey club' would be both loud and vocal in their objections. In my opinion if the ratio's & engineering (i.e. design, materials and construction) were of an acceptable standard the linkage would be no more complex than many production cars (the RHD E30 or Mk 1 Escort springs to mind).
  2. Am I right in presuming it's the L300 m/cyl?
  3. Sorry - I'm a little late to this thread I'd be wary of not having the compensation port at the highest point of the master-cylinder. In the years I spent in the industry I can only remember one OEM setup where this did not not apply - the very early vertically mounted 'tin type' mini was a dog in more ways than one, it was quickly replaced with a conventional setup. Yes if you bench bleed before installation (as you always should) there's every chance you'll get away with it but don't forget the compensation port is open to the atmosphere when the pedal is at rest effectively leaving leaving the system not only partially exposed to the atmosphere but also at atmospheric pressure. Relying on fluid being held in an 'inverted' syphon is OK in theory but if in practice it's not something I'd be comfortable with. If with a little extra fabrication you could mount conventionally I'd recommend it. I'd be interested in knowing what brakes you're running and if you've considered a booster?
  4. The new m/cyl looks great. Do me a favor and pull the mastervac check valve out, poke the longest finger (or didget!) you posses in there and let me know if there's any residual brake fluid there. if there is PM me and I'll talk you through a booster rebuild or you can bring it (and a bottle) to the world famous sr2 mancave in Milford and we'll do it in person.
  5. The Hunter came out with a Lockheed Hydrovac brake booster from new?
  6. I worked for APPCO brake and clutch in the 80's. Originally we used to re-sleeve with brass inserts; easy to hone, average wearing but most importantly easy to keep in place with an interference fit. Stainless was the holey grail but was not suitable for an interference fit, at the time we put a lot of R&D into finding a suitable adhesive to do the job - these days it's a no brainer! I'd suggest for re-sleeving to contact Just Brakes in Penrose. Many old Holden parts in NZ are exorbitantly priced, I buy most of my Holden 6 bits from Australia. I've bought a lot of parts from these guys.... https://www.ebay.com.au/itm/Holden-FRONT-Brake-Drum-Wheel-Cylinder-PAIR-EH-Wag-Ute-HD-HR-HK-HT-HG-26-98mm/273838515012?fits=Model%3AE+Series&hash=item3fc20c2344:g:uLwAAOSw6lVe6b82
  7. Great info there mate, this one needs to be pinned.
  8. LOL, I'd be taking Weber Specs comments with a grain of salt. They have a reputation for being somewhat.... ahem..... "opinionated" to say the least, (looks like they were angling to sell you a new 32/36?). I ran an XE Coon in the early 90's and the 34ADM on it started, idled and ran smoothly - a huge improvement on the stromberg carb on the XA Coon I'd had before. It's hard to escape that this has been a very common swap in Aussie for decades and most use the existing 'Coon jetting. Classic example from the GMH-Torana Forum - these guys know their stuff. http://www.gmh-torana.com.au/forums/topic/75566-weber-34-adm/
  9. Weber Specs charge like the proverbial wounded bull. Go and see Bruce Manon from Manon & Butler Motors in Barrys Point Rd Takapuna, IMOP hes one of the best Weber tuners in the country.
  10. I'd be asking these guys, they are set up to do custom work as well. http://www.znoelli.co.nz/
  11. sr2

    Mitch's 91 BMW R80

    Back to your knitting Nana please!
  12. sr2

    Power files

    Thanks mate, just bought one. Looks like good value for money.
  13. The modern 'Mastervac' style of booster (the XJ40 Hydraulic system is just a weird , overly complicated version of the same principal) is deliberately designed to be separate from the brake systems hydraulics to avoid complete loss of brakes in the event of booster failure. Its predecessor the 'Hydrovac' is easiest described as a 'hydraulic amplifier' that was plumbed in series with the master-cylinder, in the event of its failure (which wasn't unheard of) the result was a complete loss of brakes.