Talk Morgan Forums Morgan Sports Cars Classic Morgans (pre-CX) 1992 plus 8 clutch slave

Hi All, went to take my Plus 8 out for a spin yesterday only to find the clutch pedal had virtually no resistance and could not select a gear. Check clutch reservoir and sure enough fluid was down to minimum. Topped it up with DOT4 , pumped the pedal 10 times or so and all was well again. Can anyone tell me where I might find the Stainless steel sleeved replacement slave cylinder, or do I need to send my unit to get it refurbed. Would like to do the SS route as apparently this lasts much much longer than the standard version. Any help/advice would be much appreciated.

And while I am at it, Merry Xmas to everyone

Barry

The Morgan Plus 8 clutch slave, from 1977 to 1994ish, is an odd non-Rover part. You can find them with their part number, Girling 74066213 or PJH145. However, my experience says what you buy new or refurbished without sleeving [/u]will merely fail you in the same way within 10-18k miles. Obsolete parts do not come sleeved AFAIK. After my first few years experience, I am still branded with carrying one in my Plus 8s for life. Why ruin a holiday or an outing caused by a bum clutch slave?

Turnaround time depends on where you are. Usually it takes a week or less anywhere. We all have favorites in each continent. The cost used to be the same as buying new and the parts required for sleeving are refurbishing, are still so cheap I doubt that has changed much. (famous last words). I used the very same sleeved slaves, (after the initial swaps) in three Plus 8s, for 25 years.

You will have to bleed your brake system if you got down that low as you describe. It is a way to get home but you merely compressed the air that has entered the system.

gmg

Hello, try pastparts.co.uk
They re-sleeve in stainless.

I have used Past Parts as well. Excellent

Other countries can be found here. https://www.gomog.com/allmorgan/parts.html#Brakes

Thank you gentlemen, I shall make contact with them in the AM.
Cheers, literally, its wine time!

Have you tried this kit to repair +8 slave cylinder : sp 2029

Forgive me for this but I am big believer of understanding. Short answers rarely work. And nobody learns anything. I have so much fun working on Morgans. and, as a consequence it made
possible the best adventures...in the a very adventurous life.

All Plus 8 clutches systems from 1977-2004 are compromised. The Sd1 housings will not fit into the bellhousing opening in bulkhead without something being modified, and both MMC methods
cause prejudice to the clutch system. We live with it, 98% unknowingly.

THE MAURICE OWEN SYSTEM (1977-1995ish) cuts the sd1 bellhousing at the salve entirely. Mauarice wedled the resultant hole closed, to protect the delicacies inside, and welded the top
completely shut (wise) to place a much smaller slave there. Even then they had the ring the rear of slave to have it fit. You will notice that on yours. Clutch slaves should NOT (in a happy world)
ever be placed ABOVE the clutch master cylinder. As well, the short length of the thingie misaligns the clutch action, causing premature wear of the bore. These clutches don't last long..figure 12-20k
miles depending on which owners they have). That is patently ridiculous. With my distances that meant at least once every years. And this method entailed a LOT of welding after forcing the company
to buy non-Rover/LR slaves. (Lotus I believe) Girling 74066213

It also made it very unwise for those Plus 8s, appr. 3000 (and Plus 4s from 1987 to 1995) to travel without that odd little slave in their glove boxes. I once had to change my slave in a hotel parking lot
at a Morgan Meet!

I have found that automobile design (aesthetic or mechanical) takes a very special abstract mind. It is a rare gift (which I envy endlessly). It is not necessarily possessed by even the very best
mechanics. I am not thusly blessed. Who is??? I am not a Peter Mulberry or an HFS!!!! I merely drive more than most and research a lot. I make components more suited to the task as they fail. And
I am not restricted by the budgetary constraints that a manufacturer has. I have no need to multiply costs by 500-1500 a year. for the lifetime of the improved component. (ugh)

THE BILL BECK SYSTEM: (early 1995ish to mid 2004) Much smarter for the company. Bill achieved the necessary entry into the bulkhead opening by slicing the same slave area off on an angle
which allowed enough to fit into an altered chassis (cross member was curved downward at the key point. Lots of welding and non-standard slave cost MUCH more than a small chassis
alteration, which is probably costless from the MMC supplier. Chassis did not become super expensive and largely non-repairable the Aero era began. The noted slice took a few minutes and no
welding necessary. The longer Rover stock Sd1 slave (much better!) Girling #64673467could also be used and bought in bulk with the engine/gearbox orders from LR. HOWEVER, this
system leaves the bellhousing open to debris analogous to a welcoming port pointing at road surface, something your bellhousing and mine don't do. I dislike the thought of a debris entry to my
bellhousing. That is the lot for the 2000ish LR Plus 8s from 1993ish to mid -2004. This is all being examined now by the wave of Morgan Plus 8ers, wanting a gearbox improvement over their aging
LT77s. (Actually of the LT77s (the "S") combined with the brilliant last Plus 8 Salisbury, a Salisbury with a Quaife modification) is FAR better and lighter combo than the R380sand BTRs up to 2009.

SOLUTION for the Owen system failing. 20 years ago, (and 4-5 slaves after) I stumbled upon a solution for your/my clutch slave issue. It was a recommendation from an American hydraulic
repair specialist, Apple Hydraulics. I was visiting nearby (Long Island) and stopped to chat. I had used them for a lot of etype work. The solution which is now used by most of the cognoscenti, some,
silent ones, here

Rather than trying to kit repair your slave that can only be temporary, send your little slave off, just this once, to be stainless steel sleeved. It should be less or the same as a new one. The rest can done
with a kit, either you or them. In the 200,000 miles done since I began using stainless-sleeved slaves (the same slave as yours) I have not had to change a single one (three Plus 8s...two
simultaneously on two continents). Even if one failed today, that would give me/you an average slave lifetime of 80,000 miles rather than what you have. EVEN if your innards rot (they always do eventually)
a kit would only then suffice. BTW, after I discovered the solution, I did not rush out and change my slaves on my other Morgan. I merely sleeved my old ones and stashed them, in the other Plus 8s until
into a service. A 1977-1995 clutch slave can be changed pretty quickly, figure 20 minutes after the first few times. (wryly) You merely need a spare slave, a bit of brake fluid, the right ratchet and socket
with (ideally) needle nose vice-grips, a mogger's best friend.

The solution convinced me to keep the original Owen setup when the Factory recreated my Morgan in 2002/3, 19 years after its first delivery date. I am happy I did so, though the Rover Plus 8 world, frustrated
at the non-availability of 2wd R380s, is flooding my inbox with requests of what gearboxes to switch to. In fact, selling an 2wd R380 will cover the costs of a much smarter alternative...aside from installation costs
...which for many are still costless (psst...we're hiding). After all the LT77/R380 ratios are made for a 3 ton 4x4 not a 2000 lbs sports car.

Much more here. https://www.gomog.com/allmorgan/allmorgan46.html#SLAVE

Good luck! Sorry for the long explanation.

gmg

OWEN BELLHOUSING


BECK BELLHOUSING

]

Thank you for your message with lots of details. I will look for the modification of the slave.