As always, good stuff. I've swapped out tons of master cylinders but, embarrassingly, I've never looked inside to see how they actually work until today. It's more or less as I imagined, but as usual, a bit more complicated than it might seem.
@robertcope these dunlop master cylinders are a little more complicated that others, but they're all a little different. If one spring or spacer is put out of order, it's not going to work right! Thanks for watching.
Used to be a place called Whitepost Restorations in Whitepost, Virginia, that did quite a business re-sleeving brake master and wheel cylinders for classic cars.
Hello, saw your channel by chance and this video on the Bonaldi booster and brake master cylinder. We have several old Ferraris in the family but I have a Pantera with a very similar master cylinder. I did go the replacement route as Italy is close by. I opened up the new master just to confirm the bore diameter (was correct) and then slid out the secondairy, closest to booster, piston and seals. What surprised me, and the reason for this message, is that the very fine light spring presses up directly on the rubber seal without any washer(s). Your take apart internal parts line up showed the exact same situation. So, you could say that your video reassured me that this is the way it is! You have nice calm videos, easy to watch and now on my very short list of good TH-cam "stuff" Thanks
A lot of the Italian manufacturers uses the same sub assemblies, so I'm glad my videos for the Ferraris helped you. There is so little documentation out there on how some of these things go back together that I use a lot of my videos and blog posts for my personal reference! Thanks for watching!
Build up a light weld or braze, and then hone or shave, etc… the copper/nickel/cad idea won’t take the pitting out. And sleeving is a very drawn out process
We used to get Norton Lockheed masters, stainless sleeved by a guy in Milford, CT back in the day. He was an excellent machinist, and didnt get phased by analysis paralysis....
It's a constant search for good machinists, especially when the old timers leave the business. What vendor or machinist will admit they're no good when you ask them to sleeve your irreplaceable Master Cyliinder until you find out they're not!? Thanks for watching.
@@tomyangnet The guy that makes parts for my vintage Ducatis is very talented, and not far from the panel shop. But a $30k Ducati is not a multimillion dollar Ferrari..... 🙄
That deep blue 330 is absolutely gorgeous! Im tempted to have the 650i painted similar (as its about the closest im ever going to get to a grand touring car, like this)
not only low production, but how many have any shop actually worked on? Ferrari often changed parts mid production (with cars numbering in the 100s) so it's really hard to keep track of the changes. Thanks for watching.
![BOWKYLION - วิงวอน (ex-change) [Official MV]](http://i.ytimg.com/vi/cLdnZWDaO-w/mqdefault.jpg)
As always, good stuff. I've swapped out tons of master cylinders but, embarrassingly, I've never looked inside to see how they actually work until today. It's more or less as I imagined, but as usual, a bit more complicated than it might seem.
@robertcope these dunlop master cylinders are a little more complicated that others, but they're all a little different. If one spring or spacer is put out of order, it's not going to work right! Thanks for watching.
Used to be a place called Whitepost Restorations in Whitepost, Virginia, that did quite a business re-sleeving brake master and wheel cylinders for classic cars.
They’re still there. I used to send stuff to them 20 years ago.
Hello, saw your channel by chance and this video on the Bonaldi booster and brake master cylinder. We have several old Ferraris in the family but I have a Pantera with a very similar master cylinder. I did go the replacement route as Italy is close by. I opened up the new master just to confirm the bore diameter (was correct) and then slid out the secondairy, closest to booster, piston and seals. What surprised me, and the reason for this message, is that the very fine light spring presses up directly on the rubber seal without any washer(s). Your take apart internal parts line up showed the exact same situation. So, you could say that your video reassured me that this is the way it is! You have nice calm videos, easy to watch and now on my very short list of good TH-cam "stuff" Thanks
A lot of the Italian manufacturers uses the same sub assemblies, so I'm glad my videos for the Ferraris helped you. There is so little documentation out there on how some of these things go back together that I use a lot of my videos and blog posts for my personal reference! Thanks for watching!
Build up a light weld or braze, and then hone or shave, etc… the copper/nickel/cad idea won’t take the pitting out. And sleeving is a very drawn out process
@saratoga123321 we all have to do what we have to do to save and repair parts that are NLA. Thanks for watching.
We used to get Norton Lockheed masters, stainless sleeved by a guy in Milford, CT back in the day.
He was an excellent machinist, and didnt get phased by analysis paralysis....
It's a constant search for good machinists, especially when the old timers leave the business. What vendor or machinist will admit they're no good when you ask them to sleeve your irreplaceable Master Cyliinder until you find out they're not!? Thanks for watching.
@@tomyangnet The guy that makes parts for my vintage Ducatis is very talented, and not far from the panel shop.
But a $30k Ducati is not a multimillion dollar Ferrari..... 🙄
That deep blue 330 is absolutely gorgeous!
Im tempted to have the 650i painted similar (as its about the closest im ever going to get to a grand touring car, like this)
@jimurrata6785 this blu scuro is stunning, but there will be a little more work keeping it clean! It's nearly black. Thanks for watching.
And I thought I had part fit problems with my TR6! Clearly I should value the parts supply I have.
@richardporter6201 the grass is always greener (or browner) depending on which side of the fence you stand! Thanks for watching.
Not so easy with low production, hand built cars like the Ferrari.
not only low production, but how many have any shop actually worked on? Ferrari often changed parts mid production (with cars numbering in the 100s) so it's really hard to keep track of the changes. Thanks for watching.