Steve,
There are three Girling servos and about 4 Lockheed servos, plus aa
American Midland-Ross servo that have bee put into Sunbeams. The Tiger
MkI and MkIA , and Sunbeam had a Girling 5" booster. The Tiger II had a
7" booster. The "Type B" 7" Girling unit could be bolted in-place on the
Tiger, and maybe the Alpine, but the rebuild kits are unavailable for
this good, but non-original booster. When the kit was available it
could cost upwards of $3350. The Midland-Ross booster is said to be a
good unit and was designed for 50's T-Birds. Re-built MkI/IA and MkII
boosters are available from sources I could recommend, they are not
cheap, but less than a MkIIB Girling kit.
The Alpines mounted their unit on the forward part of the right fender,
while the Tiger was mounted on a small bracket welded between the
firewall and the fenderwell. LHD cars mounted it on the right side,
while RHD was opposite. The MkII had a 7" booster diameter, while the
MkI and IA had a 5" diameter unit. The five incher had a band around the
can that was bracketed to a hole in the firewall (ever wonder what those
holes with tubes inside were for?)
Fitting a 7" booster on an early Tiger is a bit tight, and you can
forget the stock firewall brace, as there is no room. Apparently the
MkII mounting was slightly different. I need to look to be sure.
The boost ratio on the 7" units was near 3:1, while the 5" units were
near 2.3:1, so the pedal is harder on the smaller unit. The Lockheed
unit is very different in looks and arrangement of mounts and line
connections, but they can be installed, with proper care. Some dealers
sell two bent brackets with their units for about $65 more. Not worth
it, if your at all handy with some sheet metal. Sunbeam Specialties
stocks this unit. British Victoria also has some kits, but I wouldn't
buy anything from them, it's mostly poor quality.
The plumbing goes like this:
The line from the master cylinder runs alongside, and clamped to, the
firewall. It terminates, with a loop, to the right side of the car (LHD)
and connects to the hydraulic
input line. The output line goes to that junction block you mentioned. A
vacuum hose connects the vacuum fitting to the manifold. It's in the
back of the Tiger and on the carb. balance tube on the Alpine. The
Girling units have a banjo fitting and a built-in one-way valve to keep
back-fires from the diaphragm, and to give a little reserve vacuum if
the engine dies. The Lockheed unit uses an external valve in the vacuum
hose. This is usually included with the "installation bracket kit", but
can be purchased separately.
Important: All these brake lines have "bubble" flares, not the same as
American "doubled V" flares. Again, Sunbeam Specialties has new lines.
Get a good tube bender.
One of your biggest problems is the Alpine master cylinder on the Tiger
brakes. The diameters are different, and a lot of foot force is needed.
The correct units are available, brand new. I would get one of these
first, and see if the brake pedal force isn't acceptable without a
booster. Remember to try fast stops from higher speeds. If you do
install the unit, I recommend the original Girling, as kits are still
available at a high, but reasonable cost.
CAT warehouse has a neat accessory that should be in the trunk of every
power brake Tiger or Alpine. It is a flexible 10" (approx.) stainless
braided brake line with "bubble flair" type steel ends. If your booster
ever goes, or eats all your fluid, you can just disconnect the input and
output lines and connect them together with this booster by-pass. The
pedal forces are higher, but you can stop. About $10 to members.
--
Steve Laifman < One first kiss, >
B9472289 < one first love, and >
< one first win, is all >
< you get in this life. >
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