Robert Noel Reddington
Post Number: 360
|Posted on Saturday, 01 August, 2015 - 08:27 am: |
As Brian Vogel said when the parts dry up then alternatives will have to be found if one wants to keep driving the car.
The power brakes on a Shadow if completely clapped and the WHOLE lot needs replacing then the cost is going to be horrendous.
To convert to vacuum servo master cylinder system is doable.
If the existing reservoir is retained then residual valves won't be needed.
If the front calipers are connected to one master port. And the rears to the other port then thats four less hoses and associated pipe work. Use the bleed nipple port to cross connect.
Fortunately at the moment the bits are available to keep the CitroŽn system going.
Also once a system is overhauled it lasts for quite a few years.
As for how well the brakes will work on a vacuum servo is another matter. The main problem could be a spongy lifeless pedal.
I think eventually a shortage of crankcases is going to be the first problem with parts. Clouds are already difficult. At least a Shadow engine could be fitted to keep it all Rolls-Royce at least while shadow and later are available. The engines that could be fitted are many. Not necessarily at V8. However about the best choice is the Chevy small block. There is even a kit available for it which doesn't alter the front subframe and uses the RR engine mounts.
The brakes. 2 choices fit a belt driven pump. Or go vacuum servo. The belt dive pump could be sourced from CitroŽn. Not sure about running DOT brake fluid in a LHM pump. One 7 piston swash plate will drive both systems with ease. However pump failure means both systems are not working but all CitroŽns have one pump and they don't get problems.
All this is for the future when the axe falls.
However some engineering company will pop up and start making replacement essential parts for the hydraulics.
The crankcases are a different ball game. Because to remake means it has yo be to faithful copy. It can't be resigned slightly to make it cheaper like cast in liners for instance because one never knows with engines that one has got it right until the engine had been used for quite a few thousands of miles. However modern aluminum welding technics can recover crankcases. In this respect aluminum crankcases have an advantage over cast iron which is difficult to weld without setting up internal stresses which can lead to failure maybe not straight away but I always have a nagging suspicion that it's not hunky dory.
My choice for a non RR engine would be Jag V12. If it's not to long. It fits the gear box because same gearbox.
The cheapest way is to look after the car properly.