Morgan +8 Forum

Sure, you can use the photo. The TRW part number is AS 37.

Duncan

Interesting,.

The earliest clutch slaves for the mossbox Plus 8s used a 1" bore. Later models mossbox cars used a 7/8 inch bore. I need their part numbers.

It could also point to Pat's problem!!!!!!

https://www.mevspares.co.uk/CLUTCH-SLAVE-CYLINDER-Morgan-Plus-8-3.5-Litre-V8-From-Oct-72-Sep-76-Only.html

I also need the numbers for the Rover 4 speed era. Derek, your Dad and my pal, Gerry, had a Rover 4-speed Plus 8. Got the number somewheres?
I will also ask my British/European friends.

Lorne

P.S. From the picture, this is not the slave used from 1977-1996. It is longer, better placed and should last a long time.

1971 Moss-box Plus 8 slave cylinder numbers are 64068329 (which may have been superseded; that number came from the original owner of the car). Since November of 2008 I have used this number instead: 64674336
Slave cylinder rebuld kit SP2196/1

John T. Blair's Scions Of Lucas website lists these:

+8 72-76 cylinder Lucas 64067749
a. Rebuild kit: Lucas SP2267


+8 77-83 cylinder. Lucas 74066213
a. Rebuild kit: Lucas SP1490


+8 84-86 cylinder Lucas 74066335
a. Rebuild kit: Lucas SP4190



Edited 1 time(s). Last edit at 2025-04-10 12:14 PM by DuncanCharlton.

I don't have a lift. 'Want to get one, but for the moment, the ceiling is too low, and the master bedroom is directly above the Morgan. So...It's jack stands and wedging my 70+ years under the car. That said, I end up using the same service techniques, lifted or not.

Baring a problem with the master cylinder that has not been rebuilt, I am pretty sure that an adjustment of the clutch pedal position by adjusting the clutch master cylinder push rod would fix the problem on the subject Morgan.
When personalizing the fitting of the pedals on my Morgan (bending the throttle pedal closer to the brake pedal, adjusting the pedal angles and clutch engagement), I correct much the same problem. Since we don't have the car here, we can only just guess. Knowing that this problem came with the car, and that the clutch and slave cylinder have been replaced, there are only a couple of things left to check. Fortunately, the clutch engagement point can be adjusted.
I have corrected this problem on a couple of C Type Jag replicas, several Westfields... it isn't an unusual problem.

It could be a mismatch between the master cylinder and the slave cylinder, but still might be corrected at the clutch pedal provided that the slave has adequate travel. The only difference would be the pedal effort, and that would be negligible.

Thanks Duncan. Yes that is what I have on gomog. But there must be two numbers somewhere reflecting the two different bores I found in the link above.
Seems to be the clutch slave for a Austin Morris...and Minis. Girling 64674336 is the other number for those few years...probably the later ones used on
the later Mossboxes, I am checking with the few pros left that know these cars as well as you. (wryly) Frankly how much of difference can there be in the
feel of a short 7/8 versus a short 1" bore. Once I have the info and confirm it, I will re-write the Plus 8 clutch slaves article. Someone here posted that the
Mossbox slave(s) were the standard for the 6500 Plus 8s, rather than merely a couple of 100. Been filling my Help box for years from post 1977 owners.
Considering the setup of this fprum, such errant information pops instantly with a web search.

You are VERY careful to indicate what year and model a part is meant for. You are one of the best.

In any event, these two parts are becoming rare, justifying ss-sleeving, the old one rather than buying new even at 35$. I no longer trust "new" parts.
Melvyn doesn't carry it. Dear Larry and Linda do.


Yes. Duncan. Remember gomog hosts John's site now, for many years, at his request. He and I work together and he has full access to gomog. Not to
disparage sons of Lucas but John moved over because that site was not as reliable as it once was. I'll drop Blair a note asking whether he is updating SoL
as well. I will give him your regards.

Lorne

The slave that I have is an EW470, 7/8" bore. This is also available as an aftermarket billet hot rod part from Speedway Motors.

Lots of places to get this slave cylinder. Matches perfectly with the .625 master cylinder.

It appears that this slave is used for Jaguars as well. Lots of pricing variation, from around $50usd to $350usd. 'Pays to shop.

Here is the one that I found at Speedway Motors. Looks as though it would fit. Use the original equipment push rod.

https://www.speedwaymotors.com/Speedway-Push-Type-Clutch-Release-Slave-Cylinder,1944.html



Edited 1 time(s). Last edit at 2025-04-10 02:02 PM by SJM1.

That lead me to a fabulous source! https://www.onlinecarparts.co.uk/ They seem to everything covered at great prices. Original stuff as well.

Many thanks.

L.

I checked out that "online parts" site. The cost for the EW470 type slave cylinder is 3X the cost of Morgan Spares or other UK sources, plus shipping and perhaps tariff. We have more options here, and better pricing. It pays to shop.

The Austin-Morris slave cylinder is common here, with several British parts suppliers, and relatively inexpensive.



Edited 1 time(s). Last edit at 2025-04-10 07:50 PM by SJM1.

The 64674336 clutch slave cylinder is available in both RH and LH versions (typically used on Hewland equipped race cars), .87" (3/4" bore size. This may make it possible to put the bleed screw on top. the "RH" is available in .75" bore.

https://www.pegasusautoracing.com/productselection.asp?Product=3520&utm_source=google&utm_medium=cpc&utm_campaign=3520&gad_source=1&gbraid=0AAAAAD-keiCD8oDyfNcaQmK8UMVDwF5E1&gclid=EAIaIQobChMI7Zy9ueHQjAMVGSZECB2h0yKTEAQYASABEgI77fD_BwE

The aftermarket has these at better prices. I have found no difference between the aftermarket and OEM as far as quality or time in service.

Equipped with a .625 clutch master cylinder, the slave cylinder in my car is 7/8, and not 1" as previously stated. Since my car has a Moss 'box and carbon release bearing, I suppose that all of the Moss box cars with a .625 master cylinder might be compatible with the easy to bleed, 7/8" bore cylinder with inlet and outlets on opposite sides. The bolt pattern for both slave cylinders is the same.