Rebuilding Services in Adelaide

About This Service

When a brake component fails on a modern vehicle, replacement is usually the default — the part is available, the cost is predictable, and it is quicker than reconditioning. But there are situations where reconditioning is not only the better option, it is the only option: when the part is no longer manufactured, when the replacement part is of inferior quality to the original, when a classic or historic vehicle requires a period-correct component, or when the original unit has a feature — bore size, porting, pushrod geometry — that a generic replacement does not replicate.

All Clutch & Brake has been reconditioning brake and clutch hydraulic components in Adelaide since 1984. Over those four decades, we have accumulated a stockpile of old units, discontinued seal kits, and hard-to-source parts for applications that have been NLA (no longer available) from mainstream suppliers for years. We recondition calipers, master cylinders, slave cylinders, wheel cylinders, and brake boosters — on vehicles ranging from pre-war classics to current models where reconditioning is simply more economical than replacement.

Hydraulic Component Reconditioning — Calipers, Master Cylinders, and Wheel Cylinders

The reconditioning process for every hydraulic brake component follows the same sequence: full disassembly, degreasing and cleaning of all metal parts, visual and dimensional inspection of the bore, honing or machining of the bore surface to the correct finish, replacement of all rubber seals and dust boots with new parts, reassembly, painting of the external body, and bench pressure-testing before the component is returned or refitted.

Master cylinders: the primary hydraulic component in the braking system. Master cylinders fail when the internal piston seals (primary and secondary cups) wear or swell, allowing fluid to bypass the piston. A reconditioned master cylinder with correctly fitted new cups and a correctly honed bore will perform identically to a new unit. We recondition tandem master cylinders (the standard on post-1967 vehicles) and single-circuit master cylinders on older vehicles.

Wheel cylinders: the hydraulic actuator in drum brake systems, mounted inside the drum behind the brake shoes. Wheel cylinders fail through a combination of internal corrosion of the cast iron bore and deterioration of the rubber cups. A seized or leaking wheel cylinder causes uneven rear braking and fluid contamination of the brake shoes. We recondition wheel cylinders across all bore sizes used on Australian passenger vehicles from the 1940s through to current drum-brake rear axles.

Slave cylinders: the hydraulic actuator in the clutch hydraulic circuit. External slave cylinders (mounted on the bellhousing) are straightforward to remove and recondition. Concentric slave cylinders (CSC) mounted inside the bellhousing are more involved — we assess whether reconditioning or replacement is more appropriate based on bore condition and whether the transmission needs to be removed for access.

Stainless Steel Cylinder Sleeving — A Permanent Solution for Corroded Bores

Cast iron brake cylinder bores corrode. On vehicles that sit for extended periods, are stored in humid environments, or have had water contamination in the brake fluid, the bore surface develops pitting that a standard hone cannot remove. Pitted bore surfaces destroy rubber seals rapidly — the seal may hold for a few months after a standard recondition before failing again because the bore surface has microscopic surface damage that cuts through the rubber on each stroke.

The solution is to press a stainless steel sleeve into the existing bore. The machined stainless sleeve is interference-fitted into the cleaned and bored cast iron housing — it cannot corrode, it provides a perfectly smooth bore surface for the new seals to run against, and it maintains the original external dimensions of the component. A stainless-sleeved cylinder will outlast the vehicle it is fitted to.

Stainless sleeving is particularly valuable for classic and historic vehicle components where the original part must be preserved for authenticity. Replacing a period-correct master cylinder with a modern equivalent changes the pushrod geometry, pedal ratio, and in many cases the brake bias — all of which affect how the vehicle behaves under braking. Sleeving the original component preserves all of these characteristics while giving it an indefinite service life.

Brake Booster Reconditioning — Vacuum and Hydraulic Units

Brake boosters amplify pedal force before it reaches the master cylinder. A failing booster makes the brake pedal extremely hard to depress — you are effectively braking without servo assistance. The failure modes differ depending on booster type:

Vacuum-assisted boosters (single and dual diaphragm): the most common type on post-1970s passenger vehicles. Uses engine manifold vacuum to assist pedal effort. Failure is typically caused by a perished diaphragm (allowing air to leak through the booster), a failed check valve (causing vacuum loss when the engine is not running), or a worn reaction disc that changes the pedal feel and modulation. We recondition vacuum boosters across all diameters used on Australian passenger vehicles — 7", 8", 9", and 10" single and dual units.

Hydraulic boosters — VH40 and VH44 Hydrovac units: used on heavy vehicles, 4WDs, and commercial applications where engine vacuum is insufficient for adequate assistance. The VH40 (smaller bore, lighter vehicles) and VH44 (larger bore, heavy commercial) are Bendix-designed hydraulic servo units that use power steering pump pressure rather than engine vacuum. Failures include worn internal piston seals, contaminated fluid, and scored bores. We have serviced and reconditioned VH40 and VH44 units for over 30 years and hold a stock of parts for units that are no longer supported by mainstream suppliers.

Not sure if your booster is failing or if the problem is elsewhere in the brake system? Bring the vehicle in and we will test it on the day. Most brake booster failures produce a characteristic hissing sound from the engine bay when the brake pedal is depressed — a sign of diaphragm perforation or a failed check valve. We can diagnose this in under 30 minutes.

Classic and Historic Vehicle Brake Reconditioning

We recondition brake components for vehicles across the full spectrum of automotive history — from pre-war cars of the 1920s and 1930s through to 1960s and 1970s Australian vehicles where brake parts have been discontinued by mainstream suppliers for decades. The challenge with classic vehicle brake reconditioning is not the labour — the principles of hydraulic brake systems have not changed since the 1930s — it is sourcing the correct seals and cups in the right bore diameter and profile.

Over 40 years of operation, All Clutch & Brake has built a parts stockpile of discontinued seal kits, old units that can be used for pattern or parts, and supplier relationships with specialist reconditioning seal manufacturers in Australia and the UK. When a seal kit is unavailable commercially, we can often machine a custom-profile seal from polyurethane stock that matches the original dimension exactly.

We have reconditioned brake components for Holden FX through to HZ series, Ford Falcon XK through XF, Chrysler Valiant, Leyland P76, Triumph, Austin Healey, MG, Morris Minor, Land Rover Series I, II, and IIA, as well as pre-war marques including Studebaker, Buick, Packard, and Chevrolet. For very early vehicles — pre-1940 — we assess each component individually, as bore profiles and thread specifications from this period vary significantly by manufacturer and model year.

Brake Component Reconditioning Pricing Guide

Reconditioning pricing depends on the component type, bore diameter, condition of the bore (hone only vs sleeve required), and availability of seal kits for the specific application. The guide below covers the most common reconditioning jobs. Every component starts with a precise inspection and condition assessment — we do not commit to a price until we have examined the bore.

All prices listed are guide prices based on industry averages. Final cost depends on the component's bore condition, whether stainless sleeving is required, seal kit availability for your specific application, and vehicle age. Discontinued seal kits for pre-1980 vehicles may carry a premium. Contact All Clutch & Brake on 08 8277 8122 for a precise assessment of your specific component.

Bring Your Component In for Assessment

You do not need to have the vehicle booked in first. If you have removed a brake component — a master cylinder, caliper, wheel cylinder, or brake booster — and want an assessment of whether it can be reconditioned and at what cost, bring it in to our St Marys workshop directly. We assess it on the day, provide a written quote, and in most cases can begin reconditioning immediately if you want to proceed.

Call All Clutch & Brake on 08 8277 8122 or bring the component to Unit 1/3 Adelaide Terrace, St Marys SA 5042. Comprehensive assessment, precise quote.

Pricing Guide

How Much Does Rebuilding Services in Adelaide Cost?

Prices are a guide only. Final price depends on vehicle make, model, and parts required. Contact us for an exact quote.

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