Copper brake pipe kits replace the factory steel brake pipe network with pre-formed copper pipe. Copper is easier to form and flare than steel during fitment, and does not rust in the way that steel pipe does, a significant advantage on cars over sixty years old, where original steel pipe runs are often corroded internally at threaded junctions and externally where dampness has been trapped under P-clips. A full copper pipe set also provides a clean starting point for restoration work, avoiding the time and uncertainty of cleaning and refitting original pipes that may be compromised.
Fitments, 1500 Early, 1500 Late, and 1600 / 1600 Mk II
Six kit variants are stocked, covering the pushrod MGA range across three specification changes and both drive hands. The MGA 1500 Early kit suits 1500 cars built before the rear brake pipe UNF standardisation change (car/chassis 27989 for disc-wheeled cars and 28540 for wire-wheeled cars). The MGA 1500 Late kit suits 1500 cars built after those breakpoints, with the UNF-thread rear brake pipe specification. The MGA 1600 kit suits 1600 and 1600 Mk II cars, which carry over the 1500 Late pipe layout with the 1600-series master cylinder arrangement and have no further rear-brake-pipe production changes recorded during 1600 and Mk II production.
Each of these three specifications is stocked in both right-hand drive and left-hand drive variants. The drive-hand distinction matters because the master cylinder sits on the opposite side of the car in each case, and the pipe routing to the front brakes and the four-way connector follows a different path accordingly. A left-hand drive kit will not fit a right-hand drive car without significant re-forming of the pipes, and vice versa, the kits are pre-formed to the factory routing for the drive hand specified.
Working with copper pipe
Copper brake pipe is softer than steel, which makes it easier to form tight bends and to flare end fittings during installation. The pipe takes a flare more cleanly and seals more readily against a correctly-formed female fitting. The trade-off is that copper work-hardens with repeated flexing, the pipe must be properly supported along its run with P-clips at the factory mounting points, not left to flex freely under the car. The kits are supplied pre-formed to the factory pipe routing, reducing the amount of on-car forming required during fitment; where adjustments are needed, a proper tube bender should be used rather than forming by hand, to prevent kinking.
Scope, pushrod cars
The copper brake pipe kits stocked here cover pushrod MGAs, 1500, 1600 and 1600 Mk II, across both drive hands. The Twin Cam and De Luxe use separate brake and clutch master cylinders with different brake pipe runs to suit the four-wheel Dunlop disc installation, and are not covered by the pushrod pipe kits. Twin Cam and De Luxe specification should be confirmed with MGOC directly before ordering pipe for those variants.
Concours considerations
Factory-original MGA brake pipes are steel rather than copper. For concours restoration judged on original specification, steel pipe is the correct material. For restoration work prioritising long-term service life and ease of maintenance, copper is the practical choice, and is the default for most restorations being driven on the road rather than shown at concours events.
Ordering considerations
Copper brake pipe kit ordering requires three decisions: the variant (1500 or 1600 / Mk II); for 1500 cars, whether the chassis is before or after the 27989 / 28540 UNF breakpoint (Early or Late); and the drive hand (LHD or RHD). Pipe kits should be installed alongside new flexible hoses (rubber or braided, depending on preference), a full fluid flush, and a system bleed. Existing pipe unions, the four-way connector with brake light switch boss, and the three-way rear axle union can be retained and re-used provided they are in good condition, or replaced as service items as needed.