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Master cylinders were once made of cast iron and the reservoir was integral with the cylinder。 However, efforts to save vehicle weight and improve fuel economy led to the development of the aluminum master cylinder with a plastic reservoir。 This is known as a composite master cylinder。 Functionally, they are the same as cast iron master cylinders, but they look different and cannot be overhauled effectively。 Dual master cylinders, regardless of design, all have two pistons。 Each piston operates one half of the braking system。

The reservoir is usually divided into two compartments and there are two ports in each compartment。 The fill port also called the inlet port allows fluid to enter the master cylinder as the pistons are returned to their at-rest position。 The smaller compensating port allows warm expanded fluid to return to the reservoir。 If this heated fluid couldn’t return to the master cylinder it would allow the brakes to self-apply as the vehicle was driven。 Each piston has two seals: the primary or front seal is responsible for creating fluid pressure by sealing the piston to the cylinder wall。

The secondary seal is at the rear of the piston and keeps fluid in the piston land area。 When the piston moves forward, the primary seal flares out due to fluid pressure and forms a good seal。 When the brake pedal is released and the return spring pushes the piston back, the seal lips curl forward and fluid flows around the piston or through small holes drilled through the piston。 This ensures that there is always fluid in front of the master cylinder pistons。 When a master cylinder fails, it is usually because one of the seals has failed。

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