I now have PDF and DXF files for both brackets and an information package. If you want copies just send me a PM or e-mail and I'll send the CAD files with any other information you want. The information package is evolving as I think of things that may be relevant.
Since this is a DIY conversion you need to decide if this is right for you and want the challenge of solving the little details. Hopefully I have addressed any issues that will pop up. With the brackets and rotors prepped for the install the conversion will take a morning to do.
I have converted my lowered CBB GT with a wire wheel axle and a RBB Roadster with the stock ride height and bolt on wheels. I will be doing 3 more conversions on CBB with stock ride height and bolt on wheels in May 2018. The first roadster will use the 38mm 240SX caliper. If that offers too much rear bias we will switch to the 34mm caliper and put the 38mm caliper on the GT. The 38mm and the 34mm 240SX calipers have the same external dimensions, mounting dimensions and use the same pads.
There have been questions about body clearance, pedal travel, and balance.
The RBB car showed no problems with body clearance issues using the Sentra caliper. The issue was with the park brake linkage with the Sentra calipers. That was resolved with relocating the cable compensator and modifying the lever on the caliper. I strongly suggest using the 240SX caliper for a better park brake arrangement. Pedal feel is good and 34mm caliper offered a good balance.
The CBB GT with the 38mm 240SX caliper showed a possible body clearance issue. That is mostly because the wire wheel axle is narrower than the bolt on axle. That does move the calipers inboard by about 1/2' when compared with the bolt on axle. Though measurements indicated enough clearance I opted to add an Energy Suspension 9.9117G to the axle bump stop.
Both cars exhibited additional pedal travel though I would not consider it to be disconcerting, just different. To experiment I added a 2psi residual check valve to both circuits on the CBB GT. That did indeed take out some of the pedal travel. I'm not convinced that is necessary but it does add to the confidence. Since the RBB Roadster has 3 lines to the master cylinder we are going to leave it alone for now.
In general I am very happy with both conversions. Each has their own challenges and hopefully I have spelled out those challenges in enough detail. Both conversions have been tested on both wet and dry roads with no surprises.
Here is a link to the discussion on the MG Performance forum