Document 152O41mNV84nDkgY0yV62kBra

Ford Motor Company Limited Central Office January 18th 1984. Mr H.J. Donnellan, Senior Attorney _ Office of the General Counsel, Ford Motor Company, Parklane Towers West, One Parklane Boulevard, Suite 300, Dearborn, Michigan 48126, U.S.A. , Eagle Way BRENTWOOD Essex CM13 38W Telex: 995511 Dear Mr Donnellan, . Subject lEIPOSPHK TO ASBESTOS FROM BRAKE LININGS As you are probably aware I had an extended telephone conversation with Mr Krause on Tuesday 10th January 1984, during which, I believe I gave answers to the questions posed in Mr Krause's letter of December 14th 1983. I enclose the following sets of documents which were requested by Mr Krause 1. Correspondence relating to the 1969 Conference. 2. Internal reports upon which the Ford Conference Papers were based. 3. Correspondence with Mr J. Lynch. 4. Published proceedings of the 1969 Conference. 5. Correspondence regarding commercial developments of the drum cleaning unit. 6. Service information - cars. 7. Service information - trucks. With regard to question No.9, the Health and Safety Executive have now confirmed to me that while there were internal reports regarding exposure to asbestos from brake linings, there was no public guidance published on the subject, such as Regulations, Guidance Notes etc. With regard to question No. 10, I have written to the firm who developed the drum cleaning unit, to ascertain when this was first marketed in the UK. I hope that my telephone call and this letter and attachments, give you the information you require, but please let me know if there is any further way in which I can be of assistance to you. Dr D.E. Hickish Industrial Hygiene Specialist. Telephone: Brentwood (0277) 25 cc: mr R. Krause. 3350 Ma^Rslarcnce (Please Include in Emejjg^j|jdr^y)-|gj HFM - 005779 SCF-ALLF-09120 ^ .Jl -rf^rAjo Aa^a. I U^ASL ptpe^> ^ee - - 005767 8006 1201 f \r Report 41/68 Exposure to Asbestos during the Servicing of Brakes of Passenger. Gars r | .......................... --........ II July 1968 mil Dr D E Hickish - 1/163 Industrial Hygiene Specialist HFM - 005788 8006 1202 I ^ ^ II , ,, INTRODUCTION This investigation was undertaken in view of the increased national concern regarding exposure to asbestos, and of the impending revision of the Asbestos Regulations of the Ministry of Labour. One of the operations within the motor industry which could involve exposure to asbestos dust is the cleaning of brfdte drums and olutch assemblies, normally carried out during routine servicing by "blowing-out" with compressed air jets. The brake linings in current use may contain 40 to 60# asbestos when manufactured - the asbestos being normally in the ohrysotile form, and occasionally in the amosite form. Crocidolite asbestos is said not to be used, FIELD INVESTIGATION It was considered that any hazard to health from ' .' exposure to brake-drum or olutch dust would he more widespread within the Dealer Repair Organisation than within Ford of Britain, so the initial investigation was carried out at a large Main Dealer service bay. At this garage, the number ; of cars per day given a routine service varies between 10 and 20, but not all servicing involves brake cleaning. Air sampling was carried out initially on two occasions, A and B, using thermal precipitators (T.Ps) as the sampling instruments. On the second occasion, samples were also collected on membrane filters. This latter technique has been developed in recent years, and is likely to become the preferred method of sanpling for asbestos in Great Britain and the U.S.A. ... In 8006 1203 HFM - 005789 In each case, measurements were made: (a) By the side of cars being given a service which included brake cleaning, and (b) In the dust-cloud during brake cleaning, and then near to the car for the remainder of the service period. As the mechanic normally blows the dust away from himself, the sampler at (b) would be exposed during "blow-off" to dust concentrations greater than those actually pertaining at the breathing zone. It was considered, however, that to sample in this way would provide an additional factor of safety. Details of the sampling are given in Table 1. A further period of air sampling, C, was carried out, when membrane filter samples were collected from the breathing zone of the brake-clean operative, by means of a personal sampler, with suitably modified flow rate (approx. 2S0 cc/min.). The sampling covered an entire work shift, during which brake blow-out was carried out on the following vehicles: _ 5 Corsairs 1 Zodiac 4 Cortinas 1 Prefect ' , The thermal precipitator slides were subsequently incinerated and examined by micro-projection using a 4 mm objective and X. 17 eyepiece. The membrane filter samples were rendered translucent by the addition of triacetin, and examined in a similar manner. Phase contrast microscopy was not used. . The results of the T.P. counts for occasions A and B are given in Table 2, and for the membrane counts on the I occasions -3- i v_ / III e-iv occasions B and C in Table 3. The counts are expressed in terns of particles with diameter greater than Ip. and of fibres (i.e. particles with aspect ratio greater than 3:1 and length greater than 5p). LABORATORY INVESTIGATION In view of the relatively few fibres present in the air samples, a laboratory investigation was undertaken, comprising microscopic examination of samples from brake lining material (which was filed to produce dust) and brake drum dust (collected by spatula from brake drums immediately prior to blowing-out). The samples were sieved through 200-mesh screens and then examined before and after incineration. The results are shown as fibre proportions in Table 4. Samples of material collected from the brake drums of (a) an Anglia van, (b) a Mark II Cortina, and (c) an Anglia car were analysed by Dr S Holmes of Messrs.Turner Brothers _ Asbestos Co.Ltd., and his findings are shown in Table 5. DISCUSSION OF RESULTS (a) Standards of dustiness In June 1968, the British Occupational Hygiene Society published a Hygiene Standard for Chrysotile Asbestos Dust, which suggested that in order to reduoe the risk of contracting asbestosis to 1# of those with a lifetime's exposure to the dust, the accumulated exposure should not exceed 100 fibre-years/cc, i.e. 2 fibres/oo for SO years, or 4 fibres/cc for 25 years. In this standard, fibres are ... defined 80061205 HFM - 005791 BUS -4- defined as those exceeding 5p in length, as determined by the membrane filter method. Categories of dustiness are designated as follows: Dust Category Concentration aveerraaggeed^_o< ver 3 months (Fibres/cm3) Negligible Low Medium High 0 - 0.4 0.5 - 1.9 2.0 - 10.0 Over 10.0 As an alternative index, a thermal precipitator count of 25 particles/cc greater than lp after incineration V is regarded as equivalent to 2 fibres/oo by membrane filter oount. i While it is considered unlikely that a mechanic will be engaged on brake oleaning for a working lifetime of up to V_ 50 years, an additional factor of safety should be provided if a Threshold Limit Value (TLV) of 2 fibres/cc, i.e. corresponding to this length of exposure, is adopted in considering the results of the present air sailing. , (b) Field investigation The thermal precipitator particle counts are in . excess of the alternative TLV of 25 particles/cc. but these counts would include many non-asbestos particles - road dust etc., whereas the TLV was determined from counts within asbestos factories. The fibre counts by thermal precipitator are lower than those obtained by membrane filter. Membrane filter counts show a concentration in the general atmosphere below the TLV, except when the sampler is placed in the dust cloud during blow-out. The personal ... exposure 8006 1206 HFM- 005792 -5- exposure is shown to he at a level of 1/3 of the TLV, and corresponds to a "low" dust category. (c) Laboratory investigation It is, at first sight, surprising that the exposure to asbestos is as low as found, in view of the quantity of asbestos present in the original material of the brake linings. Comparison of the fibre proportions in brake lining material and brake drum or air-borne dust (Table 4) shows that in the latter, the percentage of fibres is greatly reduoed. The analyses of the brake drum dust samples confirm a very low asbestos content. These findings suggest that during usage, the material undergoes ohanges in physioal and/or chemical form. Enquiries from researoh workers in UK and USA indicate that this is a finding which has been observed elsewhere, and current thought is that during braking, high point contact temperatures are reached. As a result, thermal deconqiosition of chrysotile asbestos takes place, producing an amorphous, non-fibrous magnesium silicate. Under very extreme operating conditions, the binder may. decompose and release part of the asbestos as free fibre, but such circumstances would be most unusual. (d) Conclusions . On the environmental and analytical evidence obtained, it does not appear that a significant hazard to health should occur during brake drum blow-out in a typical Dealer Passenger Car Repair Shop. It would be helpful, however, for ... clinical 8006 1207 HFM - 005793 - 6clinical examinations to be made of some repair mechanics 0 with long experience of brake cleaning to confirm this view. It would also be desirable to include in Service manuals, a general instruction that inhalation of dust during brake oleaning should be minimised, and if practical alternative methods, which would produce less dust, can be devised, their use should be recommended* The present investigation has been confined to servicing of passenger cars, and a further study of heavy vehicle servicing is under consideration* C HFM - 005794 8006 1208 Table 1. Details of air sampling Sample No. Day A A1 A2 A3 A4 A5 A6 Type T.P. K N N H n N Location (a) Static by oar (b) Dost cloud, then static (b) " ," (a) Static, by car (b) Duet cloud, then static (a) Statio, by car Duratioi1 Activity . mins. 1 ' during (approx sample period 30 1 Cortina 30 1 Cortina 45 1 Corsair 45 1 Corsair 35 1 Corsair 30 1 Corsair Day B B1 B2 B3 B4 B5 B6 B7 B8 T.P. m/ T.P. M11e T.P.j M. T.P. M. (a) Statio, by car (b) Dust cloud, then statio (a) Static, by oar (b) Dust cloud, then static 45 (1 Cortina Estate 45 1 Anglia Van 45 |1 Cortina ( Estate 45 (1 Anglia Van 35 35 1 New Cortina 35 35 1 New Cortina Day G Cl C2 G3 C4 C5 M. n a ii ff C6 If C7 n Personal sample n ii <9 H N If N If If II If If '> 60 1 Corsair 56 (1 Corsair (l Zodiao 59 None 56 1 Cortina 2 Corsairs 60 1 Cortina 1 Prefect (part) 64 1 Prefect (contd.) 70 2 Cortinas 1 Corsair x T.P, Thermal Precipitator / Membrane HFM - 005795 8006 1209 Table 2. Results of Thermal Precipitator Samples Sample No* Sample details Sample time mins. (a{Static - hy car A1 A4 A6 30 45 30 Time-weighted average B1 45 B5 35 Time-weighted average Dust concentration Particles/cc Fihre8/cc (*&>)- 99 134 62 ' 103 124 102 115 2 1 2 1.57 0.5 0 0.28 (h) In dust cloud. then static A2 A3 A5 30 45 35 Time-weighted average B3 45 B7 35 Time-weighted average 71 141 , 92 3 2 0 106 1.64 103 0.5 181 0.2 137 ; 0.37 HFM - 005796 8006 1216 Table 8 Results of Membrane Filter Cotints Sample Details 1 Gen eral atmosphere samples (a) Static by car B2 B6 Time-weighted average (b) In dust cloud, then static B4 B8 Time-weighted average Sample time mins. Fibres/co. 45 1.12 35 1.42 1.25 45 1.71 35 3.62 2.55 II. Pe rsonal samples Cl C2 C3 C4 C5 Sample lost G6 C7 - Time-weighted average 60 0.63 56 1.12 59 0.21 56 0.96 64 0.38 70 0.79 0.68 --------------------- ! HFM- 005797 8006 12fT Table 4. Fibres - as percentage of total particles _______________observed________________________ Sample ' Brake lining material Brake drum dust Air-borne dust Fibre proportion -% Un-Incinerated Incinerated 28 0.6 -- 12.3 1.6 1.3 Table 5. Analysis of Brake drum dost / Sample Electron diffraotion microscopy . X-ray diffraction (normal specimen) X-ray diffraction (extracted speoimen) 1.Anglia Van Chrysotile present 2.Cortina Mk.II 3.Anglia car N n Iron & quartz present. No chrysotile detected. Less than 5% chrysotile, possibly 0.1% to 1%. n Less than specimen 1. N As specimen 1. A HFM - 005798 8006 1212 Report 52/68 Exposure to Asbestos Dust during Brake Maintenance Operations on Commercial Vehicles, Fleet Repair Garage. Dagenham__________________ October 1968 HFM - 005799 Dr D E Hickish - 1/163 Industrial Hygiene Specialist, 8006 1213 V I INTRODUCTION This study was undertaken to assess the degree of exposure to fibrous dust ain brake maintenance procedures on commercial vehicles and to provide comparative data relating to a previous study on operators working on passenger cars. II INVESTIGATION Air sampling took plaoe in the garage on the 19th September 1968. Membrane filters, in conjunction with Casella personal samplers, suitably modified to provide a flow rate of 200 were used and the following sampling procedure adopted. (a) Personal samples were collected from the "brake blow off" operator (Mr Crone) and the mechanic working in the adjacent bay (Mr Hillman) during the blowing-off operation. The filters were then ohanged and replaced to run for the rest of the shift. (b) Static samplers were positioned at three points, . A, B and C, about 20-25* from the source of dust generation and separate samples were collected for the morning and afternoon shifts. The sampling positions are shown in Fig.l, The collected samples were subsequently removed to the laboratory and, after preparation, examined by projection microscopy for the presence of fibres greater than 5ju. (A fibre is defined as having an aspect ratio equal to, or greater than, 3:1). ... Ill RESULTS 8006 1214 HFM- 005800 2 III KESULTS Table 1 shows the fibre counts per cm** for each sample collected* IV DISCUSSION OF RESULTS (i) Standards of dustiness .* In a previous Beport (41/68: Exposure to Asbestos during the servicing of brakes of passenger cars) reference was made to the Hygiene Standard for Chrysotile Asbestos Dust proposed by the British Occupational Hygiene Society* This standard suggested a Threshold Limit Value .A of 2 fibres/cm0 for an exposure period of 50 years. Categories of dustiness were proposed as follows: Dust Category Concentration, fibres/cm0 (averaged over1 3 months) Negligible Low Medium High 0 - 0.4 0.5 - 1.9 2.0 - 10.0 10 (ii) Field Investigation Static Samples As the blowing-off operation took place in the early part of the morning shift, the concentrations obtained at the static positions during the afternoon shift (samples 8, 9, 10) probably represent the background contamination. Thus it can be seen that the generation of a dust cloud by blowing off dust from commercial vehicle brakes results in increased background contamination of 3 to 4 times the background level at any point within a radius of 20-25 ft. The concentrations are all well below the TLV, and with one exception come within the "Negligible" dust category. ... Personal 8006 1215 HFM - 005801 Personal samples The fibre concentrations for the mechanic engaged on the blowing-off task taken for the duration of the operation shows an exposure of nearly 4 times the TLV, while the concentration measured in the breathing zone of the mechanic working in the adjaoent bay during the same period just exceeded the TLV. ' The personal samples from the two mechanics taken over the remainder of the shift give similar results. When the samples for the two mechanics are calculated on the basis of time-weighted concentrations, the exposures are below the TLV and oome within the "Low" dust category CONCLUSIONS In the light of the environmental data, and of the irregular intervals at whioh brake-cleaning is carried out (it is not a daily procedure) it does not appear . that a significant hazard to health should occur in the case studied. Nevertheless, the conditions which obtain during the blowing-out operation are extremely unpleasant, and alternative methods of cleaning should be investigated, or measures adopted to minimise personal exposure, e.g. local ventilation, or use of a suitable respirator. 8006 1216 HFM - 005803 Table 1. Tie suit a of Membrane Filter Counts Sample No. Description 1 Personal', Air .Crone. Brake maintenance. Front brakes blown out in this period 2 , Personal. Air Hillman, Clutch repair procedure at adjacent vehicle bay 3 Static. Position A. 4 Static. Position B. 5 Static. Position C. .. N 6 Personal. Mr Crone.One rear brake assembly blown off at beginning of sampling period. 7 Personal. Mr Hillman. Clutch repair procedure at adjacent vehicle bay. .. 8 Static. Position A. 9 Static. Position 3. 10 Static. Position C. Duration mins* Flow Bate ml/min. Concentration fibres/om3 99 193 7.09 Dust Category Medium 127 207 2.25 Medium 190 232 185 133 180 206 317 180 0.17 0.49 0.28 0.08 Neg. Neg/Low. Neg. Neg. 278 148 0.11 Neg. 186 211 186 170 185 172 0.07 0.11 0.07 Neg. Neg. Neg. Time-weighted average concentrations: Mr Crone Mr Hillman 1.75 0.79 Low Low &TCf-t- Of fV?AN6EMENr OF , ZPiHPUNG f&MHZ flT RsmUZ 6ftgflfig u A Rj i) R HFM - 005804 PQ8006 1216 .- * 4-v * , f f * HFMf - 005780 rv 8006 1194 6 December 1967 Mr H E Ayer B.S. Division of Occupational Health U.S.P .H.S. 1014 Broadway Cincinnati, Ohio, U*S.A, ' Dear Mr Ayer, I understand that you have recently been investigating the generation of free asbestos arising from the decomposition of brake shoes. This is a subject which we are concerned with at the moment, particularly with regard to service operations involving the cleaning of brake assemblies by compressed air jets* I should be most interested to receive from you any of your publications which relate to this problem and* in particular, to hear of any views whioh you may have regarding the state of the asbestos in the dust which accumulates in automobile brake drums. Kind regards. Yours sincerely Dr D E Hickish Industrial Hygiene Specialist 3350 HFM - 005781 Boom 1/163 DEH/VJS 8006 1195 NATIONAL CENTER FOR URBAN ANP INDUSTRIAL HEALTH 10)4 BROADWAY CINCINNATI. OHIO 4S20I DEPARTMENT OF HEALTH. EDUCATION. AND WELFARE PUBLIC HEALTH SERVICE January 17, 1968 REFER TO: Dr. D. 8. Hlckish Industrial Hygiene Specialist Ford Motor Coupany Ltd. Dear Dr. Hickishi Mr. Ayer has asked me to reply to your letter on brake lining decomposition. The enclosed draft of a report on brake deconpositlon summarises some of the early work ve hove done on this subject. Further work has generally confirmed the conclusion that brake linings give off very few free fibers except under extreme operating conditions. With regard to the cleaning of brake assemblies in service garages, electron micrographs of the dust removed from brake drums has shown it to contain mostly road dirt and rust with very few fibers. What fibers were released by the lining have apparently escaped into the air. However, some other service garage operations, such as radius grinding and burnishing, which abrade the brake surface, will produce dust clouds containing free fibers sitadlar to those found in brake lining manufacturing plants. To evaluate these situ ations 1 would recommend fiber counts on membrane filter samples as described in the attached preprint by Edwards and Lynch. The British Occupational Hygiene Society has adopted a limit of 2 fibers/cc longer than 5 ji. Some other articles which may be of Interest are also enclosed. Please let me know if I can be of any further assistance. Sincerely yours, Enclosures Activities . Field Studies Occupational Health Program HFM- 005782 8006 1196 30 January 1968 Mr Jeremiah R Lynch ~J Asst.Chief, Environmental Activities Field Studies ' Occupational Health Program " Department of Health, Education and Welfare National Center for Urban and Industrial Health 1014 Broadway Cincinnati, Ohio 45202* Dear Mr Lynch, I am writing to thank you for the most useful information contained in your letter and attachments of 17 January 1968 regarding brake lining decomposition. Our studies so far are in agreement with your findings in that we have been unable to find fibres during brake cleaning in service garages using thermal precipitators and membrane filters. With many thanks* i Tours sincerely j Dr D E Hickish Industrial Hygiene Specialist i i ; ; i 3350 HFM - 005783 Room 1/163 DEHAJS 8006 1197 / Ojc /cHa/3 h '/b'~hk ______ Jj) (K. JbL ._ CxaaXX ____ lA/V^ , S flUJU&t &*T /dO ^ fMj, cTW m wlihk. HFM - 005784 8006 1198 J.7 JUN Uftl 19M BROADWAY CINCINNATI, OHIO 49202 DEPARTMENT OF HEALTH. EDUCATION, AND WELFARE PUBLIC HEALTH SERVICE Consumer Protection and Environmental Health Service Environmental Control Administration I REFER TO: June 13, 1969 Dr. D. E. Hickish Industrial Hygiene Specialist Ford Motor Company limited Brentwood Essex, England Dear Dr. Hickish: . The report you wish to refer to has since been published in the Journal of the Air Pollution Control Association (copy enclosed). I am not sure I agree with the last sentence in your summary of my. conclusions. At bulk lining temperatures of 600-700*F the binder simply burns and lets the asbestos fiber loose. At lower bulk tempera^ tures, within normal operating range, the spot temperature at the point of contact between the lining and drum may be very high, higher even than the decomposition temperature of asbestos. The binder behind the surface remains intact, since it is not nearly as hot, and micro ablation occurs at the point of contact. This explains why Sinclair at the Johns-Manville laboratories found the magnesium from the chrysotile in the decomposition product but not- the x-ray diffraction pattern of chrysotile. The fibrous asbestos had been changed to another, non-fibrous, mineral by the intense heat at the point of contact. Thus, I do not believe that the asbestos comes off . unaltered, encapsulated in the binder. Please let me know if I can provide any further assistance. Sincerely yours. Enclosure Jeremiah R. lynch Chief, Laboratory of Engineering Bureau of Occupational Safety and Health / ufm . nns7Rfi 8006 1199 1 July, 1969 Mr J B Lynch Department of Health* Education and Welfare Public Health Servioe 1014 Broadway Cincinnati Ohio 45202 Dear Mr Lynch* Thank yon for your letter of lone 13*1969* and for the oopy of your Paper entitled 'Brake Lining Decomposition Products' The last sentence in my summary of your conclusions was taken from the draft report which yon sent me in January* 1968* but I see that your views have now changed* I suggest* therefore* that the final part of my reference to your work should read as follows: "At lower bulk lining temperatures within the normal operating range* the binder behind the surface remains intaot* However* the spot temperature at the point of contaot between the lining and the drum may be higher than the decomposition temperature of asbestos* The decomposition product* therefore* includes not free asbestos fibres but a different mineral* resulting from thermal metamorphosis*" I hope that this reference to your work is now acceptable to you and unless I hear from you to the contrary I will publish it in this form* Yours sincerely. D E Hiokish Industrial Hygiene Specialist 8850 HFM - 005786 1/168 8006 1200 IW p ! 8006 2127 PRODUCED BY FORD a;"Jj AN*lNTERNA,n______ ________ , ' `111 ?;1'HE BRITlSri.QpCUPATIONAl^Hl "V?----- ------- ------ --- * m Y\ '*%**' ; | O. H. HtcatsH I Ktpoturt to abtoldurinf btil.fei lutcb maintl SMrttn! Aibenoe and aibedwuJ^V^&fii|.' . .* f' S. A. Roach ! Hyger* ttandard, fot tibeitoi %J ' D. E. IIickijh ttd JC.lv JCHtOJtf I. Kvpoaurt til aibe . ' maintenance .. ;. S. I.uioh: Te.chnical Implemenit|a*tion o'f*th<$nvCWf aib* efitofj <regulatio"n, . . D. Hatch: Poiiiblc alternative, to tibeitw 11 i friction butteHu - : A "H'-lp-VB* % ***! *>?- -vj , , ' M. 1.. Pawrigr: vtkHiwol of thefUaeJM'aibeitodcAialnlng .friction] .< G. 1.. Lu: Removing duit from bnke ttiemblleJ duKnJvehJcJe ftefVtcin^ ; -altetnative cleaning metbod<||.||^^ fS^ ' | K. I.. KniohI and It. !i. Hichijh! lnveitlgatlooaii.to alternative forma of. . control fot duat generated during the cleaning of brake aiaertibltet and! A drum, . Jv. **TM r 1% 1 3-'^ . -'A a..*<-/ lP-ii I S. l.irxoN: Reipiritori for protection agaimt aabcatoe j&Ily . i............. -.....--X........... .iJtiS- A R. A Coua and C. O. RiaaliTowardi t critetlod leg ImpuU induitry r;|. < - i I>; {, ip| J. .0. WAt,was Temporary threahdd liblft from lmpult>oit<lt A M. Mahtthi 0. A C Athwiuv'and-h^.Tjj Hrc$roc*i,Rec! w *." Impact ooiae from potumatic bammeta|_ 1 W. O. Norng: A new concept of damage rUk ctKtrloiiJfcT-jAa Letter* to the Editor: * ' i |iti k f;',; fT H. A. Bamkek and A BunwwoarHtAibeiiOi.haraftl from protective^ s clothing :A. . ; .. * rJifl. a.................. ......... M. GrbknmkoI Aabcatoe releaae from battery boreil N' ew, Item, -< ` -A M ' `* ` Book Review.i m / x fs>i ? rERG$MonmPRESSA ' AT vb. Y 'a ll *r^ W<4 l! g rf-M 5 Oxford . .'^ London IVM^hfetiuYyorft JParti `A;. i;-v V 4.. 8006 2128 PRODUCED BY FORD ': i ..,.\\m;,>.r;r,uv.v*j,iuiwa*uvxtss&tsswuHnu ANNALS OF OCCUPATIONAL HYGIENE Hon. F.ditor-in-Chief , Dr. J. C\ Gaob Hem. Editorial Assistant Mist A. Warino Mr K. F. Bishop Hem. Assisiam Editors Dr J. McK. Ellison Dr J. R. Glover Dt C. G. Warner , Board of Ovemas Editors M. A. P. Avy, V Inginieur Gineral, Laboratoire Central des Strvicts Chimiques dt I'f.tat, 12 Quoi Henri IV, Paris IVme, Franca. Professor J. Bricarp, Laboratoirt de Physique dts Huages et <i'Electriciti Almosphlriques, Eacuhi des Sciences de Paris, 3 Boulevard Pasteur, Paris XVme, France. Dr G. J. Fortuin, Philips Health Centre, VFilltmstraat 52A, Eindhoven, Netherlands. Professor Lars FribenO, Karoliruko Institutets Hygieniska Institution, Stockholm 60, Sweden. Dr N. Fucks, Karpov Institute, Obucho 10, Moscow. Dr M. N: Gum A, Director, Occupational Health Research Institute, cjo B. J. Medical College, Ahmedabad-l6, Gujarat State, India. Dr F. Hartocensis, Public Health Officer, Inspectorate for notrormnto/Hygiene, Dr. Beyersstraot 8, l.eidschertdam. Nether lands. * Professor T. Hatch, Dept, of Occupations! Health, Graduate School of Public Health, University of Pittsburgh, Pittsburgh 13, Pennsylvania, U.S.A. Professor Iiarj Rantasalo, Department of Hygiene, University of Helsinki, Hacntmaninkatu 3, Helsinki 25, Finland. I). J. JuDA, Polska Akodemia Nauk, NowovAejtka 25, Warsaw, Poland. Dr KinGSIFY Kay, Chief Laboratory Services, Occupational Health Division, Dept, of National Heolth and Welfare, Ottawa, Canada. ' Dr VtFIK KlRCAJt, Ankara Tip Fakulteii, Norologi Docenti, Numutte Hostonesi, Ankara, Turkey. Prof. Dr. Med. W. KlosterkOttita, Direktor des Hygiene-Jnstituts, Klinikum Essen, Dtr UmVrMirdl Munster, 43 Essen, Den Hufelonstrasse, 55 Robt*'i*Koch~Haus, Germany. Dr R. K. M.ACPKVKSON, School of Public Health and Tropical Medicine, The University, Sydney, Australia. Dr L. E. J. Poin.lF.R, Occupational Health, Dept, of Labour, 97 Jatoatte Hoad, Colombo 5, Ceylon. IliROYtntl HARARE M.D., Chief of Department of Occupational Diseases, National Institute of In dustrial Heolth, Kituki, Kawasaki, Japan. Dr H. SlORINCFR, Chief, Toxicologic Services, Occupational Health Field Headquarters, 1014 Broadway, Cincinnati, Ohio, U.S.A. Professor Sutarman, Deportment of Physiology, Faculty of Mtdicine, 6 Solembo, Djakarta, Indonesia. Dr R. B. SUTHERLAND, Division of Industrial Health, Ontario Provincial Department of Health, Queen's Park, Toronto 5, Ontario, Canada. Dr Stubb* TtGLERJERO, Directorate! fur Arbejdstihynet, Statens Institut fur Arbejdshygitnjt, Baunegardsvej 73, Hellerup, Denmark. Professor J. Teisinger, Institute of Industrial Hygiene and Occupational Diseases, Prague H, Karlovo n. 3 5, Ctechoslavakia. Professor Enrico C. VioliANI, Ctinica del Lax*oro dell* Universite di Milano, Via San Bornabo 8, Milan, Italy. Professor V. B. VOUK, Mnituf* of Medical Rgstauh, Yugoslav Academy of Sciences and Arts, School of Public Heolth, University of Zagreb, Mirogojska c.4, Zagreb, Yugoslavia. Dr K. WOlpert, Chemist in Charge, Institute of Industrial Heolth, Cydas vet' 8 Oslo 3, Norway. Publishing offices: Hcadington Hill Hall, Oxford, 0X3 OBW Annual subscriptions: For libraries, research establishments, and al) other multiple-reader institutions, 14 ($35-) For private subscribers certifying that the journal is for their personal use, 3 ($15.00) Payment mutt be made in advance Back issues available; write for Back Issues Price List Published Quarterly Copyright 1970 The British Occupational Hygiene Society HnAmucYow Hill Hau,, Ov.:0'.c)t 0X3 OBW PERGAMON PRESS Maxwell House, Fajrview Pare., Elmssord, N.Y. 10523 I I \ 1 i \! I 1 \ 8006 8129 PRODUCED BY FORD An**. Ontf. Hrt- Vol. t). p. I. Pcrpanton PrcM 1970. (n Or*l Britain PREFACE Exposure to Asbestos during brake and clutch maintenance The papers which follow were originally presented at a Conference held at the Central Office, f ord Motor Co., Brentwood, Essex, on 26 March 1969. The Chairman of the Conference was Dr G, H. Channing, Chief Medical Officer, Ford of Britain, who opened the proceedings by outlining the events which had led to the arianging of the Conference. ' Publication of the proposed Asbestos Regulations by the Department of Em ployment and Productivity had raised queries within the motor industry as to whether clutch and brake'maintenance activities, both at the manufacturers' premises and within the repair trade, would come within the requirements of the Regulations. There was a general desire that the subject should be investigated, and any necessary remedial measures sought, in advance of the legislation so that Dealers could be advised and servicing procedures modified where this might be necessary. Investiga tions had been made by the Industrial Hygiene L'nits of the British Motor Corpora tion, and of Ford of Britain, and their findings would be reported to the meeting. These would be preceded by papers on the medical aspects of exposure to asbestos, and later in the programme there would be pacers indicating possible solutions to the problems involved. D. E. HtCKISH t 8006 2130 PRODUCED BY FORD 8006 213 H .^L ' PRODUCED BY FORD '**' Vn+S- . Vol. 13, w, 3-3. Ftfttmon F.w 1970. minted In OrMl Brlub. ASBESTOS AND ASBESTOSIS* W. J. Smh HER Group Medical Adviser, Cape Asbcsioa Company, 114 Park Street, London W.l. 1 HE FORMS AND USES OF ASBESTOS Commercially important asbestos fibres Tall into two main groups. The first of these is chrysotile, and the second comprises the amphiboles. Both groups are fibrous silicates, but they differ in geological origin, in chemical composition, in molecular structure, in fibre sire and strength, and in other characteristics. Chrysotilc, white asbestos, comes from many different places. There are slight chemical and physical variations in the fibres from different sources, but basically all have the same molecular structure. On the other hand, the arnphiboles comprise at least three separate tyi<s, whose molecular structure is very similar, but whose chemical and physical properties differ more widely. Amosite (amber) and crocidolitc (blue) are of commercial importance in this country, whereas anthophyllite is a Finnish fibre not used here. The relative amounts of each fibre in world production is shown in Fig. I and the areas of main use in Fig. 2. Arinuol wr<S ul pul >.000.000 for* Chryjottb (white) 2,000,000 two Croodolill (Of*) (South Africa) 110,000 tons 54% * 1. 'South AlfiCfl) 90,000 tons 5% Anthophytlit* (Ftrlo*'dt 10,000 Ion* Conod* USSR S.Afrio.t USA EufOPO OthOM 1,250,000 750,000 250,000 100,000 100,000 550,000 f io. 1. World production of asbestoo. This paper was originally presented il Conference on Exposure to Asbestoe during Brake and Clutch Mnintcnance, held at Brentwood, Essex, March, 1969. 3 8006 2132 PRODUCED BY FORD W. 1. SMmip.n Whta it 10 U9t) Annuo) con#umpfiori*J,OOO,OOO<on0 Whoro it Mined ChrylOtit* BoltyiUM iVoly'" Ffonc* JAPAN UK Germony l_____ USA Sovthtrn Alrieo USSR USA USStt BHio C'ocidouio If*$.Af rico Amotito AMhophyilittf rw-3 Pinlond Fio. 2. Areas of use of esbestod. The different characteristics of asbestos fibres dictate their uses, their applications and Ihcir mode of packing and handling. For example, amosite can be pressure packed and pallatized, whereas chrysotilc lends itself more readily to containerization. ' By fat' the greatest use of chrysolite is in the asbestos cement industry. Amosite is used mainly ia Insulation and building products. Crocidolitc, due to its excellent acid ri.r.ij.lsu'ii'A.i, ..la iiy major application in the manufacture of battery boxes in this country, ft ia added to the pitch mixture in unopened dissoluble bags. 8006 2133 PRODUCED BY FORD Asbestos and asbestosis 5 Very broadly it can be said that current friction materials, whether they be disc brake pads, passenger car and commercial vehicle brake linings or clutch facings, contain 50 per cent chrysotile asbestos. The new trends of development, particularly in the fields of disc brake pads and commercial vehicle brake linings, indicate that the percentage of asbestos included in the mix is likely to decline. Some new materials now contain approximately 40 per cent asbestos, and newer mixes can be foreseen with an even lower percentage, probably down to a minimum of 30 per cent. The pads for disc brakes require less asbestos fibre than conventional drum brake linings. It is estimated that more.and more passenger cars produced in the U.K. will in future be equipped with disc brakes, particularly on the front wheels. THE BIOLOGICAL EFFECTS OF ASBESTOS The variation existing in the biological effects of the different tyjies of asbestos is the subject of considerable interest and research, and the extent to which the physical and chemical characteristics of the asbestos itself influence biological effects is being investigated. The role of trace elements and contaminants associated with (he fibres has also to be considered. The chief biological effects of asbestos are confined to the lung and the pleura, or lining of the lung and chest cavity, and to the peritoneum, or lining of the abdominal cavity. A few cases of skin corns have occurtd in asbestos workers, but these are becoming much less common. All types of asbestos, if inhaled in fairly high concentrations over a considerable period of time, may cause fibrosis of the lungs. This disease, called asbestosis, con sists of thickening of the lung membranes with resultant stiffening of the tissues and interference with oxygen uptake. The interference with gas transfer is the reason for the shortness of breath which causes the disability associated with asbestosis. The amount of exposure, required to produce fibrosis of the pleura, with or without calcium deposition in the scars, is more debatable. It may be that shorter, less concentrated exposures, particularly in youth, leave this mark upon the pleura. In any event this particular effect of asbestos inhalation causes little or no disability in itself. Exposure to asbestos may lead to further complications, e.g., heart failure, cancer of the lung, or, rarely, to malignant changes in the pleura or peritoneum, known as mesothelioma. Canctt of the lung has been shown to be more common in asbestos workers who smoke, just as it is in the general population. Mesotheliomas are very uncommon throughout the world, but in some areas they have been associated more frequently with exposure to crocidolite than to chrysotile, amositc or anthopbyllite. The ro*.Mn for this are at present obscure, but are being sought intensively by investigator) in many different countries. 8006 2134 PRODUCED BY FORD 8006 2135 PRODUCED BY FORD ri *'" 0c*V- Urj- Vt>!. I). v>. 1-13- Ftry.imo-i PnM 1970. PrtalaS In Clrul Britain HYGIENE STANDARDS FOR ASBESTOS* S. A. Roach I-ondou School of Hygiene and Tropical Medicine, Keppcl Street, I-ondon W.C.I. As lono as there is any airborne asbestos dust in the work environment there may be some small risk to health. Nevertheless exposure up to certain limits can be tolerated for a lifetime without incurring undue risks. A hygiene standard for asbestos was published in the U.K.. by the Ministry of labour in 1960 and was taken from the annual list of Threshold Limit Values of the American Conference of Governmental Industrial Hygienists (ACGJH) (Committee on Thteshold Limits, Annually). The British Occupational Hygiene Society formed a Hygiene Standards Comrnittce in 1965 to advise on hygiene standards. This Committee recommends the use of the ACGIH list of standards and supplements this with critical examinations of ACG1H and other standards considered unsatisfactory by British workers. The Hygiene Standards Committee has expert Sub-Committees, each of which is con cerned with a specific standard. There is a sub-committee on asbestos dust in air, one on trichloroethylene vapour and its urinary metabolites, one on airborne vegetable dusts in the textile industry, another on noise criteria for hearing conservation and two new ones are corning into being; on cadmium oxide fume and Silica dusts in air. It is important to take into account the economic consequence* of any recom mendations made as well as the benefits to health, and this is one reason why on each of these Hygiene Standards Sub-committees, scientific and medical experts from industry arc included. The value of a standard rises in pioportion to the number of people who become protected by it. A particular advantage of direct industrial representation on hygiene standards committees is that the industry more readily identifies itself with the standards recommended. The Hygiene Standards Sub-committee on Asbestos, under the Chairmanship of Professor Lane, has developed new hygiene standards for airborne chrysotile dust (Land el ol., 1968). These were based on the results from a medical and environ mental study at an asbestos textile factory in England, in which investigations were made on 290 of the men employed at this factory in the period of 1933-1966. The Sub-committee considered that the degree and nature of the risk associated with the Standards should be specified and the method of the derivation of the stan dard from the dam presented should be described in detail. It was also considered that the standards should give prominence to the gradually increasing risk in relation to the concentration mther than to the single figure threshold concept Open recogni tion should be given to the possibility that people might be adversely affected, even "This paper was originally presented at a Conference on E'xpooure lo Asbestos during Brake and Clutch Maintenance, hcl;l at Brentwood, Essca, March, 1969. i i 8006 2136 PRODUCED BY FORD 8 S. A. Roach when the recommended standards of air cleanliness are maintained. It was recognised that to protect the hypersusceptible workers environmental control would have to be supplemented with medical examinations. It was evident from the data made available to the Sub-committee, and from the earlier American experience, that when concentration is held constant the prevalence of asbestosis was highest among those with the greatest duration of exposure. Over a period of time, dust accumulates in the lungs and gives rise to asbestosis. However, some of the dust is removed from the lungs, for example, by being dissolved. Con sequently, if it is assumed that none is temoved and exposure is limited accordingly, a safety factor is thereby incorporated. The problem of relating prevalence with concentration and with duration of exposure was resolved by assuming that the cumulative amount of asbestos remaining in the lungs front a given exposure is equally dependent on the dust concentration and on the duration of exposure to that con centration. The asbestos dust concentration had been measured at the textile factory con cerned with several different instruments, including the membrane filter method, in which the number of fibres longer than 5 p w'as counted. The dust concentration to which different workers had been exposed varied from 1 fibrc crn' to 2? fibres/cm* over periods from 10 years to 33 years. The exposure of an individual was expressed as fibre years, cm', that is, the product of the average concentration to which he was exposed during working hours and his years of exposure to this average. A curve was developed relating the prevalence of asbestosis to exposure expressed in this way. The principles on which this was based may be explained as follows. An individual's response to dose of any foreign substance ran tie expressed by a line (Pig. 1). There is a dose which produces no response whatsoever. This is marked by the threshold A. If the individual is given progressively higher doses, the response progresses correspondingly. The least positive response may be real but merely undesirable. A higher response may have sensory manifestations. A still higher response might be associated with observable physiological changes and overt clinical effects. The highest responses of all would perhaps be signified by loss of conscious ness, or even death. The degree of response may be conceived to be measurable objectively on a con tinuous scale starting at aero, and the scales of dose and rcsi>onse could be chosen to linearise the relationship between them, as in Fig. 1. The dose-response relation ship could then be described by the slope of the line and the point where the line strikes the dose axis. The slope of the line expresses the rapidity with which increases in dose produce increases in response in this individual. The sleeper the .slope the greater the safety factor necessary in practice to allow for the inevitable occasional excursions of dose above the maximum desirable. Doses which give zero response are never, in fact, known with absolute certainty since the sensitivity of measurements of response is limited. A response which can just be detected in a man corresponds to another and higher dose, shown as threshold B on Fig. I. Also, one is not normally considering just one individual. Aa with all other characteristics of man, the position and slope of a dose-response line varies from one individual to another. Each man's dose-response line is different with a different thri is repicsente average man In a real about an ave frequency tii: on cither side fn a real : Exactly when usually not Jen afi'ected by it * the sire freque ?.ero exposure An air qu of men being; can be made ; standard has costs of air c A curve \ clinically and their years of Fig. 3. The tl I 8006 2137 PRODUCED BY FORD jgniscd e to be orn the valence . Over iwever, . Condingly, e with ist the :qunlly it con* y contod, in :ion to es/cm' rocluct nd his nee of based 3 by a tarked ponse nerely higher linieal cious- t conhosett ationc line reases >e the iional tainty h can shold th all varies rith ;l Hygiene standards for asbcjtcvj Individuot response So doeo 9 Fto. 1. Individual response to dose. different threshold dose and a different slope. A particular population under study is represented by a family of dose-response lines centred around the line for the average man. In a real population the threshold dose will vary from one individual to another about an average value, as in other medical norms. It is to be expected that the size frequency distribution of threshold doses would be a hump.shaped curve tailing away on either side of the central value, as shown in the Fig. 2a. In a real field study it is established whether a man has or has not been affected. Exactly when or in what concentration he first developed the characteristic response is usually not known. A graph showing exposure against the total number of people affected by it would be a cumulative sigmoid curve, illustrated in Fig. 2b, derived from the size frequency distribution in Fig. 2a. This tails away down to zero response at zero exposure. An air quality standard is still associated with a small but non-zero probability of men being affected by the contaminant in question. The risk of people being affected can be made as small as one wishes. Zero risk is the ultimate target and an air quality standard has to be a compromise between the costs of bearing a health risk and the costs of air contaminant control. A curve was fitted to (he data from the textile factory on asbestosis, detected clinically and the exposure in fibre years per cm' of alt the individuals under study over (heir years of employment up to 1966. The bottom end of the fitted curve is shown in F'i;j. 3. The iiivu; .fints relate to three of the groups of workers studied. The exposure 8006 2138 PRODUCED BY FORD f 10 S. A. Roach Fio. 2*. Population fwjonje (o threshold dots. is sho' preval basal . Ha and tl posurt rales. A said tc. nion b> exposui other si it to if benefit' cost o be ecc The t tamin benefi Oi an ao a fleet is, foi 8006 2139 PRODUCED BY FORD } io. 3. Response to chrysolite ssbesios exposure. is shown on the horizontal axis, expressed in fibre years per cm* and the corresponding prevalence is on the vertical axis, showing the proportion of people with crepitant basal rales. Basal rales is the earliest clinically demonstrable effect on the lung due to asbestos and there is a steadily incteasing prevalence of basal rales with increase in dust ex* posurc. Only groups with near zero dust exposure show zero prevalence of basal rales. A problem arises when it is appreciated that there is no exposure which can be said to be absolutely free of risk. There is no single threshold exposure held in com mon by everyone. There is, consequently, this gradually increasing risk in relation to exposure. The application of dust control to meet a Tl.V, an MAC, MAK value, or other similar hygiene standard will limit and control the risk but is unlikely to reduce it to zero. It has to be remembered that asbestos is very widely used and brings real benefits to the community at large. A standard could be made so stringent that the cost of dust control is prohibitive, that the production and use of asbestos ceases to be economic, production and use is discontinued and the associated benefits are lost. The benefits gained by reducing the risk of asbestosis through reducing air con taminant exposure have to be weighed against the possible loss of direct and indirect benefits to the community from the use of the material. . One conclusion from the exposure-response curve fitted to the data was that for an accumulated exposure of 100 fibre years/cm', it is probable that the risk of being affected to the extent of having early clinical signs will be less than I per cent. That is, for example, a concentration of 2 fibres/ctn* for 50 years of such exposure while 8006 21^0 PRODUCED BY FORD 12 S. A. Roach at work, 4 fibres/cm* for 25 years, or 10 fibres/cm* for 10 years. The British Occupa tional Hygiene Society Hygiene Standards Sub-committee on Asbestos expressed the view that a proper and reasonable objective would be to reduce exposures to below this level and thereby reduce the risk of contracting asbestosis to less than I per cent of those who have a lifetime's exposure to the dust. For such workers, who may possibly work for 50 years, the long term average concentration to which they Bre exposed would need to be less than 2 fibres/cm*. For others, who will be exposed to asbestos dust in air for shorter periods, the long term average concentration need not be so low, as long as their exposure will amount to less than 100 fibre years/cm*. The possibility was considered that short periods of very high concentration for a few weeks or less might be disproportionately important in determining the risk of asbestosis. However, the evidence for this was not conclusive and the committee were satisfied that the risk can be satisfactorily expressed with respect to an average concentration over 3 months and can safely be kept below 1 per cent by ensuring that a man's accumulated exposure does not rise above 100 fibre ytais/'cm*. The exposure measured by making fibre counts on membrane filter samples can be converted into exposure measuted with an impinger, the American method, by examining the results of side-by-sidt comparisons of the two instruments. Such comparisons made by the United Stales Public Health Service in asbestos textile plants have shown that an accumulated exposure of 100 fibre years/cm* corresponds to 15 million particle years/ft* by standard impinger methods (Ayer, Lynch and Fanney, 1965). The present American Threshold Limit Value is a concentration of 5 million particles/ft* (mp/ft*) which, if it persisted, would result in an accumulated exposure of 250 million particle years/ft* over 50 years. These American hygiene standards, called Threshold limit Values, are a system for summarising published information on air contaminants in a convenient form for the day-to-day practice of industrial hygiene. The present American standard for 8-hr averages is thus 17 times higher than the British standard for 3 monthly averages. However, there is a published intention to revise the American standard in view of recent knowledge. However, the difference between the American and British standard is not pri marily due to conflicting evidence on the adverse affects of asbestos. It is because of a different attitude now adopted over the degree of protection which ought to be given against asbestosis. The American Threshold Limit Value of 5 mp/ft3 was recommended by Drtessen and his co-workers in 1938 after studying 541 employees in 4 asbestos textile plants where massive exposures to chrysolile occurred (Drfssen et al., 1938). Only 3 doubtful cases of pneumoconiosis were found at the time of the study in those exposed to dust concentrations under 5 mp/ft*, whereas numerous well-marked cases were found above 5 mp/ft*. A conference held in 1965 on the biological effects of asbestos called attention to the very teal probability that the 5 mp/ft' limit recommended by Dreessen is inade quate to give complete working-lifetime protection against all forms of asbestos (Schall, 1965). Medical data on which the limits had been based were inadequate; more than half of the asbestos workers studied by Dreessen and his co-workers were under 30 years of age and thus had insufficient exposure time for much asbestosis to develop. Of th 5 years and on time" study; rn; in the over-all < The British after studying i the ACCiJH Tl I-imits, 1968) | while taking in and considerat of the health e> that the 5 mp; years, a period In accordai below which al average concert often consists recommended, length are cour by Impinger ct 12 fibres/cm*. of asbestos disc The intend! to them should given the most to take advnnti The stands person's arcun years/cm*. It i: clinical signs o . these standard! associated with The standai over 3 months equals ?. fibres, this value and s higher than 2 fr mum 12 fibrcsA compliance. Th standards from Inspectorate in judgment on ct mum for even : probability tha There is a dusts from ms I I 8006 2141 PRODUCED BY FORD -tfc XM*^. 8006 1219 Juno r)t 1978 Nr W. Hombnob ooi Nr H* Gordon D-Htq/3CK3 1/451 oubjecti aCPaaJR3 TO A3D33I03 DURUM BHAKB CLiauaitO . The Port of Suropo 3ervice department are considering approved equipment for Juroporw Dealers including items for the control of the duet produced when brake drums are blown out* In Ford of Britain there has been some use of items like the Drumolene unit shown on the attached leaflet end we are about to conduct some further tests of their efficiency and of their ability to comply with Motional legislation* I should be interested to know whether in Stord of Germany you have legislation which applies to brake-drum cleaning end whether there are any pieces of equipment for dust control which are approved by Government Agencies* Dr D*Jm Hiokish Industrial Uyglene .Ipooialiot* 1/163 14-3330. PQ8006 1220 July 5, 1978 Dr D E Hickish oc N R Gordon 1/163 Subject: Exposure to Asbestos during Brake Cleaning A demonstration of the Drumclene brake dust extraction system has been arranged with BT Sales and Services Ltd, the .manufacturer of the equipment. It is scheduled for 10.30 on Tuesday, July 11 in the Harley Basement Garage. Please advise the name and extension of the Industrial hygiene representative who will be attending the meeting. . 1 ' In addition, we have a prototype.equipment from another supplier that can be studied after the Drumclene representative has left. P J Hinton European Service 1/451 84:3121 HFM - 005807 /- 8006 1221 July 17, W Mr P.J* Hinton 003 Mr 5f Oordon 1/451 1/451 3ribJootl gCPOaOHB TO A3BB3TO3 103? DUHtHQ BRftgg CLfflUgHQ A3 requested the demanatrotion of the Drumclane brake dust extraction ayataa by the B.T. onles engineer was attended on July 11 1978* While the engineer was demonstrating the ole-'ning ability of the o.'oipt.vmt on the rear broke assembly of a Cortina, a high intenoity light beam, as described in the Schedule of the Certificate of Approval Ho. AP 1 of the Asbestos Regulations 1969* was used to aoaess the containment of the dust by the equipment. Ho dust uss seen to escape from the equipment during the cleaning, indicating that thoro should be no hazard to health if this equipment goes into service in the dealerships. '>/'* A.-J. Crookes l J Industrial Hygiene Analyst. 1/16J 34-2452 HFM - 005808 8006 1222 t HFM- 005809 8006 1223 mku II With a view to reducing the health hazard from dust and asbestos particles When cleaning out vehicle drum brake assemblies we are proud to offer our range of'Orumclene' Equipment as illustrated herein. ` 'Drumclene' enables the effective method of Air Blast Cleaning to be employed in total safety. The 'Drumdene' is a light-weight steel cylinder, spigot mounted on to a detachable sub-frame which is fitted with fully rotating castors. The spigot attached to the base of the cylinder is 11' diameter which enables the `Drumclene' to be mounted on a standard Trolley Jack for height adjustment if required. Trolley Jack adaptors are available which, when fitted, increase the spigot diameter to 1 '. The vehide end of the 'Drumdene' is partially endosed by a segmented diaphragm which forms a dust seal behind the backplate of the exposed brake mechanism when the unit is in position. A fabric sleeve with elastic wrist band enables the operator to handle the press-button air gun inside .the unit Large shatterproof viewing panels are incorporated in both models. Whilst the unit is complete within itself, it is necessary to connect to a standard air-line supply via the 1' BSP Socket mounted towards the rear end of the unit. The blast of air,on to the exposed brake mechanism within the 'Drumclene' is sufficient to dislodge the majority of dusts, eta, but in extreme cases it may be necessary to dislodge any solidified matter with a stiff brush. All dust and solids are then drawn through the bottom outlet of the unit, which is designed to accept most Industrial Suction Cleaner hoses up to 23' bore by use of the push-fit reducing adaptor supplied. Suction Cleaner specifications are noted on the opposite page, but whatever their capacity we recommend the ir--. of a type having bag collection and additional filtratii..v suitable for handling dust and asbestos particles. HFM - 005810 This model is designed to accommodate a wide range of vehicles with drum brakes in the 7* to 12* diameter range. A single sleeve situated in the rear end of the cylinder enables the operator to complete the cleaning process with efficiency and safety. In some cases, drum brakes are serviced and cleaned whilst the vehicle is in an elevated position, i.e. on a vehicle lift. In these cases we recommend the use of a high-lift stand (Part No. BT200/175), as illustrated on the opposite page. Whilst the general requirement of a suction cleaner is outlined in the intro ductory paragraph it is essential that for use with the BT200 the cleaner must have, in addition to filtration etc., a minimum airflow of 50 CFM with its hose connected. '1 I i 1 HFM -005811 Designed for use on the larger diameter drum brakes found on commercial vehicles etc. with back plates in the 12' to 19' diameter range. Two access sleeves are fitted as standard to this model, but if necessary a third sleeve can be fitted to the centre of the . circular rear window. If ordered with this sleeve fitted the model number becomes BT 416. This third sleeve affords additional access when the 'Drumclene' is used on drum brakes of greater depth than standard, e.g. Double Wheel Assemblies, in some cases it has been found that Fleet users only handle a specific drum size, for example 17" diameter. In these instances we are able to offer special size diaphragms solely for Fleet use. It will be- appreciated that a suction cleaner for use with the BT400 has to have a larger air-flow than that used on the smaller model, therefore we re commend a cleaner capacity of 95/100 CFM in addition to the filtration require ments mentioned previously. 8006 1225 mrrISH PROOU. j i i i i i k Spare-Parts List Description Top Window Sealing Strip, Top Window Rear Circular Window Sealing Strip, Rear Circular Window Rear Window, C/W 3rd Sleeve Fabric Sleeve Sleeve Retaining Clip Castor Thumb Screw 6/i e" W Diaphragm Complete Air Line Assembly Outlet Reducer Diaphragm Elastic C/W Clip BT200 BT200/101 -- -- -- -- BT200/102 BT200/103 8T200/111 BT200/113 BT200/115 BT200/108 DG271 BT200/105 Spare Part Code Number BT 400 BT200MKII 8T200/101 -- BT400/101 -- BT400/116 BT200/102 BT400/103 BT200/111 BT200/113 BT400/115 BT400/108 DG271 BT400/105 BT200/120 BT200/121 - -- -- -- BT200/102 BT200/103 BT200/111 BT200/113 BT200/115 BT200/108 DG271 BT200/105 BT400MKII BT200/120 BT200/121 BT400/125 BT400/126 BT400/116 BT200/102 BT400/103 BT200/111 BT200/113 BT400/115 BT400/108 DG271 BT400/105 When ordering spares please quote Description and Part Number Agent's Name and Address B.T. Sales 8- Service Limited Huntingtower Road Sheffield S11 7GR Telephone 685021 6 661424 (STD 0742) o HFM -005812 8006 1226 TRANSCONTINENTAL SERVICE BULLETIN No. 6 Date 28th March 1978 Circulate to: Service Manager Parte Manager Foraman Recaptlonlat Ttehnidifii i Section: Model: SUBJECT: 52 Maintenance All Models ASBESTOS SequenceNo._l NOTE: ASBESTOS OUST IS DANGEROUS TO HEALTH IF INHALED Asbestos dust as found in brake drums/disc brake calipers must not be 'blown-out' with an air line, as it can be injurious to health if inhaled. A vacuum cleaner, brush or rag must be used with care to remove any dust from brake drums or calipers. Any process, involving the cutting, filing, machining, etc of asbestos materials, must be carried out using suitable extraction equipment, or with the use of personal protective equipment or face mask. Dust from any of these operations should be collected in a sealed bag for disposal. Cleaning equipment to suit these conditions can be obtained from B T Sales and Service Ltd Huntingtower Road Sheffield SI t 7GR England ' In case of difficulty dealers situated in locations outside the UK may direct enquiries to: MDA Staines . Overseas Purchasing Service 1/231 Ford Motor Company Ltd Eagle Way Warley, Brentwood Essex CM13 3BW England . . V Registered No. in Oraa Britain 23S446 Ragiitarad Oftica. Eagle Way. Brentwood. Earn. CM13 3BW O Ford Motor Company Ltd. 1978 Printed in England -- 8006 1227 HFM -005813 HFM - 005814 8006 1228 GAR SERVICE LETTER 1988 series 13* NOVEMBER No.74 EXPOSURE TO ASBESTOS DURING THE SERVICING OF BRAKES A recent exercise was carried out by the Ford Motor Company Ltd., Medical Services on the above subject. The following is a passage drawn from the conclusion of the report on the exercise; "On the environmental and analytical evidence obtained it does not appear that a significant hazard to health should occur during brake drum 'blow-out' in a typical dealer passenger car repair shop". However, it is desirable that inhalation of dust during brake cleaning should be minimised. This could be done by wiping-out brake drums with a clean absorbent cloth free from oil or grease or a cloth lightly impregnated with carbon tetra-chloride (CTC) instead of using an air line to blow-out the drums. ' Similarly, care should be taken when blowing out the gearbox bellhousing or clutch disc. In any event workshop personnel should be advised that in large amounts asbestos dust is injurious to health and its inhalation should be avoided wherever possible. i - HFM -005815 SERVICE - CAR DIVISION FORD MOTOR COMPANY LIMITED. WARLEY. ESSEX. 8006 1229 j 48No: --B1 TECHNICAL SERVICE BULLETIN t! & GAR AND LIGHT COMMERCIAL Oat* 11 NOVEMBER 1977 Circulate to: Service Manager Parts Manager Foreman Receptionist Technicians Section: 12 Model: Escort '75 onwards with front drum brakes Subject: WATER INGRESS INTO FRONT DRUM BRAKES ` This Bulletin details a rework procedure to be carried out on the front drum bakes of Escort '75 onwards vehicles in any instance of water ingress into the front drum brakes, where there is no obvious reason for water entry, i.e. distorted or damaged brake back plates. The procedure details fitment of a water shield to each front brake back plate. < Service instructions: . ... Possible symptoms of water ingress into the front drum brakes are a tendency for brake pull to occur after the vehicle has been driven for an extended period under very wet road conditions. -> Vehicles may only be reworked as described below after a check by a senior member of your workshop ;* staff has eliminated all obvious reasons for water ingress. Rework Procedure: 1. Raise front of vehicle and support on axle stands. ft if 2. Remove front hubcapv wheal, and hub and :S drum assembly from one side of vehicle. 3. Remove brake shoes and retracting springs 4. Brush dust from back plate and drum. Note: Never inhale dust from brake UningL ........................ den be u tprampycanydust titaontathedine Position water shield behind back plate by foxing it past the suspension strut, ensuring ifiat-Itlacpncentric with the brake.back piste. Care must be taken to ensure the brake hose is not damaged. It is essential that the drain dot, which should be 6 mm wide, is at the bottom when the vehicle is on level ground. .6 Clamp water Shield in position on back plate. Registered In Englsal: No. 23S446. Registered Offloe: Eagle Way. Brentwood, Essex. CM13 3BW Continued overleaf HFM - 005816 4 . Inspect brake discs and pads for signs of wear and damage. Fig. 6. Brake pads should be renewed if they are below the minimum safe thickness. 3 mm (5 in.) or if they are the cause of braking problems. NOTE: Brake pads should always be replaced in sets of four. 5. Replace road wheels. 6. Remove jack, tighten wheel nuts, replace nut caps (where fitted), remove chocks. 7. Press brake pedal firmjy once or twice to allow pads to settle in. BRAKING SYSTEM 8006 1234 Examine rear brake shoes for wear. 1. Remove nut caps (where fitted), loosen wheel nuts, chock front wheels, and jack up rear of car. 2. Remove rear road wheels and brake drums. 3. Check condition of linings. . There should always be at least 1.5 mm (0.060 in.) depth of lining material on bonded linings. In the case of riveted linings, they may be worn down to within 1 mm (0.040 in.) of the rivet heads. 4. Remove any loose dust from drums and linings. NOTE: Never inhale dust from brake linings. Asbestos dust when inhaled can be injurious to health. November 1974 HFM - 005817 ESCORT '75 ONWARDS: SECTION 12-6 BRAKING SYSTEM Care should be taken if blowing out dust with an airline. Unless eye protection, a respirator, and a well ventilated bay are available, a brush or rag should be carefully used to remove any dust 5. Examine self-adjusting mechanism and ensure it is operating correctly. If rear brake self-adjust mechanism is not functioning correctly, the cause should be established and dealt with. The brake adjusters should not be adjusted manually. NOTE: The self adjusters operate off the foot brake, not handbrake mechanism. 6. Refit brake drums and road wheels. 7. Remove jack from car,- tighten wheel nuts. replace nut caps (where fitted), and remove chocks from front wheels. Lubricate handbrake cable linkage at the points shown in Fig. 8. 1. Ensure that traverse rod is well greased where it passes through its retaining brackets. 2. Thoroughly grease all clevis pins using a lithium based (EM-1C-18) grease. Adjust handbrake linkage if necessary. For the correct adjustment procedure refer to Operation 12 662. Bll2|t Fig. 8. Handbrake lubrication points, . H 9008 November 1974 HFM -005818 ESCORT '75 ONWARDS: SECTION 12-7 Examine rear brake shoes for wear. 1. Remove hub caps, loosen wheel nuts, chock front wheels, and jack-up rear of car. 2. Remove rear road wheels and brake drums. 3. Check condition of linings. There should always be at least 1.5 mm (0.060 in.) depth of lining material on bonded linings. In the case of riveted linings, they may be worn down to the rivet heads. 4. Blow out any loose dust from drums and linings. NOTE: Never inhale dust from brake linings. Asbestos dust when inhaled can be injurious to health. I Care should also be taken if blowing out dust with an air line. Unless eye protection, a respirator, and a well ventilated bay are avail able, a brush or rag should be carefully used to remove any dust. 5. Examine self-adjusting mechanism and ensure it is operating correctly, with particular reference to correct handbrake cable adjustment. If the rear brake self-adjust mechanism is not functioning correctly, the cause should be established and dealt with. The brake adjusters should not be adjusted Manually to compen sate for poor self-adjust operation. 6. Refit brake drums and road wheels. 7. Remove jack from car, tighten wheel nuts, replace hub caps, and remove chocks from front wheels. Lubricate hand-brake cable linkage. Fig. 7. 1. Ensure that longitudinal and transverse cables are well greased where they pass around pulley. 2. Thoroughly grease all clevis pins. ----------- BRAKING SYSTEM 80061233 January 1974 HFM -005819 CAPRI II: SECTION 12-6 8006 1234 BRAKING SYSTEM Examine rear brake shoes for wear. 1. Remove nut caps (where fitted), loosen wheel nuts, chock front wheels, and jack up rear of vehicle. . 2. Remove rear road wheels and brake drums. 3. Check condition of linings. There should always be at least 1,5 mm (0,060 in) depth of lining material on the linings, 'A'. Fig. 6. 4. Remove any loose dust from drums and linings. NOTE: Never inhale dust from brake linings. Asbestos dust when inhaled can be injurious to health. Do not blow out I with an airline. A vacuum cleaner, brush or rag should be used to carefully remove any dust. Any dust should be contained in a sealed bag for disposal. 5. Examine self-adjusting mechanism and ensure it is operating correctly. If rear brake self adjust mechanism is not functioning correctly, the cause should be established and dealt with. The brake adjusters should not be adjusted manually. 6. Replace brake drums and road wheels. 7. Lower vehicle to ground, remove jack, finally tighten wheel nuts. Replace nut caps (where fitted) and remove chocks from front wheels. NOTE: Brake pads or shoes should be replaced in sets of four. On no account should only one or a pair of pads or shoes be replaced. Fig. 6. Brake lining wear. A - Lining thickness. Fig. 7. Brake shoes in situ. (Girting 9,0 in shown.) Lubricate and adjust the handbrake mechanism if necessary. Ensure that cable follows its correct run and is correctly located in its guides and all pivot points are lubricated and operating freely. Fig. 8. For the correct adjustment procedure refer to Operation 12 662. . September 1976 HFM - 005820 Fig. 8. Handbrake cable assembly. TAUNUS '76/CORTINA '77 ONWARDS: SECTION 12-7 BRAKING SYSTEM GENERAL NOTE Every 60000 km (36,000 miles) establish the advisability of renewing brake cylinder seals, flexible hoses and hydraulic fluid Brake system components must be kept clean of any foreign matter. If necessary any hydraulic com ponents should be washed in clean brake fluid industrial alcohol or methylated spirits to remove any foreign matter and dried with a clean non-fluffy doth. Do not use a mineral base fluid such as petrol, paraffin, etc. Brake fluid must not be allowed to come into contact with brake pads/shoes or with disc or drum surfaces. 8PECIAL SERVICE TOOL RECOGNITION Due to the complexity of braking systems, when renewing or overhauling components, care must be taken to ensure that only correct parts are fitted. Any brake fluid accidentally spilt onto a painted surface must be cleaned off immediately using Kcold water to prevent damage to paintwork. lote: Never Inhale duet from brake linings. dust when inhaled can be injurious health. Do not blow out dustwithan airline, vacuum cleaner, brush or rag should be fully used to remove any dust. Any dust d be contained in a sealed bag for dBspo- t ' September 1976 HFM- 005821 TAUNUS '76/CORTINA '77 ONWARDS: SECTION 12-8 8006 1236 ........... BRAKING SYSTEM f (, Front brake pads and discs 1. From underneath the vehicle visually inspect brake pads lor signs of wear using a suitable mirror. Fig. IS. If thickness is less than 1,5 mm (0,060 in.), renew pads. Refer to Operation 12 233. Rear brake shoes 1. Remove rubber plug from rear brake carrier plate. Fig. 17. Aperture is adjacent to leading shoe which is subject to faster wear rate than trailing shoe. 2. Visually inspect condition of linings using a lamp. There should always be at least 1,5 mm (0,060 in.) thickness of lining material. Fig. 16. NOTE: It may be necessary to scrape off paint from edges of brake lining and shoe with the blade of a screwdriver or similar instrument. 3. Replace plug. At extended service periods, the following maintenance Items may be required. Hydraulic fluid and seals 1. Every 3 years or whenever the disc brake pads are renewed for predominantly Alpine condi tions establish the advisability of renewing brake cylinder seals flexible hoses and hydraulic fluid. Rear brake shoes 1. Loosen rear wheel nuts, chock front wheels and raise rear of vehicle. Fit axle stands. 2. Remove rear road wheels and brake drums. 3. Check condition of linings. There should always be at least 1,6 mm (0060 in.) depth of lining material on the lining. `A* Fig. 16. 4. Remove any loose dust from drums and linings. I NOTE: Rawer inhale (hist from brake ' Uninps. Aebertoe dust whan liOaled can b* injurious to hssUh.Oo Mthtewout with m dffta. AwwMum gleaner, brush Fig. 16. Roar brake lining wear. A - Lining thickness. r in a sealed bag for disposal. 5. Examine self-adjusting mechanism and ensure it is operating M*6dyi If resr brake salfadjust mechanism is not functioning correctly, the cause should be established and dealt with. .The brake adjusters should not be adjusted manually. 6. Replace brake drums and road wheals. 7. Lower vehicle to ground, remove jack, finally tighten wheel nuts, and remove chocks from front wheels. ;' NOTE: Brake shoes should be replaced L in sets of four. On noaccount should only one or a pair of shoes be replaced. October 1977 FORD GRANADA .*7# ONWARDS: SECTION 12-11 HFM - 005822 12 247 4 PISTONS FRONT CALIPER - REMOVE AND INSTALL (caliper piston housing removed) SPECTAL SERVICE TOOLS REQUIRED: NONE To Remove ' 1. Disconnect flexible hose from chassis end, blank off pipe to prevent excessive fluid loss, and disconnect wear sensor wire from loom. Remove brake pads as described In operation 12-233. F1g.27. 2. Using low hydraulic or air pressure carefully push out piston from cylinder. Position a suitable spacer (wood) between piston and . housing to prevent piston from flying out and damaging piston face. 3. Hook out piston seal and dust cover. Wash piston and cylinder bore In commercial alcohol, methylated spirits or approved brake fluid. Ensure pistons and their bores are free from score narks. Fig.27. Use low air pressure to push out piston. To Install 4. Refit piston seal and dust cover Into cylinder bore. Stretch dust cover over piston and assemble piston Into cylinder bore. 5. Refit brake pads to caliper, refit piston housing to anchor plate, reconnect hydraulic flexible hose. Reconnect pad wear sensor loom. 6. Bleed brakes and check for leaks. ____________________________________________________ 12 285 SHOES - REAR BRAKE - REMOVE AND INSTALL - ONE. SIDE Fig.28. Remove leading shoe. (left hand brake illustrated) SPECIAL SERVICE TOOLS REQUIRED: NONE I CAUTION: BRAKE DUST WHEN INHALED CAN BE INJURIOUS TO HEALTH. To Remove Left Hand Brake Illustrated 1. Remove spring clips securing brake drun to shaft, release handbrake and pull off drum. 2. Remove leading shoe hold down spring and clip, unhook shoe from anchor and wheel cylinder, detach springs and remove shoe. Fig.28. 3. Remove hold down clip and spring from trailing shoe, swing shoe and handbrake lever out to detach cable, F1g.29. Remove self adjuster from shoe. Fig.29. Oetach handbrake cable from rel^y arm. A - Hand brake cable fixing (left hand brake illustrated) ii 8006 1237. I July 1982 HFM- 005823 FORO SIERRA: SECTION 12-16 SERVICE ADJUSTMENTS AND CHECKS (cont'd) The thickness of the pad is Indicated by the distance the band is from the bottom of the sliding assembly. When the band is visible past the bottom of the sliding assembly as in Fig.19 '8", then both brake pads require replacing. A Examine/rear brake shoes for wear. Fig.19. A - Indicating band, showing inner pad requires replacement B - Indicating band, showing outer pad requires replacement Remove rubber plug from rear brake carrier, Fig.20. It may be necessary to scrape off a sufficient amount of paint from edge of brake lining and shoe with the blade of a screwdriver or a similar object. Visually inspect condition of linings using a lamp. Replace plug. There should always be at least l.Oirm (0,040 in) thickness of lining material on the shoe. The inspection aperture is adjacent to the leading brake shoe which normally wears at a faster rate than the trailing shoe. ^ NOTE: Never inhale dust from brake linings. I Asbestos dust when Inhaled can be injurious to health. Do not blow out dust with an airline. A vacuum cleaner, brush or rag should be carefully used to remove aw dust. Any dust should be contained In a ^ sealed bag for disposal. Fig.20. Location of rear brake shoe inspection aperture plug. NOTE: Brake pads and shoes should always be replaced in sets of four. On no account should only one or a pair of brake pads or shoes-be' replaced. Lubricate handbrake cable linkage at the points shown In Flg.21. 1. Ensure that handbrake cable is well greased where it passes through its retaining guides. 2. Thoroughly grease all clevis pins using a lithium based grease. Adjust handbrake linkage If necessary. 3. Thoroughly grease pivot of equaliser link. For the correct adjustment procedure refer to Operation 12 662. 82l 9008: t December 1981 HFM- 005824 FORD FIESTA: SECTION 12-16 GENERAL NOTE Every .3 years, establish the advisability of renewing brake cylinder seals, flexible hoses and hydraulic fluid. Brake fluid Is hygroscopic (l.e. absorbs moisture from the atmosphere), and this can reduce its effectiveness to a level that can be significant in severe operating conditions. Therefore, only clean un-used brake fluid from a closed container should be used to top-up the brake master cylinder. Brake system components must be kept clean of any foreign matter. If necessary any hydraulic components should be washed in clean brake fluid, industrial alcohol or methylated spirits to remove any foreign matter and dried with a clean non-fluffy cloth. Do not use a mineral base fluid such as petrol, paraffin, etc. Brake fluid must not be allowed to come Into contact with brake pads/shoes or with disc or drum surfaces. Due to the complexity of braking systems, when renewing or overhauling components, care must be taken to ensure that only approved parts are fitted. Any brake fluid accidentally spilt onto a painted surface must be cleaned off iamediately using cold water to prevent damage to paintwork. NOTE: Cara should be taken to avoid Inhaling dust from brake linings. Asbestos dust when Inhaled I may bo Injurious to health, bo not blow out dust with an airline. A vacuum cleaner, brush or rag should be carefully used to remove any dust. Any dust should be contained In a sealed bag for dlsposaT. SPECIAL SERVICE TOOL RECOGNITION December 1981 HFM - 005825 c FORD FIESTA: SECTION 12-13 8006 1240 Front brake pads and discs 1. From underneath the vehicle visually inspect brake pads for signs of wear, Fig.16. If thickness is less than 1,5 ran (0,060 in), renew pads. Refer to Operation 12 233. Rear brake shoes 1. Remove rubber plug from rear brake carrier plate. Fig.18. Aperture is adjacent to leading shoe which is subject to faster wear rate than trailing shoe. . 2. Visually Inspect condition of linings using a lamp. There should always be at least 1,0 ran (0,040 in) thickness of lining material. Fig. 17. NOTE: It may be necessary to scrape off paint from edges of brake lining and shoe with the blade of a screwdriver or similar instrument. Fig.16. Oise and Caliper assembly. A - Using a mirror to check pad thickness 3. Refit plug. At extended service periods, the following maintenance items may be required. . Hydraulic fluid and seals 1. Every 60,000 kms (36,000 miles) establish the advisability of renewing brake cylinder seals flexible hoses and hydraulic fluid. Rear brake shoes ' 1. Loosen rear wheel nuts, chock front wheels and raise rear of vehicle.' Fit axle stands. " 2. Remove rear road wheels and brake drums. 3. Check conditions of linings. There should always be at least 1,0 m (0,040 in) depth of lining material on the linings, <A,, Ftg.l6. .4 Remove any loose dust from drums and linings. Fig.17. Rear brake lining wear. A - Lining thickness Never inhale dust from brake linings. Asbestos dust when inhaled can be injurious to health. Do not blow out with an airline; A vacuum cleaner, brush or rag should be used to carefully remove any dust. Any dust should be contained in a sealed bag for disposal. 5. Examine self-adjusting mechanism and ensure it is operating correctly. If rear brake self adjust mechanism is not functioning correctly, the cause should be established and dealt with, the brake adjusters should not be adjusted manually. 6. Refit brake drums and road tdieels. 7. Remove axle stands, lower vehicle to ground, finally tighten wheel nuts, and reprove chocks from front wheels. Fig.18. Rear brake shoe viewing aperture NOTE: Brake shoes should be replaced in sets of four. On no account should only one or a pair of shoes be replaced. July 1981 FORD GRANADA '82 ONUAROS: SECTION 12-11 HFM - 005826 PRE-DELIVERY AND MAINTENANCE PROCEDURES SAFETY PRECAUTIONS CONT'O #. in the event that a 'wheel free' lift Is not available, and the vehicle Is raised using a hydraulic jack, always ensure that: - The equipment Is in good working order. - The Jack cradle Is correctly and safely positioned. - The handbrake Is ON or alternatively, the wheels remaining on the ground are 'chocked' 1 ( IMPORTANT NOTE: Never raise the front and rear of a vehicle slmlltaneously with two hydraulic jacks. Never work on a vehicle supported by a hydraulic jack only, always use axle/body stands positioned correctly. o. Asbestos dust. Never Inhale dust fron brake linings or components. Asbestos dust when Inhaled can be Injurious to health. Do not blow out dust with an airline. A vacuum cleaner, brush or rag should be carefully used to remove any dust present. Any dust should be contained In a sealed bag for disposal. ~ e. Brake fluid. Brake fluid must never be re-used. Brake fluid that has been exposed to the air for a short period of time must not be used. It should be kept in a sealed container at all times. Brake fluid must not be allowed to come Into contact with brake pads/shoes or with disc or dr* surfaces. Any brake fluid accidentally spilt onto a painted surface must be cleaned off Immediately using cold water to prevent damage to the paintwork. e. Battery acid and connections. UNDER NO CIRCUMSTANCES ADO ACID TO A CHARGED BATTERY. - Acid accidentally spilt on skin, clothing or painted surfaces shouldJw removed . 1mediately. . . .. .......U, " .' . ( J . . ,;5.: *n*sJjhM reeenadcting or (sin? an additional battery as a starting atd.the battery-live " . earth cables WIST BE CONNECTED CORRECTLY, negative to negative and positive to , : .... positive.'. ;" ' " -. ' >-....... - .... ' r. e. Thermostatically controlled cooling fan. 8006 1241 - -NOTE: To ensure safety while working in the vicinity of the cooling fan, the fan motor should te disconnected at the wiring loom multi-plug. 1 a. Antifreeze. - Antifreeze must never be taken internally. advice should be sought Immediately. ii If antifreeze is swallowed accidentally, medical i u - Precautions should be taken to avoid skin contact with antifreeze. In the event of accidental spillage onto the skin, antifreeze should be washed off as soon as practicable. O If clothing is splashed with antifreeze, it should be removed and washed before being worn t again, to avoid prolonged skin contact. HFM- 005827 rnof> rvftOT nfcJUAQnS: IK SFCTION 54-6 HtAL I H A N II i A I- t I . 1. KKtLAuiiUNi ARC-WELDING - See Welding. ASBESTOS - See Brake and Clutch Linings and pads. BATTERY ACIOS - See Acids and Alkalies. Gases released during charging are explosive. Never use naked flames or allow sparks near charging or recently charged batteries. BRAKE AND CLUTCH FLUIDS (polyalkylene glycols) - See Fire. Combustible. Splashes to the skin and eyes are slightly Irritating. Avoid skin and eye contact as far as possible. Inhalation vapour hazards do not arise at ambient temperatures because of the very low vapour pressure. BRAKE AM) CLUTCH LININGS AM) PADS - See Legal Aspects. . These Items contain asbestos, which If Inhaled may cause lung damage and In some cases, cancer. The normal handling and fitting of these Items should not cause any hazard, but any drilling, grfndfng or filing of friction materials may produce asbestos dust, and should only be carried out under strictly controlled conditions. The dust In brake drums etc. contains very little asbestos bat care should be taken to avoid Inhalation of this dust (hiring servicing of brakes and clutches. The use of dna cleaning units, vacuus cleaning or damp wiping Is preferred to the use of air jets for'blowing-outV The dust stadM tir collected In a sealed 1c bag and disposed with according to laws and regulations. BRAZING - See Welding.................... I CHEMICAL MATERIALS - GENERAL - See Legal Aspects. ' 8006 1242 IChemlcalmaterials such as solvents, sealers, adhesives, paints, resin foams, battery acids, antifreezes,'brake, fluids, oils and grease Mould always be used with caution and stored and handled with care. They may be toxic, harmful, corrosive. Irritant or highly Inflaamable and give rise to hazardous fumes and dusts. The effects of excessive exposure to-chemicals s may be Immediate or delayed; briefly . experienced or permanent; cumulative; superficial; life threatening; or may reduce life-expectancy. July 1983 HFM - 005828 DO'S Do remove chemical materials from the skin and clothing as soon as practicable after soiling. Change heavily soiled clothing and have it cleaned. Do carefully read and observe hazard and precaution warnings given on material containers (labels) and In any accompanying leaflets, posters or other Instructions. Material health and safety data sheets can be obtained from Manufacturers. Oo organise work practices and protective clothing to avoid soiling of the skin and eyes; breathing vapours/aerosols/dusts/fumes; Inadequate container labelling; fire and explosion hazards. Do wash before job breaks, before eating, smoking, drinking or using toilet facilities when handling chemical materials. Do keep work areas clean, uncluttered and free of spills. ' Do store according to national and local regulations. ' Do keep chemical materials out of the reach of children. DO MOTS Do not mix chemical materials except under the manufacturers Instructions; some chemicals can form other toxic or harmful chemicals; t give off toxic or harmful fumes; be explosive when mixed together. Do not spray chemical materials, particularly those based on solvents. In confined spaces e.g. when people are Inside a vehicle. Do not apply heat or flame to chemical materials except under the manufacturers' instructions. Some are highly InfTiinhle : and some mqy release toxic or harmful fumes. Do not leave containers open. Fumes given off can build up to toxic, harmful or explosive concentrations. Some fumes are heavier than air and will accumulate In confined areas, pits etc. Do not transfer chemical materials to unTaEelled containers. Do not clean hands or clothing with chemical materials. Chemicals, particularly solvents and fuels will dry the skin and may cause irritation with dermatitis. Some can be absorbed through the skin In toxic or harmful quantl ties. Do not use emptied containers for other materials except when thqr have been cleaned under supervised conditions. FORD FIESTA '84 ONWARDS: SECTION 05-3 8006 1243 1 i ARC-WELDING - See Welding. ASBESTOS - See Brake and Clutch Linings and pads. BATTERY ACIDS - See Acids and Alkalies. Gases released during- charging are explosive. Never use naked flames or allow sparks near charging or recently charged batteries. BRAKE AND CLUTCH FLUIDS (polyalkylene glycols) - See Fire. Combustible. Splashes to the skin and eyes are slightly irritating. Avoid skin and eye contact as far as possible. Inhalation vapour hazards do not arise at ambient temperatures because of the very low vapour pressure. BRAKE AND CLUTCH LININGS AND PADS - See Legal 7- Aspects. ... : - I These Items contain asbestos, which If Inhaled may cause lung damage and In some cases, cancer. I The normal handling and fitting of these Items should not cause any hazard, but any drilling, grinding or filing of friction materials mayproduce asbestos dust, and Should only be carried out under strictly I controlled conditions. I The dust (n brake drums etc. contains very little asbestos but care should be taken to. I avoid Inhalation of this dust during. . , servicing of brakes and clutches. The use of drum cleaning units, vacuum cleaning or damp . wiping Is preferred to the use of air Jets ^ for blowing-out".; .. - I The dust should to. collected l a seeled -- .. . plastic tog and disposed with according to . f*Sg0ftJaws an* regulation*, - ilwjiff- sto mam*, LW ' CHEMICAL MATERIALS - GENERAL - See Legal Aspects. .... ... - ~ ChemlceT materlals such as solvents, sealers, adhesives, paints, resin foaem,tottery acids, antifreezes, brake fluids, oils and grease should always be used with caution and stored and handled with care. They way be toxic, harmful, corrosive. Irritant or highly - fnflauaable and give rise to hazardous fumes and dusts. " . *. The effects of excessive exposure to chemicals may he ioMdiate or delayed; briefly` experienced or permanent; cumulative; superficial; life threatening; or may reduce life-expectancy. DO'S Do remove chemical materials from the skin and clothing as soon as practicable after soiling. Change heavily soiled clothing and have It cleaned. Do carefully read and observe hazard and precaution warnings given on material containers (labels) and In any accompanying leaflets, posters or other Instructions. Material health and safety data sheets'can be obtained from Manufacturers. Do organise work practices and protective clothing to avoid soiling of the skin and eyes; breathing vapours/aerosols/dusts/fumes; Inadequate container labelling; fire and explosion hazards. Do wash before job breaks, before eating, smoking, drinking or using toilet facilities when handling chemical materials. Do keep work areas clean, uncluttered and free oF. spills. . Do store according to national and local regulations. Do keep chemical materials cut of the reach of children. DO MOTS Do not mix chemical materials except under the manufacturers Instructions; some chemicals can form other toxic or harmful chemicals; give off toxic or harmful fumes; be explosive * when mixed together. Do not spray chemical materials, particularly those based an solvents. In confined spaces e.g. when people are inside a vehicle. Bo iwt apply heat or flame to chemical materials except under the manufacturers1 Instructions. Some are highly loflamsable . and some may release toxic or harmful times. . - Qatot leave containers open. Fumes given off can Solid up to toxic, harmful or explosive - . concentrations. Some fumes are heavier than air and will accumulate In confined areas, pits etc, . Do hot-transfer, chemical materials to unlanelied containers. Dp not clean hands or clothing with chemical materials. Chemicals, particularly solvents and fuels will dry the skin and may cause Irritation with dermatitis. Some can be absorbed through the skin In toxic or harmful quantities. Do not use emptied containers for other . materials except when they have been cleaned under supervised conditions. July 1983 FORD ESCORT *81 ONWARDS AND FORD ORION: SECTION OS-3 HFM - 005829 8006 1244 t ARC-WELOING - See Welding. ASBESTOS See Brake and Clutch Linings and pads. BATTERY ACIOS - See Acids and Alkalis. Gases released during charging are explosive. Kever use naked flames or allow sparks near charging or recently charged batteries. DO'S Do remove chemical materials fran the skin and clothing as soon as practicable after soiling. Change heavily soiled clothing and have It cleaned. Do carefully read and observe hazard and precaution warnings given on materiel containers (labels) and In any accompanying leaflets, poster or other instructions. Niterial health and safety data sheets can be obtained from Manufacturers. BRAKE AND CLUTCH FLUIDS (polyalkylene glycols) See Fire Combustible Do organise work practices and protective clothing To avoid soiling of the skin and eyes; breathing vapours/aerosols/dusts/fumes; Inadequate container labelling; fire and explosion hazards. Splashes to the skin and eyes are slightly Irritating. Avoid skin and eye contact as far as possible. Inhalation vapour hazards do not arise at ambient temperatures because of the very low vapour pressure. Do wash before job breaks, before eating, smoking, (Finking or using toilet facilities when handling chemical materials. BRAKE AMD CLUTCH LININGS AND PADS - See Legal Aspects Do keep work areas clean, uncluttered and free of spills. These Items contain asbestos, which If Inhaled may Do store according to national and local cause lung damage and In same cases, cancer. regulations. The normal handling and fitting of these Items should not cause any hazard, but any drilling, grinding or filing of friction materials may produce asbestos dust, and should only be carried out under strictly controlled conditions. Do keep.chemical materials out of the reach of children. DO NOTS The dust In brake drums etc. contains very little Do not mix chemical materials except under the asbestos but care tiiduld be taken to avoid manufacturers instructions; some chemicals can * . Inhalation of this dust during servicing of brakes fora other toxic or harmful chemicals; give off and clutches. The use of drum cleaning units; toxic or harmful fumes; be explosive then mixed i vacuus cleaning or damp wiping is preferred to the together. " .. j use of air jets for "blowing-out*. ' . Do not spray chemical materials, particularly, \ The dust should be eollectod -in a sealod elastic those bated on solvents, in confined spaces e.g. - j bag apd disposed with according to local laws and when people are inside e vehicle. j regulations. i-.sir' " Do not apply heat or flame to chemical materials " except ulnar the manufacturers V fnstrmctfdas.(^vfj:: BkXzING - See Welding. .... Seme are highly loflameahle and seme any ,retegay>-:--: : i * " T"" .`v' . * ' .7 ^ toxic or harmful fames,-hy CHEMICAL MATERIALS - GENERAL - See Legal Aspects Chemical materials such as solvents,' sealers, adhesives, paints, resln foams, battery acids,-' antifreeze, brake fluids, oils and grease-; should always be used with caution and stored andJiandled with care, they may be toxic, harmful, corrosive. Irritant or highly inflamuable and give rise to hazardous fines and.dusts. The effects of excessive exposure to chemicals may be Immediate or delayed; briefly experienced or permanent; emulative; superficial; life threatening; or my reduce Iffe-expeCtancy. Do not leave containers open, Funes given off an build up to toxic, harmful or explosive concentrations. Seme fumes are heavier than air and will accumulate in.confined areas, pits etc. : ' Do not transfer chemical materials to ui labelled ; containers. . Do not clean hands or clothing with chemicaTt materials. Chemicals, particularly solvents and fuels will dry the skin and may-cause irritation with dermatitis. Seme can bp absorbed through the skin In toxic or harmful quantities. . ! Do not use emptied containers for other materials except when thqy have been cleaned under supervised conditions. : July 1982 HFM - 005830 FORD SIERRA: SECTION 05-3 8006 1245 ARC-MELDIMG - See Melding. ASBESTOS - See Brake and Clutch Linings and pads. BATTERY ACIDS - See Acids and Alkalies. Oases released during charging are explosive. Never use naked flames,or allow sparks near charging or recently charged batteries. BRAKE AND CLUTCH FLUIDS (polyalkylene glycols) - See Fire Combustible Splashes to the skin and eyes are slightly Irritating. Avoid skin and eye contact as far as possible. Inhalation vapour hazards do not arise at ambient temperatures because of the very low vapour pressure. BRAKE AND CLUTCH LININGS AND PADS - See Legal Aspects -- These items contain asbestos, which If {Inhaled may cause lung damage and In some I cases, cancer. [The normal handling and fitting of these . items should not cause any hazard, but any drilling, grinding or filing of friction materials may produce asbestos dust, and should only be carried out under strictly controlled conditions. The dust in brake drums etc. contains, very little asbestos but care should be taken to avoid inhalation of this dust during servicing of brakes and clutches. The use of drum cleaning units, vacuum cleaning or damp wiping is preferred to the use of air jets for *blowing-outV ;; : The dust should bO'Collected in a sealed plastic bag and disMsed with according to `lawtand regulations. - BRAZING - sed^Tdfffg. " CHEMICAL MATERIALS - GENERAL - See Legal Aspects - Chemical materials such as solvents, sealers, adhesives, paints, resin fOams, battery acids, antifreezes, brake fluids, oils and grease should always be used-with caution and stored and bandied with care. They mxy be toxic, harmful, corrosive, irritant or highly Inflammable and give rise to hazardous fumes and dusts. . The effects of excessive exposure to chemicals nay be Immediate or delayed; briefly' experienced or permanent; cumulative; superficial; life threatening; or may reduce , life-expectancy. July 1981 HFM- 005831 DO'S Do remove chemical materials from the skin and clothing as soon as practicable after soiling. Change heavily soiled clothing and have It cleaned. Do carefully read and observe hazard and * precaution warnings given on material containers (labels) and In any accompanying leaflets, posters or other instructions. Material health and safety data sheets can be obtained from Manufacturers. Do organise work practices and protective clothing to avoid soiling of the skin and eyes; breathing vapours/aerosols/dusts/fumes; Inadequate container labelling; fire and explosion hazards. Do wash before Job breaks, before eating, smoking, drinking or using toilet facilities when handling chemical materials. Oo keep work areas clean, uncluttered and free of. spills. Do store according to national and local regulations. ' Do keep chemical materials out of the reach of children. DO HOTS Do not mix chemical materials except under . the manufacturers Instructions; same chemicals can form other toxic or harmful chemicals; : give off toxic or harmful fumes; be explosive * when mixed together. Oo not spray chemical materials, particularly those based on solvents, in confined spaces e.g. when people are inside a vehicle. Do not apply heat or fl one to chemical Mtmkils except under the manufacturers'' . Instructions-: Somaane highly inflamaMe and some nay release toxic or harmful fumas. T i ' ,-j ' ' - - '... Do not leave containers open. Fumes given off can build up to toxic, harmful or explosive concentrations. Some fumes are heavlerthan air and will accumulate in. confined areas, pits etc. . >; ;- . Po^nottransfer chemical materials to unlabelled containers, . [ Do not clean hands or clothing with chemical materials, Chemicals, particularly solvents and fuels will dry the skin and nay cause .... irritation with dermatitis. Some can be absorbed through the skin In toxic or harmful quantities. ! = Do not use emptied containers for other materials except when they have been cleaned under supervised conditions. 1 ' FORD GRANADA '82 ONWARDS: SECTION 05-3 ` 1 SAFETY PRECAUTIONS CONT'O In the event that a lift/hoist 1$ not available, and the vehicle Is raised using a jack, always ensure that: - The equipment is in good working order. ' - The jack cradle Is correctly and safely positioned. - The handbrake is fully on or alternatively, the wheels remaining on the ground are 'chocked*. ( IMPORTANT NOTE: Never raise the front and rear of a vehicle simultaneously with two jacks and never work on a vehicle supported by a jack only, always use axle/body stands positioned correctly. Asbestos dust: Never inhale <kst from brake linings or components. Asbestos dust when inhaled can be injurious to health. Oo not blow out dust with an airline. A vacuum cleaner, brush or rag should be carefully used to remove any dust present. Any dust extracted should be contained in a sealed bag for disposal. Brake fluid: Brake fluid must never be re-used. Brake fluid that has been exposed to the air for a short period of time must not be used. It should be kept in a sealed container at all times. Brake fluid must not be allowed to come Into contact with brake pads/shoes or with disc or drum surfaces. Any brake fluid accidentally split onto a painted surface must be cleaned off immediately using cold water to prevent damage to the paintwork. w Battery acid and connections: UNDER NO CIRCUMSTANCES ADD ACID TO A CHARGED BATTERY. Acid accidentally spilt on skin, clothing or painted surfaces should be removed Immediately using water. . -' When reconnecting or using an additional battery as a starting aid, the battery live and earth cables MUST BE CONNECTED CORRECTLY, negative to negative and positive to positive. Compressed air: - Compressed air jets must, never be aimed, either, dlrectly or indirectly at a person Under^hfcircumstances should compressed air be used to: - Dry hands. - Clean overalls. - Remove dust from brake or clutch components. ^ \../r Anti freeze: ` I Antifreeze contains Monoethylene Glycol and other constituents which are toxic if taken internally! and can be absorbed In toxic amounts on repeated or prolonged skin contact. Precautions should be taken to avoid skin contact with antifreeze. In the event of accidental spillage onto the skin, antifreeze should be washed off as soon as possible with clean water. ||"0 o July'19'81 HFM- 005832 FORD GRANADA '82 ONWARDS UK SECTION 54- 4 HFM- 005833 S006 1247 January 10, 1984 / Dr. D. Hickish 1/163 Subject t Reference to Asbestos in Service Publications Further to our telephone conversation, enclosed please find copies of all references to asbestos dust contained in Truck (i.e. A-Series Upwards) Workshop Manuals. Specifically, the extracts are from the following publications:- 1. Cargo Workshop Manual 2. D-Series Workshop Manual - 1979 onward 3. D-Series Workshop Manual - pre 1979 4. Transcontinental Manual (Updated version of Jan *83) 5. A-Series Workshop Manual - 1979 onward 6. A-Series Workshop Manual - pre 1979 7. Technical Service Bulletin No 3 f 1977 Series 8. R-Series Workshop Manual (1970 edition) 9. 1978 R-Series Workshop Manual Please let me know if you require any further information. M.R.Noble Supervisor - Technical Service Truck Service 40/537 : Bren1-------J HFM - 005834 8006 1248 \ HEALTH AND SAFETY PRECAUTIONS 00 ARC-WELDING - See Welding. ASBESTOS - See Brake and Clutch Linings and Pads. BATTERY ACIDS - See Acids and Alkalies Gases released during charging are explosive. Nevei use naked flames or allow sparks near charging or recently charged batteries. BRAKE AND CLUTCH FLUIDS (polyalkylene glycols) - See Fire Combustible. Splashes to the skin and eyes will be slightly irritating Avoid skin and eye contact as far as possible. Inhalation vapour hazards do not arise at ambient temperatures because of the very low vapour pressui e. BRAKE AND CLUTCH LININGS AND PAOS - See Legal Aspects These items contain asbestos, winch il inhaled may cause lung damage and m some cases, cancc The norma! hanolincj and fitting of these items should not cause any h'azoid. but any drilling, grinding or filing 01 Ir.ction materials may produce asbestos dust, and should only be carried out under strictly conn oiled c.nndilions. The tlust in brake drums etc ronimns very little asbestos but care should be taken to avoid inli.ilati-m ol tins dic.i during servicing of brakes and clutches. The uso of ciium cleaning units, vacuum cleaning or damp wiping is preferred to the use ol air jets lor blowing-out' BRAZING - See Welding CHEMICAL MATERIALS - GENERAL - See Legal Aspects Chemical materials such as solvents, sealers, adhesives, paints, resin foams, battery acids, antifreezes, brake fluids, oils and grease should always be used with caution and stored and handled with care. They may be toxic, harmful, corrosive, irritant or highly flammable and give rise to hazardous fumes and dusts. The affects of excessive exposure to chemicals may be immediate or delayed, briefly experienced or permanent. cumulative; superficial, life threatening or may reduce life-expectancy DO'S Do remove chemical materials from the skin and clothing as soon as practicable ` after soiling. Change heavily soiled clothing and have it cleaned. Do carefully read and observe hazard and precuation warnings given on material containers (labels) and in any accompanying leaflets, posters or other instructions Material health and safety data sheets can be obtained from Manufacturers. Do organise work practices and protective clothing to avoid soiling of the skin and eves: breathing vapours/aerosols/dusts/fumes; inade quate container labelling; fire and explosion hazards. Do wash before job breaks, before eating, smoking, drinking or using toilet facilities when handling chemical materials. . Do keep work areas clean, uncluttered and free of spills. Do store according to national and local regulations . Do keep chemical materials out of the reach of children. DONOTS Do not mix chemical materials except under the manufacturers instructions; some chemicals can form other toxic or harmful chemicals; give off toxic or harmful fumes, be explosive when mixed together Do not spray chemical materials, particularly those based on solvents, in confined spaces: for example when people are inside a vehicle. Do not apply heat or flame to chemical materials except under the manufacturers' instructions. Some are highly flammable and some may release toxic or harmful fumes. Do not leave containers open. Fumes given off can build up to toxic, harmful or explosive concentrations. Some fumes are heavier than air and will accumulate m confined areas, pits etc. Do not transfer chemical materials to unlabelled containers. Do not clean hands or clothing with chemical materials. Chemicals, particularly solvents and fuels will dry the skin and may cause irritation with dermatitis Some can be absorbed July 1981 Page 3 1 HFM- 005835 8006 1249 1 MAKMMi SYSTEM MMMR PROCEDURES INS OF MAKE SYSTEM NENTS.Qaneral Notea Cleanliness Before any brake component is removed or dismantled, the component anti sur rounding area should be cleaned to prevent dirt ingress All gasket ntaling surlaces should l>s thoroughly cleaned to receive a new gasket. Gasket or gasket laces should not be coated with a sealant unless specified. O Brake valve components should lie washed in a suitable cleantng solvoni and blown dry with compressed an Checking for Wear and Damage When ovoihduling a hiake ..-ompimeiii the working pails and surfaces must be jchecked lot wear anti damage, and sites checked will, specifications. Pistons and bores must be checked lor scores, pitting and corrosion caused by abrasion or water panicles, Diaphragms must be chocked for wear, damage, cracks and perforations. Q Worn or damaged parts should ho renewed with PORD Service m Molou-raft leplaceniem parts Lubrication of Brake Component Moving Parts All brake component metal contact surlaces such as brake shoe tips, tappei heads, steady posts, etc. should be lubri cated with the specified grease. This en sures free movement of the components and assists in preventing brake squeal. Do not use excessive grease .where there is a possibility that die biake linings could become cuniammaied. All thu mov ing parts witlim brake valves should be lubricated using only ihe recom mended specified grease or lubricant. If is important ihal incorrect lubricants are not used as this can cause contamination and possible seizure of valve components HYDRAULIC COMPONENTS Pipe Removal Suitable pgai plugs should always be lilted lu hyrtumlii: pipe unions and limit as souated components when the pipe is tjisconneciial to minimise fluid loss ana prevent dm ingress. Wheel Cylinder Piston Retainers Suitable wheel cylinder piston retainers should be fitted when brake shoes are removed to prevent the pistons emerging, which causes hydraulic fluid loss, piston seal damage and unnecessary brake bleeding. Assembly When assembling a Hydraulic component, pistons, seals and bores etc . they should be liibiiraled m clem, specified hydraulic fluid - Care sin mid lie taken when assembling hyrttauli* seals lo nnsuie that the seal lips are iacing ihe hydraulic pressure Do not damage Ihe seals whep assembling thorn onlo die piston or inserting them into the bun-:. ' GLAZED BRAKE LININGS Brake linings which have become glazed lose their efficiency. This condition is brought aliuut by die linings rubbing lighrly against Ihe burke drum surface causing the bonding resins in the lining matenal to become highly polished. The fault may be caused by a partially seized wheel cylinder or expander, or even repeated very light applications of the brakes. In order to restore brake efficiency this glazed surface must be removed Do-Glazing zt\WARNING: Asbestos protection equipment must be worn throughout the following operation. With the brake drums removed, the shoe lining surface can be restored to its original condition by removing the polished bond ing resin. Wtapa 50 mm (2.0 in) wide snip ol 80 coarse grade emery cloth, sufficient to cover the entire length around die lining aic and move it hackwards and forwards until ihe whole surface has been restored Page 82 December 1981 8006 1250 4 it - 'vvif I I r"/j: '.. ("r Pg 94 Ottembar 19fl1 HFM - 005837 [. A ~k 8006 1251 7v~--"----- ------ --- ' `ir - , \ir* V 12 BRAKING SYSTEM Make a note of the position and colour of the brake shoe return springs. Remove the springs, using Special Tool No. 64927026, and remove the brake shoe and parking brake Ipver assemblies. NOTE: The brake shoe return springs must be renewed at brake reline/overhaul inter vals. Discard the old springs. Secure the wheel cylinder pistons with, string or a rubber band. Separate the parking brake levers from the shoes. Slacken the lock screws and remove the thrust (................. ' " brake levers. Remove the auto-adjust stop plate and remove both auto-adjust assemblies. Cleaning and Inspection Clean the brake shoes, drum and backplate assembly, dry cleaning where possible. Use vacuum extraction equipment to remove the brake shoe dust which may contain asbestos panicles. Use solvents only where it. is necessary to remove oil or grease contamination. Do NOT allow solvents, oil or grease to contaminate the brake linings. Examine the brake shops, linings and parking lever return springs for damage or wear. Renew or reline the brake shoes if the lining material is contaminated, damaged or worn down to almost the level of the rivet heads. Examine the brake drums for excessive wear, damage, ovality and taper. Renew or., repair the drums as necessary. CAUTION: ALWAYS brake t linings In axlesets to Ha brake drum is andlst. ,. by skimming out to then the bitter drum of the axle set also be blade oversize and an axle oversize linings fitted. Examine the wheel cylinders for leaks or damage and renew or overhaul them as necessary. Examine the adjuster assembly for wear, damage and for correct operation. Overhaul as necessary. Examine the expander assembly for wear, damage and security to the backplate. Overhaul il necessary-. H218 Raw Brake Assembly - Auto Adjust Shown 1. Return Spring 2. Spring Eye 6. Thrust Had - 8. Direction ot Forward Rotation 3. Spring Locating Hole 7. Wheel Cylinder 4. Shoe Assembly 8. Ailjustci Housing Page 100 September 1982 8. Parking Brake Lever 10. Parking Brake Expander 11. Thrusi Pad Height Adjuster Screw C*1m.4U4-'i . 8006 1252 r 12 BRAKING 8Y8TEM 3. Actuating Lever Brake Shoe Removal . Remove the rear brake shoe pull-off spring, completely slacken the brake ad juster. expand the lower brake shoe tips and remove the adjuster assembly. Removing the Adjuster 1. Braks Shoes 2. Surrated Adjuster Expanded Remove the split pin and the parking brake cam teiaining nui. 0 Remove Ihe auto-adjust link anchor plate arid the parking brake cam from the cam shaft and cable Remove the three remaining brake shoe hold down spring assemblies and the lower brake shoe return spring. Remove Ihe brake shoes and upper return spring and disconnect the upper brake shoo return spring from the brake shoes. Cleaning and Inspection Clean the brake shoes, drum and backplate assembly, dry cleaning where possible. Use vacuum extraction equipment to remove the brake shoe dust which may contain asbestos particles. Use solvents only where it is necessary to remove oil or grease contamination. Do NOT allow solvents, oil or grease 10 contaminate the brake linings. Examine the brake shoes, linings and return springs for damage and wear. Renew or reline the brake shoes if the lining material is contaminated, damaged or wom down to almost the level of the rivet heads. Examine the brake drums for excessive wear, damage, ovality and taper. Renew or repair the drums as necessary. CAUTION:ALWAYS renew brake shoes or linings in axle sets to avoir/uneven braking, if a brake drum is damaged and is repaired by skimming out to oversize, then the other drum of the axfe set MUST also be made oversize and an axle set oi oversize linings fitted. Examine the wheel cylinder lor leaks or damage and renew or ovcihaul it as necessary Examine the adiusler mechanism for wear, damage and corrosion. Renew parts as necessary Examine the parking brake mechanism tor wear, damage or corrosion. Renew pans as necessary Examine the backplate and grease baffle for damage, tightness of mounting bolts to the hub flange, security of Ihe brake shoe steady posts and excessive corrosion. The earner piate retaining nuts must be checked by tightening them to the specified torque. If the nuts move during this check, they must be removed and discarded and new self locking nuts fitted and tightened to the specified torque after cleaning and applying the specified loctite to the threads of the retaining bolts. Parking Brake Cross Cable Removal Slacken the cross cable clevis lock nut. remove the clevis split pin and disconnect Ihe clevis bom the parking brake equaliser. Hernove ihe clevis and locknut from the cable Ci Remove the spin pin and clevis pin retaining the cable quadrant to the back piafe oracket and remove Ihe quadrant and cable assen-.oly. Remove ihe cable rubber boot from ihe backplaie Page 108 December 1981 -V fi: HFM - 005839 I * < V, 16Clutch: MANUAL TRANSMISSION AND CLUTCH All Engines U Remove iim two clutch slave cylinder retaining holts and secure it clear of tin: clutch housing Remove the cli.ieh release arm gait'ni and push rod. O Remove the clutch housing retaining bolts anil the negative battery cable stiui Remove the housing horn the engmi- .aul lilt out the clutc.h ruleasc bearing huh ,-m<l arm Remove the holts retaining tin: pressure plate and covor assembly to the flywheel and wthdiaw the assembly and clutch disc. Cleaning and Inspection A WARNING: Clutch disc linings contain particles of asbestos which is dangerous to health it inhaled. Do not "blow-out* dust from dutch assemblies with compressed air. Wherever possible, use a vacuum cleaner. and/or carefully collect the dust in a container which must then be seeledfor disposal. Thoroughly than the clutch housing, release bearing, arm. flywheel face and the engine mountings and half cups Check the flywheel face, clutch pressure plate assembly, release hi.anng.I'.ui.i assembly and the release arm/pivot assembly lor weal and damage NOTE: It is nut necessary to renew the release.bearing bub it eithei or both the small rear tugs are broken as they only serve a production facility. liur.' vv the i-Inawr arm aivl pun! assembly n the -: -s damaged r i( pi.-. (vot ::;iin- e It !l:i' nut'h b.cr:'flywheel fo'.e e/hil;.;-. signs ol ari'-vnn wear or a vibrritino lias itf*o.o reported. check (tie flywheel lace urn no* a:, detailed m Section 21. NOTE: II any clinch component ii worn ot damaged. the complete pleasure plate awn/ assembly end disc should tie renewed, including die release bearing. hoimuio anil when; nucessaty. renew tiie print bearin'! i" the fl/wnonl as described ii (ins section V6/V8 Engines Only: .'.nspac' the release bearing grease tube foi .year or damage Apply the specified grease to the nipple to check that the tube is not blocked Installation . D Position the disc and cove: assembly to die flywheel and loosc'ly fit the cover retaining boils CAUTION I. Where an 8 speed trans mission is used with a 6 cylinder in-line engine, ensure the clutch disc is ol the reinforced steel backed type. This can be identified by a white paint spot on the transmission side of the dutch disc hub. CAUTION 2. Ensure 4he disc is fitted correctly e.g. named face to flywheel or shallowest projecting side of splined boss towards flywheel. I"J Using a universal clench aligning tooi. iocatn the clutch disc m position and tighten the leiaunng boits m the Clinch Tightening Sequent*tO -Clutch RcUinmg Bolts B--Oownlsl A. Petra IVit-ns ai'il Cimv'uns SOS B. n -.c-ei Id-l.i o f7'-;. C. I Tyi-'.i,-' rvu lone 1983 Page 1 I HFM - 005840 r8004 125* &oe 1S0YVSSTIUEM December 1878 G> 12 00 Page S3 Before corn involve til described in WARNING: 0 i* correct prooWtur*. . or adjustments that correct tSwg procedure, be strictly entered to. t not to follow the Brake Brake shoe* sets. Do not this may ____ dangerous condition he changed in complete axle on one ajdg of an axle as Broking ahd result in a ^ Extreme care should ii| reken when removing the brake shoes W wMdpage to the wheal cylinders, rubber boots or dual Covers. Before instattpg broke assemblies dean the back plate and ligjifjj lubHotftk with high melting point grease, the steady bona, anchor or fulcrum pins, operating layers, thrust pads and the abutment edges of shod). HydrauBc Before dfecoiywQtlMRArremoving any hydraulic pipe or component ttdT (MB wound the connections affected should w dretioughly cleaned end, once such a disconnectkm hthWtde, the exposed pipe end and connecting pdkit mutt Immediately be suitably sealed against the artsy of dirt into the system. Before reassembly mftydreulic brake parts should be washed thorougflty Id commercial alcohol, man*methylated" a--p--Mt. f-t raved brake fluid to ensure that a foreign removed. CAUTION: Arif into the ~ damage or even matter which finds its way may score the pistons or ' tte brakes either partly Do not use mOM carbon tetrachloride or any other nmtmt adhmt iter Uttering any part ofthe~' " ` The mo of such fluids con apart1 the brakes inoperative by causing swri&rtg and deterioration of ms rubber Commercial alcohol or methylated spirit rrlust always be used whan BuaMhg Out the system, washing brake assemblies or tneir components and any container used for holding brake fluid. All cylinders, pistons and piston seals should be protected from grease, oil and dirt during storage and all such parts, whether they are used or new and just dravfn from stock, must be carefully examined before fitting. When inspecting seals they must not be turned inside out as this would strain the surface skin of the rubber and lead to premature failure in service. The acceptance requirements are that die sealing lips are perfectly formed, concentric with the bore of the seal and free from knife edges, surface cracks, blemishes or other irregularities. , When inspecting cylinders and pistons the acceptance requirements are that they must be free from scores, ridges, steps, sharp edges, burrs or any other imperfections in or on their working or mating surfaces. CAUTION: Any irregularity, however minute, in the seals, pistons or cylinders may form a track for fluid leakage under pressure and render the brakes inoperative. Therefore any part found to contain a visible imperfection must be rejected. It is also important that allparts are handled very carefully at aH times, particularly after examination, to reduce the possibility of causing accidental scoring or other damage. Before assembling hydraulic components always immerse them in clean approved brake fluid to ease their fitting and to provide initial lubrication for the working surfaces. After completing any operation which involves the disconnection or replacement of any hydraulic component, the hydraulic system must be bled as described in operation 12 141. . WARNING: ASBESTOS DUST IS DANGEROUS TO NEALTH IF INHAtEP. Because of the injurious nature of asMstos dust ae found in bcqfco drums It muat.hdt oe 'Mown-out' with on air Him. A vacuum cleaner, brush or rag must Ire uaqd with care to remove any dust from brake drums. Any process Which Involves such refjjtiwementa as cutting, fifing or machining of asoastoa materials must be carried out using uitaWe extraction equipment or with the use of a face mask or other similar personal protective equipment. Oust from any such operation should be collected in a sealed bag for disposal. Cleaning equipment to suit these conditions can be obtained from: -- B. T. Sales and Service Ltd. . Huntingtower Road, Sheffield S11 7GR __________ England._______________________________ HFM - 005841 PG 12 141 Page 68 BRAKWM 8V8TCM uubi Mnwyaraui16 February 1980 12 283 17. Bleed the rear wheel brake assemblies as follows: (a) ensure that the brake fluid reservoirs are full to the correct level (b) remove any dust cap from the bleed valve on the rear wheel brake cylinders. (c) use the same procedure as for the front brake .assemblies. 18. Bleed the brake fluid reaction valve as follows: (a) ensure that the brake fluid reservoirs are full to the correct level <b) remove any dust caps from the reaction valve bleed valves - (cl connect the bleed tube onto the reaction valve bleed valve <d) continue with the same procedure as for the front brake assemblies. IO BIWII NOTE: Ensure ttpt the brake shoe lining material of the rtptajomMtJbges la coneot(|e*peciBc8donsl. Checkme ca&qh the side oftaebrtlri shoe lining. 9. Fit the bbib shoe return Spring to both brake Shoes. 10. Locate the landing end of the uppermost'brake shoe fcajp (Nj> wheel fapae cylinder piston and its trading jnd hi the ebutmam. 11. Using the brake shoe horn (Tool No. 6047016) carefuBy t&vbr the leatNnlg and of the other brake ahot into the wheel brake cylinder piston and then Hjver the trafflnq and of die brake shoe into the'iwitment slot In the other cylinder. 12. Ensure that the brake shoaqara central and refit the whM|. hub and man assembly as described In operation 14 389. 12 289 SHOES - FRONT BRAKE - REMOVE AND INSTALL (ONE SIDE) (INCLUDES ADJUST BOTH SIDES) WARNING: When the brake drums are removed there is a certain quantity of dust around the brake shoes and inside the brake drums. This dust contains asbestos and is dangerous if inhaled. Care must be exercised in the removal of this dust. Do NOT use an air line to blow away the dust. Use a vacuum cleaner. If a vacuum cleaner is not available use protective breathing equipment and remove the dust with a brush or rag. Collect the dust in a sealable plastic bag for disposal. - HLS/S TYPE FRONT BRAKE ASSEMBLY i To Remove 1. Ensure that the parking brake has been applied. 2. Place a jack under the centre of the front axle and raise the vehicle to enable axle stands to be placed under each end of the axle. 3. Lower the jack until it just supports the axle. 4. Using a wheel trolley, remove the wheel, hub and drum assembly as described in operation 14 363. 5. Prise one of the brake shoes from its abutment on the wheel brake cylinder using brake shoe horn tool (Tool No. 64947018). 6. Gradually release the brake shoe so that the other brake shoe can also be removed. 7. Remove both the brake shoes together with their brake shoe return springs. 8. Disconnect the brake shoe return springs from the brake shoes (see illustrations). HLS/S Front Brakt Assembly 1. Brake Shoe Adjuster 2. Return Spring 3. Wheel Cyfinders 4. Brake Shoe I HFM - 005842 8009 1256 i BRAKING 8Y8TEM Dual Alr/Hydrauflc February 1980 1 13. Slacken-off the brake shoe steady post locknuts using the special adjuster tool (Tool No. 6492702)). Unscrew each steady post by two fufl turns. 14. Turn the wheel brake adjusters in a clockwise direction until the brake shoes lock the brake (bum. 18. Screw in one brake shoe steady post untB it contacts the brake shoe wab, and tighten the Marne using the special adjuster tool (Tool No. 64827028). 16. Repeat the adjustment operations for the second brake shoe ateMy post 17. Readjust the wheel brake assembly as detailed by operation 12132. 18. Raise the jpek sufficiently to remove the axle Stands. Remove the axle stands and lower the jack. 7. Place a wire, string or rubber band around the brake shoo expander tspnsjt to prevent the roBere and wudge from faingoiA. 8. Hold the IoRnt brake shoe and canter and remove the carrier return springs. 9. Remove both brake shoes and content. 10. Note the brake lining mpBStaf code hnd marking on the side of thkbtSke thing. Vtm SHOES - REAR BRAKE - REMOVE ANO INSTALL (ONE SIDE) (INCLUDES REMOVE ANO INSTALL WHEEL AND ADJUST BOTH SIDES) WANIMNA: When the brake drums are removed there te e certain quantity of dust around the brake shoes end In the brake drums. This duet oRltttffie asbestos end is dengerous if inhaled. Csk* Must be ohsrataod b the removal of the duet, fib not ids do Nr Una {oMow the dust Ups a veotram cUpn*. If e vacuum okNoer tenot ewAable use protective breathing equUMtera and remove the dust with a brush or rag. deflect the duet In a suitable plastic bag for removal. __________ _____________________ H2L/S TYPE REAR BRAKE ASSEMBLIES NOTE: See illustrations for location of parts. 1. Chock the front wheels. 2. Place s jsek under the rear axle and raise the vahidf sufficiently to enable axle stands to bp placed under the rear ds.at each end in thS are* within the spring 'U' bolts. Release the WSraingbrake. 3. Remove the axle shaft as described jn operation 16322. 4. Place a wheel trolley in position under the wheals. Use a hub nut wnrtch (Tool No. 18 613A or 166148) to unscrew the hub beating locknut. Remove the acsBoped washer and the bearing adjusting nut. Rambus the wheel, hup and drum assembly with the outer bearing cone. 5. Turn the rear wheel brake shoe adjusters in an anti-dockwue direction a lew turns to stackan- off the brake shoes (sea Uustration). 6. Remove the! No. I gs using the SI or a sukabte eyelet of the H2L/S flnr Brake Assembly 1. ExpenSsr Unit 2. Adjuster Unit 3. Whail CyftWsr 4. ftwura Spring PU8006 1257 HFM - 005843 nm pa^fiD BtcrtM -ih: UKMa8VTlll Fufl4lr September 1978 IX 00 8CRVICE AND REMUR OPERATIONS RaHNidom (a) Tilling the cab. ALWAYS use the specified cab tilting procedure which is detailed in Section 44 00. (b) Jacking up the vehicle. When jacking up the vehicle, using a hydraulic bottle jack, ensure the vehicle is on firm, level ground, the brakes are applied and the wheels are chocked. The . jack must be positioned at the correct jacking points, which are inboard of the 'U' bolt clamps on the relevant side of the rear axle or under the lower leaf spring on the front axle. fc) Methyl alcohol used in the alcohol evaporator is injurious to health and proper care must be exercised when _______ handling. ___________ ;________ Id) Asbestos brake fining dust can be injurious to health if inhaled. Any dust found in the brake drum must be removed by using a vacuum cleaner or soft brush. Do not blow the dust out using a compressed air supply. The dust should _______ be collected in a sealed bag for disposal. (e) ALWAYS change brake shoes ih axle sets. Do not renew shoes on one side of an axle only or unequal braking will occur. If) ALWAYS clean the brake backplates before installing brake assemblies, and lightly lubricate the steady posts, operating levers, thrust pads, and abutment edges of the shoes with high melting point grease. <g) ALWAYS disconnect the battery before commencing repair operations. |h) ALWAYS reset the tachograph clock (where fitted) after reconnecting the battery. (i) ALWAYS refer to the applicable procedure whan undertaking service and repair operations. Joint Sealing . When any component of the braking system has been removed and the air lines disconnected, the following procedure must be observed for applying sealant to the threads of the union when the line is reconnected. Two methods of sealing are available with Loctite 572 being the preferred method. A. Loctite 512 Iford Specification SJM 48 3102A) 1. Throughly clean the threads of the union and mating component to remove traces of old sealant and dirt. 2. Screw the union into the mating component by approximately two turns. 3. Smear the threads of the union with Loctite 572 and screw the union fully into the component. Tightan gw union dndotagk that an unbroken lira# of sealant la yfeible around the joint. A line indferora that the quantity of ifii mmwSST Tape NOTE: Loctita should b4 used only if 1. Thgfdughly dean the thread* of the union and rtttjjgjl component tip remove traces of old 2. Apply the tape to the gwls thread, ensuring the tgpp Is overlapped when puked tight. 3. the union into the component and tighten. 8006 1258 HFM- 005844 i2 132 Page 82 BBAI0IM6VSTEM fol Air 1 February 19B0 12 HI BRAKES - ADJUST font and (tear 1. Chock the wheels, jack up the vehicle and tit stands. Rdfeaae the path Drake. 2. Spin the wfrM* *nd check that the buuiiimpi jR free running. .. 3. fours that brtfca drums sre cold. Tg cfoq(wte/ wraw turning the' i normal {fraction of rotation, until thef are in firm cdntact with the drum, pn the wheel from being rotated. . 4. Back-off the adjuster anti-clockwise until.the shoes are just dear of the drum and the wheel can be routed freely without binding. 6. Repeat the adjustment for the remaining wheels. 6. Remove the stands and lower the vehicle to the ground. 12 2S3 BRAKE SHOES - FRONT BRAKE REMOVE AND INSTALL 1b Remove ___ WARNING: Brake lining dust is injurious to health If Inhaled and proper care must be taken when cleaning the brake drums and/or brake backplataa. _________ 1. Disconnect the battery earth I -) cable, chock the wheels, jack-up the vehicle and fit stands. 2. Slacken off the brake adjusters, and wind out and remove the spring brake release bolt. 3. Using a wheel trolley, remove the wheel and brake drum assembly as one unit, as detailed in Operation 14 371. 4. Using Girling Tool No. 649 47016 lever the lower end of the shoe from the adjuster, pud the shoe from the backplate to clear the adjuster and release the shoe. Both shoes can now be removed together with the springs. 5. Wire the tappets to keep them retracted. 6. Note the position of the retracting springs and remove the springs from the shoes. Remove the spring clips and bellcrank pivot pins, releasing the strut. Remove the strut from the ' shoes. To Install 7. Refit the bell crank struts and pivot pins to the upper brake shoes. Refit the spring clips, noting that the central tongue of the clip tensions the bell cranks against the struts. t. A4u*t*r. 1 Adjuster. It HFM - 005845 1. Retracting spring. 2. Expander. 3. Adjuster. PQ8006 1259 Page* :y. **mw tt I I *11 QMfitbt** . to thebe* crank | tha-thos* ere correct! " ' adjuster t to the to tha bq almost touching pie housing) and t be* crank lever sqjuter to give tha i dearanca between tha ahoe tip (leading < and tha expander tappets. 1 Cheek tha dearanca uaing feeler gauges. Held the beM crank adjuster and tighten tha locknut to tha specified torque value. 12. Ensure tha brake shoe adjuster la fully any dust and dirt from the assembly. 13. Refit tha wheel and brake drum assembly as detaled in Operation 14 371, taking care not to damage tha brake linings. 14. Adjust the brake shoes as detailed in Operation 12 132. Refit tha spring brake release bolt and tighten to the specified torque. IB. Remove the axle stands and lower the vehicle. Reconnect the battery earth I -) cable. 12m BRAKE SHOES. - REAR BRAKE REMOVE ANO INSTALL k) Remove___________.________________ WARNING: Brake lining dust is injurious to health end proper care must be taken whan cleaning tha brake drums and/or brake back platea._____________________ _____________ 1. Disconnect the battery earth (-) cable, chock the wheels, jack up the vehicle and fit stands. 2. Slacken off the brake adjusters and wind out and remove the spring brake release bolt. 3. Unscrew the nuts from the axle shaft boita, and withdraw the axis shaft, oil baffle, and gaskets. 4. Place a suitable wheel trolley in position under the wheels. 5. Using socket (Tool No. C-1041), remove the bearing locknut, lockwasher and bearing adjuster nut. Withdraw the wheel and hub assembly complete with the outer bearing cone. ` Gj7i03tVT Raw Bn*p AnamMy 1. Brakashoe. 2. Expander. 3. Retracting springs. 4. Adjust*. edges connect PQ8006 1260 HFM - 005846 BRMMMTCM Anpw August 1979 12 00 PageSI P Seri-- SERVICE AMO REFAIR OPERATIOMS I Precautions 1 (a) Tilting the cab. i ALWAYS use the specified cab tilting procedure which is (totalled in Section 44 00. . (b) Jacking up th* wtlhtete, When tolling up the vehicle, uEhg a hydraulic bgtfie jack, ensure the umtieia on firm, levdgtQund, the brakes era afttied and the tyneen are chocked. 1ft jaw rriuft be posjdoned at the correal jadBhg points, w$cb are inboard of trip U bolt damps on the relevant sida of the rear axle or under the lower leaf spring on the front axle. (c) Methyl alcohol used in the alcohol evaporator can be injurious to health if inhaled or taken internally, therefore, proper care must be exercised when handling. __________________ (d) Asbestos brake fining dust can be injurious to health if inhaled. Any dust found in the brake drum mut to removed by using a vacuum cleaner dr loft brush. Do not blow : the dust out utifB acompressed air supply. The dust Shoufcffto collected in a sealed ______bag for disposal. ___________________ ;(e) ALWAYS change take shoes in axle sets. i Do not rbnWM on side of an axle . only or undjjuel onjRWig will occur. (f) ALWAYS dean the brake backpiates before instating brake assemblies, and lightly lubifesMltostpedy posts, operating levers, thrust pads, and abutment edges of the shoes with high matting point grease. (gl ALWAYS dtyconnact .the battery before commencing repair operations. (h) ALWAYS reset the tachograph dock (where fitted) after reconnecting the battery. . (i) ALWAYS refer to the applicable procedure . when undertaking service and repair operations. Cleaning -- General It is recommended that, where posable, the exterior of dompgngnts to steam deemed, and dried with comphbsaad air, prior to the commencement Of dfflf service and repair operations. This is to pfdvant the ingress of dirt during subsequent districting. Cleaning -- Hydraulic Brake Parts Vegetable base hydraulic fluid (Specifications No. SM6C-1002-A) is used in the hydraulic system, therefore, mineral based cleaning fluids, oils or greases must not be allowed to contact the components. All hydraulic parts should be washed in either methylated spirits or commercial alcohol, or in the approved brake fluid. AssamMng -- Hydraufic Brake Parts Absolute deanliness must be maintained during assembly of hydraulic brake parts, to ensure that no dirt is allowed to enter the system. Hydraulic seals and moving parts should be dipped in the approved brake fluid to facilitate ease of fitting and assist in preventing damage during assembly. Joint Esafing When any component of the braking system has been removed and the air lines disconnected, the following procedure must be observed for applying aealant to the 'threads of the union when the line is reconnected. Two methods of sealing are available with Loctite 572 being the preferred method. A. Loctite 572 (Ford Specification SJM 4G 91G2A). 1. Thoroughly dean the threads of the union and mating component to remove traces of old sealant and dirt. 2. Screw the union into the mating component by approximately two turns. 3. Smear the threads of the union with Loctite 572 and screw the union fully into the component. 4. Tighten the union and check that an unbroken line of sealant is visible around the joint. A brokeh line indicates that the quantity of sealant applied is insufficient. (Ford Ipecification JftMG 1019A). ** NOTE: This method of sealing should be used only if Loctite 572 is not available. 1. Thoroughly dean the threads of the union and mating component to remove traces of old sealant and dirt. 2. Apply the tape to the male thread, ensuring the tape is overlapped when pulled tight. 3. Screw the union into the component and tighten. HFM - 005847 vH.'- 'W*- ! 12 141 August 1979 ehcfttldbeaf to&Md- the shotfid be free leakage. To Bleed Bie fihWMU 1. By repeatedly dflprestitog the brake pedal, reduce the air pressure in the system until a . gauge reading of between 2,0 to 3,5 kp/cm2 (28,5 to 50 lb/in2) is indicated. NOTE: It may be necessary to start and run the engine occasionally during the bleeding process to retain the above air pressure reading. 2. Commence to bleed at the bleed screw on the top of the Servo end cover, followed by the screw on the end-cap of the hydraulic (slave) cylinder. 3. Remove the rubber duct cap on the bleed valve and fit a nfjreajrtube on the u$ve. 4. Immerse the end ttif bleed tube in a clean jar contain^ nfyy brake fhijd. Keep the end of the tube below the suttece of the fluid during the brake bleeding operation. 5. Open the bleed valve and slowly depress and release the brake pedal several times. Pause for an . instant between each depression, of the pedal to ensure fuft recuperation of the master cylinder- (8 the master cylinder is sticking, overhaul the master cylinder as detdfed in Operation 12 343 8). Far each depression of the brake pedal some fluid or air should be emitted from the tube, if neither fluid nor air emerges, the bleed, valve has not been opened property dr mbs is a blockage in the pipe tip*. : 6. Continue depressing tjte brake peM, until nomoreabbupiHvnefgefrom'^hibo. NOTE: It is import*nt th*i tiH fluid (fifed in the reservoir is the brefeaatfinO fluid drained from Wsb^sytitem ^ITmay be contaminated or 'eatijfted. If the fluid in the system is dirty it advisable to drain h completely entf rafft vylthfresh fluid. 7. When, wftivefMdt 6$tRession ef the brake pedal, fluid aftwe fSfittes out of the Meed tube, hold tm raottpake pedal in the fully depressed positieh 4nd tighten the'bleed valve. CAUTION: Do not use excessive forte when tightening the vafve. 8. Remove the tube and refit the rubber cap on the bleed valve. 9. Repeat operations 3 to 8 to bleed the wheel cylinders, starting at the wheel having the shortest pipeline . run from the slave cylinder. Bleed at the wheel having the longest pipe line run last. NOTE: The load apportioning valve must be bled before the rear wheel cylinders, using the same procedure as that for bleeding all other valves. 10. Top up the reservoir to the correct level and refit the cap. 12aw SHOES - FRONT BRAKES REMOVE AND INSTALL (One Side) ________ (Includes: Adjust Both Sides)__________ WARNING: Brake lining dust Is injurious to health If Inhaled and proper care must be taken when cleaning the brake drums and/dr back plates. ___________________ To Remove . 1. Ensure that the park brake is applied. 2. Position a jack under the centre of the front axle and raise the vehicle sufficiently to fit stands under each fend of the axle. 3. Using a wheel trolley, remove the wheel and brake drum assembly as one unit, as detailed in Operation 14 371. 4. Using the Brake Shoe Horn (Tool No. M947Q16), prise one of the shoes from its abutment slot on the wheel cylinder. 5. Gradually release the tension on the shoe to enable the other shoe to be removed from its abutment slot on the other wheel cylinder. 6. Remove both shoes complete with the retracting springs. 7. Note the positions of the retracting springs and remove the springs from the shoes. 8. Wire the wheel cylinder pistons to keep them retracted. . To tnatnU NOTE: Ensure that the brake shoe lining material of the replacement shoes is of the correct specification. Check the letter code on the side of the brake shoe lining (see SPECIFICATIONS). 9. Refit the brake shoe retracting springs in the positions noted during removal. 10. Locate the shoe web of each brake shoe leading edge into the slot at the end of the wheel cylinder piston. PQ8006:1262 HFM- 005848 fir aagh the to to to 16. ition ojji Wfi other shoe \ as detshfid in Operation 12 i and lower the vahteteto A?*'- :1 .,.-*ft.V tdi 2. Stac^ tNilliM nuts. 3. Posftifei axfearid standi unapt each end 4. Release tife tg|fe b&ke. of the rear . 1 _ to fit Wk. 5. Remove th^wMlil nuts end. using a wheel trailed wtfcptf* whefe, mm6. Remove tRhfeiand brake drum assembly 7. Slacken tN$ $ri$ shoe atfeisterB 8. Usies the la| To^ tito. 64827W6 ^ suitable Hook tool, unhook and retook the brake shoe refracting fringe. Wire aroundtitemfeender teapm (protein .v*.,1 the roUqreendvwwfeeln podttetv. ** Using fee fetikti Shoe Horn (Tlagl Wp. vH- *d#sr4U2.., remove cantors Wire them i cylinder tikaotim jjp keafe1' Pteeorvteof #4 wove the confer feting*. , ; :<* Remove the tjffee shoe carriers from the brake shoes. mjiptawH JTE: Ensure 1 ttNtoatoehoal ication the bn SCIFICATRfel! tflSrfettar code oh fhe skis shoe lining ? '(see 14. Position thti brake shoe afeppK the carrier plate attach the inner redacting springs to the Hides. 15. Raise the fee#shoe and fit the shoe earner and center emit. 15. Continue to rates until tire brake oboe , located in the upper slots on the eft# Of >#| the wheal c^flndam, and tile shoe ctefrerM ..... located, one id m the slot of the shg$ adjuster, and we other end in the Hot at tiie expander unit. ' It, Position fee tower brake shoe endfeoe carriw, beating fee canter to thesfefe# fee lower emit of the shoe adjuster arid expander units. j Fit the Owe carrier return springs. Ensure that fee lower brake shoes are located in ^heeU^ders, 8 suitable hfennSSTfit the inner retracting springs to the lower shoes. 20. Position and fit the outer retracting springs to the shoes. 21. Remove the retaining wire from eround the . expander tappets and wheel cylinders. 22 Adjust the clearance between the brake shoe carrier strut and the brake shoe as follows:- (a) Ensure that the brake shoes are central. .*. HFM - 005849 ar.'jS-'dtieu. 8006 1263  *4 'i ,; <W Slacken off the looking grub screw at tha skM of the stab carrier. . (c) Unscrew the adjuster screw until the carrier strut is dwt of the brake shbe. >' <d) Position a 0,127 him (0,005 in) ftoler K - gauge between the carrier strut OMl the brake shoe, and tighten tm adiukter eerew until the feeler gauge fe trapped. Remove the fester gauge*njd lock the adjuster screw with the gnjjfc screw. <o) Repeat the operation on the Other shoe. 23. Iitttafi the hub and brake drum assembly as detailed in Operation 16 374. 24. Refit the wheel. 25. Remove the two rubber plugs at the rear of the brake dust cover to expose the brake shoe steady posts, slacken the steady poet locknuts and unscrew both steady posts two full turns using Adjuster Tool No. 64927025. 26. Turn the brake adjusters in a clockwise direction until the shoes are in firm contact with the drum. 27. Using the Adjuster Toot No. 64927025, screw in one steady post until it just contacts the brake shoe web, then tighten the locknut. Refit the steady post rubber plug. 28. Repeat the operation on the other shoe steady post. ' 29. Adjust the brakes as detailed in Operation 12 132. i 30. Remove the stands and lower the vehicle to the ground and tighten the wheel nuts. spring removed. the shoes. NOTE: The btajlb shoe ftnchpr f$h not be removed unless ty Is badly wOrittljj;jtepagad. If it becomes neeattypry to fit a new anchor pin the fitting instruction^ supplied with the new pin must be strictly adhered to. To InetaB NOTE: JEftaure that the brake shoetining material of the raptaoamsnt shoes fe oif tbu correct spadffcatian. CNKCk the ratr:'bpoB 6h the ......................... .. Uttfgd (see iro 12 m 1 SHOES - REAR BRAKES REMOVE AND INSTALL (One Side) _________ (Rear Brake Drum Removed)________ hWaAaWRtfllHMIfnchBarleadkealnindinpgntijfbast b bgorioup bee must tji dra Brake drums and/or back plates. i To Remove (Duo-Servo with Automatic Adjustment) 1. Remove the secondary brake shoe holding down springs by exerting slight pressure on jr ifij the spring caps and twisting to line up the slots in the caps with the tags on the spring anchor pins. NOTE: Note the positions of the automatic adjustment linkage before removal. 2. Remove the wire link from the actuating lever and the brake shoe anchor pin sleeve. tttei tags of caps ov release, ttivehfin in | 12. Attach the end of tha djfea braining spring with the itegt numbb or coil* to the primary brake Shoe, sad be opposite end to the seodlktery brakpshafu 13. Position the secofidarehnll^ ehepapaiost the backpme vrith tha anchor ggt.endb cylinder. 8006 1264 L. HFM - 005850 l iI I I Xti M- i\l l ht*' m 4 MANUAL Tl September 1979 3. Remove sfl the asbestos dutch lining dust from the dutch Pressure plate, the dutch disc and the flywheel. 10. 'yrIy!.-- ' * 72A 4 sgltpMo vacuum etototopr. If a vsouUtn qjienjr to not mUMi, uee pereoMd pratMttfve breathing equipment or eutaWe face mask and remove the dust eereftifly wWi i brush or rag. Collect the duet In a eealable ptaedo bag or envelop# for disposal. _______ __________________ 4. Inspect the pressure - plate assembly generally for damaged or worn parts. In particular check tin friction surface for scoring, discolouration or cracks. 5. (a) On the axial spring dutch check the operating levmer iends for wear. Check also for broken col] springs. (bl On the tftaphfefpn spring dutch check the daphragm spring for cracks gr broken seems and for excessive on the ends of the sectors at centre. (c) If these or any other defects ere present, ntttaoe with a new pressure plate assembly. Inspect the dutch disc for wear on the friction linings, check to, see if they are worn down near to the rivet heads. Check the finings as welt for oil contamination. Check the buffer springs for cracks or breakage and also that they are not loose in the housings. If these or any other defects an present, replace with a new dutch disc. Inspect the flywheel friction surface for scoring, discolouration or cracks. If the flywheel is unsatvtesgbfe fit a new part as detailed in operation 21 682 4. . To Inst* .8 grease the splines in the clutch d$0 CAUTION: Only the vifry t X&mvfi shevUtH>wAtfasanyejqatoW&be; butandmay cantem/hata tha friction Bninga. 9. Place the dutch dtofe to position cm $#. flywheel with die shortest spigot of $1 spflned hub towards the flywheel. Pto|p> the dutch dtoc/flywhed pilot ' "" alignment tod in position. Select alignment tool according to dutch dammar: 306mm (12in) diameter clutch: Tool No. C-7068 330mm (13in) diameter dutch: Tod No. 16515 11. Enter afl new . they ate jiti just pressure plate with until {$Ungijng the 12. 8erew in each bolt eawgifly torque tMh jfta time to - ' lie plate pressure dbwete # fc$& holes. ' tp toa spedfied 13. Remove the discailgnmWi tod. 3. Remove efl the asbestos from tin dutch praftiuto, discs, toe Intermedath flywheel. i, the i, the 4sc. tiningdust i, the two and the jrfihs HFM - 005851 _i - -n i ritei iftffiftfi ^ i f . tmz.&f&i, HFM - 005852 raU4 tor tag- Mteot the bag or envelope t*V> pressure piste assembly ' damaged or worn ports. In scoring. tl44|k ends for wear, edit eth# defects are present, a nw pressure plate r cracks or other oeiwu are with a new Intermediate two clutoh discs for wear on linings, hack to see if the down nearly to the rivet BCk the linings for oil Cheffi the buffer spring! dio thit tWV in thefWPHfls. ff these or . #d 0km dn discs as neopastry with a button surfws for | or cracks- If the ^ndffpertas Place the intermediate plate in position against the first disc with the four driving lugs engaged in the four driving slots pri the flywheel and the centtdjjMtig laid springs on eeeh lug in a tralBrifl npeftfdn relative to flywheel rotation. SHtylahe plate up against the first disc. Take note of the position of the letter 'L' stamped on the plate. Place .the second clutch disc on the alignment tool with the longest spigot of the splined hub towards the flywheel. Slide the disc up against the intermediate plate. 13. Hold the clutch pressure plate in against the second disc with die letter. stamped on to the letter the cover 'L' on the as in near, J ' Ensure that the dowels in the i, aligned wah the dowel holes h* i pressureptetecover. 14. Enter fha Securing bolts wftfe loctovasbers and tarn* them id un^d i are just ngptfy clamping tne pressure f1 15. Screw in each bolt one turn at a drop, carefully and evenly pul the pressure PWff up to the flywheel and load tpe pretotjif plate springs. Ensure that ' engage correctly with the dowel Finally tighten the bolts to the torque (a# spedflcationsi. ; 16. Remove the disc alignment topi. IS 784 4 CLUTCH HOUSING - REMOVE AND INSTALL (Transmission Reproved! fn-Uwe ntoeqiflighted Models To Remove . 1. Tilt the cab as described in section 44. .' 2. Slacken, unscrew and remove the tmg bolts securing the clutch slave cylinder. Do not remove the push rod or the rubber boot from the slave cylinder.' Swing the cylinder aside and s--u-p--p--o--rt` it *to----p-r-e--v--e^nt damage^ t$cfhridmijp. NOTE: Oh al six and fight cylinder ip on the clutch the Ford 4-318 mounted on a fitted with four (4-419-S), transmissions, the iffdp on a ctet extension bradbft ' On vehidas fitted with ... i8sion the shiv# cyiindefst on the clutch rdlsaae and. 3. Remove the battery cover anddfecoftnedt the batteries. s PQ8006 1266 A \.i * 7M MANUAL TRAN8MM3I0M ANDCLUTCH September 19* r*r- iiii'^11I'Sijiiiifei 4, On vehirtas fitted with 4-3t0 transmission, anhq^8rtrNiiov8ttoclatt4irete8earm return faring frditi the bi^bt on the dutdtMusmgandthSlugaathearm. 8. Ptaoa 9 suitable jack under the dutch thehooting portion of the sump and support engine. dutch release bearing and hub off the fingers of tap release arm withdraw the bgfeingfhd hub . via the tranamjapst inpin drive Shift torture in the dutch Housing. 7. Press the dutch release bearing off the hub. 8- Slacken, unscrew and remove the self looking nut and the centre bolt from the engine right-hand rear mounting. 9. Slacken, unscrew and remove the four bolts scouring die engine right-hand rear mounting bracket to the dutch housing and withdrew the bracket. 10. Slacken, unscrew and remove the four bafts securing the engine left-hand rear mounting bracket to the clutch housing. It. Slacken, unscrew and remove the fifteen . bafts securing the dutch housing to the engine. Move aside any cables or pipes Sett wthe dipped to the housing. Pull the homing off the two locating dowels and lower ft to the floor. Move the housing away from the vehicle. H Somova OB the eabestos dutch lining dust fret*Me dutch housing.______ irtous to Oo not , ____Use e if a veouum da, use personal equipment or a I remove the duet r rag. Collect the plastic beg or envelope 18. 17. 18. with 18. On veNdtiS trenwnifitah, ft* in' 20. Sere* the rdaidj arm into ha location Jfttyda totiaMSr wHh i hew tighten to the sped specifications). .21 Place a smear p#grease on. trunnion ball arid in the bat release arm. US the ' with a screw the baH until the socket, dip. 23. Pratt the hub. Remove the dutch release arm rubber gaiter from the dutch housing aperture . .and pdl it off the release arm. 14. Pdl the dutch release arm to disengage it from the trunnion pivot bail and remove thearip from the housing. 10. Slgpfcep. unscrew and remove the release erst Pivot trunnion baH from the clutch 1. ifw mum** *#'. - tariv. ' ' 2. ftaar mounting cumrs ' bad. HFM - 005853 . ii- . ' ....... ' 10 784 4 MANUALTRANSMISSION AND CLUTCH It 4 OSatlM . September 1979 Nlii ' >NNl En^nad Models . 1. Tilt the cab as described in section 44. . 2. On vehicles fitted with four (4-410-Si, six and eight speed transmissions, slacken, . unscrew and remove the two bolts securing the dutch slave cylinder to the . dutch housing. Do not remove the push rod or the rubber boot from the slave cylinder. Swing the cylinder aside and suitably support to prevent damage to the hydraulic fluid line. . 3. Remove the battery cover and disconnect the batteries. 4. Slacken, unscrew and remove the nut securing the starter motor electrical lead to the starter motor and disconnect the lead. 5. Slacken, unscrew and remove the two bolts securing the starter motor and remove the starter motor. . 6. Slacken, unscrew and remove the four bolts ttcuring the flywheel lower front cover and remove the cover. 7. On vehicles fitted with the 4-310 transmission, slacken, unscrew and remove the five bolts securing the clutch . housing bottom cover and remove the cover. 8. Slide die dutch release bearing and hub assembly off the fingers of the release arm fork and withdrew the bearing and hub assembly via the transmission's main drive shaft aperture in the dutch housing. 9. Press the clutch release bearing off the hub. 10. Place a suitable jack under the sump at the rear of the angina with a piece of soft timber between the jack and the sump. Raisa the jack to take the weight of the angina. ' 11. Slacken, unscrew and remove the self ^ looking nut from the dutch' housing to chassis cross member mounting bolt on . each tids of the touting, Withdraw the bolts together with the flat washers, lower . insulatesand the distance tubes. 18. Slacken, unscrew anti remove the six bdts securingthe dutch housing to the engine. Move aside any cables sir pipes that were dipped to the housing. Op vehicles fitted wnh the 4-310 transritisafan the two bdts , on the left-hand tide also retain the dutch slave cylinder. Move the cylinder aside and * suitably support to prevent damage to the ; hydraulic pipe. the arm from thdhousing. 19. Slacken, unscrew and remove tbs release arm pivot trunnion ball from tto dutch housing. 1. Hydraulic dwt cylinder. 2. Saturn arm return spring. HFM- 005854 8006 1268 dirjb. .-.Mile ll .i I 18 784 4 page an DSfriu MANUAL TRANSMISSION AMO CLUTCH September 1979 n 3t4 4 40. On vehicles fitted with four (4-410-Si, six and eight speed transmissions, place the clutch slave cylinder in position on the . clutch housing cast bracket ensuring that the push rod engages correctly with the clutch release ami. Screw in the two retaining bolts together with new lockwashers and tighten to the specified torque (see specifications). 41. Pass the release bearing and hub assembly through the transmission main drive shaft aperture in the clutch housing and slide it into position on the release arm fork. 42. Lower the cab as described in section 44. IM and Cummins V8 Diesel Engined Ye Remove 1. THt the cab as described in section 44. 2. (a) On vehicles fitted with a hydraulic clutch slave cylinder slacken, unscrew and remove the two bolts securing the clutch slave cylinder to its mounting block on the clutch housing. Do not remove the push rod or the rubber boot from the slave cylinder. Withdraw the cylinder and push rod assembly from the mounting block, swing the cylinder aside ana support it to prevent damage to the hydraulic fluid line. (b) On vehicles equipped with an air assisted clutch slave cylinder slacken, unscrew and remove the two bolts securing each trunnion in the slave cylinder mounting bracket on the - clutch housing. Withdraw the two trunnions and remove the slave cylinder and the two side packing washers from the clutch housing. Swing the slave cylinder aside and support it to prevent damage to the hydraulic fluid and air lines. NOTE: Before removing the air assisted clutch slave cylinder on vehicles with the Cummins V8 engine it may necessary to move that part of the fuel return system adjacent to the slave cylinder upper trunnion. If this is necessary plug ail open fuel lines. 3. Withdraw the clutch release bearing and hub assembly from the clutch housing via the transmission main drive shaft aperture. Slacken, unscrew and disconnect the grease lubrication pipe union nut on the release bearing hub and remove the bearing and hub assembly. 4. Slacken, unscrew and remove the union adaptor from the rakMHH hearing hub. Press the hearing off did Hub* 5. Slacken, unscrew and illlttdwe eleven of the twelve bolts aectpig - the dutch housing ip pte engine tetiving one bolt at the top. Move aside any crates or p$es that were clipped to the housing. 6. Hold the housing, slacken, unscrew and remove the final top bolt and lower the clutch housing to the floor. Remove the housing from the vehicle. 7. Remove 41 the asbestos clutch lining dust from the dutch housing. dust Bt a _ foriteswl not with mW tint, Use a . ciesttds. H vacuum dvalMririi, u#e personal " '' tent -or a m the dust or tito. Comet the plastic Cii or anvslopa 8. Sleeken and unscrew the union an the release bearing grease lubrication pipe at the grease nipple end end Mmove the pipe. 9. Slacken, unscrew and remove the two grease nipples on the side of the housing. 10. Remove the dutch release arm rubber gaiter from the clutch housing aperture and puil it off the release arm. 11. Pull the dutch release arm .to disengage it from the trunnion pivot ball and remove the arm from the housing; 12. Slacken, unscrew and remove the release arm pivot trunnion ban from the dutch housing. 13. On vehicles with the hydraulic slave cylinder slacken, unscrew and remove the two bolts securing each trunnion in the stave cylinder mounting cadt bracket on the dutch housing. Withdraw tha two trunnions and remove the alive cylinder mounting block. 14. Thoroughly wash and clean all component parts. Discard the old rubber gaiter and all iockwashers. Inspect all parts for excessive wear or damage. Replace aO unserviceable parts with new parts. HFM - 00S855 PQ8006 1249 12 00 BRAKING SYSTEM Airpak August 1979 @ 12 00 Page 39 D Swim SERVICE ANO REPAIR OPERATIONS Precautions (a) Tilting the cab. ALWAYS use the specified cab tilting procedure which is detailed in Section 44 00. (b) Jacking up the vehicle. When jacking up the vehicle, using a hydraulic bottle jack, ensure the vehicle is on firm, level ground, the brakes are applied and the wheels are chocked. The jack must be positioned at the correct jacking points, which are inboard of the 'U' bolt clamps on the relevant side of the rear axle or under the lower leaf spring on the front axle. (c) Methyl alcohol used in the alcohol evaporator can be injurious to health if inhaled or taken internally, therefore, proper care must be exercised when handling. _____________________ Id) Asbestos brake lining dust can be injurious to health if inhaled. Any dust found in the brake drum must be removed by using a vacuum cleaner or soft brush. Do not blow the dust out using a compressed air supply. The dust should be collected in a sealed bag for disposal. le) ALWAYS change bfake shoes in axle sets. Do not renew shoes on one side of an axle only or unequal braking will occur. (f) ALWAYS clean the brake backplates before installing brake assemblies, and lightly lubricate the steady posts, operating levers, thrust pads, and abutment edges of the shoes with high melting point grease. (g) ALWAYS disconnect the battery before commencing repair operations. (hi ALWAYS reset the tachograph clock (where fitted) after reconnecting the battery. (i) ALWAYS refer to the applicable procedure when undertaking service and repair operations. Cleaning -- General It is recommended that, where possible, the exterior of components be steam cleaned, and dried with compressed--^air, prior to the commencprrfent>sf^any service an?K repair *is. This is to prevent^ the incress oTtliTT during subsfqt? ' " r 1' 7? Cleaning -- Hydraulic Brake Parts Vegetable base hydraulic fluid (Specifications No. SM6C-1002-A) is used in the. hydraulic system, therefore, mineral based cleaning fluids, oils or greases must not be allowed to contact the components. All hydraulic parts should be washed in either methylated spirits or commercial alcohol, or in the approved brake fluid. Assembling -- Hydraulic Brake Parts Absolute cleanliness must be maintained during assembly of hydraulic brake parts, to ensure that no dirt is allowed to enter the system. Hydraulic seals and moving parts should be dipped in the approved brake fluid to facilitate ease of fitting and assist in preventing damage during assembly. Joint Sealing When any component of the braking system has been removed and the air lines disconnected, die following procedure must be observed for applying sealant to the threads of the union when the line is reconnected. Two methods of sealing are available with Loctite 572 being the preferred method. A Loctite 572 (Ford Specification SJM 4G 9102A). 1. Thoroughly clean the threads of the union and mating component to remove traces of old sealant and dirt. 2. Screw the union into the mating component by approximately two turns. 3. Smear the threads of the union with Loctite 572 and screw the union fully into the component. 4. Tighten the union and check that an unbroken line of sealant is visible around the joint. A broken line indicates that the quantity of sealant applied is insufficient. B P.T.F.E. (Polytetrafluoroethylene) Tape (Ford Specification SM 4G 1019A). NOTE: This method of sealing should be used only if Loctite 572 is not available. 1. Thoroughly clean the threads of the union and mating component to remove traces of old sealant and dirt. 1 Apply the tape to the male thread, ensuring the tape is overlapped when pulled tight. ' 3 Screw the union into the component and tighten. PQi8006 1270 HFM - 005856 12 141 BRAKING SYSTEM Airpak August 1979 12 283 Page 43 O Series (c) The fluid in the reservoit should he of the correct specification (ic.-SM 6C 1002A) and topped up level with the mark on the reservoir. Id) All brake pipe unions should be free from visible signs of leakage. To Bleed the System 1. By repeatedly depressing the brake pedal, reduce the air pressure in the system until a gauge reading of between 2,0 to 3,5 kp/cm2 (28,5 to 50 lb/in2) is indicated. NOTE: It may be necessary to start and run the engine occasionally during the bleeding process to retain the above air pressure reading. 2. Commence to bleed at the bleed screw on the top of the Servo end cover, followed by the screw on the end-cap of the hydraulic (slave) cylinder. 3. Remove the rubber dust cap on the bleed valve and fit a rubber tube on the valve. 4. Immerse the end of the bleed tube in a dean jar containing new brake fluid. Keep the end of the tube below the surface of the fluid during the brake bleeding operation. 5. Open the bleed valve and slowly depress and release the brake pedal several times. Pause for an instant between each depression of the pedal to ensure full recuperation of the master cylinder. (If the master cylinder is sticking, overhaul the master c^inder as detailed in Operation 12 343 8). For each depression of the brake pedal some fluid or air should be emitted from the tube, if neither fluid nor air emerges, the bleed valve has not been opened properly or there is a blockage in the pipe line. 6. Continue depressing the brake pedal, until no more air bubbles emerge from the tube. NOTE: It is important that the fluid level in the reservoir is maintained during the brake bleeding operation. NEVER replenish the reservoir with fluid drained from the system as it may be contaminated or aerated. If the fluid in the system is dirty it is advisable to drain it completely and refill with fresh fluid. 7. When, with each depression of the brake pedal, fluid alone comes out of the bleed tube, hold the footbrake pedal in the fully depressed position and tighten the bleed valve. CAUTION: Do not use excessive force when tightening the valve. 8. Remove the tube and refit the rubber cap on the bleed valve. 3. Repeal operations 3 to 8 to bleed the wheel cylinders, starting at the wheel having the shortest pipeline run from the slave cylinder. Bleed at the wheel having the longest pipe line run last. NOTE: The load apportioning valve must be bled before the rear wheel cylinders, using the same procedure as that for bleeding all other valves. 10. Top up the reservoir to the correct level and refit the cap. 122S3 SHOES - FRONT BRAKES REMOVE AND INSTALL (One Side) (Includes: Adjust Both Sides) WARNING: Brake lining dust is injurious to health if inhaled and proper care must be taken when cleaning the brake drums and/or back plates.___________________ ___ To Remove 1. Ensure that the park brake is applied. 2. Position a jack under the centre of the front axle and raise the vehicle sufficiently to fit stands under each end of the axle. 3. Using a wheel trolley, remove the wheel and brake drum assembly as one unit, as detailed in Operation 14 371. 4. Using the Brake Shoe Horn (Tool No. 64947016), prise one of the shoes from its abutment slot on the wheel cylinder. 5. Gradually release the tension on the shoe to enable the other shoe to be removed from its abutment slot on the other wheel cylinder. 6. Remove both shoes complete with the retracting springs. 7. Note the positions of the retracting springs and remove the springs from the shoes. 8 Wire the wheel cylinder pistons to keep them retracted. To Install NOTE: Ensure that the brake shoe lining material of the replacement shoes is of the correct specification. Check the letter code on the side of the brake shoe lining (see SPECIFICATIONS). 9. Refit the brake shoe retracting springs in the positions noted during removal. 10. Locate the shoe web of each brake shoe leading edge into the slot at the end of the wheel cylinder piston. 8006 1271 HFM- 005857 T 12 286 BRAKING SYSTEM Alrpafc August 1979 12 285 Page 46 D Series 11. Using the Brake Shoe Horn (Tool No. 64947016). lever the shoe web of each brake shoe trailing edge into its abutment slot at the rear end of the wheel cylinder. Remove the retaining wire from the cylinder pistons. 12. Taking cm not to damage the brake linings, refit the wheel and brake drum assembly as detailed in Operation 14 371. 13. Remove the two rubber plugs at the rear of the brake dust cover which cover the brake shoe steady posts, slacken the steady post locknuts and unscrew both steady posts two full turns using Adjuster Tool No. 64927025. Turn the brake adjusters in a clockwise direction until the shoes are in firm contact with the drum. 15. Using the Adjuster Tool No. 64927025, screw in one steady post until it just contacts the brake shoe web, then tighten the locknut. Refit the steady post rubber plug. 16. Repeat the operation on the other shoe . steady post. 17. Adjust the brakes as detailed in Operation 12 132. 18. Remove the stands and lower the vehicle to the ground 12 m SHOES - REAR BRAKES - REMOVE AND INSTALL (One Side) (Includes: Remove and Install Wheel and Adjust ______ Both SidesI._________________________ WARNING: Brake lining dust is Iqftirious to health If Inhaled end proper cere must be taken when cleaning the brake drums end/or heck plates. ___________ ;______ _ To Remove (H2 L/S) 1. Chock the front wheels. 2. Slacken the wheel nuts. 3. Position a jack under the centre of the rear axle and raise the vehicle sufficiently to fit . stands under each end of the axle. 4. Release the park brake. 5. Remove the wheel nuts and, using a wheel trolley, remove the wheel. 6. Remove the hub and brake drum assembly as detailed in Operation 15 374. 7. Slacken the brake shoe adjusters. 8. Using the special Tool No. 64927026 or a suitable hook tool, unhook and remove the brake shoe retracting springs. 9. Wire around the expander tappets to retain the rollers and wedge in position. 10. Using the Brake Shoe Horn (Tool No. 64947016), prise the shoes from their abutment slots in the wheel cylinders and remove the shoes complete with shoe carriers from the brake carrier plate. 11. Wire the wheel cylinder pistons to keep them retracted. 12. Disconnect and remove the carrier return springs. 13. Remove the brake shoe carriers from the brake shoes. To Install NOTE: Ensure that the brake shoe lining material of the replacement shoes is of the correct specification. Check the letter code on the side of the brake shoe lining (see SPECIFICATIONS). 14. Position the upper brake shoe against the carrier plate and attach the inner retracting springs to the shoes. 15. Raise the brake shoe and fit the shoe carrier and carrier strut. 16. Continue to raise until the brake shoe is located in the upper slots on the ends of the wheel cylinders, and the shoe carrier is located, one end in the slot of the shoe adjuster, and the other end in the slot of the expander unit. 17. Position the lower brake shoe and shoe carrier, locating the carrier in the slots at the lower ends of the shoe adjuster and expander units. 18. Fit the shoe carrier return springs. 19. Ensure that the lower brake shoes are located in the slots of the wheel cylinders, and using the special Tool No. 64927026 or a suitable hook tool, fit the inner retracting springs to the lower shoes. 20. Position and fit the outer retracting springs to the shoes. 21. Remove the retaining wire from around the expander tappets and wheel cylinders. 22. Adjust the clearance between the brake shoe carrier strut and the brake shoe as follows:- (a) Ensure that the brake shoes are central. 8006 1272 i HFM - 005858 Page 46 BRAKING SYSTEM Airpak August 1979 12 2853 (b) Slacken off the locking grub screw at the side of the shoe carrier. Ic) Unscrew the adjuster screw until the carrier strut is clear of the brake shoe. (d) Position a 0,127 mm (0,005 in) feeler gauge between the carrier strut and the brake shoe, and tighten the adjuster screw until the feeler gauge is trapped. Remove the feeler gauge and lock the adjuster screw with the grub screw. (e) Repeat the operation on the other shoe. 23. Install the hub and brake drum assembly as detailed in Operation 15 374. 24. Refit the wheel. 25. Remove the two rubber plugs at the rear of the brake dust cover to expose the brake shoe steady posts, slacken the steady post locknuts and unscrew both steady posts two full turns using Adjuster Tool No. 64927025. 26. Turn the brake adjusters in a clockwise direction until the shoes are in firm contact with the drum. 27. Using the Adjuster Tool No. 64927025, screw in one steady post until it just contacts the brake shoe web, then tighten the locknut. Refit the steady post rubber plug. 28. Repeat the operation on the other shoe steady post. 29. Adjust the brakes as detailed in Operation 12 132. 30. Remove the stands and lower the vehicle to the ground and tighten the wheel nuts. 12 286 3 SHOES - REAR BRAKES REMOVE AND INSTALL (One Side) __________(Rear Brake Drum Removed) WARNING: Brain Untng dust is injurious to toahtiif MwM and proper cars must be taken when cleaning die brake drums and/or backplatei __________ . To Remove (Duo-Servo with Automatic Adjustment) 1. Remove the secondary brake shoe holding down springs by exerting slight pressure on the spring caps and twisting to line up the slots in the caps with the tags on the spring anchor pins. NOTE: Note the positions of the automatic adjustment linkage before removal. 2. Remove the wire link from the actuating levfer and the brake shoe anchor pin sleeve. ' 3. Remove the actuating lever from the secondary brake shoe and pawl lever. 4. Remove the pawl lever and conical spring. 5. Remove the split pin and unscrew the brake anchor pin retaining nut. 6. Remove the operating cam from the anchor pin and disconnect the park brake cable. 7. Remove the primary shoe holding down springs by exerting slight pressure on the spring caps and twisting to line up the slots in the caps with the tags on the spring anchor pins. 8. Prise the brake shoes apart and remove the brake shoe adjuster and the lower shoe retaining spring. 9. Using the Brake Shoe Horn (Tool No. 64947016), lever each brake shoe away from its abutment positions on the anchor pin and wheel cylinder, and gradually release the shoes until the shoe retracting spring can be removed. Remove the shoes. NOTE: The brake shoe-anchor pin must not be removed unless it is badly worn or damaged. If it becomes necessary to fit a new anchor pin the fitting instructions supplied with the new pin must be strictly adhered to. To Install NOTE: Ensure that the brake shoe lining material of the replacement shoes is of the correct specification. Check the letter code on the side of the brake shoe lining (see SPECIFICATIONS). With the Duo-Servo system the secondary shoe lining is subjected to excessive loads. To combat the resultant uneven wear the secondary shoe lining is thicker than that of the primary shoe. 10. Position the primary brake shoe against the backplate with the shoe web abutting the anchor pin and in the slot in the wheel cylinder. 11. Refit the shoe holding down springs and spring caps to the spring anchor pins. With the slots in the spring caps aligned with the tags of the spring anchor pins, depress the caps over the anchor pins, twist and release, to retain in position. 12. Attach the end of the shoe retaining spring with the most number of coils to the primary brake shoe, and the opposite end to the secondary brake shoe. 13. Position the secondary brake shoe against the backplate with the shoe web abutting the anchor pin and in the slot in the wheel cylinder. HFM - 005859 12 00 BRAKING SYSTEM Dual Air/Hydraulic December 1978 12 00 Page 53 D Series SERVICE AND REPAIR OPERATIONS General Precautions Before commencing any repairs or adjustments that involve tilting the cab the correct tilting procedure, described in section 44, must be strictly adhered to. WARNING: It ts dangerous not to follow the correct procedure. Brake Assemblies Brake shoes must only be changed in complete axle sets. Do not replace shoes on one side of an axle as this may cause unequal braking and result in a dangerous condition on the road. Extreme care should be taken when removing the brake shoes to avoid damage to the wheel cylinders, rubber boots or dust covers. Before installing brake assemblies clean the back plate and lightly lubricate, with high melting point grease, the steady posts, anchor or fulcrum pins, operating levers, thrust pads and the abutment edges of shoes. Hydraulic Components Before disconnecting or removing any hydraulic pipe or component the area around the connections affected should be thoroughly cleaned and, once such a disconnection is made, the exposed pipe end and connecting point must immediately be suitably sealed against the entry of dirt into the system. Before reassembly all hydraulic brake parts should be washed thoroughly in commercial alcohol, methylated spirit or approved brake fluid to ensure that all foreign matter is removed. CAUTION: Any foreign matter which finds its way into the hydraulic system may score the pistons or damage the seals and render the brakes either partly or even wholly inoperative. Do not use petrol,, paraffin, carbon tetrachloride or any other mineral oil based solvent for cleaning any part of the hydraulic system. The slightest trace of such fluids can soon render the brakes inoperative by causing swelling and deterioration of the rubber seals. ' Commercial alcohol or methylated spirit must always be used when flushing out the system, washing brake assemblies or their components and any container used for holding brake fluid. All cylinders, pistons arid piston seals should be protected from grease, oil and dirt during storage ahd all such parts, whether they are used or new and just drawn from stock, must be carefully examined before fitting. When inspecting seals they must not be turned inside' out as this would strain the surface skin of the rubber and lead to premature failure in service. The acceptance requirements are that the sealing lips are perfectly formed, concentric with the bore of the seal and free from knife edges, surface cracks, blemishes or other irregularities. When inspecting cylinders and pistons the acceptance requirements are that they must be free from scores, ridges, steps, sharp edges, burrs or any other imperfections in or on their working or mating surfaces. CAUTION: Any irregularity, however minute, in the seals, pistons or cylinders may form a track for fluid leakage under pressure and render the brakes inoperative: Therefore any part found to contain a visible imperfection must be rejected. It is also important that all parts are handled very carefully at all times, particularly after examination, to reduce the possibility of causing accidental scoring or other damage. Before assembling hydraulic components always immerse them in clean approved brake fluid to ease their fitting and to provide initial lubrication for the working surfaces. After completing any operation which involves the disconnection or replacement of any hydraulic component, the hydraulic system must be bled as described in operation 12 141. Asbestos WARNING: ASBESTOS OUST IS DANGEROUS TO HEALTH IF INHALED. Because of the injurious nature of asbestos dust as found in brake drums it must not be 'biown-out' with an air line. A vacuum cleaner, brush or rag must be used with care to remove any dust from brake drums. Any process which involves such requirements as cutting, filing or machining of asbestos materials must be carried out using suitable extraction equipment or with the use of a face mask or other similar personal protective equipment. Dust from any such operation should be collected in a sealed bag for disposal. Cleaning equipment to suit these conditions can be obtained from:-- . B. T. Sales and Service Ltd. Huntingtower Road, Sheffield S11 7GR England. -j HFM - 005860 8006 1274 12 141 Page 5> D Sorias BRAKING SYSTEM Dual Air/HydrauNc February I960 12 283 17. Bleed the rear wheel brake assemblies as follows: (a) ensure that the brake fluid reservoirs are fun to the correct level (bl remove any dust cap from the bleed valve on the rear wheel brake cylinders. (c) use the same procedure as for the front brake assemblies. 18. Bleed the brake fluid reaction valve as follows: la) ensure that the brake fluid reservoirs are full to the correct level (b) remove any dust caps from the reaction valve bleed valves (c) connect the bleed tube onto the reaction valve bleed valve id) continue with the same procedure as for the front brake assemblies. To Install NOTE: Ensure that the brake shoe lining material of the replacement shoes is correct (see specifications). Check the code on the side of the brake shoe lining. 9. Fit the brake shoe return spring to both brake shoes. 10. Locate the leading end of the uppermost brake shoe into the wheel brake cylinder piston and Its traBing end in the abutment. 11. Using the brake shoe horn (Tool No. 64947016) carefully lever the leading end of the other brake shoe into the wheel brake cylinder piston and then lever the trailing end of the brake shoe into the abutment slot in the other cylinder. 12. Ensure that the brake shoes are central and refit the wheel, hub and drum assembly as ' described in operation 14 363. 12 283 SHOES - FRONT BRAKE - REMOVE AND INSTALL (ONE SIDE) (INCLUOES ADJUST BOTH SIDES) WARNING: When the brake drums are removed there is a certain quantity of dust around the brake shoes and inside the brake drums. This dust contains asbestos and is dangerous if inhaled. Care must be exercised in the removal of this dusts. Do NOT use an air line to blow away the dust. Use a vacuum cleaner. If a vacuum cleaner is not available use protective breathing equipment and remove the dust with a brush or rag. Collect the dust in a sealable plastic bag for disposal.______________________ HLS/S TYPE FRONT BRAKE ASSEMBLY To Remove 1. Ensure that the parking brake has been applied. 2. Place a jack under the centre of the front axle and raise the vehicle to enable axle stands to be placed under each end of the axle. 3. Lower the jack until it just supports the axle. 4. Using a wheel trolley, remove the wheel, hub and drum assembly as described in operation 14 363. 5. Prise one of the brake shoes from its abutment on the-wheel brake cylinder using brake shoe horn tool (Tool No. 64947016). 6. Gradually release the brake shoe so that the other brake shoe can also be removed. 7. Remove both the brake shoes together with their brake shoe return springs. 8. Disconnect the brake shoe return springs from the brake shoes (see illustrations). HtS/S Front Brake Assembly 1. Brake Shoe Adjuster 2. Return Spring 3. Wheel Cylinders 4. Brake Shoe 8006 1275 HFM - 005861 12 283 Page 66 DMh MAKING SYSTEM Dual Air/Hydrauflc February I960 12 285 13. Slacken-off the brake shoe steady post locknuts using the special adjuster tool (Tool No. 6482702)1. Unscrew each steady post by two full turns. 14. Turn the wheel brake adjusters in a clockwise direction until the brake shoes lock the brake drum. 15. Screw in one brake shoe steady post until it contacts the brake shoe web, and tighten the locknut using the special adjuster tool (Tool No. 648270251. 16. Repeat the adjustment operations for the . second brake shoe steady post. 17. Readjust the wheel brake assembly as detailed by operation 12 132. 18. Raise the jack sufficiently to remove the axle stands. Remove the axle stands and lower the jack. 7. Place a wire, string or rubber band around the brake shoe expander tappets to prevent the rollers and wedge from faffing out, 8. Hold the lower brake shoe and carrier and remove the carrier return springs. 9. Remove both brake shoes and carriers. 10. Note the brake lining material code and marking on the side of the brake lining. 12 266 SHOES - REAR BRAKE - REMOVE AND INSTALL (ONE SIDE) (INCLUOES REMOVE AND INSTALL WHEEL AND ADJUST BOTH SIDES) WARNING: When the brake drums are removed there la a certain quantity of dust around the brake shoes and in the brake druma. This dust contalna aabestoa and la dangerous if inhaled. Care must be exercieed In the removal of the dust. Do not' use an air Una to blow the dust away. Usa a vacuum cleaner. If a vacuum cleaner Is not available use protective breathing equipment and remove the duet with a brush or rag. Collect the dust in a suitable plastic bag for removal. H2L/S TYPE REAR BRAKE ASSEMBLIES NOTE: See illustrations for location of parts. 1. Chock the front wheels. 2. Place a jack under the rear axle and raise the vehicle sufficiently to enable axle stands to be placed under the rear axle at each end in the area within the spring 'U' bolts. Release the parking brake. 3. Remove the axle shaft as described in operation 15 322. 4. Place .a wheel trottsy in position under the wheels. Use a hub nut wrench (Tool No. 15 513A or 15 5148) to unscrew the hub bearing locknut. Remove the scalloped washer and the bearing adjusting nut. Remove the wheel, hub and drum assembly with the outer bearing cone. 5. Turn the rear wheel brake shoe adjusters in an anti-clockwise direction a few turns to slackenoff the brake shoes (see illustration). 6. Remove the brake shoe return springs using the special tool (Tool No. 64327926) or a suitable hook tool which locates in the eyelet of the return springs (see illustration). G/8/I935/T H2L/S Rear Brake Assembly 1. Expander Unit 2. Adjuster Unit 3. Wheel Cylinder 4. Return Spring Removing the Brake Shea Return Springs 1. Hooked Special Tool No. 64327026 2. Return Spring 8006 1276 HFM- 005862 xmrr'ry.r 12 00 Page W OSariM BRAKING SYSTEM FuM Air September 1978 12 00 SERVICE AND REPAIR OPERATIONS Precautions (a) Tilting the cab. ALWAYS use the specified cab tilting procedure which is detailed in Section 44 00. <b! decking up the vehicle. When jacking up the vehicle, using a hydraulic bottle jack, ensure the vehicle is on firm, level ground, the brakes are applied and the wheels are chocked. The jack must be positioned at the correct jacking points, which are inboard of the 'U' bolt clamps on the relevant side of the rear axle or under the lower leaf spring on the front axle. (c) . Methyl alcohol used in the alcohol evaporator is injurious to health and proper care must be exercised when handling._______________ ____________ (d) Asbestos brake lining dust can be injurious to health if inhaled. Any dust found in the brake drum must be removed by using a vacuum cleaner or soft brush. Do not blow the dust out using a compressed air supply. The dust should ______be collected in a sealed bag for disposal. 1 (el ALWAYS change brake shoes in axle sets. Do not renew shoes on one side of an axle only or unequal .braking will occur. (f) ALWAYS clean the brake backplates before installing brake assemblies, and lightly lubricate the steady posts, operating levers, thrust pads, and abutment edges of the shoes with high melting point grease. (g) ALWAYS disconnect the battery before commencing repair operations. (h) ALWAYS reset the tachograph clock (where fitted) after reconnecting the battery. (il ALWAYS refer to the applicable procedure when undertaking service and repair operations. Joint Soallng When any component of the braking system has been removed and the air lines disconnected, the following procedure must be observed for applying sealant to the threads of the union when the line is reconnected,. Two methods of sealing are available with Loctite 72 being the preferred method. A. LocOta 972 (Ford Specification SJM 46 9102AJ 1. Throughly dean the threads of the union and mating component to remove traces of old sealant and dirt. 2. Screw the union into the mating component by approximately two turns. 3. Smear the threads of tha union with Loctite 572 and Sdhsw the union fully into the component. ~ i 4. Tighten the union and check that an unbroken line of sealant is visible around the joint. A broken line indicates that the quantity of sealant applied is insufficient. 8. P.T.F.E. (Palytetrafluoroethyiano) Tape (Ford Specification SM 4G 1018A) NOTE: This method of sealing should be used only if Loctite 572 is not available. 1. Thoroughly clean the threads of the union and mating component to remove traces of old sealant and dirt. 2. Apply the tape to the male thread, ensuring the tape is overlapped when pulled tight. 3. Screw the union into the component and tighten. PQi8006 1277 HFM- 005863 .vA&t 12 132 Page 82 D Series BRAKING SYSTEM FuM Air February 1980 12 122 BRAKES - ADJUST Front and Rear 1. Chock the wheels, jack up the vehicle and fit stands. Release the park brake. 2. Spin the wheel and check that the bearings are free running. . 3. Ensure that brake drums are cold. Tum the adjuster clockwise, whilst turning the wheel in the normal direction of rotation, unt8 the shoes ate in firm contact with the drum, preventing the wheel from being rotated. 4. Back-off the adjuster anti-clockwise until the shoes are just dear .of the drum and the wheel can be rotated freely without binding. 5. Repeat the adjustment for the remaining wheels. - 6. Remove the stands and lower the vehicle to the ground. 12 283 BRAKE SHOES - FRONT BRAKE REMOVE AND INSTALL To Remove__________________ ______________ WARNING: Brake lining dust Is Injurious to health If Inhaled and proper care must be taken when cleaning the brake drums and/or brake beckplatea._______________________________ _ 1. Disconnect the battery earth I -) cable, chock the wheels, jack-up the vehicle and fit stands. 2. Slacken off the brake adjusters, and wind out and remove-the spring brake release bolt. 3. Using a wheel trolley, remove the wheel and brake drum assembly as one unit, as detailed in Operation J4 371. 4. Using Girling Tool No. 649 47016 lever the lower end of the shoe from the adjuster, pull the shoe from the backplate to dear the adjuster and release the-shoe. Both shoes can . now be removed together with the springs. 5. Wire the tappets to keep them retracted. 6. Note the position of the retracting springs and remove the springs from the shoes. Remove the spring clips and bellcrank pivot pins, . releasing die strut. Remove the strut from the shoes. to Install 7. Refit the bell crank struts and pivot pins to the upper -brake shoes. Refit the spring clips, noting that the central tongue of the dip tensions the beii cranks against the struts. Front Bioko A4|u*ter 1. Adjuster. 1. Adjuster. HFM- 005864 Front Brake Assembly 1. Retracting spring. 2. Expander. 3. Adjuster. 8006 1278 12 283 12 2 Page 84 DMm RAKING SYSTEM Full Air February 1900 8. Refit new inner retracting springs across the shoes. The leading edge of each fining must be chamfered and be fitted diametrically opposite that of the other shoe. 9. Fit the brake shoes and springs to the back plate with the leading edges of the shoes against the direction.of rotation. Remove the retaining wire from the tappets. NOTE: On each shoe, the fining stops short of the leading end of the shoe, and in the portion not covered by the lining there is an aperture for access to the bell crank adjuster. 10. Ensure that the shoes are correctly located on the expander and the adjuster. Fit the new outer brake shoe retracting springs. Check that the yellow pair of springs are fitted to the ends of the brake shoes ament to the expander and the orange parr adjacent to the adjuster. 11. Ensure die expander tappet for the secondary shoe is fully home in the housing (the circlip will be almost touching the housing) and adjust the bell crank lever adjuster to give the specified clearance between the shoe tip (leading edge) and the expander tappets. Check the clearance using feeler gauges. Hold die bell crank adjuster and tighten the locknut to the specified torque value. 12. Ensure that the brake shoe adjuster is fully released. Remove any dust and dirt from the assembly. 13. Refit the wheel and brake drum assembly as detailed in Operation 14 371, taking care not to damage the brake linings. 14. Adjust the brake shoes as detailed in Operation 12 132. Refit the spring brake release bolt and tighten to the specified torque. 15. Remove the axle stands arid lower the vehicle. Reconnect the battery earth (-) cable. 6. Lever the lower shoe away from the expander, turn the shoe away from the backplate and release the shoe; the shoes can now be removed together with the retracting springs. 7. Fit a clip or wire round the expander tappets to keep them retracted. 8. Detach the retracting springs from the bell crank pivot pins. Withdraw die spring dips and remove the pivot pins, bell cranks and struts. To Install 9. Refit the bell crank struts and pivot pins to the new shoes with the adjustable cranks at the leading edges. NOTE: The leading edge of each lining must be chamfered. On each shoe, the fining stops short of the leading edge of the shoe, and in the portion not covered by the fining there is an aperture for access to the adjuster. 10. Fit new spring dips to retain the bell crank pivot pins in each shoe. 11. Set the shoes with the leading edges diametrically opposite each other and connect new inner retracting springs. 12 Si BRAKE SHOES - REAR BRAKE REMOVE AND INSTALL - To II--MOV WARNING: Brake lining dust is injurious to health and proper care must be taken when cleaning the brake drums end/or brake bade plates.____________ _________________ ' 1. Disconnect die battery earth (-) cable, chock the wheels, jack up die vehicle arid fit stands. 2. Slacked off the brake adjusters and wind out and remove the spring brake release bolt. 3. Unscrew the nuts from the axle shaft bolts, and withdraw the axle shaft, oil baffle, and gaskets. 4. Place a suitable wheel trolley in position under the wheels. 5. Using socket (Tool No. C-1041), remove the bearing locknut, tockwaaher and bearing adjuster nut. Withdrew die wheel and hub assembly complete with the outer bearing cone. G)7;0314/T (tear Brake Assembly 1. Brake shoe. 2. Expander. 3. Retracting springs. 4. Adjuster. HFM - 005865 10 724 4 Page 202 D Series MANUAL TRANSMISSION AND CLUTCH September 1979 16 724 4 3. Remove all the asbestos clutch lining dust from the clutch pressure plate, the clutch disc and the flywheel.___________________ WARNING: Asbestos dust Is injurious to health and must not be inhaled. Do not blow the dust off with an air line. Use a suitable vacuum eteaner. If a vacuum cleaner is not avallabla. use personal protective breathing equipment or a suitable face mask and remove the dust carefully with a brush or rag. Collect the dust in a sealable plastic bag or envelope for disposal._____ _________________ 4. Inspect the pressure plate assembly generally for damaged or worn parts. In particular check the friction surface for scoring, discolouration or cracks. 5. (a) On the axial spring clutch check the operating lever ends for wear. Check also for broken coil springs. (b| On the diaphragm spring dutch check the diaphragm spring for cracks or broken sectors and for excessive wear on the ends of the sectors at the centre. (c) If these or any other defects are present, replace with a new pressure plate assembly. 6. Inspect the clutch disc for wear on the friction linings, check to see if they are worn down near to the rivet headfe. Check the linings as wall for oil contamination. Check the buffer springs for cracks or breakage and also tint may are net loose in the housings. If these or any other defects are present, replace wan a new dutch disc. 7. Inspect the flywtjN friction surface for scoring. dNselgpIPM or cres. If the flywheel ife qwWhriwiMe fit a new part as denied In opsrmbfi2i 982 4. 10. Place the pressure plate in position and hold it against the clutch disc. On vehicles fitted with the 330 mm (13 in) diameter dutch (axial or diaphragm spring) ensure that the dowels in the flywheel are aligned with the dowel holes in the dutch pressure plate cover. 11. Enter all the securing bolts together with new lockwashers and screw them in until they are all just lightly damping the pressure plate. 12. Screw in each bolt one turn at a time to carefully and evenly pull the pressure plate up to the flywheel and load the pressure plate springs. Ensure that the dowels engage correctly with the dowel holes. Finally tighten the bolts to the specified torque (seespecifications). 13. Remove the disc alignment tool. Ford and Cummins V8 Engined Models To Remove 1. Clutch housing removed, refer to operation 16 784 4. ' 2. Slacken and unscrew evenly and gradually the bolts retaining the clutch pressure plate to the flywheel. Remove the bolts, the pressure plate, the first dutch disc, the intermediate plate and the second disc. 3. Remove all the asbestos clutch fining dust from the clutch pressure plate, the two discs, the intermediate plate and the flywheel. Tolnetafl 8. Lightly grease the splines in the clutch disc hub. CAUTION: Ottfy the vary slightest film ofgrease should be appmd as any excess wW be thrown out andmay contaminate the friction linings. 9. Place the clutch disc in position on the flywheel with the shortest spigot of the splined hub towards the flywheel. Place the dutch disc/flywheel pilot bearing alignment tool In position. Select an alignment tod according to dutch disc diameter 305mm (13in) diameter clutch: Tool No.C*7MB 330mm (13ih) diameter clutch: Tool No* 10515 Allgnhig the Clutch Use 8pHnaa <Mt the HpuM Not Sooting . I. Alignment Tool. 8006 1280 HFM - 005866 MANUALTRANSMISSION AND CLUTCH September 1979 16 784 4 Page 283 D Series WABNtHJQ: Asbestos duet is injurious to hefftti end itywt not be inhaled. Do not MHfr fh6 duet off with an air line. Use a suitable vacuum cleaner- If a vacuum cleaner is not available, use personal protective breathing equipment or a suitable face mask and remove the dust canNwry wMi a brush or rag. Collect the dust In a sealable plastic bag or envelope for disposal. 4. Inspect the pressure plate assembly generally for damaged or worn parts. In particular check: (al the friction surface for scoring, discolouration or cracks. (b) the operating lever ends for wear, (c) for broken coil springs. If these or any other defects are present, replace with a new pressure plate assembly. 5. Inspect die intermediate plate for scoring, discolouration or cracks. Check also the centralising leaf springs for cracks or breakage. If these or any other defects are present replace with a new intermediate plate. 6. Inspect the two clutch discs for wear on the friction linings. Check to see if the ' linings are worn down nearly to the rivet heads. Check the linings for oil contamination. Check the buffer springs for cracks or breakage and also that they . are not loose in the housings. If these or any other defects are present replace one or both clutch discs as necessary with a new part. 7. Inspect the flywheel friction surface for scoring, discolouration or cracks. If the flywheel is unserviceable fit a new part as detailed in operation 21 582 4. To Inotan 8. Lightly grease the splines in the hub of both clutch discs. CAUTION: Only the very slightest film of grease . should be applied as any excess wilt be thrown out and may contaminate the friction linings. 9. Place the spigot end of the clutch disc/flywheel pilot bearing alignment tool (Tool No. C-7139) in the flywheel pilot bearing. Place one of the dutch discs on the alignment tool with the longest spigot of the splined hub towards the flywheel. Slide the disc up against the flywheel. 11. Place the intermediate plate in position against the first disc with the four driving lugs engaged in the four driving slots on the flywheel and the centralising leaf springs on each lug in a trailing position relative to flywheel rotation. Slide the plate up against the first disc. Take note of the position of the letter `L' stamped on the plate. 12. Place the second clutch disc on the alignment tool with the longest spigot of the splined hub towards the flywheel. Slide the disc up against the intermediate plate. 13. Hold the clutch pressure plate in position against the second disc with the letter 'H' stamped on the cover as near as possible to the letter 'L' on the intermediate plate. Ensure that the dowels in the flywheel are aligned with the dowel holes in the clutch pressure plate cover. 14. Enter all the securing bolts with new lockwashers and screw them in until they are just lightly clamping the pressure plate. 15. Screw in each bolt one turn at a time to carefully and evenly puli the pressure plate up to the flywheel and load the pressure plate springs. Ensure that the dowels engage correctly with die dowel holes. Finally tighten the bolts to the specified torque (see specifications). 16. Remove the disc alignment toot. 167844 CLUTCH HOUSING - REMOVE AND INSTALL (Transmission Removed) In-Line Diesel Engined Models To Remove 1. Tilt the cab as described in section 44. 2. Slacken, unscrew and remove the two bolts securing the clutch slave cylinder. Do not remove the push rod or the rubber boot from the slave cylinder. Swing the cylinder aside and suitably support it to prevent damage to the hydraulic fluid line. NOTE: On all vehicles fitted with four (4-410-S), six and "dght speed transmissions, the slave cylinder is mounted on a cast extension bracket on the clutch housing. On vehicles fitted with the Ford 4-310 transmission the slave cylinder is mounted on a flange on the clutch release arm. 3. Remove the battery cover and disconnect the batteries. 8006 1281 HFM - 005867 i' i ii 1 ipm 16 784 Page 204 O 9irit 4 MANUAL TRANSMISSION AND CLUTCH September 1979 16 784 4 4; On vehicles fitted with 4-310 transmission, unhook and iwndvtim dutch rdaOM arm return spring the bracket on the dutch touting and-th* lug on the arm. 5. Place a sultaMa jidt under the dutch housing portion of me sump and support the engine. 6. Slide the clutch release bearing and hub assembly off the fingers of the release arm fork and withdraw the bearing and hub assembly via the transmission main drive shaft aperture in the dutch housing. 7. Press the clutch release bearing off the hub. 8. Slacken, unscrew and remove the self locking nut and the centre bolt from the engine right-hand rear mounting. 9. Slacken, unscrew and remove the four bolts securing the engine right-hand rear mounting bracket to the clutch housing and withdraw the bracket. 10. Slacken, unscrew and remove the four bolts securing the engine left-hand rear mounting bracket to the,dutch housing. 11. Slacken, unscrew and remove the fifteen bolts securing the clutch housing to the engine. Move aside any cables or pipes that were clipped to the housing. Pull the housing off the two locating dowels and lower it to the floor. Move the housing away from the vehicle. 12. Remove all the asbestos clutch lining dust from the clutch housing.__________________ WARNING: Asbestos dust is injurious to health and must not be Inhaled. Do not blow the dust off with an air line. Use a suitable vacuum cleanar. If a vacuum cleanar la not available, use personal protective breathing equipment or a suitable face mask and remove the dust carefully with a brush or tag. Collect the dust in a sealable plastic bag or envelope for disposal.______ '_______________________ 13. Remove the dutch release arm rubber gaiter from the clutch housing aperture and puli it off the release arm. 14. Pull the clutch release arm to disengage it from the trunnion pivot ball and remove the arm from the housing. 15. Slacken, unscrew and remove the release arm pivot trunnion ball from the clutch housing. 16. On vehides fitted with the Ford 4-310 transmission, slacken the clutch release arm free play adjusting screw locknut. Unscrew and remove the adjusting screw from the housing. 17. Thoroughly wash and clean all component parts. Discard the old rubber gaiter, self locking nuts and all lockwashers. 18. Inspect ail parts for excessive wear or damage. Replace all unserviceable parts with new parts. To install 19. On vehicles fitted with the Ford 4-310 transmission, screw the clutch release arm free play adjusting screw and locknut assembly into its location in the clutch housing. 20. Screw the release arm pivot trunnion ball into its location inside the dutch housing together with a new lockwasher and tighten to the specified torque (see specifications). 21. PJace a smear of grease on both the pivot trunnion ball and in the ball socket in the . release arm. Lift the retaining spring clip with a screwdriver and slide the arm over the ball until the ball is entered securely in the socket. Release the retaining spring clip. 22. Pull a new release arm rubber gaiter over the arm and position the gaiter groove on the rim of the clutch housing aperture. 23. Press the clutch release bearing onto the hub. Engine Rear Mounting Bracket 1. Rear mounting bracket bolts. 2. Rear mounting centre bolt. ....................-- 8006 1282 HFM- 005868 i 10 m 4 MANUAL TRANSMISSION AND CLUTCH 16 784 4 September 1979 Petrol Engfewd Models 1. Tilt the cab as described in section 44. 2. On vehicles fitted with four (4-410-S), six and eight speed transmissions, slacken, unscrew and remove the two bolts securing the clutch slave cylinder to the clutch housing. Oo not remove the push rod or the rubber boot from the slave cylinder. Swing the cylinder aside and suitably support to prevent damage to the hydraulic fluid line. 3. Remove the battery cover and disconnect the batteries. 4. Slacken, unscrew and remove the nut securing the starter motor electrical lead to the starter motor and disconnect the lead. 5. Slacken, unscrew and remove the two bolts securing the starter motor and remove the starter motor. 6. Slacken, unscrew and remove the four bolts securing the flywheel lower front cover and remove the cover. 7. On vehicles fitted with the 4-310 transmission, slacken, unscrew and remove the five bolts securing the clutch housing bottom cover and remove the cover. 8. Slide tKe clutch release bearing and hub assembly off the fingers of the release arm fork and withdraw the bearing and hub assembly via the transmission's main drive shaft aperture in the clutch housing. 9. Press the dutch release bearing off the hub. 10. Place a suitable jack upder the sump at the rear of the engine with a piece of soft timber between the jack and the sump. Raise the jack to take the weight of the engine. - 11. Slacken, unscrew and remove the self locking nut from the clutch housing to chassis cross member mounting bolt on each side of the housing. Withdraw the boltB together with rite fiat washers, lower insulators and the distance tubes. 12. Slacken, unscrew and remove the six bolts securing the clutch housing to the engine. Move aside any cabjes or pipes that were clipped to the housing. On vehicles fitted with the 4-310 transmission the two bolts on the left-hand side also retain the clutch slave cylinder. Move the cylinder aside and suitably support to prevent damage to the hydraulic pipe. 13. Raise the jack slightly to lift the housing lugs off the upper insulators. 14. Pull the clutch housing off the two locating dowels and lower it to the floor. Remove the two upper insulators from the cross member pads. Move the housing away from the vehicle. 15. Remove all the asbestos clutch lining dust from the clutch housing.________________ WARMINQ: Asbestos dust Is injurious to heaftp and must not be inhaled. Do not Move the dust off with an air line. Use a suttdble vacuum cleaner. If a vacuum cleaner it not available. use personal protective breathing equipment or a suitable face mask and remove the dust carefully with a brush or rag. Collect the dust In a sealable plastic bag or envelope for disposal.______'_______________ _____ 16. On vehicles fitted with the 4-310 transmission, unhook the clutch retease arm return spring from the lug on the housing and from the lug on the arm and remove the spring. 17. Remove the clutch release arm rubber gaiter from the clutch housing aperture and pull it off the release arm. 18. Pull the clutch release arm to disengage it from the trunnion pivot ball and remove the arm from the housing. 19. Slacken, unscrew and remove the release arm pivot trunnion ball from the clutch housing. 1. Hydraulic ateve cylinder. 2. Release ami return spring. 3. Free^rtey adjusting screw, 4. Release arm. 8006 1283 HFM - 005869 16 784 4 Page SB 01 MANUALTRANSMISSION AMD CLUTCH September 1979 16 784 4 40. On vehicles fitted with four (4-410-S), six and eight speed transmissions, place the clutch slave cylinder in position on the clutch housing cast bracket ensuring that the push rod engages correctly with the clutch release arm. Screw in the two retaining bolts together with new lockwashers and tighten to the specified torque (see specifications). 41. Pass the release bearing and hub assembly through the transmission main drive shaft aperture in the clutch housing and slide it into position on the release arm fork. 42. Lower the cab as described in section 44. Ford and Cummins VS Diesel Engined Models To Remove 1. Tilt the cab as described in section 44. 2. (a) On vehicles fitted with a hydraulic clutch slave cylinder slacken, unscrew and remove the two bolts securing the clutch slave cylinder to its mounting block on the clutch housing. Do not remove the push rod or the rubber boot from the slave cylinder. Withdraw the cylinder and pysh rod assembly from the mounting block, swing the cylinder aside and support it to prevent damage to the hydraulic fluid line. (b) On vehicles equipped with an air assisted clutch sieve cylinder slacken, unscrew and remove the two bolts securing each trunnion in the slave cylinder mounting bracket on the clutch housing.' Withdraw the two trunnions and remove the slave cylinder and the two side packing washers from the clutch housing. Swing the slave cylinder aside and support it to prevent damage to the hydraulic fluid and air lines. NOTE: Before removing the air assisted dutch slave cylinder on vehicles with the Cummins V8 engine it may necessary to move that part of the fuel return, system adjacent to the slave cylinder upper trunnion. If this is necessary plug all open fuel lines. 3. Withdraw the clutch release bearing and hub assembly from the dutch housing via the transmission main drive shaft aperture. Slacken, unscrew and disconnect the grease lubrication pipe union nut on the release bearing hub and remove the bearing and hub assembly. 4. Slacken, unscrew and remove the union adaptor from the release bearing hub. Pre9s the bearing off the hub. 5. Slacken, unscrew and remove eleven of the twelve bolts securing the clutch housing to the engine leaving one bolt at the top. Move aside any cables or pipes that were clipped to the housing. 6. Hold the housing, slacken, unscrew and remove the find top bolt and lower the dutch housing to the floor. Remove the housing from tire vehicle. 7. Remove all the asbestos dutch lining dust from the clutch housing._________________ WARMING: Asbestos dust is injurious to health and must not be inhaled. Do not Mow the dust off with an air line. Use a sultaMe vacuum cleaner, if a vacuum cMhw is not available, use personal protective breathing equipment or a suitable face mask and remove the dust carefully with a brush or rag. Collect the dust in a sealable plastic bag or envelope for disposal.________.____________ 8. Slacken and unscrew the union on the release bearing grease lubrication pipe at the grease nipple end and remove the pipe. 9. Slacken, unscrew and remove the two grease nipples on the side of the housing. 10. Remove the clutch release arm rubber gaiter from the clutch housing aperture and pull it off the release arm. 11. Pull the clutch release arm to disengage it from the trunnion pivot ball and remove the arm from the housing. 12. Slacken, unscrew and remove the release arm pivot trunnion ball from the clutch housing. 13. On vehicles vyith the hydraulic slave cylinder slacken, unscrew and remove the two bolts securing each trunnion in the slave cylinder mounting cast bracket on the clutch housing. Withdraw the two trunnions and remove the slave cylinder mounting block. 14. Thoroughly wash and clean all component parts. Discard the old rubber gaiter and all lockwashers. Inspect all parts for excessive wear or damage. Replace all unserviceable parts with new parts. HFM - 005870 54 00 Page 26 O Series SCHEDULED MAINTENANCE PROCEDURES August 1979 54 00 Service Roar Suspension Lubricate the shackle pins using the specified grease through the two grease nipples on each rear spring. On four spring tandem vehicles, lubricate the shackle pins using the specified grease through the six grease nipples (see illustration). No lubrication is required on twin spring tandem vehicles. ABCD Grease compensating tube pins^uspension arm brackets (four spring bogie only). Lubricate the compensating tube pins using the specified grease through the grease nipple located on each compensating tube pin. BCD Check battery terminals: clean and grease. Clean the connecting faces of the battery terminal posts and clamps to a bright surface with abrasive paper. Apply a thin film of petroleum jelly (not grease) to the terminal connections. ABCD Grease cab hinges and locking mechanism. The two cab hinges are located behind the front grille access panel and lubricated through the grease nipple on each hinge using the specified grease. Smear the cab locking mechanism, located at the rear of the cab with the specified grease. ABCD Lubricate door locks, cylinders and catches, hinges and check straps. Ensure all the door lock and hinge components, are lubricated with the specified oil and/or grease. Service CD Check brake linings for wear and --_____contamination._________________________ WARNING: Brake lining dust is injurious to health if inhaled and adequate safety precautions must bo observed when cleaning the _____ brake drums and/or backplatee. Chock the wheels, jack up the vehicle and fit the axle stands. Slacken off the brake adjusters and remove the wheel and brake drum assembly as detailed in Operation 14 371. Examine the brake linings for evidence of contamination by oil, grease or other harmful substances. Check the linings for excessive wear, if the lining thickness is considered inadequate for the next service period, it must be reported and the service form endorsed. NOTE: Following completion of all Maintenance Procedures that necessitate removal of the wheel and brake drum assembly, the assembly must be refitted and ALL the brakes adjusted as detailed in Operation 12 132. HFM - 005871 W/9/0033/T Rear Spring - Lubrication (4 Spring Tandem) 1. Grease nippies. 8006 1285 54 00 Page 30 OSariM SCHEDULED MAINTENANCE PROCEDURES August 1979 54 00 Service ABCD Check exhaust smoke. With the engine running under load, check the exhaust smoke. Refer to the engine or fuel system sections of this manual for the exhaust smoke remedial procedures. ABCD Check that all brakes operate efficiently. The test should be carried out preferably on a dry. clean and resaonably smooth and level road, with the vehicle laden to a minimum of 75% GVW/GCW. Articulated vehicles should be tested with a trailer of known performance. Test the brakes at several speeds within the normal operating range with light and heavy pedal pressure. Allow the vehicle to coast to check for brake drag and tendency to pull to one side. Check brake drum temperature to ascertain if any drum is binding, if one drum is binding it will be hotter than the others. WARNING: Hot brakes may smoke; avoid inhaling the fumes as they may contain asbestos dust which is injurious to health._________ NOTE: The above road test should not be carried out until the braking system components are correctly 'bedded in ' from new. Newly fitted brake linings and/or brake drums will not reach peak efficiency until the bedding in' process is complete. If necessary, refer to the fault diagnosis in Section 12 of this manual to diagnose and rectify any fault. ABCD Check ail instruments and controls. Ensure that all instruments and controls function satisfactorily, including the tachograph, tachometer and/or speedometer, whichever is fitted. Check that the air pressure gauge(s) register the specified operating pressure when the engine is running. Check that the low pressure warning buzzer operates when the air pressure in the system fails below the specified value. Service Check that the oil pressure gauge registers the specified pressure during normal operating speeds. Check that the warning lights illuminate when required. Ensure the direction indicator warning light self cancels when the steering wheel is returned to the straight ahead position. ABCD Check circuit test switches. On vehicles fitted with hydraulic brake systems a brake pressure differential warning light and test switch may be incorporated and located adjacent to the lower switch panel. To check the circuit depress the switch and check that the red light illuminates. The light will remain extinguished if the bulb has failed. WARNING: If the light UlumirMtee at any other time a faulty braking system is indicated. His vehicle must not ha driven until the fault has bean rectified. ABCD Check interior lights. Ensure that the interior light illuminates brightly when the switch is operated. ABCD Check operation of door locks, latches and check straps. Ensure that both doors open and close satisfactorily and that the check straps restrain the doors from excessive travel. Check that the locks function satisfactorily and that the latches hold the doors securely in their apertures. Adjust if necessary. HFM- 005872 8006 1286 1ECAUT10NS 05HEALTH AMD SAFETY PRECAUTIONS sin Sued Adhoives/Seaiers - example, epoxide and formaldehyde in based. Highly flammable, flammable, combustible. Used in vehicle cnojani systems, brake ir pressure systems, scr-vermasber solutions. BRAZING - See Welding IP CHEMICAL MATERIALS - GENERAL See Legal Aspects tag should only be carried out in well tilated areas as harmful or toxic tile chemicals may be released. contact with uncured resins and leners can result in irritation, .atitis, and absorption of toxic or ofui chemicals through the skin, dies can damage the eyes. Vapours given oil from coolant antifreeze (glycol) arise only when heated. Antifreeze may be absorbed through the skin in toxic or harmful quantities. If swallowed seek medical attention immediately. ARC-WELDINC - See Welding ide adequate ventilation, and avoid and eye contact. Follow the ilacturer*s instructions. reMc, Cyanoacrylate and Other ikAdhetives are irritant, sensitizing or hannlirl to tin. Some are eye irritants. did eye contact should be avoided and anufacturers instructions followed. acrylate adhesives (super-glues) must ntact the skin or eyes. If skin or eye is bonded, cover with a clean moist nd get medical attention. Do not pt to pull tissue apart. Use in well >ted areas as vapours can cause ion of the nose and eyes. I w vo-pack systems see 'Resin Based ves/Sealerr*. . rate (Polyurethane) Adhesives/Sealers icsfai Based Adbesives/Sealers aalt suffering from asthma or lory allergies should not work with \r these materials as sensitivity os can occur- raying should preferably be carried **xhaust ventilated booths removing and spray droplets from the tg rone. Individuals working with ppiications should wear supplied air ors. vEEZE - See Fire, Solvents mI. ple, isopropanol, ethylene giycol, ASBESTOS - See Brake and Clutch Linings and Pads BATTERY ACIDS See Acids and Alkalies . Gases released during charging are explosive. Never use naked flames or allow sparks near charging or recently charged batteries. BRAKE AND CLUTCH FLUIDS (Polyalkylene Glycols) - See Fire Combustible. Splashes to the skin and eyes will be slightly irritating. Avoid skin and eye contact as far as possible. Inhalation vapour hazards do not arise at ambient temperatures because of the very low vapour pressure. BRAKE AND CLUTCH LININGS AND PADS - See Legal Aspects These Items contain asbestos, which if inhaled may cause lung damage and in some cases, cancer. The normal handling and fitting of these items should not cause any hazard, but any drilling, grinding or filing of friction materials may produce asbestos dust, and should only be earned out under strictly controlled conditions. The dust in brake drums, ntc. contains very asbestos but care'should be taken to avoid Inhalation ot this du>t during servicing of brakes and clenches. The use of drum cleaning units, vacuum cleaning or damp wiping is preferred to the use of air jett for `blowing-out'. Chemical materials such as solvents, sealers, adhesives, paints, resin foams, battery acids, antifreeze, brake fluids, oils and grease should always be used with caution and stored and handled with care. They may be toxic, harmful, corrosive, irritant or highly flammable and give rise to hazardous fumes and dusts. The effects of excessive exposure to chemicals may be immediate or delayed; briefly experienced or permanent; cumulative; superficial, iile threatening; or may reduce life-expectancy. DCS DO remove chemical materials from the skin and clothing as soon as practicable after sojling. Change heavily soiled clothing and have it cleaned. DO carefully read and observe hazard and precaution warnings given on materia! containers (labels) and in any accompanying leaflets, posters or other instructions. Material health and safety data sheets can be obtained from Manufacturers. . DO organise work practices and protective clothing to avoid: soiling the skin and eyes; breathing vapours/aerosols/dusts/fumes; inadequate container labelling; fire and explosion hazards. DO wash before job breaks, before eating, smoking, drinking or using toilet facilities when handling chemical materials. DO keep work areas clean, uncluttered and free of spills. DO store according to national and local regulations. DO keep cheffTJpdT materials out of the reaetj^f ^mldren. ~r^0)3co 1 "RS '1983 Page 3 8006 1287 HFM - 005873 H FM - 005874 l Cylinder Isrirtily . (XM UaMn ardn) 1. Cylinder body 3. Piston dael___________ 4. Dust Cover * To Asasmhlt 6. Fit s new seal In position, taking care not to damage the seal. Ensure it is correctly seated and positioned. 7. Lubricate the wheel cylinder bote, ' piston with the T"**1*1** brake tMt piston return spring into dully push the piston into the ' ( the tool it correctly seated, e dust cover alter lubricating oentact surfaces with the Jradrtihber pease. S - REAR WHEEL Cylinder Removed) the dust covers and and teals. remove the push from the pistons cyttndor bore and *ae,carairiea Mar pinion or in any ways a rjnesiatilj mutt be parts. <ea& jn positlon, taking V* them. Ensure they ate My ini awr tfcaal Cylinder dxaasbly - Exploded (2St wm hi Tnr Scrim) 1. Piston 4. Dust cover 1. Spring ' S. Cylinder body 3. Seal 7. Lubricate the wheel cylinder bore, pistons and seals with the t--uru** brake fluid. S. Carefully push the pistons into the bare, ensuring the teals are correctly seated. 9. Lubricate the tamer contact suriaces of the dust cavers etith the spadHMlred rubber grease and fit mem in position. 10. Where fitted, insert push rods into position. . 12111 FLAKE. FRONT BRAKE GABBER - RBKfME AMD INSTALL (QN899B) BNCLUOESl BRAKE SYSIBM'BtEEO) CAUWOWt TO PREVENT FROM TIC sumcm CONTAINER WHEREVER POSRBLE. IF TtfiS IS NOT -FRRBWrtMPW (U. WITH A 23 LITRE t-TO _ for BY ANY OTHER FUfifiBS. WHEN THE SPECIAL CONTAINER DOES BECOME CONTAMINATED AND IT (SQUIRES CLEANING THEN SUCH MINERAL CLEANING FLUIDS AS PETROL, PARAFFIN etc. MUST NOT BE USED UNDER ANY CIRCUMSTANCES. THE HFM - 005875 16 nUwtiiiOTioii amp clutch Mill CMLE - CLUTCH OKKAHMCREMOVE AKD INSTALL 10. Ugitly greaae the cable hippie. Connect gw Iowa end ol the cable to the smell hole ot the Iteyhala In the nlriad otlease rnsngsgf.jp. ... 1L M^sM the clots* pedal treatsarel** i:' daaHudln a--tlon id 719. - .5 i- V hi To Reaowe . 1. Reoteve the transmlalon as described in operatkn IS lit. On vehicles with ZF vransmmiaos, remove the dutch reusing fmashe tnnasuaaten. *. JMasoae the clutch- retreat farts asdd chitah cetrase bearing aad bub aaambly from the chads hawing by wMbdruMogi* from la phot and through the unening h* tha sMr of the chart* touring. 3. Remo** the dutch release besting retaining device (circlip or spring higa). . Remove the release hairing and hug aeatmbiy from the release tork. NOTES The bearing is supplied at an assembly and should not be dismantled iurther. . 5. Remove the retaining pin lrom Its nylon seat situated at the top ol the clutch pedal and withdraw it from the cable eyelet. 6. Withdraw the cable lrom the 'pedal support bracket and remove the cable tram the eeMeto. complete with the bulkhead grommet. ' To kweaB 7. Pea the lower end ol the cable thimtgh the bulkhead and lit the rubber grommet to the bulkhead, fc Peed the upper end of the cable up through the pedal .support bracket and through the nylon teat in the pedaL Slide the retaining pin through the hole In the cable eyelet end proa the pin and eyelet 1Irmly into the groove In the nylon seating. 9. Pea the lower end ol the cable To trwaall 3. Assemble the dutch release bearing and hub assembly to the dutch release lark by aligning the mating xengues and grooves. 6. Secure the bearing with the circlip or spring lugs. Lightly grease the lork end. 7. Assemble the clutch release fork tnd hub assembly to the clutch housing by passing It through the dutch housing side hole and locating its smalt fork end at the pivot. 8. On ZP transmissions install the clutch hotaing on the transmission. Replace the transmission as described in operation 16 lib. . * chneheekte. 12 121 BRAKING SYSTEM July 1973 12 121 BRAKES-INSPECT (includes: remove and install wheels and brake drums, remove dust, check moving parts. For operation, system for leaks, shoes for wear, adjust foot and handbrake where applicable) 1. Raise the front and rear of the vehicle and fit axle stands. 2. Remove all wheels and brake drums as detailed in operations 12 311 and 12 313. 3. Remove dust, with a pressure air line, from the brake assemblies and brake drums. 4. Check all moving parts for operation, i.e. rear automatic adjusting mechanisms, retracting springs and wheel cylinder pistons. 5. Check the front brake adjusters. 254 mm (10 in.) brakes; check the serrations on the adjuster plate and correct engaging of the . pawl. 317 mm (12 in.) brakes; ensure the adjuster peg is secure within the mechanism and the peg and shoe web slots are liberally lubricated with molybdenum disulphide grease. 6. Check the position and condition of all brake hoses, pipes and connections. 7. Check the wheel cylinders and hoses for leaks. 8. Check brake shoes for wear and drums for scoring and grooves. 9. Check for free movement of the parking brake cables, parking brake rods and parking brake levers, adjust as necessary. 10. Check brake master cylinder and/or booster for tightness and correct function. 11. Check and if necessary adjust push rod to master cylinder pistori clearances as detailed in _____ operation 12 335.________________ __________ NOTE: Avoid inhaling brake shoe dust during brake shoe repair or inspection. 12 141 BRAKE SYSTEM - BLEED SINGLE LINE UNBOOSTED 1. Remove the reservoir cap and top up with approved brake fluid. 2. Remove the rubber dust cap from the left hand rear bleed nipple and fit a bleed tube. 3. Place the other end of the tube in a glass jar containing a sufficient amount of approved brake fluid to keep the end of the pipe immersed during the bleeding operation. '4. Unscrew the bleed valve approximately half a turn. Fully depress the brake pedal and release to the off position. Brake fluid and/or air should have been pumped into the jar. if not unscrew the bleed valve further. 5. Continue to depress the brake pedal, pausing after each return stroke, until the fluid seen to enter the jar is clean and free from air bubbles. 6. Depress the brake pedal fully and maintain in this position whilst the bleed valve is tightened. NOTE: Do not over tighten the bleed valve. 7. The master cylinder reservoir must be topped up with approved brake fluid during the bleed ing operation. () 141 Page 23 A SERIES HFM - 005876 HFM - 005877 *R' SERIES OP 2018-B FRONT BRAKE SHOES - REPLACE It is important that brake shoes are changed in sets, i.e. do not change the shoes on one side of any axle assembly. Tool: Adjusting Nut Wrench Adaptor - C 1032 ' To Remove - 1. Remove the wheel trim and the grease cap and back off the brake adjuster. }'1I ` 2. Jack up the vehicle, fit chassis stands and support the wheel with a wheel trolley. 3(a) 4,300 kg. (9,500 lb. axle). Remove the split pin, unscrew the bearing adjusting nut and withdraw the thrust washer and the outer cone and roller assembly. 3(b) 4,990 kg. (11,000 lb. axle). Bend back the tab washer and unscrew the locknut. Remove the tab washer and lock ring, unscrew the adjusting nut using Tool number C 1032 and remove the outer I cone and roller assembly. If 4. Remove the wheel, hub and drum assembly using the wheel trolley and drive out the inner cone and rollers and the hub seal but do not damage the roller cage. ! j 5. Carefully lever, the trailing edge of each shoe away from its abutment slot in the wheel cylinders. i Gradually release one shoe so that the retracting springs can be detached and the brake shoes removed. ............ _ _ -4 6. Blow out any dust present in the drum and back plate taking care not to inhale any of the brake dust. Goggles must be worn to protect the eyes and all the normal precautions must be taken !i i' when using compressed air in this manner. ' To Replace 1. Fit the retracting springs to the brake shoes and slide the leading edge ofeach shoe into the locating ,;i slot in its wheel cylinder piston. Carefully lever the trailing edge of each shoe into its abutment ji at the rear of the wheel cylinder. If ' Fig. 26 Dual Air Actuator Mounting j.' (l) ACTUATOR Fig. 27 Front Brake Assembly (I) WHEEL CYLINDERS (.-'I INDICATOR ROD (':) RETURN SPRINGS . |j (J> WARNING LIGHT SWITCH . ; (T) MASTER CYLINDER HFM - 005878 . I H FM - 005879 fif OoB 9o> f'sO 12 141 BRAKING SYSTEM 6 Continue depressing the brake pedal, until no more air bubbles emerge from the tube NOTE: ft is important that the fluid /eve/ in the reservoirs is maintained during the brake dieted- " irig operation. NEVER replenish the reservoirs with fluid drained from the system as it may be contaminated or aerated, ff the fluid in the system is dirty it is advisable to dram n com* pfetefy and refill with fresh fluid. 12 2*3 SHOE* - FROKT BRAKE* REMOVE ANDINSTALL (Of* Side) (Inehidoe: Adjust both Sides) A WARMING: Brmkt lining dutt It Injurtous to health ff inhaled endproper care must bo token whon cleaning tho btmke drome endforbeckplates. 6 When, with each depression of the brake pedal, fluid alone comes out of the bleed tube, hold the footbrake pedal <n the fuity depressed position and tighten the bleed valve CAUTION: Do not use excessive force when tightening the valve. 7 Remov* the tube and refit the lubber cap on the biped valve To Remove 1 Ensure that the park brake is applied. 2 Position a jack under the centre of the front axta and raise the vehicle sufficiently to fit stands undet each end of the axle. 3 Using a wheel trolley, remove the wheel and crake drum assembly as one unit, as detailed n Operation 14 371 8 Repeat these operation:, nn ;ho oher wheels, starting win the wheel having :!' next snoneat pipeline run Biecri at the whrj^i raving the longeM pipe !mq nm last 9 Tcp uo the reservoirs to the correct level and replace the caos. 4 Using ihe Brake Shoe Horn (Toot No o49C7016v prise one of 'he shoes from its abutment slot on me wheat <;vtnder * Giad'ialiy release the tension on the shoe to enat> me other shoe to be removed from its abutment slot on me other wheel cylinder 7 SNm r<iurn tonne. i 5ftd cam Snot 1110 fDt*uwtICi Ottr 12 Pnion teal Page 32 May 19*0 12 VC>** 1154 WDub&tetcl etoyfander body ia ftston iturn tormg BRAKING SYSTEM 12 285 * Remove both shoes completo with the retracting springs 7 Nate the positions ol tho retracting springs ind remove the sonngs from the shoes. 8 Wire the wheel cylinder pistons to keep them retracted 12 28* SHOES - REAR BRAKE* REMOVE AND INSTALL (One Side) (Include*: Remove and Install Wheel and Adjust Seth SMaaL A WARMING; Btnkm lining dutt it Injurious to heeWi ff Inhaled endproper care must bo taken when Phoning the drmke drums end/or bockplates. To fnnatf * NOTE: Ensure that the brake shoe lining . material of the replacement shoes is of the correct specification. Check the letter code on the side of the brake shoe lining (see Specifications I 9 Refit the brake shoe retracting springs m the positions noted during removal 10 Locate the shoe web o* each broke snoe ! idmg edge mto the jio: a: :tc. enn of th v.s'eel cylinder cslon To Remove (H2 US) 1 Chock the front wheels. 2 Slacken tne wheel nuts. 3 Position a jack under the centre of the rear axle and raise the vehicle sufficiently to fit stands i under each of the axle. I 4 Release the perk brake. I 5 Remove the wheel nuts and. using a wneell uoilev. remove the wheel I TO ft 11 Using tho brake Snoe Hon (Tool No ; 64947016V fever me snoe wob of each brake . shoe trailing edge into ts abutment slot at ;he rear end of the wneei cylinder Remove thrj , ;* retaining w;re from the cylinder pistons _ 'v 12 Taking care not to damage the b3k sjt linings, refit the wheel and brano drum assembly -* as detailed in Operation 14 371 ; 13 Remove the two rubber plugs at the rear of *.1he brake dust cover winch cover the brake $noe gjSieady posts, slacken the steady oot locknuts fjjfhd unscrew both steady oosts two full turns >g Adjuster Tool No 64927025 feS't* Turn the hrakn adjusters ?f. a clockwise. gfr direction until the shoes are n turn comect wti* |P^d*e<frum 6 Remove the hub and brake drum assemble as detailed m Operation 16 374. I 7 Slacken the brake shoe adjusters. I m l/i * Usmg the special Tool No. 64927Q26 ore suitable hook tool, unhook and remove the brafc t shoe retracting springs. 9 Wira around the expander tappets to retsi the rollers and weoge in position. 10 Using the Brake Shoe Horn (Tool N< 64947016). prise the shoes from then abu ment slots in the wheel cylinders and remov the shoes complete with shoe carriers from th crake earner plate <P 4 5 t Si 11 Wire the wheel cylinder pistons to keed them retracted. .1 SiRS Using the Adjuster Tool No 64927025. EggjPBm* in one steady post until >i just contacts the shoe web. then tighten toe lockout. Refit RpJhe Bleed* post rubber plug Raput the operation on the other shoo P**MdVOOSt. ?: * / ' o' the brakes as detailed in Operation 12 *32 -A^jP'i- Remove the stands and lower the vehicle $pg5R*9ound. 12 Disconnect and remove the earner return springs. ' 13 Remove the brake shoe carriers from the brake shoes To Instill NOTE: Ensure thai the brake shoe lining materiel of the replacement shoes is of the correct specification. Check the letter code on the side of the brake shoe lining (see Specifidathns). May 1980 Page 33 HFM - 005880 16 724 4 MANUAL TRANSMISSION AND CLUTCH 9 Place the clutch disc m position on the flywheel with the shortest spigot of the spl'nod hub towards the flywheel, using dutch disc alignment tod (No C7086I 10 Place the pressure plate >n position ensur ing that the dowels m the flywheel are alignedwith the dowel holes m the clutch pressure plate 3 Slide the dutch release bearing and hub assembly off the lingers of the release arm fork and withdraw the bearing and hub assembly via the transmission mam dnve snaft aperture m Uvclutch housing tear4 Remove the seH-lackum nut and the pens*, boh from the engine r-.m.hancl mounting 11 Ffi the routining bolts together wnh *rw lockwashers and screw them m until th-w ae at' just lightly clamping the pressure ploe 12 Screw n ach boh one turn at s nme m thn secuenne shown (see .Illustration! to carefully and evenly puH the pressure plate ub m tno flywheel and toad the pressure oUte spt mgs tnure that the dowels engage correctly w>th the nnwe> holes Finally tighten the bolts :n . cMrVwrse seguencn to the speeded torque (see Specifications' 5 Remove tne lour I'n'*'- secF-no the engine 'ght-nanrt rear moummii bracket to the dutch housing and withdrew tb braoe* 6 Remove i*v& fou* uo'-t- --cu1 mg me engine dt-nanrf rcrr vtou',1>"n b*ucicet to the clutch housmg. 7 Pemc.t'e 'h* rhjich tp ' toMes v mat Pull iho hnuvng ctf ipnwiwo the hi>Jir,o Me f v:. sorur.nn tfv - a- Mnv-e '****i". ' opof, to (hf-hous.i g (1pwd5 ,W| v* :h- veh-fie 8 R"*ovo a1' th. --r.-*$h*: : uten untn,* dt;.- *70-0 the c-'utch 1'nus-'"" & WARNING: Asbestos dust is injurious to health end must not bo inhaled. Do not blow tbs dust off with on olr lino. Uso suit' able vacuum o/oonor. H o vacuum efoonor is not available, uso personal protective breathing equipment or e suitable face mask end remove the dust carefully withe brush or rag. Collect the dust In e sealeb/e plastic bag or envelope for disposal. 9 Remove :h cstd- gaiter from u-p ti-nr n anr. rubbe-ft *c*rtu?a and pul! n oft the release aim A16ND78IN4 S4TACLLLU(TTCmHmmHOlMUkSmINRG.m-ovR^E)MOVE To Remove 1 Untoew and remove the two bolts secur mg each trunnion in the slave cylinder mounting bracket on the ckrtch housing. Withdraw the two trunnions and remove the siave;cyfind*r and the iwo side packing washers from the Clutch housing. Swmg the slave cylinder aside and isitu.Hp-rp>oAr<tit to prevent damage to- the hydraulic 2 Place a suitable jack under the rest portion of the sump and support the engine. Page 90 May 1980 10 Putt tr.i? Uijtc's reiertS;1 'irm ;c -J^engap** i Irom the trunmor. pivfjt bad one remove the arm Irytm the bnusvg 11 Remove thr rofr.^i ft.Mn the Clutch hOliSir.t; :nn*'Vf bal` 12 Tnprotifjniy clew- a-* temponem Discard the old rubooi ganer sod locking and all tockwashfs 13 Inspect an Pa,ls (0. ewossw ^ar 0, damage Renew ail serviceable par's To Inatatt 14 Screw the release arm ptvoi trunnion ball into its location inside the clutch housing together with a new lockwa&her and tighten to the specified torque (see Specifications). 784 4UUJAL TRANSMISSION AND CLUTCH 16 . ftace e smear of grease on both the pivot i ball and in the ball socket m the release Lift the ret&mmg spring clip with a -driver and slide the arm over the ball until , bad is entered securely m the socket ase the retaining spring cJ<C Pull a new release aim rubber gaiter over arm and oosrtion the gauer groove or. the of the cluitn housing aperture Pack me internal recess cl ih clutch se boaung nm.- with tugb melting pomt ate (see Specifications) oss :t cm*' thr -$mi8cn mam duvft gear heannp retainer to scrap* oh surplus ureas* Rtace a tight of high mnU*ng pomt grease on the c{u?~n ase arm i>;>V tivust pads and on the rebuts* -tng hut' Riru.** parts. flenvive surplus arm*e from m.c e*trvior of thr release bearing Baa* P-' ...tw Ba*i "HU-il'- rf" r*'"*,v-n 24 lighiK QI8HSR !* Ii'inivon kusMs the CAUTION: Any excess greets on the rdeese Irving may be thrown oft by the rotation of the bverfng end contaminate the dutch disc friction linings. 18 Place o :Uueh housing into f>os::ipn Align trie two dowels n the clutr'. noufng wun the ccnespnncJtng hole? m he ll\wheel housing and push me housing home Screw i* the fifteen retamog oohs. together with nevv fockwasners. ensuring that tba "iiPs supporting any c^es or pipes are piaceo over the apptopnate bohs Tighten the boi`s to the specified'oroue (soe Specifications) washera 25 Piece the a.wv* Cyi.ndor r pesn-or r.n rhe c'utch housing nsu*np -na* tb* Dust- rod n*$ engaged otrect`y w-th thr rcceas in tha end of mo rnfoa&r arm 19 Align tne bolt hqtes and screw m toe tour bona securing the enginn left-hand rear mount ing bracket m rr*w efuten housr^ together wth row locicwBshers and tighten to the specified -erque '.see Specifications) 20 Place tne engine ught-nan^ 7Hftr m.>umng . bracket in position Enter th* centre ooh and screw, on the self locking njt three or four threads. Mr A*^4aa*wCvfl**awl*uuirt(nsAwmWr 1 2 Pacing 9 mme 4 Cmttfi howwne 0**cke 21 AUjn the bolt botes, screw in the tour botts securing the hiarket to the dutch housing together with new lockwashers and tighten to the speeded toroue (see Specifications). Tighten the centre boll and nut to fhe specified torque {see Specifications). 22 Remove the jack from beneath the engine. 23 Replace the clutch release bearing and hub assembly on the release arm fork via the transmission mam drive shaft aperture 20 Place the two side spacer washers >n posi tion between the ait cylinder and the trunnion mounting brackets. 27 Align the holes in the trunnion mounting brackets, the spacer washers and the trunnion * recess bushes in the atr cylinder and insert the trunnions Screw in the four trunnion retaining bolts with new tockwashers and tighten to the specified torque (see Specifications). May 1980 Rage 91