Document J9B0XZM9mNamz2vba42M3ZBB

 . >-..a-^idfeAC^Affi> -"- ViE*Vs.V>iii Third Edition This third edition of the hand book of brake service information has been compiled and revised by the Multibestos Brake Service Institute 'with a view to supplying the practical brake man with a handy reference book of the latest information on brakes, in a form which is understandable and at the same time fully reliable. This booklet will be supplemented from time to time with suitable bulletins explaining new developments in brake mechanisms, offering new suggestions for solving difficult jobs, and answer ing questions of immediate interest. The national coverage of the Multibestos Brake Institute gives us a mass of field information which, coupled with the developments of our Research Laboratories and the results of the Laboratory Garage, enables us to act as a clearing house for information and ideas, which are free and gladly passed on to the registered members of the Multibestos Brake Service Institute. Owing to the numerous advances in braking mechanisms we have adopted the "unit" system of presentation, wherein each type of brake is explained by itself without regard to minor modifications of springs, levers, cables, etc., that may be employed by different car manufacturers. All charts and data have a uniformity of presentation which enables easy and ready reference. The brake adjustments and brake recommendations given, such as clearances, etc., are based on the actual successful experience of the Multi bestos field men and the proved results of the Multibestos Research Labora tory Garage using Multibestos friction materials. If they differ slightly from the specifications supplied by others, it may be because of the use of different materials. Recommendations made in this hand book give best results with Multibestos products. . As a logical companion piece to the technical information in this hand book, there has been included a section of flat rates for the more popular ears serviced by Multibestos Sets. This flat rate guide is unique and simple, and one which insures the brake man an opportunity for a reason able profit on both his labor and material, no matter where his business Is located. All time figures have been taken from actual field experiences in relining passenger car brakes with Multibestos TAILORED Sets and rep resent an average figure for the average job. Where boosters or vacuum assisters are used a slightly greater labor time has been included. - In the past we have included in the flat rate guide the list price for Multibestos TAILORED Sets, but due to the frequent price changes in recent years, we are omitting them in this edition in order to keep the tables up to date and free from obsolete prices. List prices of all TAILORED Sets are given on the inside back cover so that you may easily insert the proper material price for any job. As list prices change, supplements will be supplied which will keep your hand book up to date for several years to come. MULTIBESTOS BRAKE SERVICE INSTITUTE Cambridge, Mass. Montreal, Canada 1 *fj o IJ IBESTOS H A HPB.OOK TO. BRAKE SERVICE BASIC FUNDAMENTALS OF BRAKE SERVICE It'l! pav even expert Vake mechanics *o review tins information. Because so much stress has been laid or> the actual adjustment of brake mechanisms, the question of the proper method of rcliriing shoes is often omitted in anv instruction procedure. Many complaints from dissatisfied customers come from failu-e to follow basic fundamentals rather than from the brake lining used. This subject is of such vita', importance that we are considering it first. Hellnfoq of Broke Shoes oetf Bond* (?) External Brake Bands _ Before relining external brake bands, it is necessary to see that the bands arc free from rust and" are shaped to the contour of the drum. Care must also be taken that none of the brackets are loose or that any rivets join ing together pieces of the band and the brackets have become worn or are loose. In the case of soft woven lining, the ordinary procedure of relining externa! brake bands is to cut the lining about an inch and a half longer than t?ie in side circumference of the band, rivet the two ends to the ends of the band, and buckle the lining into place. The buckle With soft woven lining such as Busduty may be ham mered down with a hammer, and this method usually assures a tight fit of such lining to the brake band. In the case of more rigid woven linings, it is necessary to hold these to the brake band by means of a suitable brake lining damp, or, if this is not available, small C clamps should be used to assure a tight fit to the band. If a tight fit is not obtained, squeals and squeaks will result. Whenever brake bands indicate that the lining should be cut to allow flex ibility of the_ Wi*h tightly woven lining such a-, hi V'y band, this must be done. Care also must be taken that the lining near the ends of the shoe is trimmed to the correct length and that it is chamfered slightly to avoid (Jigging into the brake drum. Soft woven brake finings should be counter- bored about one-half the depth of the lining. More dense woven linings should be counterbored approximately two-thirds the depth of the lining. (2) Internal Brake Shoes Shoes for internal brakes should be thor- 2 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE oughly cleaned before relining. They should be examined to see that they are not bent or cocked in any way, and that the web or fin is not broken away from the flat portion of the brake shoe. All interna! brake lining shou'd be applied to brake shoes with a brake lining clamp in order to insure a tight fit and to prevent squeaks, groans, and chatter. Lining should be counterbored approximately two-thirds of its thickness, and brass semi-tubular rivets with heads large enough to fill the counterbore and shanks of the proper diameter to fit the holes in the brake shoe, and of sufficient length to allow an adequate clinch or roll, should be used. . In order to avoid any possibility of space between the lining and the shoe (called windows), it is recommended that a filler material be used between the lining and the shoe. Such a filler should be a soft plastic material which will not interfere with the'assembly of the brake lining against the shoe, but which will fill any voids or hollows in the brake shoe and thus avoid vibration and squeaks which may result. . Linings should be cut to the correct length . for the shoe being lined. Some Multibestos . TAILORED Sets are supplied in standard lengths to fit a variety of different shoe ' lengths.' Where longer pieces of brake lining are supplied for use in sets of shorter length they must be cut to the correct length, which is approximately one-half an inch beyond the last rivet hole. Brake linings should be chamfered back three-quarters of an inch on both ends of the lining, at least to the center of the end rivet holes. For model B and V-S Ford, and 1926-29 Nash front brakes, special long chamfer TAILORED Sets are supplied. Be sure both ends of lining are chamfered. , High spots and burrs around rivet holes should be removed by light grinding or with sandpaper or a file. Avoid the use of emery cloth. . Before removing shoes from a brake mechanism it is well to mark them so that correct material will be placed on each shoe. Multibestos TAILORED Sets using more than one kind of lining are clearly stamped on the friction surface indicating which to use on forward shoes. Reversal of materials causes erratic brake performance. Care must also be taken to use the correct lining for the particular type of brake. In other words, the lining that is satisfactory for a two-shoe Bendix brake may be very unsatisfactory on another type and should not be used on it even though the width, thickness, and drum diameter correspond. The thickness of Multibestos TAILORED Sets is carefully maintained so that grinding is unnecessary except for twisted or bent shoes or to remove the high spots and burrs around the rivet holes. With turned brake drums, Multibestos TAILORED Sets may be easily oversized with LX shim stock of the proper thickness. Importance of Correct Clearance As the clearance between the brake shoe and the drum governs effective brake travel, it is essential to follow carefully the clearance shown in this book under each type of brake. It is also given on the instruction tag that 3 M y L T I 8 E.S T O S : HA H OB.O O K-; .F OR B R A K E SERVICE Basic Fundamenfals of Brake Service (Continued) come* with each TAILORED Set. These cienrsnce* assure correct opera tion and full energizing of the brake without causing grab or uneven wear. Centralizing of Broket To secure the full effectiveness of a brake and to obtain maximum lining life or wear, the brake shoe mechanism mus* be concentric (the entire surface of lining touching the drum) when the brakes are fully applied. This does not necessarily mean that lining to drum clearances are uniform at all points when mechanism is fully released. It is the location of the anchor that determines these clearances. On internal brakes, such as hydraulic and double anchor Bendix, where the toe of the brake shoe travels about twice as fast as the anchor end. the clearance at the anchor end is approximately one-half the toe clearance, to give complete lining surface contact on brake application. On internal brakes such as Bendix single anchor or Huck where heel r and toe of brake shoe approach the drum at approximately the same rate' the same clearance is used at each end of the brake shoe. t Incorrect toe or heel contact of fully applied brakes results in chatter, squeals, spongy pedal, locking, and uneven wear. What ft a Brake7 Any brake system consists of a machine for dissipating energy in the form of heat plus some type of actuating control system. The two are tied together, operating as a unit, and therefore must be considered together. Before attempting to adjust any brake it is essential to check the brake control system to see that it is functioning correctly. Hydraulic brakes naturally have no linkage system, but the lines should be checked for air in lines and leakage. A detailed explanation of mechanical leverage and . equalizers is given on Pages 49-54 of this Hand Book. Hydraulic systems are discussed in detail on Pages 44.46. Lobrleotlon All parts of the control system should be lubricated to insure free operation, the cross shaft bearings, roller cross shaft supports, clevis con nection at the levers and the cable controls. Where rusty or frozen parts are found use penetrating oil to free. Conduit cable controls should be ' lubricated by unfastening the conduit at the support brackets on the frame and backing" plate. Clean the exposed part of the cable nearest the cross shaft lever with penetrating oil and then slip the conduit toward cross shaft so the part of the cable ordinarily covered by the conduit is exposed. Apply ample graphite grease and work through conduit. (A mixture of heavy cylinder oil and powdered graphite can be used.) Remember that rusty bearings and parts absorb much of the force exerted on the brake pedal,-, resulting in a hard pedal. Lubrication, not adjustment, cures this evil. The best relining job may be a failure if the operating mechanism is defec tive. Replace frayed cables, worn or rusty clevis pins, swollen or clogged . hydraulic lines, etc. . 4' MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Broke Coble* In replacing brake cable* he sure to use cables of CORRECT length to get proper operation of brake. Cables too long or too short a-e apt to give trouble in getting a good brake. Retnrn Springs All brake shoe return springs should be checked, and those found weak or broken should be replaced. With a well lubricated control system addi tional return springs are unnecessary and only increase pedal pressure. The Complete Control System :. 'A completely freed control system should allow rods or cables to return to their released position whether on toe board, set screw stop, or lever return rest. All alack should be removed. : Brake Drwms ... ' ... - .. - Brake drums should be examined for scoring, wear, rust, and distortion. New linings in a scored drum result in further rapid scoring, fast wear of the lining, frequent adjustment, and, oftentimes, noisy brakes. Of the three general types of brake drum material, steel, centrifuse, and cast iron, the steel are subject to many variations, especially in hardness. This may be due to carbon content or to alloying of the steel. And the degree of hardness influences the effectiveness of the brake linings used. On certain cars the brake drums were changed during the year, so that different performance is experienced on different cars of the same model. Drums , that are only slightly roughed tip or ' showing a tendency to Orwm Thickness score should be POL New brake drums should be installed when ISHED before relinings. a micrometer measurement gives a thickness In many cates this is su of less than minimum shown below: perior to machining the drums. Similarly all ma chined brake drums, al MINIMUM THICKNESS TO TURN DRUMS Thlrkno** though they may seem Drum Dbun. 3 tewI CantrffuM | Cmmt smooth, should be pol ished. We recommend the following procedure be 9 10 11 no 140 . 115 145 1 ns 145 ! fore removing drums from lathe: 12 13 14 130 140 ' 140 170 , 225 170 : 230 175 ` 235 First, wipe machined surface with kerosenesoaked rag and then dry - with clean cloth. Second, polish drum in lathe with 15 16 17 (3* lining) 17 (4* lining) 1754 (3 & 4'lining) 170 : 190 1 ... -- ZOO . 270 220 285 ... ! 285 330 ... i 330 sandpaper and machine oil (do not use emery cloth). Wipe clean and dry. This procedure removes all minute rough and jagged surfaces and will result in better lining and drum life. 5 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Basic Fundamentals of Brake Service fContinuedJ It is inadvisable to *nm scored or out-of-round d-um.s more tb?.n .025*, as it leaves too !:tt'e metal in `.bo 'Vum. Insufficient couuters'nVng and imoroi'er riveting, especially with copper or aluminum rivets is lively to cause drum scoring. The strains set tit? in `he final press:ng operations in the manufacture of s*ee! brake drums are often released under the annealing heat caused v,y br?k r-'ct:on. and result in out-of-round drums. Eccentric drums are also caused hy setting brnkes hard hy hand while drums are still hot and esnanded. On cooling and contracting t'"e drums become oval. High pres sures on short shoes may also cause out-of-round drums. Whatever the cause, high spots tend to cause erratic braking, resulting in localized tire wear, noisv brakes, hard pedal, and poor lining wear. When drums are turned, use Multibestos shim stock under lining to assure full drum.to lining contact. SUGGESTED STANDARD PROCEDURE FOR BRAKE JOBS (a) Check, clean, and lubricate all working parts of brake meebanism. " 3. Inspect drums. a. Check for eccentricity. b. Scoring. (b) Check linkage. (c) Check U-bolts and springs. (c?) Check wheel bearings and axle for end-play. Type of Brake Lining 4. Check curvature of shoes. 5. Check for grease leaks. . 5. Replace worn and defective parts. 7. Clean and inspect backing plates. 3. Reline shoes according to . (?) Internal Brakes--Mu'tibestos recommended procedure. TAILORED Sets. 9. Re-assemble parts removed, (b) Extern?! Brakes -- Multibestos Busduty Woven Lining or Multiduty. : (c) Truck and Bus Brakes--Multi bestos FB, HT. ST Sets, or Multiduty 'ining. Sec Heavy Duty Recommendation Book for details. (b) External Brakes: 1. Remove wheels. 2. Recondition bands. 3. Inspect drums. a. Check for eccentricity. b. Scoring. A Check for grease leaks. 5. Replace worn and defective General Procedure parts. 5. Shape bands. (a) Internal Brakes: 7. Reline bands according to 1. Remove wheels. . Z. Recondition brake shoes. 6 recommended procedure. S. Re-assemble parts removed. itr< FACTORS OTHER THAN BRAKE ADJUSTMENT AFFECTING THE BALANCING OF FOUR-WHEEL BRAKE SYSTEMS Front Wheel Alignment. Faulty front wheel alignment will cause unbal anced brake operation even though the brakes appear equalized on a brake tester. The following three factors interfere with good brake adjustment. 1. Improper "toe-in" adds to the unmanageability of a car on brake application, causing skid. . 2. Improper "camber" is caused by wear or looseness in front wheel bearings, king pins, bushings, etc.,-or from heavy axle loads. 3. Improper "caster" may result in "shimmy" or wandering and diving on brake application, due to roll of the front axle. One spring more flexible than the other may cause it; In extreme cases the stiffening of the front springs by addition of extra leaves may reduee the axle rolL . ' Bear In mind that changing "caster" or "camber" affects "toe-in" sad should not be undertaken without authentic advice. ' ., Road Shock Dampeners. Road shock dampeners as used on certain cars are found on the end of one of the front springs, and may cause variation in brake action. Pulling to one side due to the road shock dampeners may be overcome by giving less brake on the front and rear wheels on the same side as the road shock dampener is located. If a brake tester is employed, it is suggested that the front wheel on the side of the road shock dampener be 100 lbs. less than the opposite front wheel, and the rear on the same side 50 lbs. less than its opposite rear wheel. _ Knee-Action Front End. Weak knee-action springs are liable to cause difficulty in front end braking, especially if the car is overloaded. In certain cases car manufacturers are recommending replacement with stronger springs in the knee-action units to overcome such difficulties. U bolts and spring clips should be tightened to eliminate undue axle roll tod general looseness of the front end which unbalances the system. Tire inflation, character of tread wear, road surface condition, all affect brake equalisation. Always inflate tires to proper pressure when road-testing a car after relining. . Condition of the Brake 'Linings. Oil or grease in the brake lining is often caused by excessive lubricating of front wheel bearings or from the differential. New retainer felts are relatively inexpensive and should be used with rear wheel relines. If grease or oil get* into a lining, it destroys its effectiveness, causing unequal performance and rapid wear on the brakes. Cleaning such a lining with gasoline, cleaners, etc., are temporary expedients at best and a reline is suggested if possible. With internal brakes, it is difficult for water to get on the linings. In washing cars, however, the high-pressure spray often forces water into the brake mechanism. The use of a pedal depressor will help to keep the water off the lining while washing. As the water film in a brake acts as a lubricant which is boiled away by braking application, the time of recovery for a water soaked brake is a function of the capacity of the lining to absorb water. Certain woven linings absorb and bold water very readily. Multibestos Rigid Moulded Lining and Multiduty Moulded Woven, such as used in TAILORED Sets, are practically impervious to water. 7 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE BENDIX TWO-SHOE BRAKE (Double Anchor} . IHT MONT BRAH .. . THIS brake is a Duo "servo" type mechanism which wee the force of the momentum of the car for Increasing the brake power. The primary shoe (tee definition below) hinges from the Boating su'd of the secondary shoe. On brake application the primary shoe contacts the revolving brake dram which carries It against the secondary shoe, thereby wrapping the assembly of brake shoes tight against the drum as pedal pressure is applied. This self-energizing servo-action which multiplies the pedal pressure demands a dense, medium friction material of long wearing qualities on the secondary shoe and a higher friction, dense moulded lining on the primary shoe. This combination of lining allows the primary shoe to "kick in" the secondary shoo with the least possible pedal pressure, thus sssoring an easy brake. ' In order to give maximum performance, long wear, and freedom from scoring, Multibestos TAILORED Sets for twe-sboe Bendix brakes have two types of lining, one for the primary shoe and the other for the secondary. Care should be taken to see that lining and shoes are correctly installed and assembled according to the instructions stamped on the lining. Inaist on Multibestos Genuine TAILORED Sets. HOW TO LOCATE PRIMARY SHOE TO LOCATE THE PRIMARY SHOE START AT THE ACTUATING MECHANISM WITHIN THE BRAKE THIS CASE. THE CAM) AND MOVE IN THE DIRECTION OP ROTATION OP THE WHEEL WHEN CAR IS MOVING FORWARD. THE FIRST SHOE ENCOUNTERED WILL BE THE PRIMARY SHOE. .' ' 8 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Minor Adjustment " (*) Cable control type--adjust devis 1. Release lock nut on eccentric (B). Tnrn eccentric (B) in direction of wheel when car it moving forward until a drag is obtained. Back off until wheel is free. Hold eccentric (B) and tighten eccentric lock nut. 2. Tighten star gear (A) until wheel ' . yoke on end of cable to remove al! slack in cable. Insert clevis and cotter pin. (b) Rod control type. Rear brakes. I. AC*u,t ,<.! -nd 1,'Iow 1/12* hrk. ti*S in cam !*v*r if ). )n*Tt plti <in>! colirr pin. drags. Release star gear until wheel : Front brakes. moves freely. 3. Equalize by backing off on heaviest wheeL I, 5** cant Vvr ipi to a, r*rtlc*I poll' in 'itiw with iHp cint| of tSv W'ti* tif 2. *! asMowinii t/64* e'**ranee ' Major Adjustment b*,*>'i**n '/s'! * K' and cam ltvar iVvii and cottf pin. 1. Release or disconnect brake rods and . cables at cross shaft. ' j TV* w'tni'tiaiif locking of brake* on ititiis Mall end o*pp***Unj IfVry w*?l b*-n br W* : 2. Loosen anchor nuts at (D) until lock I to 1.' Ir." back of etnier of tin| pin, * .. washer is free. 1 8. Back off on star *ear (A) until - 3. Turn star gear (A) until shoes are j i* just free (approximately fifteen . tightly wedged In drum.Do not turn I notches). From thi* point follow ` wheela while shoes are being wedged procedure os outlined in minor ad- into drum. , juatment. This adjustment should 4. Tap anchors (D) on end with light . give the following clearances: hammer. , (a) .008" between the lining and drum . . 5. Tighten star gear (A) again until jj at the toe end or anchor end of shoes are tight in drum. 6. Tighten anchor lock nuts with a 16 (b) .014" clearance between the lln- ' inch wrench. ing and drum at the heel or td- 7. Replace rods on cables. ji justing end of ahoe. Avtrogo timt for complete four wheel refine between 4Y* and 5T/4 hours. Maintenance Suggestions Bill *nd rocker arm type installations on two- and three-shoe Bendix brakes often cause difficulty in making correct adjustments and in locking of front wheel brakes when turning corners due to pitting of the fiat face of the rocker arm with ' a comparable flattening of the ball. Filing or grinding the surface of the rocker arm flat is only a temporary expedient, as an unhardened surface is eaposed which pits . even more easily than the original installation. In many cases it is possible to change the rocker srro from the right front wheel to the left front wheel and vice . vena--thus exposing a new case-hardened surface to the ball--and eliminating the ... necessity of buying new rocker arms. ' Make sure that the small blocks in the cam block move freely and that the flat edges of these blocks rest against the shoe. If these blocks do not move freely . It is possible that the shoe may rest against a corner of the block and will give difficulty in correct2y adjusting the brake mechanism. ' DO NOT SET CAM BLOCK TIGHT AGAINST SHOE BY TAKING UP EXCESSIVELY ON ROD OR CABLE CONTROL. IN REPLACING CAM BLOCK BE SURE THAT ROUND SIDE OF BLOCK IS IN THE SAME DIRECTION AS THE FORWARD ROTATION OF THE WHEEL. OTHER. WISE BRAKES MAY LOCK WHEN CAR IS RUN IN REVERSE. ' After adjustment be sure anchor lock nuts are tightened with a 16-inch wrench. Check all return springs and replace those found weak or broken. Additional return springs are unnecessary if rod or cable control systems have been properly freed by careful lubrication. These extra springs usually act only to increase pedal effort. Remember that al! four brakes act as a unit and should be balanced and all free from drag. __ Soft, spongy linings should not be used on this brake--erratic performance and grabby brakes result from their use. _ When difficulty is encountered by brakes locking in reverse, check the following: 1. See that cam is not in backwards. 4. That eccentric has been turned fn the 2. That cables are not too tight. correct direction as explained above. That brake shoe return springs are 3. That shoes are properly centralised replaced with new ones. and do not drag. . - Follow major adjustment as given above, being careful not to turn the wheels while making this adjustment. .' 9 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE MULTIBESTOS HANDBOOK FOR BRAKE SERVICE BENDIX TWO-SHOE BRAKE fSfngfe Anchor] Minor Adjotfmnnf j] 9. Equalize with star gear (A). V yi 1. Same procedure as outlined for Ben- !; dix two-shoe doublo anchor type. (b) Rear wheels. 1. Disconnect cables at cross shaft levers. Major Adjustment y 2. Loosen anchor pin nut at (C). c; (s) Front wheels. \ 3. Tighten star gear (A) until wheel 1. .Disconnect cables at cross shaft ' can just be turned by hand. levers. 4. Snug up anchor pin nut at (C). 2. Loosen anchor pin nut at (C). 5. Adjust csbie in usual manner to 3. Tighten star gear (A) until wheel can just be turned with both bands. (See Fig. *.) Then tap anchor lightly toward drum. remove slack. 6. Back o" star Rear (A) twelve notches. 7. Insert .010' feeler gauge at star 4. Snug up anchor pin nut at (C) gear (adjusting) end of primary --not tight. or top shoe. Tighten eccentric 5. Take up cable to remove slack. ' (B) to snug fit. 6. Back off star gear (A) twelve 8. Check and set clearance on bot notches. 7. Check and set clearance on sec tom or secondary shoe. .010* at anchor end and .010" at star gear ondary or top shoe .010* at (adjusting end) using anchor pin anchor and .010" at star gear (ad- . and star gear to make this ad , justing end) by means of eccen- ; justment. trie (B). _ ; 9. Tighten anchor pin nut at (C) 8. Tighten anchor pm nut at (C) > with 16-inth wrench. with a 16-inch wrench. ! 10. Equalize with star gear (A). v' j r Average time for a complete four wheel brake reline about 4V2-SV4 hour*. IDT UAJt IRAKI . . This bnlc* it tha Single Ascbor Duo Servo type Beodix brake, and i* found oa 1931 to 1935 cgr*- The equal acting cam type, aa shown in Pig..z differs from earlier types la that aboe application is by meant of an equal action ' (D) which - - floats on the_ anchor pin <C) The cam lever (E) pivots on anchor and contacts log (L) on the cam (D) to move brake shoes into action. This type of action U found on come 1933 and most 1934 and 1935 cars equipped with tingle anchor Bendie brakes. The principle of this brake mechanism is the same as tha two-shoe doable ' anchor brake shown on Pages 8 and 9 except that it Is cable controlled la-all cases. - , There are two types of anchor*--one with slotted holes In the backing plate for adjustment--and. the other nsed commonly on tracks with an eccentric anchor pin. Some of the earlier models have a non-adjnatablo anchor which may necessitate Sling an elongated alot for adjustment of the anchor. (See Figs- 5 snd S, Psge 12.) Because of the energising action of this brake and due to the fact that the principle la used in this brake as on the Bradix two-shoe double anchor, different types of lining are recommended for the primary and secondary shoe. These types of lining are carefully selected in Multibestos TAILORED Sets, and assure by their use good performance, lack of scoring, and long life. HOW TO LOCATE PRIMARY SHOE TO LOCATE THE PRIMARY SHOE START AT THE ACTUATING MECH ANISM WITHIN THE BRAKE (IN THIS CASE, THE CAM) AND MOVE IN THE DIRECTION OF ROTATION OF THE WHEEL WHEN CAR IS MOVING FORWARD. THE FIRST SHOE ENCOUNTERED WILL BE THE PRIMARY SHOE. 70 ; ,, C '/ r ` ' p * rr i * 1 - I'ra*,,. r . <1 Fit. HEAVY s ft-ev-,r5v< ' LIGHT SPRING, There is no difference in adjustment between the early model two-shoe single anchor brake and the newer model of equal acting cam single anchor Bendix brake. Care must be taken in determining the pri mary and secondary shoes of these various brake mechanisms. On the early models where the cable control comes through the backing plate at the top of the plate, the Secondary shoe is tha top shoe on the front wheel brakes and the bottom shoe on the rear wheel brakes. In the later models where the cable enters the rear backing plates through the bot tom of the backing plates, the position of the primary and sec ondary shoes is not changed. If you are in doubt as to which is the pri mary and secondary shoe, read the definition on Page 10. Don't guessmake sure first. Two arrangements for brake To Expand shoe-return-springs are used--one aa Shoaa In shown in Fig. 1 on Page 10; the other Drum Turn as shown in Fig. 3, where two short Toward shoe-return-springs are both attached Asia to pin C. This is the later typo of pring arrangement, and two dif ferent sires of springs are used. The one painted red 1* the heavier epring, 71 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Bendlx Two-Shoe Brake (Single Anchor) (Continued1 and the Bendlx Company baa recommended that this spring always he attached to the top shoe on both front and rear brakes. Hultlbeetos Inst?tot# men bare fonnd that grabby brakes and loud clicks may often be eliminated by changing these springs so that the heavier spring is always attached to the secondary shoe. The Multibeatos Company recommends the replace' ment of all retracting springs with new one* whenever the brakes ore relined. leceafrfc Typ* Aadnr Some of tbs single anchor models are provided with Eccentric Type Anchor., which may be identified because a screw driver slot is provided in the anchor pin. When adjusting a brake, with this type anchor, it ia necessary to loosen anchor lock nnt sufficiently to allow the anchor pin to be turned with a screw driver. A feeler gauge should always be used, and the eccentric anchor should he turned ia the direction of rotation of the wheel when the car ia going forward until the anchor end of the shoe controlled by the eccentric has a clearance of .010* between the lining and the dram. The eccentric controlling the clearance between tbe drum and brake shoe should then be adjusted so that the lining at the other end of the hoe shows a clearance of .010* between tbe lining and the drum. It will probably be neceeaary to readjust slightly eccentric and anchor at the same time to obtain these specified clearances. After the anchor has been set in the above position and the lock nut has been tightened, the star gear should be ex-, pended until both shoes are tightly wedged into the dram. The cables should then be connected to the crass shaft levsra with no slack and the star gear backed off from 9 to 14 notches. Care should be taken to check with the feeler gauge to see y S- that both the toe and heel end of the primary and secondary >? / shoes have a clearance of .010*. '. Tig. S In some cases a shoe stop as shown fat Big. 7 ia used on this type of Jriake mech anism. When'. wixMiig adjustments on the brake`the shoe atop lock, nut should be loosened and tits shoe stop moved away from .the brake shoe. After adjustment is made, tha shoe stop should be moved down until it /rat contacts the shoe when the brake it not applied. Lock nut should be tigbtensd with stop in tills position. Fig. 7 : Maintenance Suggestions Read maintenance suggestions on Page 9. - The grooved ring on one end of the star gear assembly indicates that the left hand threaded screw is at that and of the assembly. In replacing this star gear linkage, the groove should be at the bottom of the assembly on the left front.and right rear wheels. It should be at the top of the assembly on tiii right frost.and left .-rear wheels. In other' words, if you .look at the brake mechanism.'with-th* star gear assembly :f \\ K l- 12 downward, the left hand thread or grooved ring should b at the left hand side of the star gear. If In replacing shoes the direction of rotation of the stsr wheel is reverssd by putting link in upside down, final star wheel adjustments will vary--some shoes being expanded, others being drawn together. Where cable controls have pressurs grease fittings installed beware of over lubrication. Too much lubricant will run down cable and get on the brake lining. Weak springs holding shoes to backing plate may cause noise. The kick shackle used on certain large heavy cars equipped with two-shoe Bendlx brakes allows an axle roll when brake is applied, earning the front steering arm to turn to the left and the car to "duck" to the left. One car manufacturer has found that by reducing the braking effort on the left front brake this trouble is overcome. However, with less braking effort on this brake the lining wear would be unequal unless the breaking area on this wheel were correspondingly reduced. Accordingly, on the 1933, 1934, and 1935 models of Packard, a narrower lining is used on this wheel than on the other three wheels. Some of the 1934 ctrs equipped with Bendlx two-shoe single anchor brakes are also displaying this tendency to duck to the left due to pulling of the left front wheel, and the car manufacturers are supplying a grooved lining to overcome this difficulty. It is our recommendation that. If the ducking to the left cannot be overcome by suitable adjustment of the brake mechanism or changing the leverage undemrath the car, as has been recommended in tome instances (see Page 53 for drillings on 1934 Terraplane), a groove approximately y,m wide x 3/32' thick be ground in the Multibcttos TAILORED Set Lining on both primary and secondary shoes. A rat-tail file may be used for this purpose. Another method of overcoming this difficulty is to use the tame type lining on the primary shoe as it supplied for the secondary shoe In Multlbestos TAILORED Sets. See Page 15 on causes of super-effective brakes. Erratic wet weather performance on the 1934 Pontisc may be due to the collection of trapped mud and water inside the brake mechanism. This condition may be overcome by drilling the splash shield which i* integral with tbs backing plate. Drill three $f* holes in this ' shield on all four BACKING PLATES at points *K*. 3KVend *Y," hack from center line of the plate. Machining flange of br ke drams to 13 11/16* O. D. gives approx imately 54" clear ance between brake ] drum flange and j splash shield and j allows water and | mud to drain off. ' Fig. $ u MULTI BST.O 5, HANDBOOK FOR BRAKE .SERVICE MULTIBESTOS HANDBOOK FOR BRAKE SERVICE BENDIX HYDRAULIC DUO SERVO BRAKE fSlnjla P/tfoa) This brake Is bw< ea the 1934 model* of OUamobile and 1934-45 la 8aS. It differ* from the Bendix Hydraulic Duo Servo brake doable piston type la that it ha* but a tingle piaton in the hydraulic wheel cylinder. The whRll cylinder fioate with respect to the backing plate, yet b anchored to the secondly shoe and actuate* that aboe while the piaton moves the primary w , . '- The Duo Servo action i* atill maintained, three the primary rfioe la connected to the eecondary ehoe by a atar gear aaaembly. The rear service brakes act as , parking brakes and when uted as such are mechanically controlled by separate cable control. Details of this control are shown in the above sketch. The clearance# of the secondary sho# should be .010' at all pointa. A .002' variance is allowable, but if the clearances *t ends of secondary shoe differ more than ?h:s the anchor should be reset to assure good brake performance. No definite clearances are recommended on the primary shoe--if the secondary ehoe clearance it correct and adjustment instructions are carefully followed, the clearances between the primary shoe lining and drum will take care of themselves.. . See Pete IS for deSaftron of Primary Shoe, 14 Minor Adjustment 1. Remove inspection covers from brake dram*. 2. Loo*en eccentric lock mit and insert .010* feeler gauge between lining of secondary shoe and brake drum. from anchor. Correct adjustment is impossible, and shoe wilt flap against anchor going backwards or forwards* with resulting clicking found* 7. Replace all covers. Mo/or Adjustment. 3. Turn eccentric (A) in direction of 1, Remove parking brake cables at cross forward wheel rotation until .010" shaft. ^ feeler gauge is snug at adjusting 2, Loosen anchor nin nut by bscking points of secondary shoe. Tighten off half turn on anchor pin lock nut. eccentric lock nut. 3, Expand s^ncs hy turning itar gear 4. Expand brake shoes by turning star until the two shoes are expanded gear (turning star wheel down and sufficiently to cause enough drag so toward brake drum expands the shoes *ha* the wheels can jus* be turned --eee Fig. 4. Page ll) until light with both hands. Using a soft ham dreg it felt on the brake drum. mer. strike the anchor pin on the 5. Turn star gear in opposite direction threaded end to make sure it :* free until drum Is free from drag. and that it moves to correct portion. 6. Check emergency brake cables for M#kc this adjustment on all four any excess play and adjust if neces- wheels. airy. (With parking brake lever re 4. Tighten anchor pin (C) using 1G- leased and against stop, pull brake inch wrench. cable until strut rod inside rear brake Release shoes by turning star gear cam can be felt making contact with until wheels are free from drag. i brake shoe. Holding cable in this po sition, adjust clevis on cable so that devia pin can just enter brake cross Proceed with shoe adjustment out* fined under "Minor Adjustment." 7. Replace parking brake cables using shaft lever.) If parking brake cable is adjustment as explained in "Minor f ___________________________too short shoes will be expanded away Adjustment." _______ | Average ffm* required for a complete four wheel refine 4Vi t 5% fcoor*. Maintenance Suggestions If pedal is close to floor board or has springy action, then look for (a) Normal lining wear. (Minor adjust ment) (b) Leak in system. (Tighten connec tions or replace worn parts where leak Is found.) (c) Air in system. (Bleed lines.) (d) No Suid in supply tank. (Refill and bleed lines.) (#) If brakes drag or do not release. (Check port hole in master cylinder and adjust pedal clearance, or look for miners! oil In lines.) Do not attempt to wash any of rubber caps or parts with anything but clean alcohol. Supar-Effacffve Braket Do not attempt to salvage used brsk* fluid. Do not attempt to use mineral oil in lines. (Use nothing but genuine Hydrau lic fluid.) (a) If mineral oil has been used in lines, replace afl rubber parts and flush lines with alcohol. (Refill with Hydraulic fluid.) Drums should not be turned any thin ner than .J57*. Occasionally cap screws bolding wheel cylinder to secondary shoes become loosened, allowing cylinder to drop. Be sure to^ check for correct alignment. Lubricate dust cover plate at place where hydraulic hose fitting passes through backing plate to allow free movement of brake shoes. Some 1934 and 1935 cars with hydraulic Bendix brake* dive to the left and right on brake application, due to the super-effectiveness of the brakes. Following are some suggested remedies: 1. Check clearances on all Bhoes to insure equal balance of front wheels. 2. Check retracting springs for stiffness. If they show signs of weakness, replace them with stiff er springs. _ _ .y 3. -Seduce clearance between drum and lining to reduce servo action. 4. Reduce effective area of primary shoe lining on front brakes by cutting off at . second rivet holes or by a long tapering chamfer, or by grooving of primary ehoe z y.m " linings. ' _ 4. Use Tower friction lining on primary shoes. 5. Watch for bent backing plate*. If oversize linings are used to reduce clearances and serv action, be sure lined i-p! shoe* are ground to correct diameter to avoid toe and bet! contact, la Caaes of diving to one side check shock absorbers as possible source and equalize. 9m Check wheel alignment Too great or unequal caster may cause diving. 15 MULTtBESTOS HANDBOOK FOR BRAKE SERVICE BENDIX HYDRAULIC DUO SERVO BRAKE fDovbfe PMonl CLEARANCE OfO* CLEARANCE .0(0" CLEARANCE .0(0' LIFT CCAI IRAKI CLEARACrce ` .0(0* THIS doable piston Bendix Hydraulic Duo Servo brake la mad on all Auburn-12, 1932, Model-105, 1933, and all' 1934 and 193S Attbnrn can, aa'-well aa on the 193S Graham S, La Salle, Nash, Oldamobile, Packard 120, and Pontiac. It operates on tbe same principle as other two-ahoe Bendlx single anchor brake*, except that it i actuated by a Hydraulic pressure ayitem. This brake mechanism uses the double piston wheel cylinder similar to standard Hydraulic brake installa tion!. and the same care must be given to this system as to all Hydraulic systems aa shown on Pages 44-46. HOW TO LOCATE PRIMARY SHOE TO LOCATE THE PRIMARY SHOE S.TART AT THE ACTUATING MECHANISM WITHIN THE BRAKE AND MOVE IN THE DIRECTION OF ROTATION OP TH i WHEEL WHEN CAR iS MOVING FORWARD. THE FZRST SHOE ENCOUNTERED WILL BE THE PRIMARY SHOE. n MULTtBESTOS HANDBOOK FOR BRAKE SERVICE Bendix Hydraulic Brake (Double Piston) Adjustments Miner Adjatfmont " 1. Suae procedure as outlined for Bendix Duo Servo brake, sing*? piston type. Major Adjuttment (offer refining} 1. Assemble brake shoes as shown in ketch--primary shoe marked P, secondary shoe S. Be sure springs are correctly assembled. Close star gear (A) so that shoes will not be expanded and drag. (See Fig. a. Page 22.) . ' f 2. Disconnect each parking brake lever from cross shaft at clevis end. 3. Loosen eccentric lock nut and turn eccentric (B) in direction wheel revolves when car is moving for ward orftit a .010" feeler gauge is Just snug between lining and drum at a point about 1JA* from star gear (adjusting) end ot secondary shoe. . ^ j` |] ' | 4. Loosen anchor pin lock nut and turn ` anchor pin (C) with screw delver in direction wheel revolves when car U moving forward until there is .010" clearance between lining and drum at a point 1 * from er\<J ot lining at anchor pin end of sec ondary shoe. 5. Readjust eccentric (B) if neces* sary to .010' clearance as in (3), 6. Lock anchor pin nut and eccentric lock nut tight, holding anchor pin and ecceniiic rigid while no do'rtg. 7. Expand brake shoes by turning star gear (A) until shoes are pressed tightly against drum. 8. Take all slack out of parking brake cables and reassemble st clevis end, 9. Release star gear 8 notches at all four wheels, 10. Test car on brake machine or on road--equalize by releasing star gear on locking wheels. Average ffm* to rettne four wheel brakes between SV2 and 6Y4 hours. Maintenance Suggestions See Pi{e 15 on euper-effective brake*. If with this type brake the car persists in pulling to the left when brake Is applied, the following methods will cure this trouble. We recommend method No. 1 aa moat satisfactory and easiest: I. Replace Primary and Secondary Shoe Return Spring on left front brake mechanism with a heavier one. Tighten up on kick shackle ai much as polaible without affecting steering. or 2. Tighten up on kick shackle as much as possible without affecting steering. Mount on the frame directly in back of kick shackle on left front spring a bracket with adjusting screw to prevent excessive movement of kick shackle. Severe brake application will not cause too great a movement of the shackle and pulling to left will be avoided. or 3. Cut groove J4" wide and 3/32" deep thr full length of the lining on both aboea of left front brake and replace Hydraulic wheel cylinder with a smaller alze. or 4. Use of Lower Friction Lining on the Primary Shoe of the Left From Brake. Daring 1935 there waa a change in the specification* of the wheel cylinders of the 1935 Pontiac. Early in the year 1" bore cylinderi were used on the front brake* and 15/16'' on the rear brakes. Later this was changed to 1S/15* bore cylinder* front and rear. Certain car owner* do not like auper-effectivr brakes, and use of smaller wheel cylinders in front is suggested as a remedy. The 1925 Pontiac ha* a shorter piece of brake lining on the primary than i* used on the secondary. Care should be taken to see that they are reassembled correctly. Shortening of the lining on the primary shoes is suggested for overcoming grabby front brakes on certain lighter 1935 ears. Cut off lining for second let o! rivet boles and chamfer. 17 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE BENDIX DUO-POWER BRAKE CLEARANCE JXerJDlO' CU HAwCf, lot wokt uki This brake la used on tba 19J3 usd 19S4 Studebtfcer can equipped with BK Power Cylinder Unite. Although similar la appearance to a two-ehoe Dno Servo Bendix brake, it differs in that the two anchors are NON-ADJUSTABLE and are located nearer the center of the length of each shoe. The primary shoe lining makes contact with the rotating dram, which forces the primary shoe into the secondary shoe through the articulating link (star gear assembly^. The construction of the mechanism is such that this is a sliding action, so that the same clearance between lining and dram at toe and heel of shoe is correct. . Dense rigid moulded linings such es supplied in Multibestos TAILORED Sets assure good performance and long life. Two different types of lining are supplied for this brake mechanism, as the action is essentially the same as the Bendix Two- Shoe Single or Double Anchor. HOW TO LOCATE PRIMARY SHOE TO LOCATE THE PRIMARY SHOE START AT THE ACTUATING MECHANISM WITHIN THE BRAKE AND MOVE IN THE DIRECTION OP ROTATION OP THE WHEEL WHEN CAR IS MOVINO FORWARD. THE FIRST SHOE ENCOUNTERED WILL BE THE PRIMARY SHOE- 18 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Bendix Duo-Power Broke Adjustments Adfwtimenf (for norma! wear! ff star gears (C) and (D) until a clear t. With all wheels jacked up disconnect cables at cross shaft levers. 2. Adjust front shoes of front brakes and rear shoes of rear brakes by loosening* eccentric locknuts and turning eccentrics (A) and (B) in direction of rotation of wheel until a clearance of .OOS'-.OIO" is obtained between the lining and the drum at point one inch from each end of the ! , | ; i I .s ance of from .00$" to .010*' is obtained between lining and drum at points one inch from each end of shoes. Make sure cross shaft is in fully released position against stop afld re connect caWct. Be sure to adjust cable clevises so that cable slack is entirely removed when cleyia pin is replaced. (Sec Note 1.) lining. Tighten locknut. .1 5. Equalise by backing off the same 3. Adjust rear shoes of front brakes and [[ numbe*- of notches on both star gears front shoes of rear brakes by turning 1; of heaviest wheel. Average ffme for cr complete four wheel broke refine--572 to 67s hours. NOTE 1: Although the Instructions given in Paragraph < concerning the setting of the cables to the correct length usually give satisfactory results, the Multibestos Institute men have found that the following arrangements eliminate all difficulty of maladjustment as regards the setting of cables. After clearances have been obtained in accordance with Paragraph 3 of the Brake Adjustments, both star gears should be turned until the shoes are tightly wedged in the drum. This should be done by turning the two star gears simultaneously, or--first a notch on one star gear and then a notch 00 the other. The number of notches turned on each star gear should be recorded. When the shoes are fully expanded in the drum, all the slack may be taken out of the cables and they may be re-assembled to exactly the correct length. The star gears are then backed off the same number of notches as they were set out. This method of adjustment assures perfect results as regards the setting of the cables. .Maintenance Suggestions Anchor Plni (E) snd (F) are in fixed location! and should never have to be lootened--check occasionally to make aure anchor nut* are tight. The primary shoe of front and rear brakes is the forward shoe. Prfmary and secondary shoe* are interchangeable. Always follow the directions for locating the primary shoe as shown on Page 18. The primary ahoe is not necessarily the shoe which moves first when the foot pedal 1* depressed. Avoid harsh brake applications during breaking-in period of new linings. Remem ber it's a POWER brake. Backing plates occasionally become rusted and corroded and shoes bind against the plates at certain points. A suitable lubricant, such as white lead, will overcome the sticking and will assure good brake performance. Some of the first car* equipped with Bendix Duo Power Brakes have no peep hole* in the drums. It is necessary in auch cases to drill holes in the drum to adjust these brakes satisfactorily. As an expedient for brakes without peep holes adjustment may be made as follows: 1. Set top eccentric until ahoe drags. Back off until j'uat free. . 2. Repeat with bottom eccentric. 3. Force shoes solid in drum by turning upper and lower star gears. 4. Back off each afar gear six notches. . 5. If wheel still drags, back off one notch at a time on upper and lower star gears. A common difficulty encountered with this brake mechanism, causing chatters and squeals. Is loose backing plates. If the holes in the backing plate have not worn so much as to be unduly elongated, tightening of the backing plate bolts and tmts trill usually overcome any diSculty due to these loots backing pistes. See Pege 47 tor BK Power Cylinder Unit used with this brake. 14 multibestos handbook fob brake service BENDIX THREE-SHOE BRAKE The three-shoe "Servo" brake <s made la several type# slotted anchor type as shown, eccentric anchor pin type, and stationary anchor pin typo--but all act In accordance with the BendLx `Servo" principle, when pedal pressure is applied, the primary shoe makes contact with the revolving drum and, as a result, forces the secondary shoe into full bearing with the surface of the dram. In the three-shoe brake mechanism, the auxiliary shoe does very little work in braking when the ear it moving forward--in reverse it does almost all the work. . ^or brat performance, the tbree-ahoe Bendix brake requires a lining on the primary shoe which will give prompt and easy action in "kicking in" the secondary shoe into contact with the drum. The secondary shoe, upon which the greatest braking strain ia exerted, roust be a dense non-compressible moulded lining of the correct friction to give good performance and at the same time have long wear ing qualities. To avoid "spongy" pedal and high speed fade, the lining on the auxiliary shoe should be denae and non-compressibie. Multibestos TAILORED Sets for three-shoe Bendix brakes provide the correct combination of lining* to give the best possible results. Lining for primary shoes Is epeciSed by distinctive marking on the surface of the segments. Jm Fog* TO for rvl* for locoHog Frfmory Shoo. 20 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE M/aor Adjuttmant (To compensate for wear of lining and lota of brake pedal only.) 1. Loosen eccentric lock nut and turn eccentric (A) in the direction that the wheel trevele when car it going forward until wheel locks. Back off on eccentric (A) until wheel ia just free. Tighten lock nut. 2. Turn nut on end of rod (B) at cam lever (E) until brake drags, then back off until just free. 3. Equalise by backing off on heaviest wheel. Major Adjuttmanf 1. Remove cam lever (E) from serrated cam shaft (D). 2. Adjust eccentric (A), following same procedure as in minor adjustment. 3. Looses anchor lock nuts (C) onehalf of a turn. 4. Place a suitable wrench on cam ehaft (D) ao that brake may be applied in usual direction. I. Spin wheel in direction of travel when car ia going forward. 5. Apply brake with wrench. Repeat three timet, the third time holding brake on with wrench, and tap anchor nut* (C) toward drum. Lock anchor nut# tight with a 15-inch wrench. 7. Re-adjutt eccentric (A). i| ' ! ! : ' ' I u , ! ,! |i , : ! i I ' . *j 8. Turn cam lever ehaft (D) in ueuai direction of travel until a slight drag is felt. Holding in this position, re. place cam lever (E) at proper angle. On cam lever type adjustment on front brakes only, the center of h ball on the end oi lever arm should, in the off position, be one-iourth to five-sixteenths of an inch back of the center of the king pin. To accomplish this it is often necessary to lengthen or shorten the brake rod. On the worm type adjustment cam lever, it it neceesary to remove this lever to centralize cam or shoes properly. On this type of lever it it necettary to release the worm screw before mak ing a major adjustment. 9. Cam carrier brackets should be ad justed to the backing plates so that they may be moved with a sharp rap of the hammer. This adjustment should give you the following clear ances : (a) At the toe of the secondary shoe .010'. (b) At the heel of the secondary shoe 00S*. (c) At (he toe of the auxiliary shoe .006". The arrow or long end of the cam ahould apply against the primary shoe. Ay*rog* time for a complete four wheel broke relfite--5-5 V? houn. Maintenance Suggestions It it well to check the cam carrier bracket to see that it is snug enough to be moved only by a slight tap of a hammer. A sloppy cam carrier bracket cause* erratic performance, giving either a lost of brake or a grabby brake. For lo*a of brake, check position of cam. ON PERROT CONTROL THE LONG OR ARROW END OP CAM WHEN BRAKE IS APPLIED SHOULD COME IN CONTACT WITH THE PRIMARY SHOE. ON THE SUPER SERVO TYPE THE NOTCHED SIDE OP THE CAM ALWAYS FACES THE AXLE SPINDLE. Certain older model* of three-shoe Bendix brakes have shoes with a decided ramp at end# of shoe#. Rigid moulded lining cannot be treed on thete shoe* without certain changes. The Bendix Company recommends bending the ramps out to the same curvature at the rest of the shoe by using an old drum as an anvil and ham mering ramp# until they are Bat. This obviates the breaking of rigid moulded fining or the neceislty of drilling new hole* in the shoe. On certain car* where difficulty it experienced In obtaining a atop when car is in reverse, we recom mend using the lining marked "Caution--Use on Pri mary Shoe Only of 3-Shoe Bendix" for the Auxil iary Shoe of the rear brakes. This assures a good atop In reverse end also aids by giving more braking effect on the front brakes thin on the rear brake* of these particular model*. The ratio of brake effectiveneis is then comparable with ap proved later day brake hook-ups... '28 and '29 Packards have given considerable trouble in (jetting a satisfactory brake, not only with the Original equipment lining, but with any replacement lining. Drilling of the equalizer as shown in Pig. I will tend toward giving better performance and effectiveness. Fig. I 21 MULTIBESTOS HANDBOOK . FOR BRAKE SERVICE EXTERNAL BAND BRAKE Fig. I 22 THE external bead type of brake has not been generally used on new car production since 1928. How ever, it ii (till quite common, and both mechanically and hydraulically operated sys tems are in daily use. The above diagram ia typical of the mechanical type external brake and, although various shapes and designs of lever arms and anchors are used, the principle is the same. The adjustment for either mechanical or hydraulic type is practically the tame, and the clearances shown above will give best resulta tinder most conditions. The exter nal band brake require# a friction material of the type such as Multibestos Busduty or Multiduty moulded-woven brake lining. MULTIBESTOS HANDBOOK FOR BRAKE SERVICE External Band Brake Adjustments 1. Check linkage. Release until just free. Fit brake (a) Pedal rod. rods to that adjustment. (b) Cro* shafts. (c) Equalizers. (d) Pull rods and cables. (e) Lever arms back against stops. 2. Disconnect rods at the operating cams on each brake. Check by applying flight pre>?ure to brake pedal and adjurt at point* (B) and (C) until both ends of band ap proach brake drum at the lame time. Equalize brakes by making adjuatmcnts on t?u* brake rod. 3. Adjust nut at point (C) until band drags slightly against drum at operattng arm end of band. J |i The above nn-'hod of adjustment will, in all nrob.ibrb'y. give final clearances between the chum and the lining of ap* C. Adjust clearance at (A), pushing !.' proximnieiy /.*i j". However, due to cer* band across the drum until the drag \\ tain variations, these clearances may not previously felt at operating arm end *i be equal, but by *be above adjustment of band is relieved. ' you are assured of an even acting brake 5. Turn nut (B) until slight drag t9 felt. j at all times. Average time required for a complete four wheel reline--4-5 hour*. Maintenance Suggestions Where hard pedal ia a chronic complaint on externa! band brake systems, it i* poaaible in (ome caBea to change over the leverage system to cure this. In the case of all four wheel external Buick brake jobs this can be easily done as follows: 1. Remove brake rod that connects brake pedal to equalizer from the lower hole at the pedal to the upper hole provided for just this purpose. 2. On levers, attached to the frame, which control the front brakes change the relative positions of the brake rods that run to the cross shaft and the . cablet that run to the front brakes so that the cables are connected to the Upper hole and the rod to the cross shaft is in the lower hole of the lever. This method gives more brake on the front wheels and consequently easy pedal. Another method of accomplishing the same effect is by drilling a new hole in the equalizer one inch nearer to the left frame of the cam than the present hole. The puff rod running from the brake pedal should be connected to the new hole. A greater pull will then be exerted on the cross shaft that controls the front brake, and accordingly an easier pedal will be required to obtain a suitable atop. When brake is applied the operating lever should be in auch a position that lever arm pin and yoke clevis pin will line up with the center of the axle. See Pig. 1. Bend operating lever with wrench to aecure correct applied position and check to see that lever on each brake is in the same relative position. Tbis assures an. easy pedal. To obtain a freer hinge action always cut out lining at anchor, chamfering the ends to reduce noise. .. If clearance between band and drum is too small or uneven, frictional heat may expand the brake drums causing the brake to drag. Out-of-round bands cause high spots which may result in dragging brake* or squealing brakes. Always reform refined bands, taking care not to twist them. On external brakes the lining is more exposed to dirt and water and requires more frequent cleaning. Excessive squeal, chatter, and groans may be eliminated by bending the foe ends of band slightly away from drums. Oiling the mechanism at points A, B, C. and the operating fever arm pins will tend to eliminate brake noise and increase brake efficiency. __ Squeal is also caused by distorted backing plates or bands, too hard lining, scored or eccentric drums, dirt on lining, etc. More than .005" clearance between anchor bracket and saddle allows the band to distort when brakes are applied. Closing up to correct clearance may be done by hammering or in a vise. In certain cases where externa) band brakes have given good performance when dry and have resulted in no brake when wet. out-of-round drums with low spots on the drums have very of'en been found to be the cause of this trouble. Turning the drums, taking a slight cut only, will overcome this d'fficulfy. _ Poor wet weather performance is sometimes caused by the toe of *he lining forming a small pocket in which the water gathers. We suggest cutting ail enda of lining in a V shape so that the water and mud can escape. 23 MULTIBESroS HANDBOOK FOR BRAKE SERVICE FORD BRAKES FOR MODELS A, B, V-8r AA, BB RIGHT FRONT BRAKE Multibestos TAILORED Sets for Ford brakes five uniformity of brake performance, lack of chatter, minimum glaring tendency, noa-abiorptlon of oil and grease, lack of grab* bing in wet weather, and quick recovery from expo- sure to water. These sets are drilled and counterbored to factory specifications and are correctly chamfered to give best results. RIGHT REAR BRAKE UftHT UA1 BRAKE 24 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Ford Brake Adjustments Waor Adjattment (front or Rear) 1. Take up on square adjusting nut (A) until slight drag is felt. Back off until wheel is just free. 2. Equalize by backing off square ad justing nut (A) on heaviest wheel. 'f ] | Uofor Adfwfmenf 1. Disconnect brake rods at clevis end. 2. Take up on square adjusting not (A) until slight drag is obtained. Back off until wheel is just free. 3. Check cross shaft and pedal rod to be sure they are against stops. 4. Adjust brake rods at the clevis end to remove lost motion and reconnect. 5. Equalize by backing off square ad justing nut (A) on heaviest wheel. Average time for complete refine--3-4 hours. Maintenance Suggestions Very little difficulty is encountered in the rear brakes of a Ford. The front whsel brakes are the ones which require the greatest attention to assure proper performance on these cars. The following procedure will assure proper operation of the front wheel brakes: Fig. 1 L If front levers (C) pull past their centers fFig. 1) when brakes are applied, lengthen the push rod by placing a brake spreader shim (or the head of a 3/16* stove bolt) In the hole of the wedge applying cam (B). between the push rod and the wedge cam. (Adjustable brake wedges are available which allow raising or lowering of the wedge socket as necessary.) 2. Replace the socket cap and spring! on the rear end of radius rod under the center of the motor. 3. Tighten radius rod at front axle. . Tighten support bolts at rear of engine. 5c Tighten any other parts that may be loose around the front axle. It la well to check the wheel alignment and king pin buahlog. Loose spring shackles allow front end to dip and to cause loss of pull. - 25 MUkTIBESTOS.,HANDBO.OKj. FOR. BRAKE SERVICE Ford Brokes for Modefs A, B, V*8, AA, BB IConflnued) CentroUxailon of Brako Shoos The Most common cause of chatter and groans is the lack of centralization of the brake shoes due to the wear of the shoe support bracket which is attached to the backing plate behind the wedge-cam. This allows the shoes to drop and prevents centralisation giving poor lining contact, unequal wear and usually chatter. Correct centralization may be determined by means of a cut-out drum or a suit able brake lining gauge such as the KRW Gauge. It is built especially for Ford* and is inexpensive, very satisfactory and can be used on Models A, B and V-8 cars. In case* where worn or bent shoe support brackets cause chatter due to decentralizing of brake shoes in an up and down position, its effect may be overcome by one of the following methods.* 1. Use of a Ford .020' oversize pin in the rollers on the brake shoe which raiees shoe about .010'. This oversize pin is identified by a depreesion in the center of the bead. 2. Use of pin with eccentric head. 3. Use of pin with square head (Fig. 2) which allows raising of rear shoe (forward acting shoe) of front brakes either .015' or .020". The square head overrides any depression worn in shoe support brackets. 4. Use of a brake shoe roller pin support. This { a bronze clip which fastens over the shoe support bracket and raises both brake shoes to a centralized position. 5. The worn ears of the shoe support bracket may be bent upward. A small crescent wrench is a handy tool for this. To allow the brakes on Ford V-8 models to centralize side-ways a special Coating brake pin makes possible a floating wedge similar in action to that found on the 1935 models (Fig. 3). If such replacement bolts are not avail able, the present bolt may be ground off 1/16" on each side to accomplish same result. In assembling such bolts fie sure that ground sides are parallel with the king pin. This allows the brake shoes to centralize and to overcome chatter and groan. If chatter still persists, long chamfering of the braka lining on the toes of each shoe may allow better centering and eliminate the noise. Anti chatter rings which clamp around the BACKING PLATE to give rigidity may be used to prevent vibration and noise. iI MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Shoe found bent or cocked so that they do not fit the drum cannot be centralized. Check lined shoe* in brake drum for full surface contact. Peenmg the web of the brake shoe or closing in the ends of the shoes in a vise or press may be necessary. If shoes are badly distorted replace with good shoes. Always make sure that you get full surface contact. . In cases where the chatter is very noticeable and it is impossible to hold the shoes firmly in position, Bendix Spring Grips such as those used on Bendix two-shoe brakes may be used by drilling holes in the backing plMe directly opposite the 1 holes in the brake shoe and inserting Bendix Spring Washers in these hole#, f Oftentimes brake shoes may be held rigidly in place by mere'v reversing the uppet j brake shoe return spring so that it hooks from the back of the shoes outward rather than from the front of the shoes inward. | Increasing length of slot in wedge cam by filing or filing down top of wedge cans guide bolt allows greater cam travel, tending to eliminate high speed fade. : Cotter pm to shoe roller pins must be in end away from backing plate. ; Replace grease retainer felts if any oil leakage on rear brakes. : Looseness in the front end of 1933 V-8s, which may cause chatter, may be f due to wear of rubber brushings in front spring shackles. Trimming off excess robber with razor blade and filling space with steel washers will remove play at - this point. The short leverage of the cross shaft pedal lever on some 1933 cars may cause ; hard pedal. Pedal may be softened by replacing this cross shaft lever with a 1934 i twit which has two leverage holes, the upper one being used if softer pedal is ; wanted. (See Fig. 4.) Fig. 3 26 ' Fig. 4 i 27 MULTIBESTOS HANDBOOK FOR, BRAKE. SER Y ICE 1935 FORD BRAKE B OTH front nd rear wheel* are no* op erated by wedge*. AH wedge* are of a floating type by which we mean that the tlot in the center of the wedge it anffictently wide to allow the cant wedge to ahift and. in' thia way, to impart a telf centering action. The wedge bolt no longer function* at an anchor eo that both ahoe* are now more energized. (See Pig. 4.) The ute of wedge* all around provide* equal apeed of application of front and rear brake*. In previous model*, the brake ehoee were pinned to the adjnating anchor*. In the new brake*, the adjneting ahafta are alotted ao that the upper ends of the brake shoe* are a eliding fit, permitting vertical' cboe centralisation. Although the braking - area U the seme a* on tha 1914 can, the lining U now 1*4" wide instead of 154' but it has been abort- ened. The choee are not eupported on the backing plate but they have sup port ends bearing egainft the anchor pine. ' All drum* are equippod with an increased number of cooling fins or rib*, locrMllng cooling effect about W%. 28 MULTI8ESTOS HANDlbOTK `FOR -.BRAK.E -.SERVICE Before itarting adjustments, make ure that hand brake lever it in fully released position. Minor Adjustment 1. Check cros* shaft levels to see that they do not pull beyond centers. 2. Examine spring shackle studs, shock absorber links and front radius rod mountings for looseness. 8. Take up on square adjusting nut A until slight drag is felt, back off tfntil wheel is just free. 4. Equalise wheels by backing off square adjusting nut A on heaviest wheel. NOTE: Brakes roust be cold when ad justment i* made. Mo/or Adfattment L Disconnect brake rods from cam levers oo front and rear brakes. Loosen clevis lock nuts at opposite ends of rods. , 2. Take up on square adjusting out A M until slight drag is obtained, back off umil wheel is just free. 3. Check and adjust hand lever pa.'l rod ho a* to obtain >.V clearance between clevis pin in cross shaft lever and back of slot in hand brake rod. (See F'R- 1.) a. Reconnect brake pul! rod* to take . out ALL bat '< 'jsh and lost motion. It is recc'i'Miv'K'ed that the length of the brake pul! rods be 1/3-'" less , than the actual distance between I cross shaft leva's and brake cam 1 lever. <SvC Fig. 2.) This slightly . preloads the bystem and prevents !osf pedal motif-n. Check each wheel *eparately. It my wheel drags exces sively. it indicates that the rod baa f' been shortened too much. !j 5. Set hand brake lever in first notch. ' Turn each wheel at leas* one com* I plete revolution. Drag should bo I. equal. If not. equalize wheels by j backing off square adjus*ing nut A (, on heaviest wheel until all turn with ______same emount of effort.__________ Average ttm* for complete rellne--4 hours. Fig. t Fig. 2 Fig. 2 On trucks, when adjusting pedal rod to secure clearances for the hand lever rod, adjust the pedal tod to secure a distance of 1 21/32' between the cross shaft lever position and the frame of the car. (See Fig. 3.) When making a major adjustment, it is well to check position of front brake cam wedges as follows: With pull rods disconnected, apply front brakes by means of a 16' wrench on the front cam levers. Note angle of cam lever in applied position and, if this lever pulls past their centers, either the lining is too thin or there Is too ouch back lash in the shoe operating mechanism. If lining and drum diameter are O.fC^ replace worn or twisted parts or use cup washers inserted between upper end of push rod and internal lever. Twisted front brake shafts are often the cause of abnormal back lash in the front brake shoe-operating mechanism. An optional method of removing of back lash in roda in order to give correct lining clearance at wedge end of shoes is to turn 9dju9tmg nut A until wheel drags and then back off until just free. With band pressure only to front braking cam lever, apply brakes until lining: is just contacting drum as indicated by wheel drag. Hold the cam level in this position and adjust length of pull rod to allow entry of clevis pin. Insert clevis pin. Eliminate now any wheel drag bv backing off on the square adjust ing nut A. if pull rod length has been correctly adjusted, two clickR of the square adjusting nut should free the wheel. More than three clicks indicate too much pre!oading and rod should be lengthened until wheel turns freely. Fig. 4 29 . MUITIBESTOS HANDBOOK FOR BRAKE SERVICE HUCK BRAKE fLoog and Short Shoo Type) THE shove diagram bom one of the aeveral type* oi Hack brake* found on General Motora cars prior to 1934. In principle all Hack brake* are alike, although minor change* in design and length of thoea make them appear somewhat different. The Huck brake is a highly energised mechanics, ana lining recommended for it depends greatly on the weight of the car on which the brake is rued. Multibest0* TAILORED Set* supply the correct lining for each sire of Hock brake. Id addition to the TAILORED Set for the 1930-32 Chevrolet a special moulded* woven TAILORED Set is available. 1933 CHEVROLET AND PONTIAC CARS The axle shaft on the 1933 modele of the above car* is pressed Into * flange which it attached to the drum and is to arranged that a wheel puller cannot be used to remove the rear wheels and drums from these cars. There ars no peep holes in the drums to examine the brake lining. Therefore proceed as follows: 1. Remove the differential cover at the rear end. A auitable container to hold the differential grease must he placed under this assembly. 2. Talce out the necessary pins to allow removal of the two loose differential gears and the spacer block in between the end* of the two axles. 3. Push the wheel and axle assembly in from the outside of the ear about 54'. This will expose two U-shaped shaft lock washers. 4. Remove the shaft lock washers. This will allow the axle assembly which in cludes the wheel and the brake drum to be pulled out, thus exposing the brake hoes and brake mechanism. 30 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Huck Broke Adjustments Minor Adjustment it 5. Check rod* and cross shaft# to #ee 1. None recommended on this brake. i that all levers are against #top** # 0. Adjust rods vr cables to thi# setting Major Adjusfment and reconnect. 7. Hack off approximately twelve fiati 1. Disconnect rods or cables at clevis ` of adjusting nut (A). end. NOTE: On Chcvrback o ad 2. Looten cam centralizing bolt (P). justing scJvw wheel is iu*t free; 3. Take up on adjusting nut or screw * then tigVv'i .'!/using screw Jock not. (A) until heavy drag is obtained. : 8. Equalize at adjusting nut or screw Tighten cam centralizing bolt (B>. (A). ' Areroge lime required to reline four wheel brakes--4-6 hours. Maintenance Suggestions Due to the weight distribution on 1933 Chevrolets ;m>! Pontiacs and to the fact that the cross-shaft is full floating, it is necessary to use high friction lining on the front wheels and low friction lining on the rear wheels fo get good performance without skidding the rear wheels when the brake is applied. Vu'tibestos TAILORED Set T-614D supplies the correct combination of linings to overcome this difficulty. When centralizing brakes be sure that cam carrier bracket may be readily moved with a light tap of hammer. It is often found stuck by rust or paint, which prevent* centralizing of shoes and prevents the "energizing" action. Use penetrating oil to loosen. On Buick cars with lubricating fitting on cam assembly, over-lubrication runs through mechanism and gets on the lining. An easy way of centralizing shoes is to loosen cam carrier bolt and kick foot pedal on and off hard several times. Then hold pedal on and lock cam carrier bracket. Clearance should be about .012" at all points. A clearance of less than this will inhibit the energizing action and cause hard pedal. To take up excessive lost motion in control system, disconnect rods or cables, adjust brakes to drag, refit cables to brake, and then follow through on adju.tmenta. Late model Cadillac and LaSalle cars equipped with booster brakes are adjusted according to standard procedure. Huck brakes often develop squeals and squeaks tb3t can be traced directly to faulty adjustment or genera! sloppiness and looseness of the brake mechanism. In a few cases these noises are attributable to the lining and can be cured only by replacement of the faulty material. In the majority of cases the various causes of these noiaea may be cured by the following suggestions: Coot* j] Remedy Loose shoes due to loose spring guide |i Clips or loose spring washers. ' Worn anchor pins and anchor pin hole*. Side play at fittings between anchor pins and shoes. General looseness, due to weak brake springs. Shoe* not centralized--toe or heel contact. Shoes bent or cocked giving edge contact when brake is firBt applied. j , Backing plate warped or thrown out of line by strain of frequent emergency stops. Lack of lubrication. . Knock when brakes are applied. i. Squeeze clips together and replace shoes without springing clip# or, ir case of spring washers, insert a space? washer or replace with new spring*. Replace worn anchor pins. Insert a spacer wanher to remove all aide play. Replace with new brake springs. Centralize shoes according to stand ard procedure. Straighten or replace shoes nr, if not too severe. Band off lining at oiiginaJ contact points. Replace backing plate or, if not too badly warped, loosen nut# on backing p!ae r4 turn. Apply heavy f*bre grease sparingly to anchor pins, guide c'ips, and other bear ing points. Tighten backing plate bolt#. 31 MULTIBESTOS HANDBOOK FOR B.RAKE SERVICE HUCK BRAKE (Two Long Shoes) HuCK brakes with two long shots are fundamtotally tbs lima as ths earlier type with the long and ahort ahoe. Except for the 1934 Chevrolet they have a floating ahoe and an anchored ahoe. In the 1934 Chevrolet brake both shoes floated. On the 1934 Chevrolet, both the ahoea have articulating- (hinge) Unke that are Interchangeable. On the 1935 models, the articulating (hinge) link of the reverie ahoe ia alightly curved and fita over a pin faatened In the anchor end of the reverie acting ahoe. The reverie ahoe now being held at two points is prevented from lifting away from the drum when the brake ia applied with the car in forward motion. Thla gives more uniform wear. Ai in all previous model! of this type of brake, it is essential that shoes be held as rigid ai possible to avoid squeaks, squeals and groans. The brake clip on the forward shoe has a steel spring, while the clip on the reverse ahoe holds the ahoe snugly only when squetred together tightly. Spring waihere hold the hinge links securely to the ahoe. These must be tight to avoid looaeneas of the shoes but must not bind. Anchor pirn, hinge pins and spring clips should be lubricated with fibre grease to assure easy brake action. A short rigid cross shaft is used on the 1934 and 1935 Model Chevroletl. This takes the place of the floating full length cross shaft uaed on 1933 and earlier models and helps overcome the difficulty previously experienced in balancing braking per formance between front and real wheels. The axle shaft on the 1934 and 1935 modela. Blrallar to that on the 1933 model, is pressed into a flange which is attached to the drum and ia so arranged that a wheel-puller cannot be used to remove the rear wheels and drums from these cars. There are no peep holes in the drums to examine the brake lining. See Page 30 for procedure for removing rear wheels. 32 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Brake Adjustment for T934-35 Chevrolet Huck Broke* Major Adjustment !| from their stops in hooking Up the 1. Disconnect pedal pull back spring , brake rods. and pull rod, front and rear pul! rods 5. Centralize shoes in drum as follows: and hand bfake pul! rod. ' (a) Loosen cam centralizing bolt 2. Set hand brake lever to extreme forward position and assemble hand brake pull rod after it has been set ; ' ; <3). (b) TigVcn up on adjusting nut or screw f A) until heavy drag is to its proper length (1SJ." between ' . obtained. rear of front hole and rear of slot (c) Tighten centralizing bolt (B). at opposite end) (1154* for DB -/, ton truck). 1 5. Adjust clearances by backing off ad justing nut (A) until wheels turn 3. Hook up pull back spring and set freely. brake pedal stop for %' clearance between floor board and pedal. : 7. Equalize by loosening adjusting nut 4. With the brake pedal against its stop, j (A) on tightest wheel. adjust the pedai pull rod to its proper ! THE SAME GENERAL ADJUST length, connect up front and rear MENT PROCEDURE APPLIES TO brake rods and cables to take up all ! BUICK AND CADILLAC HUCK slack. Do not move cam levers away BRAKES WITH LONG SHOES. .' Average time to retine four wheel brakes between 4 and 6 hour*. Maintenance Suggestions The maintenance tuggestions shown on Pages 20-31 for the long and short mhoe type of Huck brakes also apply to this brake mechanism. ` Front brake cablet on 1934-35 Chevrolet* are identified by a letter "I/* or "R" on the brake rod end- These cables are not interchangeable. In aisembling thoes, watch movement of articulating link and shoe. On spring clip# that hold articulating link to brake shoe be aure they are well lubricated with fibre grease. Do not tighten nut so that correct brake action is retarded. We suggest ia tightening that the nut be fully tightened and then backed o5 yA turn. Squealing on the rear brakes of Chevrolet passenger cars and trucks is usually due to the fact that the lining is making toe contact only. Very often it is found that the nut at the end of the articulating link where it connects with the brake shoe is too tight. This does not allow easy pivot action of the brake shoe and defeats the purpose of the articulating links (hinge link). Loosening this nut and lubricating it usually overcomes squealing. On some of the heavy cars equipped with Huck brakes, washers are used an fillers and additional washers may be used to take up side play of the shoe and yet not make the shoes bind. The front end shimmy on 1924 Chevrolet can often be overcome by tightening the steering mechanism and truemg tip the drums. However, several cases have been found where the bushing in the backing plate wliich goes over the spindle it . worn so much that it is necessary to replace it. ' 33 MULTI BESTQS HANDBOOK FOR BRAKE, SERVICE LOCKHEED HYDRAULIC BRAKE RiHT FRONT IRAKI YHIS type of brake fa practically aon-raergiring brake actuated by hydraulic force. The pressure applied at the pedal is transferred to the wheel cylinder by a column of non-compressible fluid which assures equalised pressure at all four wbeels. However, as return springs are attached to the shoes it is essential that these springs be equal in tension to preserve the balance afforded by the system. Certain intermediate type trucks and a few of the later passenger cars utilise a diiTerent sire hydraulic cylinder on the front wheels than on the rear. This distributes the pressure in the desired ratio front and rear and thus controls the braking performance of the entire system. Some 193} ears are equipped with "atepbore" wheel cylinders which have different siae cylinder pistons operating forward and reverse acting shoes, thus giving greater pressure on one shoe than on the other. See Page for description. ' A moulded lining of the type supplied in Kultibettos TAILORED Sets should be used to assure good performance, long Ufa, and freedom from noise end scoring. 34 ' MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Lockheed Hydraulic Brake Adjustments Affoor Adjustment 1. Check pedal for play. (Should be J4'*> 2. Set out top cam (A) on forward shoe until wheel is locked. Back off until free. 3. Set out top cam (A) on rear shoe until wheel is locked and back off until free. a. Follow same procedure on remaining wheels. 5. Check and fill supply tank. (Use gen uine Lockheed fluid.) NOTE: This adjustment should give you solid pedal. If this is not ob tained. check for leak*--repair and bleed system. Major Atfjoitmenf 1. Looten anchor lock nut at (B). 2. Set cam* (A) in released petition. 3. Mount ring gauge or dummy drum on spindle or axle. 4. Set out top cam (A) on forward * thoe until slight drag is obtained. Set eccentric anchor pin (B) on same shoe until ring gauge becomes free. 6. Check with feeler gauge--heel .005" , --toe .010". ' 7. Lock anchor nut at (B) tight. 8. Set rear shoe in same manner using ; same q. V./r 9. Lock aruhor nut at (B) tight. 10. Follow s.ime procedure for setting shoes on remaining three wheels. 11. Check supply tank and add Suid ff necessavy. NOTE I: This adjustment should give , you solid pedal. If not, check for ! leaks--repair and bleed tysteia. VOTE 2: In reassembling brake shoes, ! care should be taken to see that long i shoe is the forward shoe in each wheel. j VOTE 3: When repairs are made the . system must be bled. In bleeding lines if is absolutely necessary to IUZ ! the supply tank after the bleeding ; of each wheel. Average time to reline fovr wheel broke* between 4V2-SV2 hour*. Maintenance Suggestions In cut it is necessary to replace a shoe return spring be sure that opposite brake hat a spring of the same tension. Keep the return springs in pairs of equal tension. It prevent* unequal brakes which may cause car to duck or dive to the left or right. Squeal--often caused by sloppy or worn shoes or bushings or improper anchor adjustment. Squeala are often caused in this brake mechanism by window, or open space, between the brake shoe and the lining. The use of a filler material a explained on Page 3 will usually overcome such noises. Lateral vibration of shoes causes squeal and noise. This may be overcome by the use of shims or spring washers on shoe guides. Present washers may be bent to make a spring washer. A spongy pedal usually indicates air in the fluid system. It is advisable to wire up wheel cylinders before removing shoes to prevent pistons being accidentally blown out. Saves reblecding the system. Setting eccentric anchors should always be done by turning them toward each other so as to bring shoes down and out into the drum. The wrong procedure here sometimes results in excessive forward shoe lining wear. ' On cars where eccentric anchors cannot be turned from outside it is suggested that they be removed and the end of the screw portion slotted for a screw driver. 35 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Lockheed Hydraulic Brake Adjustments (Continued/ A* anchor bolt* are cast hardened, it ! necessary to grind off hardened lurface of threaded end so that it may be slotted. - Whenever possible replace shoe*, anchor*, etc., from tame place a* originally rcmovci. Thi* avoid* considerable unnecessary labor in malting adjustments. If new fluid in Hydraulic system it necessary, use only new, clean Hydraulic fluid: Bleeding of Hydraulic brake systems Is recommended by following the procedure as outlined below. (See Paget 44-46 for more information on Hydraulic systems.) Use two men, one man at the brake mechanism and one man in the car. Keep the supply tank filled at all times (master cylinders with the supply tank cast in the same unit require filling after four ttiokes). An automatic refilling tool for tha brake master cylinder a* illustrated in Fig. 1 will prevent it from running dry during the bleeding operations. The man in the car should pump up'pressure with the pedal, bolding that pressure with .Us foot. The maw at the brake plyhr the * bleeding system $4 turn. Tbs man in the.ear pushes on the pedal, and' before it strikes the floor he should Instruct the man at the brake to lock the system. This operation should be repeated four or five times os each wheel in the following order: . 1. Right rear,.- ' ' 2. Right front. ' '3. left rear.. '.. . ~r, ' '4- Left'front,' . This method of bleeding assures removal of all air In the. frost line and avoids the possi bility of spongy pedal and poor performance. . ' " ' There are two arrsnge- ' meats of the step-bore cylinders ' found on 193$ cars. In one class the 'larger cylinder, operates the' reverse acting shoe, giving _ ' - * . more uniform wear of the brake Usings. Tins arrangement is found on csrs In the Chrysler group. In the other class the larger bore cylinder operate* the forward acting shoe, giving a very effective brake. This arrangement is found on 1935 Studebakcrs. . , Cars in the last named class have experienced excessive forward acting ahoe lining wear. It ha* been found that the wheel cylinders can be interchanged right front with left front, right rear with left rear, giving a system where the larger bore cylinder act* as the reverse acting shoe. Aa only three studs are used to hold the brake cylinder to the backing plate. It is nacMSacy ip frisking fhi change to drill one new hole in the backing plate. . . \ .. 36 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Oftentimes a ring gauge or dummy drum Is not available for adjusting Hydraulic brake system*. The following It a method of adjusting Hydraulic brakes without the use of either of these useful appliances. Adjusting Hydraulic Brakes Without a Ring Gauge I ! j | | j j A The adjustment of Hydraulic brakes with a ring gauge very aimple, but when no ring gauge is available and there are no peep hole* in the drum, a correct adjustment is often quite difficult to make. The method of "feeling in" the shoes as given in detai' below has proved very satisfactory and can be easily mastered after a few trials. 1. If eccentric anchor bolts are not slotted for s screw driver remove them front the backing plate, grind off the casehardened surface and slot the end with two hacksaw blades placed side by aide in the same handle. Slot all anchors In a like location to that the slot is at right angles to the high and low tides of the eccentric anchor (see Fig. A). 2. Replace anchors and shoes in brake mechanism and turn eccentric anchore by means of screw driver inward and toward the axle so that the shoe is thrown as far away . from drum as possible. Also turn cams inward and toward the axle. All shoea will then be in a position as shown in Fig. 1. 3. Adjust one shoe at a time. Turn' cam out and away from axle until brake just drags. (See Fig. Z.) 4. Turn eccentric anchor inward and toward the axle by mean* of screw driver until drum turns freely (Fig. 3). Note that the movement of the anchor lowers the shoe so that lining at toe of shoe no longer drags. 5. Again turn cam outward and away from axle until toe of shoe just drags on drum (Fig. 4). S. Then turn eccentric anchor in same direction as in (4) until drum turns freely. 7. Repeat (S) and (6) until further turning of anchor will not free the drum from the drag obtained by setting out cam. When this condition is reached, shoe will be in a position as indicated in Fig. 5. 8. Then back off both anchor and cam very slightly until drum turns freely. 9. Repeat the above procedure on all shoes, and a brake adjustment very close to the tolerances of .005" clearance at heel and .010" clearance at too will be obtained. (See Pig. 6.) 37 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE MIDLAND STEELDRAULIC BRAKE CLEARANCE CLEARANCE CLEARANCE LEFT FtOKT IUKI , THIS brake is highly energized brake. Pressure on the brake pedal It truss. nutted through rod* and cablet into a direct pull on the toggle inaide the brake drum. Thii toggle force* the flexible end of the brake band into contact with the rotating drum, which tend* to carry It around, thereby forcing the rigid portion of the band against the drum with great force. Soft woven lininga give a grabby action on thi brake, while rigid moulded and non-compreaaible woven lining of the type supplied in Multibeatos TAILORED Sett aaaorea good performance, toft pedal, and long life. The above diagram thowa the latest model. T section, Steeldraulic brake equipped with long toggle. Earlier model* embody the aame principle but are slightly diflerent in construction and method of adjustment. U-section shoes and short toggles were standard equipment on cars made prior to August, 1930, and in certain mode! cars difficulty is experienced in obtaining *oft pedal. This difficulty is overcome by the correct type of lining--TAILORED Sets supply thia without any gues9-work. The moulded lining as supplied in Multibestos TAILORED Seta is used on the flexible end of the band. The compressed woven lining is used on the rigid end of the band. This combination assures good performance, long life, correct effective ness under all weather conditions without grabbing. 38 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Midland Steeldraulic Brake Adjustments Minor Adjustment '' between drum and lining are neett* 1, Depress pedal three inches *rnm floor, then adjust nuts (C) at flexible end of band to give proper equaliza tion. sary when greater effectivenet" U de sired. However, with Muliibdtoi TAILORED Sets it is recommended that the clearance between the drum and lining on the rigid end of shoe it 2. Always check clearances at anchor. ' eccentric <B> be set at approximately .020*. In siting *he brake mecha Mofor Adjustment ; nism by depressing the pedal half way as shown in Adjustment Recom 1. Adjust cable or rod to obtain 1/16' mendation 3 be'ow, the clearance clearance between the anchor (A) between the drum and the lining on and the flexible aide of the shoe. (See j' the flexible side of the shoe may ex maintenance auggestions.) ceed .020* in certain cases. Ai long 2. Adjuat eccentric (B) for .020' clearance between lining and drum at that point Turn adjusting nut <C) to obtain .020" clearance between lining and drum on the flexible aide of shoe, , !; . j; a hi the clearance between the drum and the lining at point B is approxi mately .020", the clearance between the drum and lining at other point! will automatically take care of itself. NOTE: Clearances of .040* between the lining and the drum were previously recommended for Steeldraulic brakes. Multibestos Institute men I i. l! 3. Depress pedal half way. Take up on adjustment (C) on flexible side of shoe until the proper equalization ia obtained. have found that such large clearances 1] 4. Release pedal and check for drag. Average time to reltne four wheel brakes between 5'/ and & hours. No time allowance has been included ii it is found necessary to replace cables or free them np. This matter should be considered very carefully before quotiut oa brake jobs foc^SteeldrsuIic brakes. Maintenance Suggestions To adjusting length of rod bold cable end with end wrench as shown in Fig. 1 below, so that turning of the rod will not twist cable. This is important for correct operation of cables. Fig. 1 Mark shoes before dissembling and reinstall on same brake as that from which they were removed. Do not exchange shoes, as they are fitted to backing plate for centralising. Take care that shoes are not distorted in relining. 39 MULTI8ESTOS HANDBOOK FOR BRAKE SERVICE Midland Steeidraulfc Brake (Continued! A slight film of fibre grease on backing plate where shoe is held to plate insures free action. Do not try to obtain a high pedal, a high pedal, usually results in a bard pedaL Putting lining on in two piece* inure tighter fit, especially where brake clamp* are not available, and enures flexibility of the band. Cables must be free in conduit. Be fare cable i* not frayed inside conduit, a* it prevents complete brake action, although you may have apparent freedom. Don't take chance*. If in doubt replace cable. When rea**etbHng brake, be tore the toggle* are placed over the clevia pin* before return spring i* booked. The commonest cause of hard pedal ia improper adjustment. Be tore you can get the 1/16' clearance between the anchor pin and the flexible shoe. If you cannot, it means that the cables have stretched and must be renewed. Half of a 1/8' cotter pin make* a good 1/16' feeler gauge for setting clearance at anchor. Shoes should be centered vertically so that a clearance of .020' is obtained at the bottom. This is done by Sling out anchor pin openings in shoe* or by hammering down lip* over anchor pin. Shoe return spring on flexible end should hook ovsr clevis pin Inside of shoe next to backing plate. This eliminates squeal, as it prevents twisting of flexible tide . of shoe. ,, To increase the pedal travel on 1929 Pontiaca, release (ha Jam-nut on the pedal stop screw and loosen the stop screw. Adjustment of this stop screw will increase pedal travel from 4' to 6', Care must be taken, however, to set the pedal so that there will be shoe clearance between the pedal and the floorboard to avoid rattles. After msking this adjustment, the stop light switch spring should be stretched so as not to retard the return of the pedal to normal release position. It has also been found on 1929 Pontiscs that the push-pull rods between the pedal and the cross-shaft must be adjusted so th*(t when the pedal is fully depressed there is no twieting action on the cross-shaft, nor any strain on tha rods. These push and pull rods must be adjusted by "cut and try" methods until the clevis pins at the ends of both rods line up with the holes at the cross-shaft lever both ia released and depressed position of the pedaL . On the 1935 Htrpmoblle Steeldraulie brakes pliers are not required to make adjustment*. The knurled pin C U operated by an adjusting screw located so as to be easily reached'from the outside of the teirig plate. Some of the 1935 Hupmobile models have vacuum power boosters operating the Steeldraulie brakes. Models D and O have Hydraulic brake*. . 40 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE STEWART WARNER POWER BRAKE RI5HT PRONT BRAKE THE Stewart-Warner power braking system used on all 1933-35 Pierce-Arrow car* comprise* * mechanical power unit at the rear of the transmission and StewartWaraer mechanical wheel brake*. The treadle-type brake pedal is connected to the power unit, and depressing tha pedal brings a pressure plate into contact with the rotating friction disc which i mounted on two threaded member* or actuator* on the transmission shaft. Pressure applied to the disc momentarily retards its speed in relation to the speed of the ahaft and causes one of the actuatora to screw out against a yoke shaft and operate the distributor lever to which the front and rear brake cables are attached. The outer actuator screw* out to apply the brakes when the car is going forward; and the inner actuator, when the car is moving backward. A dense Kigid Moulded lining of medium friction is required for this brake to give euitable performance. Specific Multibesto* TAILORED Sets are made for this brake mechanism. Adjustment Rosvtr UnH Adjustment (The power unit adjustment consists of a single turnbuckle on the rod con- j : 3. Tighten cables until wheels again lock when turned by hand. 4. Tighten lock cable lock nut*. nectlng the brake pedal to the power 1 Wheel Broke Adjustment unit.) I 1. With wheels jacked up. tighten ad 1. Jack up rear wheels and run engine justing nuts (B) so that wheel* lock with transmission in high gear, ij when turned by hand. 2. Release lock nuts and tighten turn- j 2. Back of? front wheel adjusting nuts buckle until distributor shaft moves . forward a slight amount. Then back ; (B) 10 notches each and rear wheel adjusting nuts (B) 12 notches each. off turnbuckle just enough to permit j 3. If it ia necessary to centralize brake distributor lever to return to the j; shoes, screw centralizer screw rC) "off" position, j in until brake drags slightly, then 8. Back off turnbuckle additions! half- |l back off centralizer screw until wheel turn and tighten lock nuts. I is free {approximately 6 notches). ll To Check Wheel Brake Adjustment Coble Adjustment '' drive car at approximately 25 m.p.h. on clean asphalt street and apply brake* 1. With wheel* jacked up, and cable ed- . gradually, increasing pressure *u5- justments backed off to provide slack . ciently to cause wheels to lock. Should in cable, tighten wheel brake adjust there be any variation shown by the ing nuts (B) until wheels lock when , markings on the road surface, beck off turned by band. the adjusting nut on the wheel* showing 2. Back off aaob wheel brake adjusting j: the heavy braking until braking I* uni not (B) two notches. > form on all four wheels. 4T MULTIBESTOS HANDBOOK FOR . B * AKE SERVICE NASH FRONT WHEEL BRAKES (Prior to 1930) LIFT FRONT 8RAKE Three different front brake mecha nisms as shown on thia page are used on the various models. The principle used in ail three is *he same and they differ only in minor details of construction. Fig. 1 it* Light Six Specie.' Six IWJ, *27, *24 The front wheel Internal brakes on Nath ear* prior to 1930 require a rigid moulded, medium friction lining as sup plied in Hultibestos TAILORED Sets. Fig. 2 Rear View - ]I nw!e!i 1936, `27. `14 Fig. 4 1919 Nash Strle* 400 42 Fig. 3 Advanced 5?x 1926. '27. *26 M Fig. S Rear View 1929 Mash Seri#* 400 . . MULTI8ESTOS HANDBOOK FOR BRAKE SERVICE 1926-1929 Nash Front Brake Adjustments 1. Jack up all four wheels, free up and lubnca** *1! connections, adjust wheel bearings and tes*. for eccentric drums before making any brake ad justment*. 2. Disconnect both front brake pul! rods and loosen brake clearance ad justing screws (A) and (B) until there is no lining drag. 3. Serew in adjusting screw (A) until wheel drag* and back off until wheel turns freely. 4. Screw in adjusting screw (B) until wheel drags and back off until wheel turn* freely. 5. Apply brake with monkey wrench on operating lever (C). With brake ap plied this lever should stand directly in line with center line of front axle of car. If not. loosen anchor screws (D) and with light hammer tap clamp r?a*e (E) toward rear of car sbout 1/16". 6. Tighten anchor screws (D) and apply brake with nvuikcv wrench on oper ating lever ;>! see if lever is in line with axle. 11 no*, change position of clamp p!a*c *.!-) by loosening anchor screws (!)>. a*v! tapping with ham mer ut!*i) the lever does line up with the front axle. On 1929 4Q0 seriee models shoe lever (F) should stand vertical when brake is applied. If not, adjust the length of link (G) until with hrnke applied shoe lever stands venicc! and operating !ever I* in line with center line of front axle. 7. Recheck lining clearance at shoes by means of adjusting screws (A) and (B) and reconnect brake rods. 8. Equalise by adjusting screw* (A) and <B) on heavier wheel. Be sure and tighten locknut* on screws (A) and (B) after final adjustment. External rear brakes are adjusted in accordance with standard External Brake Procedure shown on Page 23. Maintenance Suggestions Lining* for 1928-1929 Nash From Brakes should have a long chamfer to avoid grabby and erratic brake*. According to the Nash Company the long chamfer should be on the toe Of the primary or short shoe (the end of the Bhoe away from hinge pin [H]) and on the toe of the secondary or long shoe (the end of the shoe nearest hinge pin [H]). Multibestos Institute men have found that squeaks and grabby brakes can often be cured by also chamfering the lining back about 2 inches at the heel of the primary or short shoe. If Nash front wheel brakes are grabby the first thing to check is to see that operating lever (C) is in line with front axle when brake is fully applied. Crabbing of brakes after adjustment may often be corrected by centrallrlng the brake shoes in the brake drum. A jig for this purpose is supplied by the Nash Com pany. In the absence of a Nash jig centering may be accomplished by removing the front wheel, loosening slightly cap screws on the backing plate, replacing the wheel, and applying the brake hard two or three times. Then remove wheel and tighten cap crews securely without changing the position of the backing plate. This ceatralire* the shoe* within the brake drum and usually overcomes grabbing tendencies. 43 M U LTIB E S TO S; HANDBOOK FOR.B R A KJE. SERVICE HYDRAULIC BRAKE SYSTEMS A--R*i &--Platon C--Comp*ntlnR Port HoU D--'Primary Cup Cp-!Vcom1ai7 Cup F--Vent G--Boot H-- U'sa.Ser I--Spring ---Ou:!e<: to 9rVe 5*tom K^Piiiol Cffpa N-- (Mil. 11 Vent Cap lJ it(- * * ! nVf 0---0ul !rt Valv? P--ii Spring WaStr * Fit?. 2 ` Spring Stup R._Trjfel Port S --Boot CHp T--Double Chock Va^ve Fig. 2 Box Type Muter Cylinder Bi El Fi Dr F*Ee Fig. * Step-Bore Wheel Cylinder A'--Outer Ca1ng B*--RobSeT Soot C* -^onneet'ng Link D1 --Platon Cup Hoturn Spring f --Pltton E2--Sma3!r Putao Ft--Ptto*j Cup FJ--Putna Ct Ci-BMr VaN w *: 44 Tire bjrdranlle wheel cylinder need o* the SteeldranlJc brake la ehown in Pig. 5. Note the tut of a rigidly held rabbet diaphragm*. Bi Bf A' t' & t' Fig. S--Wheel Cylinder MUL.TIBESTOS HANDBOOK FOR BRAKE SERVICE TThE master cylinder shown in Fi*. 1 is the integral tank master cyliQ<5ef (compensating type) in common use on 'ate model cars. The Barrel Type cylinder (not shown) is on the same prmciple, except that a dash type gravity supply tank it used. The Box Type master cylinder (Fig. 2) is the same as the barrel type except that the master cylinder itself is submerged in a reservoir of hydraulic fluid instead of having a dash supply tank. The plain mastet cylinder (non-compenaa#ing) is a simple cylinder u*ed in con junction with a dash supply tank equipped with a plunger pump t>. replace fluid lost by seepage or when bleeding the system. Compensating type cylinders: 1. Constantly maintain the correct volume of fluid under varyirg heat conditions. 2. Constantly maintain the correct volume of fluid under extreme cold conditions. X Automatically replace fluid lost through gravity seepage or slight leaks. 4, Eliminate pump in supply tank necessary during bleeding operation. \Wheet cylinders, although differing slightly in appearance, all operate under the tame principle as the cylinder picture in Fig. 3. The workings of a hydraulic system are as follows: 1. Depression of foot pedal causes piston (B) and cup (D) to move forward in the cylinder barrel. A very small movement forward of cup (D) close* com pensating port hole (C) and the pressure stroke commences. 2. Fluid is forced through copper tubing and flexible hose to the wheel cylinders, which, under hydraulic pressure, causes the wheel pistons (E.) and connecting links (Ci) to move outwardly againet brake shoes, thus expanding the shoe* and lining against the drum. The column of fluid being incompressible and auto matically maintained at the correct volume, is, by the principle of hydraulics, transmitted to all surfaces with equal and undiminished force. This assures eyvaiixaticn ol pressure at all four wheel cylinders. 3. Removal of pressure from brake pedal permits return of pedal and push rod (A) to their off position and return of piston (B) and cup (D). Removal of hydraulic pressure at the wheel cylinders allows return of the brake shoes to relaxed position because of tension of return brake springs. 4. The construction of the above type of compensating evlinder equipped with a secondary cup (E) allows fluid on both sides of the primary cup thus avoiding air pocketing. The return to off position of piston (B) and cup (D> is much faster than the return of fluid from the braking system through outlet (J). A* a consequence a momentary vacuum is created in cylinder barrel and additional fluid is drawn into system through drilled holes in piston (B) and past lip of cup (D) as well as through compensating port hole (C). As the fluid flnaJJv returns to master cylinder excess is by-passed through compensating port hole (C) back Into the reservoir. 5. Expansion of fluid due to heat, contraction due to cold or loss by seepage or bleeding system is compensated by flow in either direction as the occasion demands, through compensating port hole (C). 6. A double check valve (T) is used in all master cylinders of the compensating 'ype. It is held at the closed end of the master cylinder barrel by the piston cup return spring (I). This valve performs two functions: (a) It acts as a seal to prevent fluid or air being drawn into the system during the bleeding operation and prevents entire loss of fluid in case a break in the tubing occurs. (b) It maintains a slight pressure (approx. 7 lbs.) in the brake system--not suffi cient to cause the shoes to drag but enough to assure immediate action at the wheel cylinders when foot pedal is depressed. A slightly higher pressure (!C-!2 !bs.) is maintained in some of the newer hydraulic systems, Wheel Cylinder* on Some 1935 Model* 1935 Chrysler. Dodge. Plymouth, and StudebaUer cars are employing a new "Step-bore" wheel cylinder construction (see Fig. <} ip which pistons of different diameters are used on forward and reverse shoes within the same brake assembly. 45 M.Ot.TIBESJOS^ HANDBOOK FOR BRAKE SERVICE Hydraulic Broke Systems (Continued1 Tfifj give* right end left hani cylinder* which are not inferchangeable a auch. Accordingly, in cate of removal of thete cylinders care must be exercised in their replacement. On 1935 StudcbaVer models the large bore it alway* assembled toward the front of the car. (See maintenance note under Hydraulic Brakes.) On the Chrysler cars the large bore i always assembled toward the rear of the car. The cylinders are marked (R) to indicate the reverse acting shoe connection. As the front wheel brake cylinders are different from the rear wheel brake cylinders in their cylinder bore sires, they should never be interchanged front and rear, as it would cause badly unbalanced brakes. Maintenance Suggestions 1. Master cylinder supply tank should be kept full of Sold. *' 2. Air vent at top of vent cap (N) should be kept open and free from dirt. 3. Compensating port hole (C) must be kept open. Locked brakes, spongy pedal, and no brakes at all may all be cauaed by blocking of the compensating port hole. 4. ONE HALF-INCH FREE* MOVEMENT OF ROD (A) IS NECESSARY WHEN PEDAL IS RELEASED. Should rod be adjusted tightly against piston (B) then compensating port hole (C) will be blocked by cup (D) and com* penaating action of master cylinder will be destroyed. J. Examine cups (D) and (P) occasionally and,*if swelled, replace. 5. Leakage of fluid past piston (E) may be partially remedied by the replacement of cups (F) but, if cylinder walla are scratched, reluming is necessary. T. Bleeding the system. (Whenever system has been disconnected or when air it found In the system It is necessary to bleed the lines.) (a) Fill supply tank with fluid. (An automatic refiller bottle like Fig. 1, Rage 36, will prevent master cylinder from running dry during bleeding.) (b) Remove cap from bleeder valva (GJ and screw in bleeder drain--brass fitting with rubber tube attached--tbe end of which is immersed in clean container partially filled with brake fluid. . (c) Allow tube to bang in dean container--unscrew bleeder connection fi turn* and depress foot pedal slowly by hand to half the limit of its travel, allowing spring to return pedal to on position. End of rubber hose should be kept below surface of liquid in container. When all air bubbles cease to appear (approximately 6 to 10 half strokes of pedal will be necessary to bleed each wheel cylinder) close bleeder connection. . .. (d) Repeat on each wheel cylinder--making sure that supply tank it filled after bleeding each wheel. Fluid withdrawn in the bleeding should not be used again. . (e) When bleeding operation is completed, the fluid reservoir mast be refilled to within 54' of the top. ' 8. Conditioning Hydraulic system for extreme cold weather condition*. (This procedure should be followed In all sections of the country where zero tempera tures are experienced daring winter months.) . (s) Use light metal cop expander Inside rubber cups (Pi) to hold skirts of cup more closely to the cylinder walla. (Extreme cold weather causes slight shrinkage of rubber cupr. The expander is of no value to increase the piston seal until the akirt of the rubber cup contracts due to cold.) (b) L'se sti/Ter coil spring (D,) between the two wheel cylinder pistons. These heavier springs are usually dull in finish in contrast to the standard spring, which is quite shiny. (c) Driin and refill system with special cold weather hydraulic fluid. 9. Use genuine hydraulic brake fluid. Engine or any mineral oil will render the brakes inoperative and will necessitate replacement of all rubber parts in the system. 4b i \ 4 V }* j * I > 1 1 r ti MULTIBESTOS HANDBOOK FOR BRAKE SERVICE VACUUM POWER BRAKES *ThERE ere two types of Vacuum Brake Systems now in use: 1. Air Suspended Type: Thin system utilizes the vacuum created in the ;r*ake manifold to operate (within a cylinder) a piston which is comu'C*cd to ;> Ywr on the brake cro* haft. The air suspended system is plway* used in c^nunittion wi*S an external valve, either pul! or pusher type, depending upon room for installation. Z. Vacuum Suspended Type: :n(a) Plain cylinder with external valve. This tystrm also utilize* the vacuum created *.'ic intake manifoV but differs from the a^r suspended type insofar as 'he entire system is con- tantly under vacuum. Admission of air to one ide of the booster cylinder by mean* of the external valve applies tbe pressure to the braking system. (b) Internal Valve Type Cylinder: This system i under vacuum at all times when 'he engine is running and is similar to (a) except that the valve controlling intake of air to the cylinder is built within the cylinder itself. Irrespective of the type of vacuum system, the following principle* apply: Pressure on the foot pedal operates a valve that allows air to enter the booster cylinder in the case of the vacuum suspended type, or air to be drawn from the cylinder in tbe case of the air suspended type. The thrust, caused by tbe difference in pressure at the piston surfaces, is trans ferred by means of a piston rod either to a single cross shaft actuating both front and rear brakes or to separate cross shafts mounted at front and rear of car operating the front and rear brakes respectively. (When a hydraulic system is used the piston rod is attached directly to the master cylinder.) The booster valve (or cylinder with internal valve) is bo mounted on the frame that when pedal is only partially depressed the brake will be only partially applied. Thu is the so-called "holding" position. The mechanism o{ the system is such that the port hole in the valve is closed after the brake rods have travelled a prescribed distance as controlled by the foot pedal. This arrangement allows partial brake application for stopping slowly or bolding back loads on steep grades. Certain booster systems (air suspended type) have a dash control valve to prevent overbraking in wet, icy, and snowy weather. This valve regulaee* the amount of vacuum taken from the manifold. A relay valve is used ;n tractor trailer installations to overcome the "time lag" which would be encountered if no relay valve were used. The connection between control valve and relay valve is a yAm pipe. Immediately upon operation of the control valve, air Is admitted through this line to the relay valve which operates the rparate booster system on tbe trailer. In synchronism with the control valve on the tractor the relay valve allows perfect control of the braking system no matter how long the trailer train may be. Mointenance Suggestions As a general statement, there should be no occasion to adjust any power unit or brake assister unless it has been tampered with or damaged in an accident or removed and disassembled. All adjustments to power units a^e externa!. For complete details on the different brakei we refer you to Mr. Paul Dumas's book entitled "Brakei.** In case of trouble or replacement of the internal parts it is recommended that the power unit should be taken to an official service station fur repairs (BK, Bes'.Ur, or car distributor). 47 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Vacuum Power Brakes (ContinuedJ Pig. 1 show* th# three unit* of a standard B-K hooater system and the relation. hip each unit bear* to th# other. This system I* the one tt*ad oa tha majority of truck installation* and on heavy passenger car* up to 19}}. Similar installations without the valve control on tb dash are equally as common as the three unit system shown. The power unit should be lubricated twice a year through port* in end of cy.inder with two ounce* of Bendix vacuum cylinder oil. Dut cover* hould be removed and the curled hair in the air cleaner washed and thoroughly cleaned in high test gasoline. .. It is important that the rubber piaton rod guard be in good condition and properly fitted in its recesses at each end. The vacuum suspended, internal valve type of booster ayetem commonly found on passenger cars is shown in Big. 2. The arrangement shown is that used on 1913 Studebaker with Power Brakes. The important point to observe is the method of connecting the power unit to the brake linkage ao aa to provide "feel" at th* brake pedal. Tbi* gives a slight play or sloppinet*-to the system not found In conventional linkage. 48 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE MECHANICAL LEVERAGE SYSTEMS AND EQUALIZERS ThERE *rt such 8 vast variety and combination of mechanical leverage hookups on car* that without going into detail for each car. only generalities will bo diacuaaed. To isture maximum braking efficiency all brake levers should be o adjusted that the greateet mechanical advantage i* obtained (see Fig. 1) which mean* that all lever* with brake pull applied wil! be on dead center, Fig. 1 al*o show* that a reserve travel to compenaate for wear of lining thoyld be m*ide in any setup. Figs. 2 and 3 how the wrong position of levers to give greatest efficiency. In the c*e of Pig. 2 the lever is pulled beyond the center, thus decreasing efficiency at the time when it Is needed most, that it, at the greatest pedal pressure, or when making an emergency stop. Pig. 3 ahows the leverage too far forward. A /ever act in tM* position would require unusually severe pressure even to start the brake mechanism moving. v* cf *oia ^ ***V'CD Correct position of Vvrr* tu nur nunumim brok ing efficiency. To lain some rr*wyv* travel t compensate for Wf,r lining, lever* aSould be #t In position ' A) with brakes fully applied. CORRECT . Fig. 1 BH= Wrong position of lever* --. lever pulling beyond center. WRONG Fig. 2 WRONG Fig. 3 A twisted, bent or weak cross shaft wil! not deliver full pedsl power to thr brake which results in hard pedal and unequal brakes. Worn drvis pins should bs replaced as they cause lost motion. Cotter pins should be in good condition end ooot missfag. Th* following diagrams illustrate some of the most common types of leverage hookups. Oftentimes a combination of two or even three of the types is found oa s sing!* car. The same general principles, however, apply to combinations of type* ss wpuld apply if only a single type were used. 49 MU L TI BES TO S HANDBOOK fO BRAKE SERVICE MULTIBESTOS HANDBOOK FOR BRAKE SERVICE S/ngfe Pedal Red Thin is the simplest connection be tween pedal and cross shaft and is used on the majority of mechanical leverage systems. With the brake in applied posi tion the lever on the cross shaft should not pull beyond center. Double Pedal Rod ' The double pedal rod Is el the push and pull type. This is a common ar rangement on cars equipped with Steeldraulic brakes. It avoids twisting or distorting of the cross shaft. When cor rectly balanced it gives good perform, ance. When brake ia fully applied the lever on the cross shaft should not be pulled beyond center. Anchored Single Brake Cross Shaft One of the moit simple and rigid cross shaft* used on mechanical systems is the single cross shaft rotating ia bearings anchored to th* frame of the car. it i Double Cross Shaft A simple double cross shaft shown in thi? sketch is used usually on c*rt where a single cross shaft can not be used because of the construction of the car. It bus he.advantage by vary ing the lengths t!it levers on the two cross shrifts <>.r changing the me chanic*! advantage of the leverage system so as to give greater braking either at 'he front or rear as desired. Multiple Cross Shafts This sketch ahowa multiple cross Bhafts all of which extend the full width of the frame. In the majority of instances where multiple cross shafts are used the cross Floating Single Brake Cross Shaft The floating cross shaft is an inexpensive method of equalising the pull between front and rear brakes. The sketch shown is the type used on the early Model A Ford. Similar type installations varying in design axe used on many of tie lower priced cars. 5fr shafts at either the rear or the front are usually very short. This system is u-ed to overcome difficulties encountered due to the construction of the car. The sketch abown ia of the simple type and no equalizing action is shown. ST MULTIBESTOS HANDBOOK FOR BRAKE SERVICE Vertical Equalizer* This sketch shows the most simple of vertical equalizers. By connecting the pedal rod to an equal izer it is possible to distribute the braking effort between the front and rear brakes to any desired degree;at the same time being sure that if any mechanical difficulties are encountered in any of the brake mechanisms, the equalizer will have a tendency to overcome such inequalities. Equalizers are not always of such simple design. Curved equalizers bending over cross sbafta are common in a great many instance*. In all cases, however, the principle is the same. MULTIBESTOS HANDBOOK FOR 8RAKE SERVICE Kofary Equalizer CKudson-Terroplone Style? Horizontal Equalizer* The effect obtained by a horizontal equalizer is the same as by a vertical equal izer. In the case shown the brake pedal is connected to the equalizer which movet a lever connecting to the front cross shaft and, at the uae time, pulli on a lever i V . The drop forged rotary equalizer is pivoted under center of the frame X member. Each of the brake cables is connected to the equalizer at pointa IJi* from the pivot pin and at such angles aB to insure equal movement being transmitted to' each brake. The connection's being close to pivot prevents distortion under heavy loads. #; L-.. a Equalizing by Changing Leverage* : Drilling of cross shaft levers it often em ployed to equalize brakes. For example, the 1934 KU Terraplane Major Six had a tendency to pull to the left. This was overcome by changing the leverage as shown in Fig. 2. Note that the least leverage is supplied to the left front brake. (Bead Page 13.) which rotates freely on the front cross shaft but which ii connected by means of a short connecting rod to snother lever which is securely fastened to the rear cross shaft. Thus an equalization of pressure is obtained between the front and rear brakes on such a system. 52 > X V- Ft** 2 S3 v*` * MULTIBESTOS HANDBOOK- FOR BRAKE SERVICE 54 Full Cab/e Control . A hook-up fo r to ll c x b l* co n tro l I t p r tc llc x jjy the lam e fo r rod and cable except the* cablee are used exclusively In this eyntem. W ith lo n g cablee carried In conduita It la neceseary to lu b rica te fu lly In order to Ineure freedom o f move m ent. In the m a jo rity o f cat e l the cable ! n o t covered except fo r about threo feet near the brake mechanisms. MULTIBESTOS HANDBOOK FOR BRAKE SERVICE MULTIBESTOS FLAT RATE GUIDE A BRAKE SERVICE STATION' IN ORDER TO BE SUCCESS FUL MUST CHARGE FAIR HOURLY KATES WHICH WILL PRO VIDE AMPLE MARGIN TO COVER FULL OVERHEAD AND PROFIT AND YET BE IN LINE WITH COMPETITIVE PRICES IN ITS LOCALITY. With this point of view' in mind Multibestos again offers its Flat Rate Guide, which allows you to make vour own price, which will guarantee you a fair price for your labor and yet allow you to meet competition. In tbe following table we have listed the cars alphabetically, with their brake lining recommendations. Note that we have left both the prices of the TAILORED Sets and the labor charges vacant for you to fill in. The current list prices for TAILORED Sets are shown on the inside back cover of this book. And on Page 55 you will find a Labor Conversion Table to help you figure the labor costs for each reline more rapidly. In quoting prices for relines BE SURE you know the exact condition o the job on which you are quoting. When new parts or overhauling of a brake system are necessary an added charge must be made. When you find this necessary, always call it to the attention of the car owner and secure his permission to do the work. On the following page is a typical example of how the table is made out in use. The table at the bottom of this page gives the percentage of the complete reline cost that should be charged when only the front or rear brakes are relined. To figure cK*r*et for rvMfting frost or rear brk on'y fwUh Mccotrtptttiy/fig mtlfvmlmmi of on* rtbood Sroke*> znu!:p?y cnmulf'.e rrHn <. by '.be percentage Sown In tHo following tab'*: Type of Br akes Hydraulic SteeldrouJic Tbiec-Shoe Eendix Two-Shoe Bendir Huck pkrcevtaceof -------toy**! K7"E RELIVE T or Front tlrake Ti*!mr For M**r Brake Krlini 60% 60% 60% 60% 60% 707u $57o 65% 65% 65% 55 MULTIBESTOS. HANDBOOK. FOR BRAKE SERVICE LABOR CHARGE CONVERSION TABLE Hr*. 5.75 P- PrrHr.ffl > 4.90 *1-89 *.T0 t.20 rio *1.40 . 1.50 1.69 i 81.70 * t.eo 81-90 92.00 2.10 Mt 1.3 1 1.34 1.75 1.93 2.10 2.20 * 2.4$ 2.63 2.00 7.96 $.1$. 3.32 3.50 >.60 z 1.30 1.80 2.00 2.20 2.<0 2.60 z.to; 3.00 3.20 3.40 3.6o; 3.60 4.00 ! 4.20 214 '.69 2.03 2.25 2.48 2.70 2.93 3.(5 : 3.38 ?.69 3.83 4.05 4.28 4.>0 4.7) :% MS 2.2? 2.50 2.73 3.00 3.25 3-So 3.7? 4.eo 4.25 4.50 4.73 5.00 5.25 1% 2.06 2.48 2.75 3.03 3J0 JJ $.#$ 4.13 4.40 4.68 4.95 5.23 5.50 3.70 J 2.23 2.70 3.90 JJ0 3.60 ; 3.90 4.20 4.50 4.10 1 5.10 5.40 5.70 6.00 . 6.30 J* 2.44 2.93 3-25 3.58 3.00 4.21 4.55 | 4.88 5.20 : 5.53 5.65 6.18 6.50 ; 6.95 jh 2.63 ' 5* 2.01 3J4 4 . 3.00 3.60 <14 ' 5.10 3.83 414 3J4 4.05 4% $.$ 4.26 S 3.73 4.50 *. 5.7$ 4.90 4.13 4.49 J '4.41 4.50 4.05 4.75 5.25 5.00 5.50 4.20 4.30 4.80 3.10 J.40 5.70 6.00 4.55 4.00 $.20 5.55 $.05 6.10 6.50 4.90. J25 j $.60 | 5.95 j 5.25 : 5.63 6.00. 6.38 5.60 6.00 i 6.40 mo ; 5.95 6.38 6.60 7JJ 6.30 | 6.6); 7.00 ! 6.73 7.13 7.50 ' , 7.60 0.00 | 7.65 0.01 8.50 WO- (i) 7-00 5J5 6*7 5 ; 7.15 7J0! 7.00 7A5 ' 6.01 t.ro; .$$ 730 i a.oo! 0.50 | *M 1 7.00 1.40 0.0i 9.45 1.5$ 9.03 9.50 1 9.90 9.00 930 10.00 j 10.50 3 '< 3.94 4.73 5.25 5.74 6-30 6.43 7.35 ! 7.80 . 8.40 ' 0.93 9.4$ . 9.98 10.30 - 11.03 5H <. *3 e.95 5.50 6.05 6.60 7(5 7.70 8.25 8,00 9.35 9.90 10.45 11.00 11.55 5\ 4 ` 5.'6 5.75 6.33 6.90 7.44 8.05 . 6.63 9.20 1 9.70 I0J) 10.95 11.50 ! 12.10 6 4.50 5.4P 6.00 6.60 7.20 7.60 8.40 t 9.00 . 9.60 10.20 10.80 11.40 12.00 12.60 6>i 4.0? 5.85 6,50 7.(5 7.80 5-3 9.10 j 9.75 10.40' 11.05 11.70 ; 12.35 13.00 . 13.6) e 6.00 7.20 #09 8.80 ' 9.69 10-49 1 (JO 12.00 13.80- 13.60 14.40 i 15J0 16.00 r 16.60 How to Use the Multibestos Flat Rate Guide Stamp!* Car--Nash. ' ': . If the rate per hour in your locality if $1.50 an hoof than 4*4 hour* at $1,50.. . .$7.13 Add $5.70 (lift price tailored et T-259) to $7.50 (labor coat) makin* a total of. .$12.83 REMEMBER YOUR RATE PER HOUR MUST INCLUDE YOUR FULL OVERHEAD AND PROFIT. 56 .s Z: * * t . : C-* 5 f y. h 1 i. KAMI OP CAP VKAR AND MODEL TA1LOWKI SKI NO. .0.1. \f.A. Tv-ftr L,iS*t Prajnt *1^Rr*f Pron1. nr Krv Brkr9 . Nw- Dr*kr Jtvun# AUBURN 1935,6-53.......................... 193S. 8-51....................:. 1934. 6-52.......................... 1934. g-59.......................... 1933. 8-195........................ 1934-33, 12-165................ 193J, 8-100........................ 1932, 12-160...................... 1931. 8-98.......................... T-2J3 ET-281 T-233 ET-281 T-22S T-2S2 T-109 T-2S2 T-109 1931-30. Cord................... ET-138F T-109* 2M 28! 2S4 251 279 210 403A 219 493A 13KK I93R B2 B2 B2 B2 S2 B2 S B2 s La ' L 5 5 11* 5 5.\ 5 s S': Sir 6 L**joc Co*t Lit J Coo** Price | ir | 1 11 t j i i 2930-29, 6-80. 6-85. 1929. 78: 1928, 76. 66... _ 1930-29,8-90.8-95........ 1 0?A JtR . .. . T-101 (Above--C*ft Shoe, e'eo T-102 taeCat. 115 Steel ShoeJJ 1930-29. 120, 125........... ' T-102 1928, 115......................... 201 L 5 115 t s !02 L 5 i 1 i !i BUICK ! 1935-34, Sent* *0............1 T-22S 1935-34, Seriet 50............ T-6Z7 1935-34. Serie* 60............ CP-829 1934. Serie* 90.................. ! ET-830 1933.33-50......................' T-814 1932, 32-50...................... 1933.33-60....................... 1 1932. 32-60....................... i T-5J3 1931, 860......................... 2933. 33-80, 33-90............> 1932, 32-80. 32-90.......... 1931, 880. 890................. > T-535 1930. 50. 124" W.B........ 1930. 60, 132" W.B........ , 1930, 40. 118" WB.......... T-S33 1931, 850......................... ' T-22S 1930, Marquette--Ser. 30.' 1 253 B2 5 527 H 5 * j *529 H S ' v 630 H 5; * 614 H 4 n 533 H 4)v 535 H s!i 533 H 4.'r 227 B2 5 \ f ! f i . ' CADILLAC 1935-34, V8-35SD, ,Vl2-' 370D, V164S2D............ i 1933, 355-C "A" 370-C' -12"................................. : 1932, VB-355B.V12-370B, 1933, 4S2-C "16M..................' 1932, V16-0S2B..................... 1931, V-83S5............................... 1931-30, V16-4S2................. ' 1931, VI2-3 70..........................: 1930, V8JS3............................ 1929, 341B................................ 1 art1928, 341 er July.......... ' 1928, 3*1 before July to' 1927.................................. ' CHEVROLET PASS. 1935, Standard.......................... 1935, Master, Comm.. M tn ET-631 T-616 ET-S17 T-535 AT-S2S AT-843D T-627D AT-J26* Buiduty ET-228F Buiduty W1 H t, H s' ; 03 7 327 H 5.' H S )> 326 H S.'f 325 ' 328F 575R H i e; s'A 643 627 H H 4M BYMBOl-S USTOt B3 Beadir T+v SVv B3 Tfcrot She* ttoekc. K KeteroaL 1 latcmeL H Hack. L* S Sveh!fv!!f. SW 5r*r Wtsner. T Pren* Br*Vc. R Rev Brtkt*. Set cen br undnllctf. t Half TAILORED Set required for either from ot row * Two TAILORED Set* nqmted For complete />2sr. 4 When rr'inin* cx&eriwxy br*k*add wddition*] T 5 oum*a labor time* | WSenfcfcnift*trr*r*&e5 tnirredd . edditicaa! 30 misutca labor da*. 57- 1 V<w.npuc 1 TAHX)RKD set no. [ YEAR AND MODEL ` From tod Front or 1 Rear Brake* Rear Brake* TVTe Drake Houit j CHEVROLET PASS 'Con.) 1 5934. DA, Master Six... t_r?7n . 1934. DB. J4-ton Comm! 193*. DC, Standard-Six. AT-63JO } 1933, Matter Six Eagle' t-jCIjf> i and v^-ton truck.. ` | 1933, Standard Six............ AT-S20D ! 1937. Confederate-BA.. 1 1931, AS.......................... ' T-S48D i 1937. BB. M-ton Truck : 1930. AD, Six.................. j 1979. AC. Six................... 'AT-JtJFD 1 Nor-l4RD ! 1978. AB. Pour.................. AT-373FD ' Nor-J41A 627 H 633 tj 614 H 520 H 5*8 H 3I?F 1 ' 336R' E 313F i 341AK E / -'i s 3!H 3. J ?u Coat Price ' ^lete 1 i ! i ? i CHEVROLET TRUCK 1935.1'/S ton.................... | 193*. "Utility, PA, PB,' PC.PD.IJ4 ton../ 1933. Utility, 1M ton....: . 1937. Series N. 1J4 ton..1 1931. Serie, LT. 1,4 ton., 1930, Soiet LS. ton. `. (alao Step-N-Drive) 1930, LR, 1 ton............ 1930. AD, Six. Std.. " Chawij, J *v ton. T~$4SD (a!Step-N-Drive) 1930-28. UP. LQ. 1; j ton 1929. AC, Six.................... 1928, AB, Chassis, Four. f 'ST-444D 644P .'.ST-645D 645R :'T-6Z70* ' AT-5S2RO P'T-OAD* p.AT-SttRD 627P 562R614F S62R H' H/ 55 H H ' ' 4^5 H' h; H5 'T-S4SO* 548F 'AT-562RD S62R H H ' ' 4H5 T-S48D1 !'Nor-577 i i 54 8F H ' 4 577R E ' 548 H 3.^4. 'AT.JBFO , Nor-577 j ' AT-S13FD P Nor-URD 313F 577R 313F 336R i 4 E; i' E < 3M AT-311FD I'NoKICM 313F I 3A1AS E < 3M: CHRYSLER ' 1935, Sx. C-6.................... ' AT-145D* 1935, Eight CZ................\ ajjji 1935-3*. Six. CA. CB.../ 1935. Eight C-l. C-2, C-311 1934, Model Eight CU.)j ET-1SJ Imperial CV.......... 1 1935-3*, Imperial Cua-.j rrjfU tom Eight CW____ ^ j 1933, Imperial CnatoraV yxtt Eight, CL...............11 1933, Imperial Eight. CQ.| AT-174 1933 Royal Eight. CT... T-101 1933 Six, CO........................... T-104 1932 Eight........................ AT-174 1932, Imperial Eight........ T-616 193). Impede! Eight ...\ t10$ 1930, Imperial 89................* 1932, Six................................... 1 T.JJJ 1931. Eight.............................. ,!9x ............ .........., T*KKD 1931-30, 56.............................. 1930, Fargo Freighter. ' 1 ton. 4 and 6 Cyl.' 'T-lttt T-C16+ 14S 192 i 193 i 194 i i 1 ! I7S 174 101 104 174 175 103 !L 1 4>x: ;L \ j .1 , L . <k ! !1 L 5t ii L 5 ! 'L s L '5 L 4.4 L 's L5 L5 101 T 5 104 L 105P . L ' I06R 1 L 1 v' * } f.y i r. t i I .i .i .i : t* : ` ` i 1 ; <Ji 9 ; j i * 58 * NAME OF CAR YEAR AND MODEL ___TAILORED SKT NO Frrvn* pn.1 Fi*<nt r m.MA. Tv|r LS.f Nu.- Br#kr H<ui< Rrar Bukn Pfr UiaVca L-aS^r CX*t Ltat I Cco* Pricf 1 fttSat CHRYSLER (Can.) 1931-30, 70............ 1939-29. Fargo 6, C!ipper 1929-28. 7S. 65............... 1030-21), Fargo 4. Packet T-104D * 1*5 L s 10* L 4 ? .. CONTINENTAL 1 1934-33, 41, 40 Beacon. ET-413 W Flyer...........- 1933.8! Ace 'early models T-109 1933, 81 Ace '.after early model*1'.................. JJ3 S s\" *08 s ''i 4M s S ` . I CUNNINGHAM 1935-33. VI0:1932-30. V9 AT-232R! 1934, W-l: 1933-32. W. T-252 1929. V-8......................... .. T-202 1928-26. V7.................... l.'Z n: i 2M 31 5 4 202 BJ 5' | OE SOTO 1935, SF.......................... AT-145D* W35. SO............................ I934.SE.................... 1933, Six. SD..................' 1932-28, Six...................... AT-174 T-104D* 1931-30. Eight............... . 1*5 L **1 192 L j ` 104 L __ __ DODGE PASSENGER 1935, DU-Six.................... AT-14SD* 1934, DR-Six. DS-Six.... T-195D 1933, Dodge Eight, DO. . AT-174 1933, Dodge Six, DP....... T-179D* 1932, DL-Six...................... T-101 1932, DK-Eight............. AT-174 145 L 4U 195 L 4,'t 174 L 5 179 L s 101 L 5 17* L 5 I I * I DODGE PASS. * COMM- 193S.JCC. KCL............. AT-145D* 1934, KC. KCL............... ET-132 2935-34, KH-30, XH-31. ! T-lOX" KK-32. KH-33. T-102* K-32, K-33, K-34 , 1933, HC. HCL Delivery T-179D* 1932-31. Dodge Taxicab1 1931, DG; 1930, DC 8-, T-101 Pkaa....................... , 1*5 L 4'v U2 L 4.'-; 101 L ' 105 I. ' 5 179 L 4 V. 101 L 5 1931, DH: 1930. DD 6- - ...................... , T-104D' 1931-30. UF-16. F-16. . JO* L 4'x Htea.................... 2930-29, Hew Semcr Six Pam. (Cait Shoe).' 1930-29, New Sr. 6 (Steel' Shoe)......................! 1930-29. DAI. Six-Pa.. 1929-28, Senior Six-Pa ' (Cast Shoe)........... 1929-28, Sr. 6 'Steel Sh'jc; T-102 T-109 T-102 T-102 T-109 T47 L 5 109 L 5 115 L 5 102 L 5 109 L 5 f I i l i 1928, Victory. Six-Pass. u- 'Cast Shoe1 SYMBOLS USED: BJ Braia Two Shoe Bftkt. S3 Bcftdi* Three Shoe Brake. E gjteroai. 1 IsteraaL M Kuck. L tiiOTiiut S StacMTCOlic. T-101 101 L sw S'fwar' Warntt. 7 Fn.r,-. Brakes. R Rear Umkc*. Sa* Can he vjpr';rd vuCfil'td- Half TAILORED Set trqy.rrtJ for criber front or irr brake*. 5 i T*5 TAILORED 6rta rnjuJ/crf for cornplet* rriine. 4 WhcnrgJuun# emrifmcy traferadd dditinoal 1J nsinute* labor time. | WVtif<] nin efnrramcytoraBtadd dditaooal 30 mioatca labor tjeom. 59 SAMS OP CAR YEAR AND MODEL * TAILORED SKT SO. B.L.M.A. Type Labor Prom and Pr^nt or ! No. Brake Hour* Rear Brak** Rear Brake* Labor Co*t DODGE PASS. A COMM. (Con.) 1918, Victory 8 'Steel' Shoe)....................../, T-182 __1928, Standard Six-Pua..: T-4l DURANT 1932, 621, 622..................' TJ02 30, 6I<................. 1930-29, 6-63, Pam... . T-209 1930, 617. Pm*............. 1 AT-405 1931, Rugby-616.......... 1930, 615-Truck............ AT-405 1930-29, Rugby, IT, "<0I"............... \ 1929. S-*. J*ton. T-299 T-J26* 'T-JS2* * 1930-29, 70, 2 Shoe. %-y\ T-22S ton Truck... 1929, 70.3 Shoe.............. ' T-294 ii1920-28, 75........... 1929. Four, 60, 66,3 Shoe' T-203 1928, 55. 65. Rugby 4M. CLCAR 1930, 130, 1*0.................. ' 1929. 120...........................: T-iaz 1930-29, 95, 96............... 1929. 95, 96, 120 'Steeri ssoc'................ ; T-109 1930 29, 75, 6-Cy!. Cart' T-m Shoe' ......................' 1930 2V, 75,6-Cy!. 'Steel' Shoe.1 ......................' T-102 r is 5 401 514 404 S SJi 209 406 406F 405R 226F 210R B2 *li S 5H s S ' 5^ B2 ' 4 l/j B2, 209 B2 *Bi ! 226 B2 5 ! !- ;*#! 204 i\ 203 B3 $ f L102 , 109 L 101 L 115 L s 5 5 5 ESSEX , 1934, Terraplane De Luxe'. She, Ma.kr Six./. ET-27S Model KU..............1 1933, Tenxptone 8 XT.. . ' ET-a* 1935. Terraplane Special'' G, DeLuxx GU... T-a 1934, Tenaplaae Std. 6,fj Model K................ ; * 1933-32, Terraplane 6X. T- 1932, SupCT Six.................. j T-JS9 1931-30. Super 6 and JCl ton........................... /' T*a 1929. Challenge'..............,1 2928. AH............................. ! T-2SJ ; j | 1 | | | ' FORD PASSENGER | i 1935, V-8, 48..................... AT-C42D 1934-32, 40-,'V8." 46-"4'. ey!" I8--V8,'" B-4, T-SI50 ey?........................... 1934-32, V8 and V4' 'Worn Drum*)....' AT-51SD 1931-1929, A...................' 1928. A............................: T-JWO or 1931-29, A (Wern . Drum*), .i > AT-5SSO ' 1928, A (Warn Pruiaaa). 11 ' .- . ; -- 283 , 226 B2 ! B2 J4 j*282 \4H 266 B2 259 ; bj 209 ' B2 203 i B3 5 1 i w .I m $15 I 3 516 , I 310 ' I 3 3 380 I 1 i1 3 60 Urt Price Co NAME OP CAR YEAR A.VD MODEL TAtt,<iKLU SKT M>. U.L M .A. Tyie Lt,,, Fr>n' R*v^ Ki-nl r No. Biakr Huiut ft Rrar BwVra K^r b'nkn FORD TRUCK 1935. V8-50.................. 1935. V-5-51. 1 ;j ton. AT-S42D AT-647D <>4 2 647 1931-30. AA and Dump- AT-555D lH to, Jsn., ; lso Step-N-Drivc 1931-29. A. Light '.Pass. T-310D 555 i 4 310 I 3 1 : 1930-28. AA, 1! i ton and . | . Ste^X-Drtvc, be- \ | fore Jan- I, 1930 . . ; 1928, A, Light '.Pass. f-JlOD 1 Chaana)................. T-J10D1 3WF AT-S55D' 3in __ i I I __ ' *' -* i 1 1 1..........................-- FRANKLIN 1934-33, Seric. ! 9. Strict T-109 lb (Airman).......... 1934-33. Serie. 18, 18C. T.m2 Olympic................. ` 1934-32. Serie* 17. 12 Cyh ET-173 1932, Airman 'Super- 1931. Serie* IS; 1930. Serie* 145-147.. . 1929. 130. after 190590 ! 1929. 135, 137. after. T-109 J 190590.................... 1 1929, 130. before 190500 1929. 135, 137, before T-102 j 190S90................... ; 1928-27. Airman Serie*. T-102 1191', 128", W.B. .. !J! s 183 L 173 s N1 L s 109 T 5 I29F 126R 10XF I02R L' L :5 L' 5 L .... -- GARDNER 1931-30. Ser. 150, 8 Cy1. 1931-30, Series 135; 1930. Serie* 140............ 1929-28. 85. 120. 125 (Cast Shoe)......... , 1929-28, 85. 120, 125 (Stee! Shoe).........' 1929-281 130, 95 (Cait Shoe)................... 1928, 8-95 (Steel Shoe1... T-102 T-101 T-102 T-102 T-109 126 L 5 '01 L rt ! 15 L 5 :02 L 5 109 L 5 GRAHAM PASS. AND j COMM. 1 1935, 74.......................... ET-282 ......................... ' ET-199 1934, 68 Std. Six........... 1935, 72, 75.................. ' 1934, 67, Std. and Spec. 8 T-401 1934, 69 Cuatoui 8........ 1932, Stl. and Cuatom 8 1933, Graham Six......... T-102 1 1933, Graham Si*, I. 1 1932 Jan., 1933 . T-SlS ! 1932, Blue Streak . i11 B2 4'/ 199 L 4|r 182 L 5 :n L 5 272 S SYMBOLS USED- < B2 Scnu'ia TwoSSry KrhVr B3 Benda Three Biakr. E External. J. I Internal. M Hock.L Lockheed. SW S*rwi' V.'f,dr. V Rrm Llrk*. * S*t f*ft U/<dii1?rd. Hal/ TAILORED SU- rj.ji! for Giber [root or tear brake*. t Tw,, TAILORED Srta requ.m! 6 W'krti rdinai* m.rrtncy brakr kid fetdi'WirtaS 15 miiiuirt WbiN 'one, | Wh-n emwffTiry brak* a^*5 Qufiula labor ttnr. 8 Steeldraruife. 6f ttamjs of car YEAR AND .MODEL TAILORED SBT SO, Frrm* nrt Frwit of P.L.M.A. Tyvr l.wSrv LaS^r No. Brake Hour* Coat GRAHAM PASS. & COMM. 'Con.) !932. Six: >931. Pro*-' ; perity Six............... : .'93'. Spec. 5; 2931-30, T-101 1929. 612 Paige 'Cm*. Shoe .......... 1929, 912 Paige 'Steel Shoe'.......... 293!, Custom 8; 1930. Std. R ... 1939. Spec. 8, " Paige" Com............ 1931. Spec.8:193Q.Spec.6 >939. Custom 8................ ' 1929. 92!. 827. 837 .......... > 1928, 5!9. 929. 835.......... ' 1929. 91. 915 ................ T-102 T-102 T-102 HUDSON | 1935, Six GH, Spec. HT,' ; De'uxe HU............ ` 1935. Custom HHV......... ! 393d, Eight Maior Senet 193d, Terrgplane Six;Ter- i rBplanr, C!ia!!enger !93d, EigV. S*d. Series KH Terrajvnne. . ly34, SteiuW KigV.. . 1933, Si.r . . 1933. S*d. 8 on.' MuM>r 8 !932. E-*:h*.......... ` . . ` ET-2SJ T-22S T-22S ET-282 ET-283 ET-276 T-2S9 T-22S 1931, Greater 8: 2930. Sutler 8 .... ` 1929. Dover. ',* ton........ 1929. Conqueror................ 1928-2'. AU....................... T-2Z3 T-209 T-252 T-Zfll HUPMOBILE .( 1935, 517 ' T-109 1935, 518............................ i ET-U06 1935. 521. . T-m 1935. 527. . ET-410 1934, ax?............................ : T-109 1934, 421 T.......................... ' T-401 . 1934, 427.......................... ' 1933, 322:1932.222.8cyl.; AT-M7 1933, 326: 1932.226,8 cvl. 1933, 316:1932. 216.6eyL- T-Wl 1933. 321, 6 cy!; 321A... 1932. 221............................. AT-407 1932. 214; 1931, Cent. 6' T-401 1932. 218; 1931. Cent. 8' 1932, 225, after Car 7334'' 1932. 237, after Car 5353 AT-407 JV31, H&V ................ !rM! 30, C E`s;`:* *........ ' AT-407 JO/.2, 22SCar 733d :o.t2. 237. ' Car 5353 AT-405 ?V30, !f rif U.......... .. 1930, S :Sj0.................... ' T-402 1929. M. 8 Cy!. Century' T-401 1929-28, A. 6 Cvl. Cent. '' ' 191 L 5 115 L 5 192 L 114 L 5 283 B2 7F4 B2 284 B2 2S2 B2 276 B2 276 259 278 ; ' 226 * 233 B2 B2 B2 B2 209 B2 210 B2 201 ; B3 4M *ki 5 *kf 4; m 4'J "A s 5 . 5' 5 1 *l* : $ . i 1106 i L 414 ! s is 412' s ' 414 s < L4 5 Ski z>\A ; SH SX 410 s 5,4 n : s 407 s *02 s . 5M s'A . SA 409 s 4 f>7 s 405 s <92 s 401 s 5;'j s; j 5;-^ ski SA 62 List Corn- V-wPrice p!rtr * it: 1 i ' I;' VAMP. OF CAP YEAR AND MODEL TA!l/'V!vD HOT Pi ., nn' .. ....... Vr,, H. -- W . U JORDAN 2930, Soeedway Seri 19?0. Seriw 70....................... 1930, E. 5 Cv1.., G Scr: 80............................ 2930 8 Cv\, S*i. L''>c ' T-30.................. 1930, Sr.;r* 9<\ S Cy* JO30 'Great Line Ninety 1029. E-6 C.y!.. G-* Cv* T-407 T-225 T-109 *. M A Tv- L.i'v.f yti#kr M .*,f> C\f. !-* Pr>cr t>TTV jF.Jtrn'inee 22 7 L : KISSEL KAR 1930- 29, 8-125 Wh. EoK'r T-109 1939 29, 8-95 Wh, Kn^'.r T-102 ,Caat S!fC*e`................. 1930-29. 8-9S Wh. Eac'c T-109 'Steel Sh'*e . . .. 1930 29. 5-73 Wh. Eag!c T-101 ^.Cast Shoe'........ 1930-29. 0-73 Wh. Es'e T-102 ' (Steel Shoe'........ ' LA SALLE 1935. 3S-50...................... 1934, VJ-350 ................ 1933, 345-C "8".............. 1932, VS-3^53................ j 1931, VJL3-5................... ' | 1930,3*9.......................... 1929, 32?.......................... 1928. 32?, after Ty!v___ 1928-27.303. brfore Ju!v,' J 1928 to 1927 .. . . CT-281 T-616 T-SJS !M \ !2 tno 1 16! 1 ; __ . ; , 231 Hi r>!; H .. 327 vr ET-328F Busduty y:?.F T y;T>yc IT N1 S'/ 1 LINCOLN | 1935-34............................ AT-2J2R: 1933-31............................ AT-232R! 1930-27.............................. AT-208R1 27* H2 r 1 232 132 5 j 208 35 y, LOCOMOBILE 1929, 88, 85..................... 1928.8-80........................ 1928, 8-70...................... 1923-27, 90............................... T-201 T-204 T-202 201 D3 OfU Pit V'*2 B3 MARMON 1934-31. 16 Cv!..................... AT-232R! 193!, 88........................................... T-252 1932, HH or 8-125: 193'.'. Eight 79............... 1930. Big 8............................. T-252 T-252 1930-29. Roosevelt........... 1931.70 ................................ J9J0. .8-69................................ 1929-78, 68 and 7.6 T-209 T-23J T-204 1 1923. F.-75. h Cy! 1927. 75 T-202 1M 1*2 231 m 210 B2 23! D2 209 B2 233 JU 20-: H3 202 713 : MURRAY 1 JV3! >8 AT-208R: 2-H SVM'^OLS t'RE'jD/ e>|.*.I T*h.. S'--' B.* Z'.iTt*. S` h* L4,jWr. B Ettrmal. I In'.rmAl. H Hue*. L Liek.'iwrf. B StocIdr*uUe_ y.'.V '..< V.'- pr b y*. M> " ...e. H y... ;>- - - -* 1 HV* : Sr' tur t't'tri ,`JkU\ < 1 c*r r-*. -f- F, ' ., 6' ' <. ' . =1 ' . S ? 5 d *.. 5 5`V 6 ` / 6 ' :> t T*>. tailored s~ Tft}i>i^ 4 W r-!:ntn* fcp-pVr vt.J 1 w '*m<-Vmir-r',<nn*:ti<Irr-mr<:Mit>frfrtrcy!LX Vti/i.t .'y nii.vv' r '*l `i/r^. 63 NAME OP CAR YEAR AND MODEL 1 TAILORED SET NO. Profit and I Front r Hrgr Brakn Rear Brake* Labor Labor No. Br*kr Hour* Coat j NASH 1S35. 3540........................ ET-2S3 [ 1935. Lafayette, Nub' ! 3520......................... T-2S5 j 1934, Big Six 1220: L*-` ! lavette 110............ i 1935, Nash 3580.............. ET-30 1934, 1280. Advance 8. . ' , 1934, Axnbfi**dcr 8 1390. AT-2S1 1933, 1120. Big Six.........' T-40J 1933. 1130. Std. 8...........'' 1933. 1180, Advisee 8. . ET-2CS 1932. 1080, Specials....; 1933.1190. Ambaasador 8' 1932, 990. 1090 Advisee.- T-2S2 and Ambassador 8, 1933, 1! 70, Spec. 8:1932. 1070, Std. 8........... T-l 1932. 980.......................... 1932, 1060 Big 6, 960:' 1931. 6-60.............. ] t-h* 1932.970:1931,8-70.8-60 1931,8-90.........................' 1930, Twin Ign. 8 (490) .*` 1930. Twin Ign. 6 (480) . . 1930, Single Ign. 6 (450'.. T-2S2 T-226 T-1C9 1929, Special Six (400)... 1929-26. Adv. 6 - ' 1925. Big Six, 161-9. . . . 1929-27, Std. 6 !*?9'. . . * 1928 27, Aiax Light 6 . .* 1928-27. Sj-ec. 6.131,132. 133. 231 to AS82*6* OAKLAND 1931. Eight...................... ' 1930. Eight...................... t 1929. All American Six... T-U T-4M. OLDSMOBILE 1935. L-35, Eight.............. ET-30. 1935. F-35. Six.................. ET-2E1 1934, Six P-34................... T-2S* 1934, Eight 1^34............ 1 1933. F-33, 6 Cyt.L-33.! 8 Cyl.......................y T-22C 1932. F-32, 6 Cyl............ , 1932. Ld2, 8 Cyl............ : 1931,7-31; 1930, 7-30..'. T-22X 1931-30. Viking V-30;1 T-2S2 1929, V-29............../ 1929. F-29................ T...> 1928, F-28........................ h 1928-27, 30-E................. ' 293 B2 5 259 B2 A'i 269 B2 *11 273 B2 5 412 s 5'i 265 B2 5 252 B2 5 403A . S 408 S 5 AT-JttlF Btnduty AT-301F ET-30LR AT-303F Bueduty AT-M1F Busduty 231 226 403 307F 30 7R 301F 301R 30 2F 302R 304P 307R B2 3 ! B2 5 s 5M I E ' ' 5.4 I E - SH I' E 5H I E ' ' 5H /403A 1 S ' SM ' 403 s 401 s ' 5H * 281 : 287 | 259 B2 ' 5 B2 S ; B2 , S ii i ass : B2 5 - fT-ant Buaduty I 233 { B2 ; 5 210 ! B2 : 5 i 2047 ! B3 V 344R e ; . 1 ' i Price pJttf Relate i OVERLAND PASS. JV3J, M96A, Whippet 4 . 1939. M96A, Whippet 4' 1929. 96. 96A, Whippet 4 19.18. 98, Whippet 6___ ' 1929. 9SA. Whippet 6.. j 1928, 93A, Whippet 6... 1928. 96. Whippet 4___ J ! 1928-26. 96, Whippet 4.. T-2W T-atj 209 B2 4 >4 'T-aost 2097 Busduty 342R (T-m* 2037 Busduty ! 342R ! 203 B2 ' e; B2 1 e; B2 4 Vi <K | 5: . : ! i 64 [ NAME OF CAR YEAR AND MODEL TAlLORP.t SET NO H L.M.A. Tvpe LaSsr Pnt mm*. , Fro* \yr No. Umkr flout* 0*1 Rntf Brake* Rrw Btakrw Liat : 1 Price HrUnr r PACKARD 1935. 120............................ T-226 25/ 32 5 1935, Super Eight 1203. 1204. 1205. Eight 1200. 1201, 1202. . 1934, 1100. 1101. 1102 ITigM MM 1104 1105. Super Eight ET-271F AT-251* 27! P 27/R 32 37 4 1933, 1003, 1004, Super Eight.1001,1002 Eight 193S. Twelve. 1207, 1208 193*. 1107, 1108, Twelve 1933, 1005, 1006, Twelve ET-272F ?7 32 AT-232R 27-4R B2 1932, Light Eight Mode! ET-263 128.......................... 263 B2 1932, Twin Six. Mode! AT-2S1 142-1*7 ................. 25! 32 1932. 901. 907 ................ 1931, 826, 833; 1930, 726.. AT-22S 228 33 ! * . 733.......................... 1932, 903, 904.................. 1 1931. 840, 845 ................ 1930, 734. 740. 745; 1929. 640. 645.................. T-202 202 B3 5 ' 1928,443.aft<TNo. 225013 1929, 626, 533.................. . 1928, 526. 533 Six........... T-201 201 at s1.; j i i i : i PEERLESS 1932-30. Standard 8. "A" T-233 1932-30. Matter 8. "B"' De Luxe................. T-252 1932-30, Custom 8, "C."' De Luxe................. 1930. 61A (Sixes'............ ' T-m 1929, 81. 61 fCat Shoe*) 1930. 61A (Sixe*).............' T-102 1929, 81,61 (Steel Shoes)' 1929. 8-125....................... AT-405 1929-28, 91 (6) (Cast' T-102 Shoes?..................... * 1929-28, 91 (Steel Shoes ' T-109 2J3 B2 5 210 B2 5 231 B2 ; 101 L 5 115 L 5 121 L 5 102 L 5 j 09 I. 5 PIERCE-ARROW PASS. f 1935, 84S, 1245.1255----- 1 1935-34. 840A, 1240A, ET-625 1248A..................... 625 SW 5 1933, 836. 1235................ , 1933. 1242. 1247.............. 1932. 51. 52. S3, 54.......... 1931, 137, 142. 147, 234. ET-626 AT-251 T-239 626 sw : 5 25! B2 5;* 239 B2 5', 1930. 133-43, A B, C.' 132, 139, 12S-3rd: AT-2K 126-3rd................... ' 214 S3 5M 1929, 125, 126 .............. : 1928-25. 36 .....................' i 1926-24. 33.............. ! 1928, 81: 1927-2*. *9 T-401 T-2J9* Butduty 312F 526R 311 I I I 5 V( 5 f /MBOLS DSSD: B2 Bertdix TwoSSoe Brakr. B5 Bndj* rhftt Shoe Braks. E Ereo!. X Ia*.0Bt!. H Hock. SW Strwart Wamrr. 7 Frto* Btakt.*. R Rfju B/*kr*. Sr* can br oct',:; Half TAILORED Srt i Kjiwr* for other freot or rear brfikte. : Two TAILORS Srn required for roffip>rt? A 'A'Sro irhning rmrrirorv hraWadd ddittonal 35 mmyn labo* nme- | tyhvn rclintfig ^mrfgmey brakf add additional 30 ffumnr* Ub^ tto*. 65 VAMK OK CAR YKAK ANO MODEL ~ TAtf.ORP.l' SKt'nO. ` ' .. . ' , , , , Frm' fljitl Fr.m! or N>, *'<'<< Mmuta Coi*. R*r Penr Drks ______ ___ __ PLYMOUTH '935. pr, prx................ AT-1A5D* '93.4. Si* PE................... T-195D .'934, PK. Std. PG.......... 1933, Si* PC (after T-187D 181730!'. PD........ 1933. Six PC '.before ' T-179D- IS17I0!)................ *0*2 29 . . . T-104D* M5 4 '* !95 L 1 : 2 .. ::9 ,, s J0i L d'; L-n Pr-ce Crmp1i*p Rr'i,. PONTIAC 1935, Six, Eisjb'.. . . 1934. 8 Cv!............ !933, 8 Cv!............ 3V32, Pon'.iac V-8; Pon- tiac "6'*........ . . ' .'931......................... 1930......................... 1929. A'!................ 1928, Paaa. Cars and Truck*......... T-22S T-226 T-S14D T-228 T-1W T-402 2SA 753 Mi 226 ` 253 409. iW in2 AT-mro 313F 'Buwftfty 5165R X* ? B2 H 32 ' B2 S s' s' I' E' 5 5 5* , 5 5 5-J REO PASSENGER 1935, 6A, Flying Cloud.. J935, 7S, Rovale............. ' 1934-33. S-4. S-3. S-2, F'yung C!oud 5 ` 1932. SF'ving Coud 6-25 ETllfi2 T-1B2 19/i 32s Atrr.KTHI .... ET-152 1933 3,1. S-2!.................. T-102 1933. NM, W. ' 1932 3!, *t-3i. S-3:>. 8-52,. ET-152 8-59, 8-62, Royalea 1932-31, 8-25; 1932-30,' 6-25...................... : 1932-31,6-21:1930.20 to Nov. 1929.............. T-102 1929, Master: 1928-27, r-c.......................... 1930, 20. from Nov. 1. 1929........................ 1930. 15: 1929 Mate___ ^ t.im 1929-27, Wolverine........ 1 1929, Mate (Steel Shoe) 1929-27, Wolverine (Steel) T-102 Shoe)...................... ; ROCKNE ' 1933.10.............................. ' 1933-32, 75........................ 1932, 65.............................. ET-27S T-233 T-209 . 1117 L ' 183 L 5 1S2 : L !40 . L 152 L 5 5 5 1 140 ' L 5. 1 101 : l 5 115 . L 5 i 275 B2 5 254 B2 5 258 B2 4M ROOSEVELT'See Marmon ' . STAR '928. J5.............................. T-201 Six 'California.' P.......' T-2K5 M 'Four,'..................***,; .. . . V ' '.. 66 - - ,104 B3 sH : ' 203 . . B3 5 . * $ * * ; * im NAME OF CAtt YEAR AND MODEL R,,,i Hi..ki-< V,., : STEARNS-KNIGHT j 1930, HS-99. .Ts-90.......... AT-232R .* ! 1929-27. H8-90. .'8-9'.' AT-208R: f. .*.! A !vN*. UfaV-- H.. IjM %> 7 r..,t Peer C,.ni- STUDEBAKER 1935. Dictator............... ET-U01 7935, Commander........ ET-U02 1935, President.......... ET-1103 L t 1935-34 D'CLator A "n'r ET-416 mode!,'Dicta*,or Spec. 1935-3-*, Commander 8, Mode! B................. AT-255 1933, 56, 73.................... 1935-3*. President Mode! C ............. AT-256 1933, 82 Commander.. 1934, Dictator 5. Mode! A ET-41S 1933. 92. President___ AT-2S1 1932.55. 62................... AT-255 1932, 71, Commander... AT-2S6 1932, 91. President.......... AT-Z51 1931-30, Dictator 6 and 8' T-23J 1930. Enkine 53............. 193t, Commander 12*" . . T-226 1931. President 80. 90 .. T-239 1931.S-1. De'. 1M" W.B. T-209 1930, Pres. 135", 125" WB........................ 1929, Pres. 121", 131" WJ3........................ 1930. Hearse and Am! AT-214 14-5" W.B., 8.30. 0 1930, Hearse arid Amb. 155" W.B., 8 ... 1930, Commander 6 and 8 1929. 4^-ton Truck.. 1930, 20...................... 1929, Commander 6 and 8 T-204 1929, Dictator before June....................... 1928, Dictator................., 1930-29. 77, 88............... AT-208R! 1928. Light Bus.............. 1929, New Dictator, 6 and' 8, 115" W.B., after June....................... - T-20J 1929, H *-<: 1929-27 Enkine................... 1928. Commander.......... 1928, Pres. 121", 131" T-201 WB........................ srtrrz 1935-31. CS!6. CD32 1933-32, LAA; 1931.LA (lute'.................... T-I09 T-1W -T S 257 255 HJ 255 M 257 li 23J m 225 v*> 2 69 U2 S' 299 B2 J' 214' E2 5- 24 BS 5'4 V'* H. 5' 2'M B3 5 20! b? 5' 1M L 141 L 5 5 SYMBOLS VSED BJ Bendi* Two Shoe Brakr. B3 Benda Thicr Shoe &fke. E E**.eml. 2 Inters*!. H Huck. L LmfcbeuL . B 8teeJdr*aDc. SW S'rw*r. W*rnpf. P Prvn*. F Fr*r * Sr*. c7i undr'IJcd. * Hmir TAJLOkZD Sc* JCQ-nr6 for ri'Jier frun* o* tcmr brake*. I TAHjORED Stj reqoJr-d for oonji!etr Tei:ne. 6 Whm riming fm*T|*'ncy brake *dd ar'la!!*?-I S txrnul** lahci time. 1 Wben rr!,rung emtrftncy brake mi/! rfditiofi*! M> wnirtn . 67 r VAVffi OF CAR YEAR AND MODEL TAILORED SET NO. ' Front od j Front nr 'Rear Brake* Rear Brttn I STirrz (Con.) ' ' 1933-32. SV-15; 1933-31.' ! DV-32....................., t-109 ! 3931, MA. MB 'accept'; | early mode!*).........., ; 3931, MA. MB, early___ AT-405 . 1931, LA. early model*..' <r.*M : 1930, MA MB: 3979, M.` ' 1929, U Blackhawk, 6 & 6 AT-4S5 | 3928, BB............ ................. T-1B9 No. 351 121 109 122 109 T>*pr Labr*r Labor Brake Hour* Cart L5 L L L Lirt Prcc Com* plfte RdiM ' TERRAPLANE (See Ewea). VELIE I 3929-29. 66, 68 (Cast'. ! Shoe)....................... 1 1929-28. 77, 78 (Ca*t j Shoe).......................; T-182 1929-28, 88. 90 (Caat ! Shoe)....................... ! 1929-28. 86. 68. 77, 78,' T-1B8 ! 88,90 (Steel Sx**)/, 102 . L $ 109 L 5 I WHIPPET (See Overland) WfULYS-KNIGHT PASS. 1935-33. 77-Four.............. T-2SJ 1933, 99-Six: 1932. 95.' Knight....................... , t-233 1932,5-90-A. 6-90. Willy*' Six........................... ,' 1932,8-88-A. 8-88. Willy*'' Eight...................... . 1932, 66-E, Wjllye-BifT-22 Knight.................... 1932, 66D--Knight........ . 1931. 95--Knight........... `j ' 1931, 97, 98D; 1930. T-2B U388 (6 CyL). 1931. 661>--Kdfht........li . 3931, MOD...................... > T- 1930. 8J0 (8 CyL)......... 1930-29,56-B (Great 6).. | T-B2 1930, 87. 70B.................... T4* j1929. 70B, 56..................... 1928, 66-A. AT-4C7 1928, 70-A. '' 266 B2 4H 254 B2 5 ' 226 | B2 j 5 : ' ' 1. -1 299 B2 1 4j^ 1' .' ... : 1' 227 j B2 .Bvadufy ;T-it Bisduty 210 j B2 227 I B2 i 204P B3 \ 342R E / f33ir 11 ' l'j*7R I E f I 358F | I ' 359R i S ' 1 t *. i. j w; . . r.* i. i . 69 pSLlST: PRICESS'- TAILORED and NORFOOLLKK' SCTS^ ; . iltectivo Jnly l, 1935, Snbjeet to eluaca without oodCfc)>>V-V ' Additional' TAILORED Sth . Exact TAILORED I U*t IPrte 9t Vo. AT-I45D*.- V , $6J85 E7-'22 tSM-C-; AT-174 - 8,10. rr.iS2 `Ar-208^--, 13.60 57-I7J AT4I4:, ATJ2#^i>; AMS* 16.E1T0.I93 13.70! 10.80! 57-19*.., E7-I99. ET-205 .- ' \* 1840 57-204 ,.. - AW55 3.3 amw Aw03F'; -.- wo 1040 1240 5J05 *.10 57-243 . ET-245 ' ET-3S7IF :-57-2725 6 57-275 ' AT413FD v;i 240 9J0 AT4SOO*':: , 6.15 XM05. 1245 57-276 > - ET-280 57-281. . 57-282 4'A 57-213'. AT-407 ,, 1.. . 13JO. Et^er A7416D-\v;^i; 740 iKum^^x *M5 J2S6/i-.; 35.10- I8JJ^.935^ IC.-Wj'T: (J-60%,. i. 4iO s V -:.'9jo7,t 8JO.?3: :^r ,w 4. i StL tVXtrr'; *r80 "I AT-548MWD^> -440 AT455D*-/*.,: 2040. rAT462RDri:_S> ;;740 AH633D;^c-::' AT442D*-,v.f"-' 1at^43d::Nv^.. SAS 640 640 IMS JiZMh. v ) EMK: 67-626. V. :,7.<-3--08> A.fci<r ei-ooy-- , ET-431 er-uoi ET-I102 : 57-1103 `-. i'-e" Jl ^ : ^N0RK>U ;'SETS':-: e Sat fJo. , - *7e'5. - $5401 Noe-520D : 140i|Nor-548D ' , Jor.-T4RD[336^)}: 3,40jVor549 ;-;ciNor-l.040*.:...: - - '3.65'lMor-555D* ' (N^39dv; , /3.SS||Nor-562RD Ci'NdN.!87D*'.` '3451Nor-577 rk;Mo^w5D Vi^t<.TNort3l00* . 3.60;, Nor-577X - 3:15 Nor-6t4D ' 3.00!;Nor427D'' , .,r.-Kor-5!5D' V 3.40)i Nor-633D - * fAAlifrMppliad cndrfllad.-- .v..'. 3*S*.' Ut., Nor-5001' . Nbr-5824'- ,,..flN6r-5827*" 107S;jNorfolk > '' ' .; 4.70;' Fbrd Mod*! TV' -.. 3.70j Tr#rwmit*lon S.JOj l925f&rM.. : . 37^ l926M^^y:;;v" 4.90i ^.-SO1 ,.r^- i .. 1-60, 345. A-M-'' il40* . . ; "* vi.y i...' - -W-.