Document vVRxjw9BeodkvEV50rM3nwzJY

PLAINTIFF'S EXHIBIT Si * ! * j * l *a ^ n tvt " 1 5 7ll/ 1963 HYDRAULIC and POWER BRAKE SERVICE MANUAL SUPPLEMENT PRICE *2.00 O If THE GRtZZtT BRAKE DIVISION l NORTH MICHIGAN AVENUE CHICAGO 1, ILLINOIS J MAR 000783 LOOK FOR THIS SION! It means top quality parts and fast dependable service for all your automotive needs. You can put your confidence in the auto parts distributor who displays this emblem. % i \ n i \. MM HE'S ONLY A TELEPHONE CALL AWAY! s i PftlMfCO IN 1114 - ^ uy i. Ml V MAR 000784 nirsnr-; *' '7 i... -. Jl. si 7.' 1 BRAKE LININGS ...the best BRAKE your business ever had! tr**r*** Tht flnett quality braks llnlnf* available today. Ttia special formula* uiad hurt bttn created at a mult .lllllont *f mllat of actual road v j, years af ipaclal lab tails and actual highway performs nte. This hat product# mw standards af brake performance far metadata mdar **17 driving tendWtn. rp r** GREATER RESISTANCE TO WATER GREATER RESISTANCE TO FADE GREATER RESISTANCE TO WIAR .WAYS INSTALL GRIZZLY LININGS FOR A SETTER JOB EVERY TIME I 000^85 jJl Jtifc M. dta (Mow *.* TAKE THE GUESSING OUT OF BRAKE SERVICE WORK WITH - r ' r~* r-y pj ^ p * *7 J AllBRAKE GAGE TTT lt*i a two-ln-ana tool that turn* brake Inspeotlent Into braka rellnlng jabi far pan. Ya thaw your euitomara axaetly how much lining Ufa la loft In warn braka thaaa. Yau tan paint out praelialy how lar drum* hava baan turned. ITS A LINING THICKNESS GAGE! ITS A DRUM DIAMETER NO-GO GAGE! HERE'S HOW EAST IT IS TO USE: Clamp the lining thickness gage over the worn portion of lined brake shoes and read what percentage ol original thickness is left. This is a "must" measurement in many states with vehicle Inspection law*. Set the sliding scale In the handle to the diam eter of the drum. If gage slides In easily the drum has been turned down too far and Is unsafe for further turning. If gag* does not go In. drum can be turned down to remove scoring and distortion. arr YOUR* NOW!! Yaur QftlZZlY jobber has them In itock. lea him fart real prafttpackil deal that Ineludt* a valuable aisartmant ef QRIZ21Y rallnad braka shoe* is feu'll nave mis* a sale. MAR 000786 a* INDEX PAGE STANDARD BRAKES APPLICATION GUIDE - 1963 CwM* Tyf* *f If6l lulcb C*4llt CLt*(ilti Cl*.r II Cl*Alf 0<K On.(pa fg(nrt f'wl liiM win Maitur OltHmahlla a* ci, f-s ftymauH* Pun I lac Iambi** Atitflcv Iambi** Cluic 6 Iambi** AfftSonarfar Slut1#bat r trmpat fkmJnvhtrd Valiant wlllrc C.|IM UlM 6*<*<U Nmw1ww A.J Oalca MaraUa A-J l*4lc A-J Otic* M--A-J D#l<a Margin# A-J iMka M**i* A-J |#nill A-J B**-IU A-J Uaka Mmtlna A-J Onka Ma*al*0 A-J Bandit A-J l*<*llt A-J Bn.-lU A-J Bt-lU A-J Iw-lli A-J JU-IU A.J B*i.JU A-J IxWU A-J l*ndl* A-J 6*ndU A-J D*lco Maralna A-J BanJU A-J U*ti a M*a*da A-J 0-1% u Mititlnt A-J IMW A-J IrndU A-J Min A-J Wtqntr A-J BriWU A-J A-J ItftiU A-J Drku M*aia A-J mJU A-J BcJU A-J N.in-lwvt A-J Awfa--ttlt AflMlim/ MOf|* " <tlri f-ga| In |Vft/ fcrhi. f. 1. rti Fit ru Ft! FA* Pit tut ut FAI Ft! Fll Fit (At ni (At in (At ut nt ut in a* F. . | I. !. f. 1. Fit FM lit lit FAI FAI ' lit lit lit P* ftufit j ai i t i 3 7 7 7 I t 7 7 7 7 7 7 7 I .7 J 71 7| 7 7 71 7 7 7! I* t*>* Mmlit C,l. !#. '** 20 70 If 19 70 71 19 19 19 19 19 19 a 19 19 a 19 19 19 a 19 a 19 19 19 19 19 if 70 70 70 70 If l If If 70 Wl-.l Cflhf* 77 72 71 77 71 33 75 77 35 77 77 77 77 77 33 73 73 71 77 77 33 77 77 * 77 33 77 77 77 77 71 77 77 33 77 77 77 77 9*f* mt Iml. Ff 14 1071 II 1 It It It II 11 .1 1 1 1 I 1 1 6 It 1 II It I i 13 13 1 II 1 1 107- 14 tot- 9 13 9 13 13 13 9 9 13 13 9 9 9 9 9 9 9 9 9 9 13 9 13 19 9 f f 13 9 13 9 13 9 9 tot- Mm* A4|. Pv 14 77- 1 6 7 6 7 7 3 3 1 7 3 7 3 i 7 1 7 7 3 i 7 7 6 7 7 7 7 3 7 4 4 5 3 77 POWER BRAKES APPLICATION GUIDE -1963 Mni il iiwm |iot ut#<l iitthLutl, h ^tl-**l m 1964 jaifn|w c#rt m tdantkal 14 tkM lilted In !l*n |V6? Manual a* tlan*ktl, at njrflvnal, tm H*i*a lM # N-w %yym% of |Wwf Ukat fat It6) M andn/ttOftd In (Ml application pi* *4 rf fUt9fK9 fk#A fc* UH pf11***1*" tiltf to ptiit twfffarn U iM Miwl Tha >*qt "k"4h "*i t**Jtfwarad rafar K p*t* l ** 1W ^*wlt CtM Mol# & Modal Unit Ml*. Tyja nl Unit PHncIplai af Opatallaa laaartl Paya IkiI, Pay* A-tMAa* Moioti 1*11) hick (44O0-4M0 Swlml kick (400Q.i70Q3.tfi--) *iillc (ill) CU-raUf (*c. Carvatfa) CHn-toIrt (Incl, CimiHtl CK*ay II (alt) CVpl** (*<. C-JQQJf c-jooj) Ck.xl-C.700J 0a*t fall) Oodg* (all) Totrion* (all) f*d (all) Ilf* oln (fill) Metewty (all) M*i*o* (all) Oldtmsbilt (#c. F-IJJ Ql.hnaUtaJFJJ Og4l "** Pontiac (all) 1iW*Mw (ell) !aw Vali.tni BowdU Oak* Maral/t# KakayHtya* BandU Oak* Maraitia ItfWii Oaka Mataiaa MU Daka Matal^a Itidli MUM 1Mk MUM (om MUM taM atUia M4laf*J loa MUM Ita MUIa*l Iom Midland lot* Midland lota Midland (ot* landU Oaka Mataina KtlMfKtytl Bondi a MldfaM *oa IWi Qalea Maralna latalla Bandit MldlwU (at* BanJU Mattar-Voc (Tandtad lollinf DIapKtaf* sUss Matttf-Vac (TandoW Kaltin^ Oitplva^i (Iada4 Matrar-Vae Kollintf Diaaka^a Maat-Vtc Idliity UiuphrafR MaHt-Vac hr.iw<4 n Hr'foFB Itaalf) Hy-Land n Mattar-Vae Hy-Cond PT Hyland PT Hyland PT Hylond PT Hyland PT Hyland PT Mattat-Vac lotlUa Dtaaka^ tallowt Mat*-Vac Hyland PT Matiaf-Vac (alltnf OtapkafM Matlaf-Vae Mnltt-Voc Hy-lJnJ Pt Motiar-ViK 704 71* U 306 777 306 7IA 706 214 70* 771 744 751 * 706 731 771 771 771 371 771 70* 714 27 206 771 70* 71* 70* 70* 751 706 717 330 21 313 339 213 770 313 770 713 733' u 733 713 735 255 233 253 233 735 713 270 2D 233 213 230 717 :H 711 717 323 2f 213 331 2tS 333 313 772 313 735 S 233 213 733 233 733 233 733 233 713 777 2D 733 213 272 213 :H 713 MAR 000787 j iill, Mjpt l^ 2 STANDARD HYDRAULIC BRAKES 1963 Application* All 1963 models of American built passen ger cars, including the Compact class are equipped with Automatic Adjusting Brakes unless exceptions are (minted out In the appli cation Index or noted In the text of Ihis manual. Basically and fundamentally the three pop ular types of Automatic Adjusting brakes are similar. The principal difference In them Is the manner in which the star adjusting wheel Is actuated In order to (H-rforni the automatic adjustment as lining wear occurs. Following Is a detailed description by type of the 19M Automatic Adjusting Systems: BENDIX TYPE The Bendlx type automatic adjusting brake la a two shoe duo-servo type that uses a cable, a cable guide, adjusting lever, and adjuster spring to actuate the adjusting screw, (nee fig. 1) be applied, when travelling In reverse. In the event the adjusting screw should liecome "froxen" this preventing the self-adjuster from operating. On Chevrolet applications the actu ator, pivot and override spring are an assembly. (Cadllluc brakes ilo not have tho ovnrrldo device) N*. J OtMMOMI 0lc Ow*'Srvo Bra4 * Automatic Adjuttinf. WAGNER TYPE me nagner type ui .iuuiiimiii: aujusnni brake is used on 1963 American Motors 10 series (6 Cyl.) cars and all Studchaker models except Avantt. It Is a two shoe servo-corn* |x>uiul ty|*. l..,L1 4 fig. 1 Tho cable is hooked over tho anchor pin at the top und la connected to the adjusting lever at the Imttom. It Is attached to the secondary brake shoe hv means of the cable guide. The udjuster lever'Is attached to the primary brake shoe by means of the adjuster spring. DEICO MORAINE TYPE The Delco Moraine type of automatic brake is a two shoe duo-servo brake with a special system of roils and levers which actuate the stur udJuHtlng wheel. These consist of an actuating link,actuating pivot, override spring, actuator, actuator return spring and,adjusting screw, A feature of this broke is Ihe override spring und override pivot. This Is a safety feature which allows Ihe secondary shoe to fig. $ tlj. 4 Wognar Ldt Front Irak* AtsnmMy. Wogntr tight tOf AnmMy. w IT w MAR 000788 STANDARD HYDRAULIC BRAKES 3 4 Thin brake uses nn upper link (short), lever crank, lower link (long), ami an adjusting lever to actuate the adjusting star wheel. The wheel unit Is made up of a rotating disc and two rectangular friction pads, actuated by hydraulic wheel cylinders which are sup* ported by a caliper bridge. A dust shield Is provided for protecting the Inner surface of the disc. The wheel provides protection for the outer surface of the disc. The rotating disc Is secured to and rotates with the wheel huh. The caliper bridge is secured to an adapter hracket attached to the steering knuckle. Kneh of the two wheel cylinders arc secured to the call|MT bridge with four cap screws and loekwashers. The friction pads clip to the pistons of the wheel cylinders and are held In position In the caliper bridge by a retainer plate and a retainer clip. The wheel cylinder consists of a cyllndor body. Piston Seal, Piston with a self-adjusting, and retracting mechanism, and a dust seal. The wheel cylinders are connected in series CALIPER DISC TYPE The Cal Iper Disc type of automatic adjusting brake Is used on the front wheel brakes of the infi.l .Stmlcbaker Avantl and Is available ns optional ((jtdpmeid on the other l!HI.1Mtudehnker moik'lK. >'t Caliper OiK Irak* PRINCIPLES OF OPERATION * CALIPER TYPE In the released position there Is nohydrau* lie pressure to the wheel cylinders liccause the master cylinder does not have a residual pressure check valve. The retracting spring holds the cylinder piston and friction pad in the released position which provides clearance lictwecn the friction pad and the rotating disc, (see fig. H) MAR 000789 4 STANDARD HYDRAULIC BRAKES PRINCIPLES OF OPERATION . OTHER THAN CAUPER DISC TYPE As hydraulic pressure from the muster cylinder applies pressure* to the cylinders, the wheel cylinder piston forces the friction pads against the rotating disc applying the hrukes (see fig. 9). A pressure Is also set up against the retracting mechanism within the wheel cylinder piston. fif. 11 (sndit Ssll-AdiviNng r Chrjrtlar. As the hydraulic pressure is released from tho wheel cylinders, the pressure that wus upplied to the retracting mechanism spring will assist In rutractlng the wheel rytlmler piston and friction puds. The wheel cylinder pistons will force the brake fluid hack to the muster cyllmlcr. The retracting mcchunlsm connects the wheel cyllmlcr piston, through a spring, a spring seat, and a friction tyjie hushing to a stationary pin that Is secured to the wheel cyllmlcr tmdy. The hushing slides on the statlimnry pin hy tilt* travel of the pHtnii to provide (In* aulomatle adjustment feature to compensate for friction pad wear. NOTH: The rear brakes used tncnujuctlon with the caliper disc front brakes arc con ventional lleiullx two shoe mm-servo, self centering anchor lvpe. (See Ilhl'J. inauuul) The principle of the Automatic Adjusting type of brake Is that when the brakes are applied while the ear Is travelling in a reverse direction the aecomlitry shoe forces the upper end of the primary shoe against the brake anchor pin. Thu up|>yr end of tho secondary shoe Is forced away from the anchor pin. The movement of the secondary shoe causes the cable to putt the adjusting lever upward and against the end of a tooth on the adjusting screw, the upward travel of Ihc lever Increases as lining wear Increases. When the lever can move upward far enough, due to Increase In lining wear, 11 passes over the end of the bsitli and engages the tooth. When the brakes uro released, tho uutomutle adjuster spring jiulls' the lever downward causing Ihc star wheel In turn and cx|ianil (he shut s thus cniiipcictntlng lor lining 1 '1 m 'wy MAR 000790 wear. The star wheel Is turned one tooth at a time ns the linings progressively wear. When the car Is moving forward and the brakes arc applied, the secondary shoe Is against the anchor pin and the primary shoe Is moved against the drum. Therefore, the adjuster does not operate. In I9fi3 there Is one exception to the above outlined automatic adjusting principle. Chevrolet offers a special "llcaw Ihitv" self adjusting brake as optional equipment on the Corvette Sting Itay models. Metallic linings are standard equipment on this brake. In this brake the self adjusting device Is mounted on the primary shoe and functions as the brakes arc applied with the ear travelling In a forward direction. Adjust* men! procedures, etc. are the same as for (he other automatic adjustment assemblies. The front ami renr brake assemblies arc basically the same except that the parking brake lever, link and spring are located In the rear brakes. The anchor pins are fixed and lion-adjustable, ADJUSTMENTS: Minor: Allhough these brake types are self-adjusting a manual brake adjustment Is required after the brake shoes have Iwen rcllned. or replaced, or when the length of the adjusting screw has Iwen changed while performing some other service operation. MANUAL ADJUSTMENT - BENDIX TYPE: In order to iwrform a manual adjustment It Is necessary to insert an Ice pick, thin screw driver or other suitable tool, through the star wheel adjusting hole to hold the adjusting lever mil of engagement with the STANDARD HYORAUUC BRAKES S adjusting screw. Alternative: Itcmove all wheel and drum assemblies and free up all adjust ment screws. 1. After the shoes have Ix-en Instnlleil or the adjusting screw has Iwen turned Install the drum. 2. Itcmove the adjusting hole cover from the backing plate ami turn the adjusting screw upward In expand Ihe shoes. Continue until a slight 11 rag is fell when Ihe drum Is rotated, (see fig. i:i) Fij. tl 3. tlcmove the drum. Hold the adjusting lever out of engagement with the adjusting screw. Back off the adjusting screw 3/4 of a turn with the fingers. If finger movement will not torn the screw free It up: otherwise the self-adjusting lever wilt not turn the screw. !.ubrtento the adjusting screw with oil and onal with wheel Iwarlng grease. Any deviation from this procedure mav cause damage lo the adjusting screw and consequent self ailjuster problems. I. Ile-lnstall the drum. Make a numlwr ol stops, while travelling In reverse. Alternate method Is: with the car mounted on a hoist and some one sealed in the car. have hel|>crs vigorously spin the front wheels In a backward direction while several appl leal Ions of the brake pedal arc made. This balances the ad justment on all four wheels. 5. On rear brakes a step-saver, Ivefore connecting (he parking brake cable. Is: with Ihe ear on the hotsl and some one In Ihe driver's seat, start the motor and with the transmission tever engaged In reverse apply and release the brake pedal several times. MAR 000791 6 STANDARD HYDRAULIC BRAKES After this has tieen done, connect the parking brake cable. Be aure to check the purktng brake cables for proper adjustment. Chock to non that the iu|uull/.er lever o|H*rutos freely. If Chevrolet, Oldsmolille nr l'nutl:* 19112 mmkds art: cquipix'd with Komllx ty|K> brakes, aco Dolco-Morulne aectlnn for manual adjustmcnt procedure, MANUAL AOJUSTMENT-DELCO MOR AINE TYPE (Except Chevrolet and Oldimobile) 1. After rellning or replacing shoes, In order for the drum to slide over the shoes freely, shorten the stur wheel adjusting screw until the star wheel Is approximately 1/8" from the pivot nut. 2. After Installing drum turn star wheel away from adjusting lever until the shoes drag heavily In drum. Then, while holding adjusting lever away fmiu the star wheel with a small rod or a wire hook, turn star wheel hack towards adjusting lever one complete turn or 20 notches. REMOVE WHEEL THEN REMOVE KNOCKOUT PLUC OR OUST COVCS THOM QUAKE tlHCM SLOT. HOLD ADJUSTER LEVER AWAY E HUM SPROCKET IIEEOSL IIACKOiC OrT QUAKE MKJE. ADJUSTMENT. ALWAYS INSTALL A OUST COVE. H (N THE IIKAKC DRUM SUIT UE EOHE: ISSTALLINC wheel. fig. 14 NOTK: Alternate method Is: with the cur mounted on a hoist and some one seated In the ear, have helpers vigorously spin the front wheels In a hackwurd direction while several applications of the brake pedal are made. On roar brakes a step-suver, liefore con necting the parking brake cable, Is: with (fie cur on the hoist amt some one in the driver's seat, start the motor and with the transmission lever enguged In reverse, apply und release the brake pedal several times. After this has been done, connect the parking brake cable. 2, Complete the adjustment by making a numlior of stops while the ear is travelling In reverse. This will automatically adjust the shoes- to uniform olearanco. NOTH: 1082 Pontiac Cara (Temiiest ex cepted) have adjustable front anchors. Adjust us follows: (a) install drums. Itetutn rear drums with one wheel nut. (b) Itemove adjusting hole covert from front hacking (dates. (e) Adjust front wheel tourings with brake shoes free. (d) Using a feeler gauge act toth ends of the secondary shoe lining to a clearance of .015" i .005". Change clearance at anchor pin end of lining by rotating anchor pin. Change clearance at adjusting screw end of lining by shortening or lengthening adjusting screw. (c) Adjust anchor pin and adjusting screw until there Is a five to ton pound drug on a .015 feeler gauge at each end of the secondary sh(s> lining. Nt>TK: The rour fixed anchor brakes, no feeler slot In drums, are adjusted In the same manner aa outlined for conventional self ad justing brakes. SPKtTAI. MOTH: . 1902 Tempest Due to the special characteristics of the Tempest rear suspension system different steps, In making the manual adjustment on the rear brakes, are necessary in order to lie sure that the rear brakes do not drag under conditions of unusual loading or cornering. They are: (a) Raise car so rear wheels hang down. (b) Loosen parking brake cable or discon nect anchor from side of torque.tube. (cl Kxpand adjusting screw to produce 5 to K pound drag on outside of tire. (d| Insert a small rod or screw driver through the adjusting screw slot In the hacking plate and hold the automatic adjusting lever away from the adjusting screw star whisd. (see fig. t |) (u) Hack off the star wheel 2G notches with shock ahsorliers fully extcmled. (Hack off 30 notches If hoist supports roar suspension near ends of control arms ami prevents rear wheels from hanging iluwn.) (() After adjustment, drum rotation should be free from brake drag. MAR 000792 STANDARD HYDRAULIC BRAKES 7 MANUAL ADJUSTMENT-DELCO MOR. AINE TYPE (Chevrolet and Otdtmoblle) Brake Drums on I!U13 Chevrolet, OldsmoIdle ami rear drums on Pontine model* do not lni'nr|Kirate an |ns|iccttn Hint. In order to gain access lo the adjusting aerew ntar wheel In ease the drum eannot Ie removed due to ft binding condition. It In necesnary to knock out the lanced area In the weh of the brake drum using a chisel or similar tool. After knocking out the metfti, he sure to remove It from the Inside of the drum and clean all particles of metal from the brake compartment. A new hole cover must be Installed Itefore re-installing the drum. With this ty|>e of Installation manual ad justment procedures are as follows: 1. With brake drum removed disengage the actuator from the star wheel and rotate the star wheel by spinning or turning with ft small screw driver. 2. Heeommended: (a) Use n special I)rum-to-Brake Shoe Clearance (laugc (Ammco Part No. 8650. Chevrolet Part No. J-21177) to check the dla* meter of the brake drum, (sec fig. 15) (b) Turn the star wheel 1-1/4 turns to ret met Ihe shoes. This will allow sufficient llutng-lo-druui clearance so final adjustment may lw nm<k*. 3. Install the drum and wheel. NOTH: Make certain when Installing the drums that they arc Installed In the same tsisttlou as they were when removed with the drum locating tang In line with the locating hole In the wheel hub. (see fig. 17) Fig. 14 1 Chatting trot* Shoa lining Oaorsncs. Fit. IS tiling Orvnvlo-lrok* Shon Clearance. (b) Turn the tool to the op|x)slte side and fit over the brake shoes t>y turning the star wheel until the gauge Just slides over the linings, (see fig. 16) . (c) Itotate the gauge around (he brake shoe lining surface to assure proper clearance. Alternate: (a) Using the brake drum ns an adjust ment fixture, turn the star wheel until the drum slide's over the brake shoes wllh a slight drag. Fig. 17 AGgning Drum Tong with Whaal Huh MANUAL ADJUSTMENT-WAGNER COM POUND TYPE: 1. After the brake shoes have been In stalled In their correct positions Initially adjust the star wheel assembly to a point where approximately 3/16" to 1/4" of threads are exposed lietwecn the star wheel and star wheel nut. 2. Install the drum. Iternove tho access slot cover and wllh a brake adjusting tool or screw driver rotate the star wheel until thn wheel Is In the locked position. 3. Hack off the star wheel at least 13 to 20 notches (clicks). MAR 000793 8 STANDARO HYDRAULIC BRAKES NOTE: Do not insert a second tool to lift or pry the adjusting lover off the star wheel teeth on this typo of brake. 4. Drive the car In reverse, or with car on hoist follow procedure outlined for Bendlx tnd Delco Moraine making 10 to 15 brake applications to adjust all brake shoes to uniform clearance. REMOVAL- BENDIX TYPE . FRONT DRUM 1. Raise the car so that the wheels are clear of the floor. 2. Remove the huh cup, wheel and l>eurlng dust cap. Remove the cottfcr pin, nut and wusher. 3. Pull the drum outward approximately two Inches. Push Imck Into orlgtnul position. Remove the wheel hearing and withdraw the drum. If the drum hinds on the brake shoos and will not come off Insert an lee pick or narrow screw driver through the brake adjust* leg hole In the Iwoklng plate and disengage the adjusting lovor from the adjusting screw. While holding thu adjusting Icvur uwuy from the adjusting screw hack off the adjusting screw with the bruke adjusting tool. Re careful not to burr, chip or damage the notches In the adjusting screw and thus cause consequent Inopcrutlon of tho self adjusting mechanism. .1. With the wheel and drum removed, install t clamp over the ende of the wheel cylinders unless the lucking plate Is et|ulp|M-d wllh stops or tubs. Some 1963 Model wheel cylinders are equipped with rubber boots that are recessed In grooves on the wheel cylinders. This pre vents the pistons from leaving the wheel cylinder and It ts not necessary to use wheel cylinder clumps on these wheel cylinders. 2. Disengage the adjusting lever from the adjusting screw by pulling outward on the adjusting lever, (sec fig. t| 1 REMOVAL - BENDIX TYPE . REAR Fiq. 19 DRUM 3. Move the outtnurd side of the adjusting 1. Raise the car so the wheel is clear o& screw upward and luck off the pivot nut as the floor. far as It will go. 2. Remove the huh cap and wheel. 4. Pull the adjusting lever, cable and auto 3. Remove the retaining nuts and remove matic adjuster spring down and towurd the the brake drum. If the drum will not come off. rear to unhook the pivot hook from the large Insert a narrow screw driver through the hole In the secondary shoe web. Do not attempt brake adjusting hole In the backing plate, and to pry the pivot hook out of the hole. disengage the adjusting lever from the adjusting 5. Remove the automatic adjusting spring screw. While thus holding the adjusting lover uwuy from the adjusting screw, tuick off the adjusting screw with the brake adjusting toot and the automatic adjusting lever. 6. Remove the secondary shoe to anchor spring with a refracting spring tool. Using the (fig. 12.). Btck off the adjustment only If the drum cannot be removed. Be very careful not same tool, remove the primary shoe to anchor spring and unhook the cuhle anchor, (fig. 19) to lairr, chip or damage the notches In tho 7. Remove the anchor pin plate (not used adjusting .screw; otherwise, the self adjusting on all Installations), mechanism will not function projierly. 8. Remove the cable guide from the second BENDIX TYPE . BRAKE SHOE AND AD* JUSTING SCREW REMOVAL ary shoe (see fig. 1) 9. Remove the shoe hold-down springs, shoes, adjusting screw, pivot nut, und socket. before disassembling brakes study the 10. On rear brakes, remove the parking brakes carefully. Note the relative position of bruke, link and spring. Disconnect the parking each part und the color coding of springs, etc. brake cable from the parking brake lever. In many cases brake parts are not Interchange 11. After removing the rear brake secondary able from one side of the vehicle to the other. shoe, disassemble the parking brake lever from Keep the parts of each wheel brake separated the shoe by.removing the retaining clip und from the parts of other wheel brakes. spring washer. Wf"........ . w is" r* MAR 000794 GLEANING AND INSPECTION - GENERAL 1. Wash itll thi* parts. except the brake shoes. Iii a cleaning fluid and dry with compressed air. 2. Brush all dirt and dust from the backing plates and the Interior of the hrake drums. 3. lns|iecl the brake shoes for excessive ll.ilng wear or shoo damage. If linings are worn or If the shoes are damaged they must he replaced. Replace oil saturated linings. Replace linings only In axle sets. Before replacing linings chock the drum diameter to determine If oversize linings must lx* Installed. 4. loosen wheel cylinder Irnot ami Insisict wheel cylinder for brake fluid leakage. If leak exists, remove wheel cylinder for service or replacement. 5. Disassemble the adjusting screw assem* bly. Clean and Inspect as follows: (a) Check thrust washer and mating sur faces for Inirrs or excessive wear. (b) Inspect teeth on sprocket for wear. (c) Remove all foreign material from adjusting screw and nut. The nut must rotate freely on threads. 6. Chock the foot of the adjuster lever for wear. 7. Check the override pivot (where used) for wear or deformed parts. 8. Inspect all other broke parts and replace any that are worn or damaged. 9. lns|ct the brake drums. If the drum shows Indication of scoring, heat checks etc. It should he machined or "turned down." A drum that Is excessively scored or shows a total Imllcator run out of over .007 Inch should 1 turned down. On cars that are equipped with tapered hub drums (Amercan Motors, Chrysler, Sturicbaker) It la advlsahte to hold the indicator run out reading to a maximum of .004 Inch.' In order to properly machine tapered hub drums, assuring that they are held within correct out-of-concentric limits, a tapered hub adaptor tool (Ammco Tool No. 7325) Is available, (see fig, 20) Its use will ellmlnutc service complaints and come back's due to out-of-concentrlc and wobble effect leading to pulsating pedal, rear drum chatter,and other erratic broking action. Remove only enough stock to eliminate the scores ami true up the drum. In no case should the reflnlshed diameter exceed .060 inch over-sire. STANDARD HYDRAULIC BRAKES 9 INSTALLATION: BRAKE SHOES AND ADJUSTING MECHANISM - BENDIX TYPE 1. Apply a light coating of high lem|>crature grease (Silicon base or equivalent) to all the points where thu brake shoes contact the hacking plate. 2. Rcfore Installing the rear brake shoes, assemble the parking brake lever to the secondary shoe and secure with the spring washer and retaining clip. On Chrysler Cor poration Products Ik sure that the wave type washer Is Installed. Under the horse-shoe retaining clip outside of the parking hrake lever. Apply a light coating of Silicon base grease, or equivalent at all the* points where the brake shoes contact the backing plate. 3. Position the brake shoes on the hacking plate and Install the hold down spring pins, springs ami Cups. On the rear brakes Install the parking brake link and spring. Connect the parking brake cable to the parking hrake lever, (see fig. 1) After making manual adjustment See "Manual adJustmcnt-Bcndlx Type." 4. Install the anchor pin plate on the anchor pin (where used). Install the cable anchor (eye) over the anchor pin with the crimped side toward the lucking plate. MAR 000795 f to STANDARD. HYORAUUC BRAKES f 6. Instull the |>rlmary shoe to uochor spring The adjusting levers are stamped It. or L. to with u special rotraetor spring tool. (fig. 21) Indlcuto their Installation on a right or left 0. Install the culile guide on the secondary hand brake assembly, (see fig, 22) shoe web with the flunged hole fitted Into the 11. Place the hooked end of the adjuster hole In the secondary shoe well. Thread tho spring Into tho large hole In tho primary culilo around the cable guide groove. 'Ihu shoo wcti, and connect tho loop end of tho cable must l posttioiHal In this groove and spring to the adjuster lever holo. not between the guide and the shoe web. 12. Pull the adjuster lever, cable and auto 7. Install the secondary shoe to anchor spring with the special tool.(see fig. 21) Be sure that the cable end Is not cocked or matic adjuster spring down and toward the rear to engage the pivot hook In the large hole tn the secondary shoe web. (see fig. 22) binding on the anchor pin when Installed, lie- move the brake cylinder clamp. Fi. 21 13. Now check the action of the adjuster by pulling the section of the cable lietween 8. Apply hlgh-tcmperature Silicon base lu the cable guide and the adjusting lever toward bricant or equivalent to the threads and the the secondary shoe web far enough to lift socket end of the adjusting screw. Turn the the lever past a tooth on the adjusting screw adjusting screw Into the adjusting pivot nut wheel. 'Hie lever should snap into position to the limit of the threads and then luck off behind the next tooth, and release of the cable 1/2 turn. should cause the adjuster spring to return NOTE; Extreme caution must he taken to assure that the correct adjusting screw la assembled Into each brake. Interchanging adjusting screws from one side of the car to the other would cause the brake shoes to retract rather than expand each time the automatic adjusting mechanism operated. To prevent Installation on the wrong aide of the cur, the socket end of the adjusting screw la stamped with an It or L. The adjusting pivot nuts can be Identified by the numher of lines machined around the body of the nut. One line Indicates a left hand nut; two lines Indtcute a right hand nut. the lever to Its original position. This re turn action of the lever will turn the adjust ing screw one tooth. If this check (Iocs nut produce the action descrlta'd or If the lever action Is sluggish Instead of positive and sharp, check the position of the lever on the adjusting screw toothed wheel. With the brake In a vertical position (anchor at the top) the lever should contact the adjusting wheel 3/16" (or 1/32") aluvu the center line of the screw. If the contact point Is bclow this center-line, the lever will not lock on the teeth In the adjusting screw wheel and the screw will not Is* turned as the lever Is actuutcd by- the cubic. To determine the 9. Place the adjusting socket on the screw cause of this condition: and Install the assembly between the primary, (a) Check the cable end fittings. The i and secondary shoe ends with the adjusting cable should completely fill or extend slightly screw nearest the secondary shoe. beyond the crlm|>cd section of the fittings. 10. Hook the adjusting cable hook In the If It does not, possible dnmuge Is Indicated adjusting lever from the backing plate side. and the cable assembly should lie replaced. v w W"M> U : 1 k L 0 MAR 000796 STANDARD HYDRAULIC BRAKES 11 Obtain it nfw cable ami compare the length Insinuation Rear llrakc* Ilrum General of the old cable with (hi* new cable. lmpro|M`r 1. Place the"drum over the brake assem cable length could he the cauae of trouble. bly and Into position. Install the nuts and- (h) Check the cahle guide for damage. tlghtcn securely. The cable groove ahould he parallel to the 2. Install the wheel and manually adjust ahoc welt, and the lodv of the guide ahould the brakes while the car la on the hoist or tie flat again*! the well. Replace the guide stand. With the engine running and the trans If It shows evidence of damage. When aa- mission lever In reverse ajiply the brake acmhllng the guide to the ahoe make aure that pedal several times. This will uniformly the guide doc* pull away from the ahoe. adjust the rear brakes. (e) Cheek the pivot hook on the lever. The hook surface* ahould !* aipiare with the lanl.v of the lever for prt|**r pivoting. Repair the honk or replace the lever If either ahowa evidence of damage. The hook la aometlmea REMOVAL * FRONT BRAKE SHOES A AUTOMATIC ADJUSTER * DELCO MOR AINE damaged when a manual adjustment U made 1. Hotat car and remove the front drum with an Ice pick, or thin acrcwdrtver, and atnr wheel adjusting tool. and hub assemblies. It may he necessary to lwek off the brake shoe adjustment l>efore the (d) Check that the adjust Ing screw socket brake drums can Is- removed. Insert u'smull is property seated In the notch in the ahoe screw driver or awl through backing plate web. (see figs. 10 ft 11) lot and hold adjuster lever away from ad justing screw sprocket tn order to back off Installation - Front Brake Drum General the broke shoe adjustment. On Chevrolet and 1. Install now Inner wheel hearings If tn- ^Otdsmohlle tt la necessary that a pre-punched spectlon Indicates they are needed. If not plug lie removed from the drum with a chisel, replaced, repack with fresh lubricant and or similar tool, tn order to free up the drum. install with new seal, {see fig. 14) 2. Remove the primary and secondary shoe 2. Wipe most of the grease out of the return springs and the automatic adjusting huh. Install the drum assembly, outer wheel actuating link. bearing, washer and retaining nut. On Chevrolet Installations remove the actuator return spring. Disengage the link end from the anchor pin and then from the secondary ahoe. 3. Remove the brake ahoc hold down springs, pins and washers. Remove the auto matic adjuster lever or actuator, pivot and override spring assembly, and the automatic adjuster return spring. 4. Spread shoes to clear wheel cylinder fA\ 4V--^ links, then remove the primary and second ary shoes as an assembly. 5. Remove the primary to secondary ahoe spring and the automatic adjusting screw. iivrt tiNn H.II! *--im*m \yatiM km mm Fif. tt 3. Adjust the wheel hearings according to the Individual car manufacturer's spec* (Mentions. 4. Install the grease cup, wheel and hub cap. If the adjustment was backed off ad just the brakes ns outlined In the "Adjustment Procedure" section. REMOVAL REAR BRAKE SHOES A AUTOMATIC ADJUSTER - DELCO MOR- AINE 1. Holst car and loosen check nuts at forward end of parking brake cable sufficiently to release tension from the cable, or remove parking brake oiuallscr nut. 2. Remove rcur wheel assemblies and re move rear brake drum*. It may be necessary to back off the brake shoe adjustment before the hrake drums can be removed. See "1" under "Removal of Front Brake Shoca". am* m>.r^es MAR 000797 iw n u im wH 'm r n m m w m m m m m m r r M m m m tm m iiw m m m m m m m 3. Remove the primary and the secondary nhoc return njirtnfCM and Ibc automatic adjuster actuating link. (hi Chevrolet liisl.dl.iUons remove the actuator return spring. Disengage the link end from the anchor pin and then from the secondary shoe. 4. Spread shoes slightly and remove the parking brake lever strut ami spring, then disconnect tha parking brake cable from the oporating lever. 3. Kumove the brake shoe hold doom springs, pins, and washers. Remove the auto* mutlc adjuster lever, or actuator, pivot and override spring assembly, ami the lever re* turn spring. 6. Spread shoes to clear wheel cylinder links, then remove the primary and the sec ondary shoes us an assembly. 7. Hemove the primary to secondary shoe' spring and the automatic adjusting screw. 8. Remove the parking brake lever from the secondary shoe. 9. Clean and inspect all parts ss per in structions given previously In the '`Cleaning ami lns|tection" section of this munual. INSTALLATION - FRONT BRAKES - DELCO MORAINE j^monTNNT; Before installing hrake shot* assemblies lubricate all luieklng plate ledges, automatic adjusting screw threuds. thrust washer mating surfaces and all other contact surfaces with a light coating of high temperature silicon lubricant or equivalent. 1. Assemble the automatic adjustment screw. 2. Attach the primary to secondary shoe spring to the shoes with the long hooked end of the spring connected to the secondary shoe. The primary to the secondary shoe spring must not contact the adjusting screw sprocket. 3. Position the automatic adjusting screw between the primary and secondary shoes with the sprocket end of the screw toward the secondary shoe and pointing toward the rear of the car. NOTE:* The right front and right rear brake adjusting screws have left hand threads. The left front and left rear brake adjusting screws have right hand threads. It is Im perative that these adjusting screws do not liecomc interchanged during removal and reinstallation. 4. Position the 3hoe assembly on the back ing plate and position the wheel cylinder links imn tmhe shnoe noitccnhes. 3.'Position the upper end of the automatic adjustment actuating link onto the brake shoe guide at the unchor pin. 6. Hook the automatic adjustment actuating link onto the override pivot and then position the automatic adjuster lever assembly and return spring on the secondary shoe. Fasten with the hold tlnwn spring assemblies. 7. Install the primary shoe hold down spring assemblies. 8. Install the primary and secondary bruke shoe return springs. 9. Install the front hull and drum assem blies. \djust front wheel licurlngs to the individual manufacturer's specification. 10. Manually' adjust the brakes as outlined in the Delco Moraine "Manual Adjustment" section of this manual. This cun t>e done before the drums are Installed by using Ammco Brake Shoe Adjustment Gage No. 8650. INSTALLATION REAR BRAKES - OELCO MORAINE />! Ihdl iiurklng bruke cables luck and forth through conduits, lubricate freely with Lithium soap grease or equivalent and return cable to normal position. Remove excess lubricant. 3. install (urklng bruke lever to the sec ondary shot*. 3. Assemble the automatic adjusting screw, nut and socket. 4. Attach the.primary to secondary shoe spring to the shoes with the long hooked end of the spring connected to the secondary shoe. 3. Position the automatic adjusting screw assembly between the primary and secondary hoes with the sprocket end of the screw toward the secondary shoe and (xdiitlng toward the rear of the car. The sprocket must not contact the primary to secondary shoe spring. NOTE: The right rear broke adjusting screw has left hand threads. The left rear broke adjusting screw has right hand threads. Make sure that they W> not la-come Inter changed during removal amt re-installation. 6. Position the shoe assembly on the back ing plate and position the wheel cylinder pins in the shoe notches. 7. Install the parking brake si rut and spring, (see fig. 1H) 8. Place the upi>er end of the automatic adjusting actuating link over the anchor pin. 9. Hook the actuating link onto the over ride pivot and then imsltlon the adjuster lever L MAR 000798 STANDARD HYDRAUUC BRAKES 13 assembly ;iiul return spring on the secondary hoe. Fasten with the hold down spring semhltos. Id. Connect the parking brake cable to the parking brake lever. It. Install the primary shoe hold down spring assemblies, 12. Install the prtmary and aecondary brake shoe return springs. in. Install the drum and wheel assemblies. 14. Anscfiihle parking brake cables to<vpmlIr.cr and reinstall equalizer |o car. Adjust the parking brake. 15. Manunlly adjust the hrakca by following the procedures outlined In the Delco Moraine "Manual Adjustment" section of this mnnusl. This can lx? done Iwfore the drums are In stalled by using Ammco Brake Shoe Adjust ment Gage No. 86S0. WAGNER SERVO-COMPOUND TYPE - REMOVAL - SHOES AND ADJUSTING MECHANISM 1. Ilcmnvu the long link with "3" shaped end from the crank lever and adjusting lever, f 2. Kcmove the short link with "S" shaped end from crank lever and the anchor pin. , llcmovc the lower spring, adjusting lever and adjusting screw assembly. 4. Itcmove anchor crank from secondary shoe. On rear shoes remove parking brake strut. 5. Kcmove the primary and secondary shoe return springs. . Kcmove the guide plate and anchor block. Kemove the shoe hold down pin and clip. 7. Remove the shoes from the backing plate, (see fig. 3) WAGNER SERVO-COMPOUND TYPE - INSTALLATION OF SHOES AND ADJUST- ING MECHANISM < < > 1. Place shoes on backing plate and secure with Ihc shim hold down pin nnd clip. 2. Place the adjusting lever on the second ary shoe web making sure the slot In the lever .engages to full depth with the slot in the ahoe web. NOTE: The adjuster levers are painted red for right hand brakes and hlue for left hand brakes. 3. Install the star wheel assembly. The star wheel must be Installed over the adjust ing hole In the backing plate. 4. Assemble the lower sprlng to the webs of the primary and secondary shoes. The tang Hook End should he aecured In the small hole In the secondary shoe and should ht un>kT the shoe web. The short hook end should he secured In the small hole In the primary shoe. When Installed correctly, the long hook end will not Interfere with either the lever or the star wheel teeth. S. Install the anchor block with arrow pointing In the forwurd direction of drum rotation (aee fig. 43), Fig. 43 Anchor Dock kutallation 10 Series. 6. Place the guide plate over the anchor pin ami Install the shoo return springs with the long hook end flat agninat the guide plate. 7. Install the lever crank In the email hole In the aecondary shoe web, the left crank on the left hand brakes, and the right ornnk on the right hand brakes. A "L" or "R" Is located on the hexagon side of the crank for Identification. Make certain the lever rotates freely on the hexagon head screw. 8. Assemble, the short wire link with Urge hook by first Inserting the "3" shape offset end Into the lever crank hole which Is closest to the hexagon head and then snap the hook end of the link In the top groove of the anchor pin. 9. Insert the long link with "3" shaped end In the crank lever, l.lft theadjuster lever up enough to hook the link In the slot of the adjusting lever. The adjusting lever will then engage the star wheel teeth between 1/Kl" alvo or below Ihe centerline of the tar wheel assembly. CALIPER DISC TYPE BRAKES The friction pad In the Caliper disc brake Is replaced when worn without removing the Caliper unit from the car. To check pad clearance and wear remove the wheel. For clearance check. Insert a feel er gauge between friction pad and the rotating disc. Ordinarily, clearance should be a minimum of .004 . However, If the car was stopped by * brake application, Just prior to checking the clearance. It Is considered nor mal If the brakes tend to drug, flotation of MAR 000799 niU.I WM ffh M IHWJI.UMI^W W IW W PI l r 14 STANDARD HYDRAULIC BRAKES the disc Is a factor in cuuslng the friction pads to move away from the iliac. When pads have worn to .200" thickness replace the friction pad and securing plate assemblies. PAD REPLACEMENT 1. Itumovc the wheel and tire assembly. 2. He move the bolt, nut and lockwasher to free the brake pad retaining clip. 3. Engage a wire hook In the hole of the Inner friction pad removal tab. (No. 2 In III.) or grasp the tab with a pair of pliers and pull to remove the tub. 4. Clean the backing plate, dust seal and surrounding area. NOTE: A special Brake Piston Return Lover Tool (Stuitolukrr Part fJ-21172) Is' required to re-set the wheel cylinder pistons. This ts necessary to provide clearance for Inserting the new pad assembly. 5. Slide the forked end of the special tool between the rotating disc and the piston, (see fig. 24) The fist side of the tool should lie towards the face of the rotating disc and the pivot stud of the tool Inserted In the hole from which the retainer clip bolt was removed. 6. Attach a bleeder hose to the bleeder screw and connect to a jar seml-fllled with brake fluid, then loosen the bleeder screw. 7. Using the tool pivot stud as a fulcrum, apply force on handle to slide the piston Into the wheel cylinder. 8. Tighten bleeder screw. 9. Remove tool. Fif. 24 10. Slide the new friction pad assembly into position with the pad securing plate en* gaging the protruding button of the wheel cylinder piston. 11.' Repeat the preceding steps to remove and replace the opposite friction pad. -^*12. Replace the friction pad retainer clip and secure with bolt, lockwasher and nut. 13. Check for proper fluid level In the master cylinder reservoir and add us re quired. Check pedal pud; If pedal Is solid It will not be necessary to bleed the brakes. If, however, the pedal Is spongy; It will be necessary to bleed. Use a pressure bleeder or have someone apply light pressure on the hruko pedal. Otwerve fluid flow from the bleeder screw and tighten the screw when flow of air bubbles stop. Maintain the pres sure while tightening. 14. Replace wheel. 15. Depress brake |M-dat several times to properly seut the frtetlon pads, CAUPER UNIT - REMOVAL 1. Remove the front wheel and tire as sembly. 2. Remove the hydraulic Inlet pipe from the Caliper unit. 3. Remove the two capscrews and lockwashers that fasten, the caliper unit to the steering knuckle adapter bracket, (fig. 25 *3). NOTH: Shims are used Iwtwcen the caliper and the adapter bracket to center the caliper around the disc. Watch for the spacer shims (fig. 25 4) and note their exact location. This procedure will save valuable Installation time. Tw Wl"` ksjr MAR 000800 STANDARD HYDRAUUC BRAKES 15 #!*. 75 DISASSEMBLY CAUPER UNIT 0. Use* a hydraulic hand pump or air pressure to remove the outstdo cylinder piston from the cylinder body. Hold a container under, the assembly to catch the hrskc fluid as the piston Is removed. 7. Remove the hleeder screw (fig. 26 #1) amt bleeder screw ball rhcck (fig. 26 *2) from the outside cylinder liody and Insert the removed bleeder screw and ball In one of the hydraulic openings of the inside wheel cylinder. Then use hydraulic hand pump or nlrprcssuro to remove the piston from the Inside wheel cylinder. 6. Pull the piston seal (fig. 26 112) from the groove in the piston (fig. 26 #14) and discard the seal. Pull the dust seal and stretch It over the small end of tho piston assembly. Dlseard the dust seal. ClEANINO AND INSPECTION * CALIPER UNIT Clean all metal parts with Bendlx Metal* Clone or an equivalent solvent. Check oyllmler Imre for damage or ex* cesstve wear. Replace the piston and cyl inder assembly If excessively damaged or worn. The unit should be thoroughly cleaned be* fore disassembly. Clamp the unit in a vise, securing It by the mounting boss. 1. He move the hydraulic pipe assembly between the two wheel cylinders. Note the correct installation of the pipe before re* moving it. 2. Remove tho nut and lorkwashor (fig. 20 *0) nmHhr lult (fig. 20 *11) to free thu friction pud retainer clip (fig. 20 *10). 3. Kngage a wire hook In the hole of the friction pud removal tab and pult to remove. Remove the other friction pad (fig. 26 #15). 4. Remove the four capscrews and lockwashers (fig. 26 IT) from each wheel cylinder to free them from the Caliper Bridge (fig. 26 14). 5. Remove the outer lip of the dust seal (fig. 26 #13) from Its groove in the cylinder body. ASSEMBLY - CAUPER UNIT 1. Apply a film of clean brake fluid on a new dust seal and stretch the seal to posi tion It into the groove of the piston assembly. The cup side of seal should face the piston aide of tho assembly. 2. Roll the outer edge of dust seal toward the flange on the ptaton to provide better ac cess to the groove for the piston seal. 3. Apply a film of clean brake fluid on the piston senl, then stretch the seal to post* tton it Into the groove of the piston. 4. Repeat alve steps to assemble the seals to the other piston assembly. 5. Coat the Inner surface of one of the cylinder Iwdles with hrnko fluid. A, Place the (yllmler body, opening up,on the Iwd of the nrlnr pronh, 7. Position the piston assembly, small end down, aligning the retractor pin into the hole in the piston and the edge of the piston seal aligned with the edge of the cylinder bore. 8. Carefully apply slow even 'pressure with the arbor press. Be sure the piston seal Is not damaged. Press the assembly to the bottom of the bora. 9. Repeat the operation for the other wheel cylinder. 'S...W1..-. HULL IIUJ ffS.J.I--JS.l ..II.1 MAR 000801 I STANDARD HYDRAULIC BRAKES 17 the caliper anti the caliper mounting hracket and Inslall the upper cap screw. Place the flexible hose bracket on the lower capscrew and with the shim pack between the caliper and caliper mounting bracket Install the tower capscrew. 7. Check the caliper alignment with the disc ss outlined under "Installation of Caliper Unit." 8. Install the wheel and tire assembly, MASTER CYLINDERS Master cylinders used on 1963 modet cars are of two general types. The closed end type and the tandem or dual safety type (dual reservoir) (see figs. 30 A 31) REMOVAL 1. Itemove the front wheel and tire u* scmbly. 2. Itemove the caliper assembly retaining capscrews. He sure to keep the shim packs " used U'tweun the caliper and caliper mount* Ing bracket separated to facilitate installation. 3. Lift the Caliper assembly from the disc (it is not necessary to disconnect the brake tine) and tic it up out of the way. 4. Itemove the grease retainer cap. 5. Itemove the bearing adjusting nut, wash er and outer cone and roller assembly and pull the hub and disc assembly off the steer ing knuckle. INSTALLATION 1. Lubricate the Inner hub bearing and make certain the Inner grease seal ts In good condition. 2. Install the hub and dts<5 assembly on the steering knuckle. 3. Lubricate and Install the outer bearing cone and roller assembly, the washers and the adjusting nut. 4. Tighten the adjusting nut until there ts no end play. Hack off the nut to the first slot In the nut that aligns with the hole In the steering knuckle spindle. Install the cotter pin. 5. Install the grease retainer cap. It. Position the caliper assemhly on the disc. i'lats the pni|x*r shim pack lietween fif. 31 The master cylinders used on cars not equipped with power brakes are usually Identi cal In operation and construction to the master cylinders used with power brakes with the exception of the secondary piston, push rod. and front seal. In the Dual-Safety (Tandem) typo Master Cylinder, failure In one part of brake sys tem ikies not modi In failure of the entire hydraulic brake system. Failure In the front brake system will leave the rear brake system still operative or failure In the rear brake system will still leave the front brake system operative. im m M m im m iifiM iT itfte ju a iiiir- MAR 000802 18 STANDARD HYDRAULIC BRAKES A double hydraulic cylinder with two out* leta, two realdual check valve*, two fluid reservoirs and two hydraulic pistons, a pri mary and a secondary, are operated in tandem hy a single hydraulic push rod. The primary outlet In connected to the front brake* with the secondary outlet connected to the rear brakes. With the MuHtcr cylinder fluid res ervoirs filled and the front and rear broke systems hied, there Is a solid column of fluid on the forward side of ixith the primary and secondary pistons. Do nol assemble residual cheek valves In these particular master cylinders when repairing them. MASTER CYLINDER REMOVAL - GENERAL In most cases the stumlard brake master cylinder cun Ite removed from the fire wail without disconnecting the push rod and clevis. .On most earn e(|uip|x-d with power brakes the master eyllmk-r eun tm removed, and serviced without removing the vucuum cylinder from the car. Ue sure that the area around the master cylinder Is clean before attempting removal. 1. Dlseonueel the rubU-r tsuit from the rear end of the muster cylinder. 2. Disconnect the hydraulic line at the master cylinder. Plug or tupe the end of the line to prevent the entrance of dirt. Dis connect the stop switch wires from the stop switch (where the stop light switch Is located In the Indy of the muster cyllmk'r). 3. Hemove the bolts that secure the master cylinder to the dash panel and lift the cylinder oii^und away from the push rod. Hemove the ruhtier loot from the push rod. MASTER CYLINDER INSTALLATION - Upon application of the brakes, through movement of the brake pedal fluid Is dis placed by the pistons Into the wheel cylinders to activate both front and'rear brakes. Upon release of the brakes, fluid returns from the rear wheel cylltulcrH through tho secondary residual check valve to the secondary portion of the master cylinder hore. Fluid also returns front the front wheel cylinders through tho primary residual cheek valve to the pri mary |x>rtln of the master cylinder Ixiro. The dual system differs from the single sys tem In operation, In that when hydraulic failure occurs In either the front brake system or the rear brake system, fluid under pressure con tinues to he displaced by the primary piston into the front brake system as in the con ventional type Master Cylinder. Likewise, If failure occurs In the front broke system the rear brakes are still operative. There are two different types of dual systems, as well as single systems, used In 1963 The (Vendix Type and Delco Moraine type. GENERAL 1. With the rubber boot on the cylinder, guide the master cylinder over the end of the push rod. amt fiosltlon the cylinder against the ibish |>nnel. 2. Install and tontuc the mounting ixilts to 20-28 foot pounds. (a) In the case of a power broke master cylinder Install a new master cylinder lo vac uum cylinder "O'* ring on flange of master cylinder. Imbricate "O" ring with a light film of clean brake flutd. The master cylinder attaching nuts should be tightened IS to 20 foot pounds torque In this Instance. 3. Connect the brake tine to the master cylinder. 4. Connect the wires to the stop light switch and the rubher boot to the master cylinder. 5. Fill the master cylinder with an ap proved brake fluid and bleed the hydraulic system In line with the following Instructions: NOTE: The Master Cylinders used on 1963 Sludchuker cars equipped with the Caliper BLEEDING THE SYSTEM - GENERAL Disc Drakes and on 1963 Chrysler Mo<lel When any part of the hydraulic brake sys C-30DJ equipped with llemolc Power Hrakes tem has been disconnected for repair or re- (ik-v Power ilrukc section) ilo nol lncor|ralo pnuvmiMH, uir may K( i tlU(> im res taunt chock valve*. I cuuhc a spongy petlul notion. IUoimI the W w MAR 000803 u-- ^ JL- ^ -- - - -- hydraulic system, after U has Ivon properly connected, to l sure that all air la expelled from the brake cylinders and lines. Use only Heavy Duty Brake Fluid that meets the SAK 70lt:i s|>cclflcntion. PRESSURE BLEEDING Use an approved type pressure bleeder and follow the particular equipment manu facturer's Instructions. MANUAL BLEEDING Wood the longest lines first. The proper sequence Is left reur, right rear, right front and left front. Keep the master cylinder filled with new brake fluid during the bleeding operation. 1. Attach a bleeder hone to the lilcetler screw of the wheel cylinder that Is located farthest from the master cylinder. 2. Place the loose end of the bleeder hose in a transparent container that Is partially fitted with brake fluid sufficient to keep the end of the hose completely submerged. 2, Turn wheel cylinder bleeder screw counter clockwise approximately 3/4 of a turn. Slowly depress the brake pedal until it reaches the end of Its travel. Close the bleeder screw and allow the brake pedal to return slow ly to the fully released position. Repeat this o|>er:itton until brake fluid flows In a solid stream from the end of the bleeder hose with no Indication of air bubbles. Always tileed off sufficient brake fluid to ensure that all fluid tn that particular line has been replaced. 4. Close wheel cylinder screw tightly as soon as fresh brake fluid flows in a solid stream from the bleeder hose. 5. Remove the bleeilor hope from the wheel cylinder bleeder screw. ft. Refill the Master Cylinder reservoir and repeat steps I through 5 at the remaining wheel cylinders in the proper bleeding se quences, 7. Refill master cylinder reservoir to the pro|>er li'vrl. L'TIONj Never reuse brake fluid that was with-drawn from the system during the bleeding operation. MASTER CYLINDERS - DISASSEMBLY (TYPICAL) CLOSED END TYPE Figures .10and33A (as follow) are of typical Master Cylinders of the closed end type used on 1963 models. Though the physical con tours, shape, and size of filler caps may vary the o|>eratlng principles are Identical and the functional parts are of a similarity. STANDARD HYDRAULIC BRAKES 19 V'*" \--.T/.r"r*rt* &/ .n... g-4 / / u-- ssui pvm cm \ ____ Min* . _L <dU.Tw.? 3 VMTV ^ /I u \'or eat tr \Mft Nlf nun car. KAfTMt CTI IMOaS suovAL cares valvc* arruaa msg sttihaumc rtrron KtTAINING I ring C MUMARV CVS SECONDARY cur . mast* a cyi mm a to vacuum i ri iniis a o - amo Rf. 33A 1. Brush off the worst of the external dirt Iteforo disassembling. It Is a good Idea tn place the parts In n pan In the ordor of disassembly. This contributes to ease of Inspection and reassembly. 2. Remove hoot from Master Cylinder (Standard drake). Remove the filler cap and gasket. Pour out any brake fluid that may remain In the cylinder or reservoir. 3. Remove the piston retaining ring from the bore of the master cylinder and remote the piston. 4. Remove the primary cup, spring and check valve from the bore of master cylinder. 5. On Delco Moraine Master Cylinders re move the rubber valve seat washer from cylinder bore with a wire hook. 6. On Power Brake Master Cylinders re move tho Master Cylinder to vacuum cylinder "O" ring. MAR 000804 2Q STANDARD HYDRAULIC BRAKES DISASSEMBLY TANDEM SAFETY TYPE MASTER CYLINDERS Fi II 3. Remove tho retaining ring from groove In tho lure of the Master Cylinder. 4. Kemove primary piston and stop assem bly, secondary piston and stop assembly, sec ondary spring, spring stop, secondary check valve spring, and check vnlve from the Mustor Cylinder housing (see fig, 3-1 and :i:i) 5. Kemove brass piston stop and seal as sembly from primary piston (see fig. 34) and discard. Piston stop is serviced as a unit and should not be disassembled. ' Phlon blop And Soul AtM-nilily Primary Piilon Pilton Saal // Prolodor Wadior''^ _ Plf. 34 tslainsr Isndii Primary Pitlan PUatMcnblod. 4. Kemove retainer, piston seal, and pro* toptor washer from primary piston. 7. Remove retainer, piston seal and pro tector washer from forward end of secondary piston assembly, (sue fig. 35) Phfon So ah Protector Woifcor* Soul toloinor Socondory Pition Sool Potainor Pig. 13 gondii Typo Mactor CyCndor CimponinCc. The above Illustrations show the types of Tandem Master Cylinders used on 1963 Models. To disassemble the Bendlx type as In stalled on Cadillac proceed as follows: 1. Kemove the filler caps from the Muster Cylinder assembly. Pour out any liruko fluid that may remain In the reservoirs or bore. 2. Remove the hydraulic fitting and the residual check valve from the rear outlet of the Muster Cylinder (fig. 31-32). Kemovegus- Pif. 33 londii Secondary Pition Oitaciembled. S. Kemove spring adjusting screw, spring retainer, and spring from secondary piston. 9. Kemove seat retainer and two piston seals from secondary piston. DISASSEMBLY - BENDIX TYPE AMER1C AN MOTORS AND STUDEBAKER AP PLICATION The Bendlx Tandem Type Master Cylinder as used on 1963 American Motors and Studebaker curs not cqutpiied with power brake units 1B fW :V ID P P P P P g ^ W W fW W .l| l| l lJ )I6IH I U |.WWMWW>H MAR 000805 STANDARD HYDRAULIC BRAKES 21 the master cyltnder used with Power Brahes with the exception of the primary and second ary piston push rod. and front seat. To disassemble this type proceed as fol lows: 1. Remove the filter cap and drain out all fluid. 2. Remove the stop light switch and the primary piston stop, located In the stop light switch outlet hole. 3. Remove the snap ring from the piston bore. 4. Remove the primary and secondary pis ton assemblies. Air pressure applied In the piston stop hole wtll help facilitate the re moval of the secondary piston assembly. 5. Remove the tube seats by using selftapping screws (supplied In Manufacturers repair kits.) Screw the self-tapping screws Into (he tube seats and place two screw drlvor tips under the screw head and fores the screw upward as shown in fig. 36 2. Remove head nut and gasket from master cylinder housing and remove floating piston spring and retainer. 3. Remove retaining ring from open end of mnster cylinder and remove primary piston assembly. 4. Push floating piston out of unthreaded rear end of master cyltnder bore. 5. Remove filler caps from fluid reser voirs and pour out any fluid remaining In the reservoirs or the Master Cylinder bore. 6. Place master cylinder housing In vise with the outlet holes up. This facilitates the removal of the tube seat Inserts from the outlets. 7. Install s spare brake line tuhe nut In - outlet hole ( fig, 37) . Place a flat washer on 1" #8-32 screw end thread screw Into threaded hole in tuhe seat insert. If threads In tube eat are dnmngcd, run a *8-32 tap Into the hole to clean up the threads. fig. 34 Itmoving Tubs SmH. 6. Remove the residual check valves from under the front and rear fluid outlet tube seats. 7. Remove the expander In the rear sec ondary cup, secondary cups, return spring, cup protector, primary cup and washer from the secondary piston. DISASSEMBLY - DELCO MORAINE TYPE 1. Remove filter from groove on O.D. of open end of Master Cylinder, (see fig. 31) Re move floating piston stop bolt and gasket from boss between outlet holes on side of master cylinder. __________________________ fig. 37 t*moving Tub* S*a> ln*rt - 0*lc* Morein* 8. Pull the Insert hy holding the screw from turning while turning tulm nut out of otillel hole, Henuive Iwth Inserts In this iiiannur mid discard, 9. From cavity Iteneath each tubo Insert, remove rubber chock valve and check valve spring, (see fig. 37) 10. Remove primary seal, protector wash er and secondary seals from the floating piston. 11. Compress primary piston spring, at tached to primary piston, remove small re tainer ring from groove In end of piston and remove piston spring and floating piston stop. 12. Remove spring retainer, primary seal, protector washer and secondary seal from primary piston. MASTER CYLINDERS - CLEANING AND INSPECTION Thoroughly clean all parts with alcohol except those that obviously need replacing. It may be necessary to clean the bodies or MAR 000806 22 STANDARD HYDRAUUC BRAKES some metal parts with mineral base solvents, alkaline cleaners, degreasing fluids etc., how* ever, they should be given a final wash In alcohol to remove all traces of the mineral oil solvent from the parts. After cleaning all parts Inspect them as follows:* 1. Body (a) Check bodyfor soundness, nocracks, tod threads, sandholes, etc. ' (lit Check hore for finish (must to glass smooth). It must he free from deposits, pits or scores. (c) Check that bypass vent hole is open (.019 to .025 dlumeter). Check for burrs around bypass venthole. 2. Internal rulttor parts Check for wear, tears, scuffing, soften* ing, hardening, gumminess, etc. This in* speetton la made to determine any contributing causes for failure such as undorstze pistons, scored lioro, dirt, overheating, laid fluid, eto. New Internal rulrfwr purts should be In* stalled when re*aasembllng the master cylinder. 3. Pistons Inspect the pistons for corrosion, acor* ing, plugged compensating holes, laid cup groove surfaces, size, etc. Most pistons will be corroded on stem but this may not affect operation. Check the clearance between piston and the cylinder bore. This should be .003" to .006". 5. Check Valves and Seats, As with Internal rubber parts, the check valves and rubber seats should be replaced when the master cylinder is re*assembled. 6. Rubber Boot Check rubber boot for cracks, cuts, hardening, holes, softening, etc. turn Inside out and Inspect. 7. Killer Cap Check to see that vent holes are open and baffle Is in place. Check gasket. NOTE: If any of the internal rubber parts in the master cylinder are deteriorated or swollen this is evidence that the brake fluid In the system is contaminated and that all the internal rubber parts in the system will have to be replaced. MASTER CYLINDER ASSEMBLY * (TYPICAL CLOSED END TYPE) 1. Lubricate the Master Cylinder bore and all rubber parts with clean fresh brake fluid. . Install residual check valve rubber wash er agitiiiHt the shoulder inside the muster cyl inder tore (sco figs, 30 A 3D) Oil* (Orif 41411 ' i in g iria ii i K Flf. 36 Chad Whl Cylinder Oaaroncs. 4. Springs Check springs for corrosion, cracks, distortion, etc. 3. Install large end of spring of residual oheok valve and then install the assembly, check valve end first, Into the hore. ~4. Install the primary cup over the and of tha spring (concave side toward the spring). 9. Install the piston 'into the tore and while compresstng the spring, install the retaining ring. 6. Install the boot over Up of master cylinder housing (Standard Brakes). 7. On ltowur Brakes Install the master oyllnder to vacuum cylinder "O" ring on the flange of the master cylinder. mint w i ..tik^SMSPI 1 p 1 fl1*1'!1-1 ^11 H1"^ T .. MAR 000807 STANDARD HYDRAULIC BRAKES 23 MASTER CYLINDER ASSEMBLY TANDEM SAFETY TYPE - BENDIX lflg.32-35) A. Cadillac Installations I. l.uhrleate themaster cylinder hore and all nililirr parts with clean fresh brake fluid. 3. Dip two secondary piston seals In broke fluid and Install seals on spring end of second ary piston with seals back-to-back (Fig. 8-18). Install retainer on outer seal. .1. Stand Platon on end opposite seals and Install spring ami spring retainer. 4. Install spring adjusting screw In Iwttom of spring retainer and start screw Into piston body by exerting enough pressure on screw driver to compress spring and engage threads. 8. Tighten spring adjusting screw until measurement from end of spring retainer to surface against which protector washer seata is 3-35/64" as shown In fig. 40. To measure this distance accurately, place piston on a flat surface with spring retainer down, and ualng a steel acale graduated into sixty-fourths of an Inch, measure u|>ward from end of the retainer. t * enough, piston will cover by-pnns hole In master cylinder, and pressure build-up will cause brake drag. 6. Install protector washer, aeal, and re tainer on end of secondnry piston. 7. Coat Inside twro of master cylinder wtth brake fluid and dip secondary piston and seals tn brake fluid, 8. Stack secondary piston assembly, sec ondary spring with small diameter end of spring next to piston, and spring stop, (see fig. 32) 9. Insert chock valve spring tn recesaed end of check valve and place these parts on spring atop. Carefully guide this group of parts Into master cylinders. 10. Dip primary piston and piston stop and seal assembly In brake fluid and Install new piston stop and seal assembly over end of primary piston with undercut end of stop toward primary aeal end of piston. 11. Install protector washer, piston seal, and retainer on primary piston wtth lip of seat toward retainer. 12. Dtp entire assembly In brake fluid and guide Into position tn cylinder bore. Install snap ring In ring groove. Undercut on brass piston stop and seal assembly should not be visible. 13. Dip restdusl check valve In brake fluid. Insert spring tn recessed end of check valve nnd Install valve and spring In rear outlet of master cylinder. 14. Place new gasket on outlet fitting and Install fitting In master cylinder, 15. Install filler caps In master cylinder, f1$. 40 Sscondary Allan tpring MJwtfcnafli. NOTE; If screw Is turned tn too far, piston will cover master cylinder Inlet port, re sulting In excessive brake pedal travel before brakes apply, if screw Is not turned In far B. American Motors and Sturlehaker Instal lations (sec fig. 33) 1. Install the primary cup washer, primary cup, cup protector and return spring on the secondary piston. 2. tn the douhle groove end of the second ary piston. Install the platan cups haok-to* hack (Up of cups sway from each other). In stall the cup expander In the Up groove of the end cup. 3. Coat the cylinder bore and the piston assemblies wtth clean brake fluid before In stalling tn the cylinder. 4. Install the secondary piston assembly first and.then the primary piston. Secure with the snap ring. 5. Install the primary piston stop and atop tight switch. 6. Install the residual check valve aprlngs In the fluid outlet holes, placing the valve over IBS* MAR 000808 24 STANDARD HYDRAULIC BRAKES the .spring so the fl.it side of the valve will lx; against the into seats. 7. install the tuto seats, flat side toward the check valve and press In with tube nuts or the master cylinder brake pipe tuto nuts. MASTER CYLINDER ASSEMBLY TANDEM SAFETY TYPE - DELCO MORAINES-31-36) 1. Lubricate the master cylinder bore and all ruhlier parts with clean fresh brake fluid. 2. Place master cylinder In vise with outlet holes up and Install check valve springs In outlet holes so that they scat in depression tn bottom of holes. 3. Install new rubber check valves over springs being careful not to displace springs from their seats. When check valve Is proper ly seated, end of valve will be even with machined top of outlet boss. 4. Position new brass tube Inserts In out let holes. Thread spare brake line tube nut Into each outlet hole and turn nuts down until Inserts are seated. Itemove tulie nuts and check toth outlet holes for Ixirra. 5. Install new secondary seals In grooves in counterhored end of flouting piston. Face the Up of the seal nearest the counterliore toward the counterliore. The seal in the second groove should have the tip facing the end of piston that contains the small com pensating holes. 6. Install new protector washer and pri mary seal over end of floating piston opposite secondary seals. Protector washer seats against flange of piston that has the small compensating holes and flat side of seal seats against washer. 7. Install primary piston, secondary seal In groove ort.push rod end of primary piston, t.lp of seal must face toward small com pensating holes In opposite end of piston. 8. Install protector washer and primaryseal an end of master cylinder piston opposite secondary seal. Protector washer seats ugalnst flange on piston that contains com pensating hotes and flat sldo of seal seats ugalnst washer. 9. Install spring retainer on one end of primary piston spring and floatlnv piston stop on other end. 10. Inatull primary piston spring an pri mary piston with spring retainer seated In side Ups of primary seal. 11. Compress piston spring until floating piston stop clears small groove In end of piston. Install small retaining ring tn this groove and release aprlng. 12. Coat master cylinder bore and pri mary and secondary sculs on floating piston with clean brake fluid. 13. Insert floating piston, primary seal first, Into unthreaded rear end of master cylinder tore. Push piston forward until end of piston Is even with togtnning of threads for headnut. 14. Install floating piston stop bolt and new gasket In side of master cylinder housing and push floating piston reurwurd until It contacts stop tolt. Tighten stop toll to 10 foot-pounds torque. 15. Place spring retainer on end of float ing piston spring and Insert spring into thread ed end of master cylinder tore wtth retainer seated Inside lips of floating piston primary seal. 16. Install new copper gasket on head nut and assemble headnut into master cylinder, taking care to seat floating piston spring In countortore of heudnut. Tighten to 10S foot pounds torque. 17. Coat primary and secondary seals on primary piston with clean brake fluid and inmyt piston, spring end first, Into master cylinder tore. Install retaining ring Into groove In master cylinder tore. 18. tnstall new filter element In groove on O.D. of master cylinder. Install reser voir filler caps. $jp ^ OS* tp Flf. 41 Q ! MM !~ - MstOM Whssl CfOnitf Otisuwnblsd Typksi WHEEL CYLINDERS Basically the wheel cylinders used on 1983 applications are of the same construction and operating principles ss those used on 1962 mmlcls. On all applications tho wheel cylin ders used with the standard brakes are the same as those used with power brakes. On the 1963 Ford Falrlane and Mercury Meteor applications the front wheel cylinders have Ivon redesigned with a fixed liafflu Ixillt into the cylinder lvtwcen the two rubber piston cups. This Is the same design as used an m1 MAR 000809 1962 and 19G3 Ford Falcon ami Mercury Comet application*. Because of thla baffle the cylinder cannot U* honed; therefore, If ln N|tei'llnn Indicates the ' need for honing, the eyllmler will have to ! replaced. If honing In not necessary, all parta except the baffle can lie replaced without removing the cylinder. The front eyllmler plntona,-ln thene op* pi leal lone, nre pnivliled with a rublx*r acal nrtmnd the renter of the pistons, Whenever il plaluu U) removed from the front cylinder iKSUre |o replace thin weal. REMOVAL AND INSTALLATION OF WHEEL CYLINDERS (TYPICAL) Connecting link WHmI Cylinder Pilton Fig. 42 WIimI Cylindor Ditotivmklvd Cup byandir Typo. REMOVAL 1. With the ear In n raised ixmlltonremove the drums. Hack off the adjustment of the automatic adjusting device. If necessary, to remove the drums. 2. Place damps over the ends of the cyl* Imk'rs on cars whose trucking plates aretjot etpilpped with wheel cylinder stops (tails). Some 1963 wheel cylinders are equipped with boots recessed In grooves on the wheel cyl* Inder housing to prevent the pistons from leaving the wheel eyllmler. It la not neccs* sary to Install clamps on the wheel cylinders. 3. Remove the brake shoe assemblies fol lowing the procedures given previously for that particular type of brake. 4. Disconnect the broke line from the wheel cylinder. To disconnect the hose from front wheel cylinders, loosen the pipe fitting that connects the oppostte end of the hose to the brake line tuts* at a bracket on the frame. Remove the horse-shoe-type retaining clip from the hose and bracket, disengage the hose and hrncket, then unscrew the entire hose as sembly from the front cylinder. At the rear cylinders, unscrew the pipe fitting that connects the tula* to the eyllmler. On cars equipped with power brakes I* sure that there ts no vacuum tn the system twfore disconnecting the hydraulic lines. De press and release the brake pedal several STANDARD HYDRAULIC BRAKES 25 times to expel any trace of vacuum from the system. 5. On the front brake cylinders, remove the capscrews and washers that retain the cylinders ami wnshers tn the anchor pin und backing plate. 6. On the rear brake cylinders, remove the brake cylinder retaining bolts and lock washers and remove the cylinders from the lucking plates. Remove the clamps, If used, from all cylinders, INSTALLATION FRONT WHEEL CYLINDERS 1. Position the cylinder on the anchor pin against the lucking plate. Install washer and cylinder retaining nut on the anchor pin and torque to specification, 2. Install a new copper gasket over the hose fitting. Screw the hose assembly Into the fitting. Kngage the opposite end of the hose to the bracket on the frame, Install the horsc-shoe-type retaining clip and connect the brake tube to the hose with the pipe fitting nut. Torque to 10*16 foot pounds. INSTALLATION * REAR WHEEL CYLINDERS 1. Insert the cylinder Into the opening In the hacking plate and Install the retaining cap screws and lock washers. 2. Connect the brake line tul tn the cyl* Inder by tightening the pipe fitting to the cylinder. Torque to 10*16 foot pounds. DISASSEMBLY * WHEEL CYLINDERS 1. Remove all external dirt. 2. Remove the links and the rublier boots from the ends of the wheel cylinder. 3. Remove the pistons, cups and return apring from the cylinder bore. 4. Remove the bleeder screw from the cylinder, (see fig. 42) INSPECTION * WHEEL CYLINDERS. 1. Wash all usable parts In clean denatured alcohol and dry with compressed air. 2. Check all internal parts for damage or wear. If any of the Internal parts require replacing It Is good service practice to replace them all. ' 3. Check the cylinder bore finish (should l>e glass smooth) and for freedom of deposits, pits or scores. 4. Check rublier cups for wear, teara. scuffing, softening, hardening, gumminess, size, etc. This Inspection may be used to MAR 000810 ( 26. STANDARD HYDRAULIC BRAKES locate contributing causes for failure auch aa undersized pistons, score, bore dirt, bad fluid, etc. 3. Check the pistons for corrosion, scor ing, size, etc. Clearance between pistons and cylinder bore should he .003" to .006", 6. Check rubber boots for hardening, softening, cracks, cuts and holes. Turn hoot Inside out and-lnspcct. (sec fig. 3H) 7. Check 'the spring for distortion and cracks. 8. Bleeder Valve. Inspect the dirt In passage and damaged cone seat. ASSEMBLY - WHEEL CYLINDERS 1. Dtp all internal parts in heavy duty brake fluid sufficient to thoroughly coat them with the fluid. Coat the wheel cylinder cups and Inside of the bore with Tru-Tarquc lubri cant or equivalent, (fig. 42) 2. Thread the bleeder screw into the cyl inder and tighten securely. 3. Install piston cup in one end of cylinder with lip toward center, and install piston with flat side toward cup. (see fig. 41) 4. Place rublier loot over end of wheel cylinder. 5. Install spring and expander assembly. 6. Install other piston cup, Up toward center. Install piston, flat aide toward cup. 7. Install remaining rulrtier boot over end of cylinder. POWER BRAKES KELSEY HAYES BELLOWS TYPE POWER BRAKE the actuating lever through the brake pedal. When the bellows contracts, ltdraws the power lever towurd the master cylinder and gives a proportional assist to the operator as he dSBresses the brake pedal. This movement is Transmitted to the master cylinder through the push rod and the brake applying action which result is the same as in any standard hydraulic brake system. Ft. 44 Hayai IslUart Type. The Power unit of the Kelsey Hayes Bel lows Type of Power Brake consists of the air-vacuum bellows, mounting bracket, power lever assembly, actuating lever assembly, the pedal push rod, and the master cylinder. PRINCIPLES OF OPERATION The power unit consists of an ulr-vacuum lie Hows which contracts and expands as thr air pressure in It Is varied by the Introduction of atmosphere or vacuum. One eml of the assembly Is attached to the mounting bracket, and the other end is con nected to the power lever assembly. Tho valves which control the sir pressure In the Iwllows are located In the valve hous ing, and are controlled by the movement of This Illustration shows the construction of the power lever assembly and uctuattng lever assembly which pivots in the mounting bracket. The power lever is connected to the valve housing of the power unit through tho shank of tho vnlve adjusting eccentric lx>lt. It is also connected to tho master cylinder push rod through tho reaction disc ami |>ush rod piston. The actuating lever Is controlled by the movement of the brake jedal through II I JR.IIf'I'i'" ' MAR 000811 the pedal push rtsl and carries the valve actuating bracket nr "trigger". It la also connected to the reaction dtac through the reaction piston and the reaction adjusting screw, Hefcr to fig. 44 awl note the relative posttlona of the valve assembly and (he broke pedtl, und particularly the air valve button and the trigger. The trigger ie part of the ac tuating lever, and Its movement, transmitted through the air valve button, controls the o|)cratton of the valves. The details of this operation are shown In figures 47. 48 and 49. RELEASED POSITION the power unit la fully extended and Is filled with ulmosphere which has entered It through the air filter and the open air valve. The vacuum valve Is closed, sealing the bellows off from the vacuum supply. However, as can be observed, vacuum Is being applied at all times right up to the vacuum valve; so that nny opening of the vacuum valve wtll login nn evacuation of the atr out of the bellows. APPUED POSITION POWER BRAKES 27 In the llltml ration (figure 4K)tho aclimtlng lever Ih moving In an "applying" direction and Its trigger Is applying pressure to the air valve hutton. The air valve, which at "release" was held open hy the air valve spring, has now closed. Continued move* ment has o|>ciu'd (he vacuum valve which, liy its spring, has leen held In closed posi tion. This permits vacuum to be applied to the bellows, evacuating a controlled amount of air from It (the amount of evacuation de pends on the amount of pedal effort) and causing It to contract. ' In thta way, because It Is mechanically connected to the power lever, it moves the power lever which, with the actuating lever, moves the push rod Into the master cylinder, thereby applying the brakes. As fluid pressure Increases in the master cylinder, a reaction force la transmitted through the push rod to the reaetton disc and reaction piston to apply a pressure on the actuating lever through the reaction adjusting screw. This reaction force moves the "trig ger" away from the atr valve button to close off the vacuum port. The reaction force Is proportional to the fluid pressure In the hy draulic system and liatances the force exerted on the actuating lever, providing the driver with brake "feel . HOLDING POSITION / ^Vv VACUUM MM ONM 1 CtOUO . :s M rig. *i Applying PoiiHon. When pednl pressure is held (at any stage of brake application or release). 1>oth the nlr awl vacuum valves Immediately close and the unit hccomea poised. The operator Is Impos ing only a "holding" pressure on the pedal. The air and vacuum valvea are responding tyy also remaining In a "holding" position loth are closed. Thus, a status rjuo la maintained In the tallows. MAR 000812 28 *0WE8 BRAKES While the preceding reduction of air pres sure Is maintained, no further evacuation can occur. The power unit holds the brake sys tem at the same degree of application as the operators pressure on the pedal. The fluid pressure applied by the master cylinder con tinues, us at ail other times, to he proportional to the foot pressure applied by the operator. When the brakes are In the fully applied position and the power unit Is delivering Its maximum assist, any additional |>edal pressure applied by the operator results In a still greater Increase of pressure delivered to the master cylinder, through the combination of the actuating lever and power lever acting as one through the eccentric, fully compressing the ruht>er collar. The full assist of the power unit is main tained during this increase. When the foot pressure of the operator Is released, the unit correspondingly releases its pressure on the broke system. Here, with the trigger moving away from the air valve liutton, the vacuum valve Is closed by spring tension white. In the same movement, the air valve Is opened. At mosphere Is thereby permitted to enter the bellows, causing it to expand. At any point during release, as well as during application, the operator may assumea "holding"position, ind the unit will immediately l>ecome poised. On complete release, of course, the entry of atmosphere allows the return spring to expand the lieilows to Its full length and again assume an unapplied position. REMOVAL BUICK 4000-4300 SERIES 1. Remove the stop light switch wires. 2. Disconnect hydraulic line. Plug or tape line to prevent dirt from entering the hydraulic system. 3. Disconnect the vacuum hoses from the top of the bellows unit. 4. Disconnect the air supply hose from the unit. 5. Disconnect the pedal push rod from the hruke pedal. 6. Remove the nuts which attach the mount ing bracket ta the cowl and the self-tapping screw holding the tab to the frame rail. REMOVAL-OLDSMOBILE F-85 1. Remove mounting liolts. 2. Disconnect vacuum hose. 3. Scrll>e eccentric bolt location, remove bolt, wave washer and bushing, (see fig. SOI NOTH: If necessary to service the pedal assembly it can lie removed at this time. 1. Disconnect and remove the stop lamp switch. 2. Remove pedal pivot bolt. 3. Remove pedal assembly. fi. SO fallow* famovaL INSTALLATION-BUICK 4000-4 300 SERIES 1. Replace the nuts which attach the - mounting bracket to the cowl. Torque to 25 foot pounds. Install the self-tapping screw holding the tab to the frame rail. 2. Connect the pedal push rod to the brake pedal. 3. Connect the vacuum hose to the top of the bellows unit. 4. Connect atr supply hose to the unit. 5. Connect hydraulic unit. 6. Install stop light switch wires. 7. Bleed hydraulic system. INSTALLATION - OLDSMOBILE F-85 1. Secure bellows assembly to pedal aaembly by Installing the eccentric bolt, txishlog and wave washer. Re sure eccentric bolt la aligned with scrilie marks made at time of removal. 2. Connect vacuum hose. 3. Install mounting bolts and torque to 3 to 6 foot pounds. 4. Bleed hydraulic system. ADJUSTMENTS A. VALVE OPERATION Valve adjustment must be made without master cylinder Installed. 1. Clamp unit assembly In vise or mount on car. 2. Re sure that master cylinder push rod Is removed, so that cut-in of the unit can be checked without interference. 3. Re sure that vacuum supply hose is at tached to power unit, then apply vacuum. r i i t i .t if 'fit. i r; z MAR 000813 NOTH: If n shul-off valve In used In'the vacuum Tine, the unit should never In1 applied with the shut-off valve closed; an application against a closed or blocked vacuum line may expand the bellows, causing dislocation of the bellows support plate. 4. Turn the valve adjusting eccentric until the unit chatters when the pedal Is depressed In a sharp and rapid applying movement. Then turn the eccentric until the chatter dis appears. Do not turn the eccentric more than necessary or the unit cut-in will be excessive ly high. (see fig. 51) POWER BRAKES 29 I. PUSH ROO ADJUSTMENT This adjustment Is necessary If any of the master cylinder psrts, power lever parts, or the puah rod itself has been changed. 1. With the maater cylinder removed from the unit, locate the master cylinder push rod In the puah rod piston. Push on the rod to seat the reaction disc In the power lever, then hold the rod in with a light pressure. 2. Adjust the rod length to the .096/.116 dimension, (see fig. 54) 5. After completing the valve adjusting ec centric adjustment, tighten the eccentric nut to 180-220 Inch pounds torque. Then check the adjustment again, after the nut Is tightened. NOTH: If turning the eccentric from one extreme position to the other does not stop the chatter. It will be necessary to check the trigger alignment as shown In figure 33. Fif. 54 Puih tod Adjuitment. 3. Tighten lock nut and recheck the ad justment. 4. With the boot Installed on the master cylinder, attach the master cylinder to the mounting brackets, using 25 foot pounds torque on the nuts. Care must he taken when Instal ling the master cylinder lxt to he sure it does not wrinkle and that the reaction piston stays properly located tn the power lever. Flf 52 Eccentric btrem* Pcoition*. Fig. 53 Chocking trigger Alignment. Fig, 55 Adjuiling Puth tod. C. MASTER CYUNDER 1.Remove the master cylinder filler cap and check the master cylinder at the com pensator port for IKibbles or spurt on appli cation of the unit, which Indicates that the push rod Is properly adjusted. Check fluid level. Add fluid to correct level If needed and reinstall master cylinder filler cap. MAR 000814 30 POWER BRAKES D. REACTION ADJUSTING SCREW This adjustment must be mode only If the idjuatment hus been changed or the actuating lever or reaction piston has been replaced. 1, Itecommendod Method. (a) Disconnect the hydraulic line to the master cylinder. Connect a gauge to the mas* ter cylinder. Pi) Apply a 30 pound load perpendicular to the pedal pad. (see fig. 57) The hydraulic guugc reading should lie 340 to 350 I'SI. Adr Just the reaction adjusting screw to obtain this, with the flnul adjustment being mude by turning the screw In. Tighten the adjusting screw lock nut and reehcck the setting. 2. Alternate Method. If guages are not available, a setting can be made as follows: (a) With the unit completely assembled, and the valve adjusting eccentrlo adjusted, turn the reaction adjusting screw In until the rear of the reaction piston skirt Is flush with the back face of the power lever. NOTE: A light rearward pressure on the master cylinder push rod will maintain con tact between the reaction adjusting screw and the reuctlon piston. (b) Iluck off the screw 1-2/3 turns and lock In place with the Jam nut (sco fig, 58), (c) After Installation of the unit In the vehicle and completion of ult other adjustments, apply a loud of 70 pounds or more at the pedal. The rear of the reaction piston skirt should then be flush or exposed not more than .010 Inch. fig. 57 Adjutting t action. Fig. M iMclian Screw AdjwtknsnL E. PEDAL HEIGHTH ADJUSTMENT The pedal jxiah rod is adjustable in the clevis at the unit end. It should be adjusted to provide a pedal heighth of approximately 4-1/4 Inches (fig. 56) or until the end of the push rod should just touch the master cyl inder piston. MIDLAND ROSS HY-POWER - REMOTE MOUNTED The Midland itoss lit-mnto Power Brake Introduced In 1963 (Chrysler Molel C-300J) Is generally the sume astheMldlandlly-l'ower unit used on some 1962 installations. It consists of a control valve, a vacuum sus pended IxHister and a slave cylinder assembly, mounted on brackets under the left front fender, just liack of the headlamp housing (see fig. 59). MAR 000815 Fig. 54 (mote Control tooitor AiiomUy. It breathes through an atr filter assembly mounted Inutile of the left front fender side shield Just niuler the tialtery tray. A strap Integral with the, filter housing serves as a mounting bracket (fig. 60). All In-line check valve is used In the vacuum line. The residual check valve Is contained In the slave cylinder assembly, Tather than In the master cylinder ns II is In most other brake systems. When servicing the master cylinder on this Installation do not Install a residual check valve or the booster will not permit the brakes to release fully. For an explanation of the operating prin ciples of this |>ower unit. Sue Page 244 of the 1962 Manual. mut Fig. 60 Air Filler Anembly. REMOVAL 1. Remove the hose clamps that secure the air hose and the vacuum hose to the control valve housing nnd to the booster. 2. Disconnect the master cylinder line amt wheel cylinder line at the tubing con nectors on the slave cylinder housing. POWER BRAKES 31 3. Hemove the two retaining screws that secure the slave cylinder housing to the mounting bracket, and remove the power brake assembly from the vehicle. 4. Itcmovc the filter retaining nut and bolt and remove the filter assembly from the inner side of the fender side shield. INSTALLATION 1. Position the power brake assembly on the mounting bracket and Install the two re taining screws with a flat washer next to the bracket and then a lockwasher. 2. Connect the air hose to the breather cap and the vacuum hose to the hooater exhaust. 3. Connect the tul from the wheel cylinders to the fitting in the slave cylinder end cap. 4. Connect the tube from the master cyl inder to the slave cylinder. Bleed the brakes. BENDIX MASTER-VAC SMALL SIZE A smaller version of the Bendtx MasterVac power brake Is offered as optional equip ment on the 1963 Tempest. The differences tietween the smalt size and the standard size Master-Vac are: 1. The small unit Is 6-1/2 Inches In di ameter compared to the 9 Inch diameter of the standard size. 2. The small unit Is mounted to brackets rather than directly to the cowl. 3. The small unit has an O-rlng tn place of a secondary cup seal at the hydraulic pteton tn the master cylinder. 4. The smalt unit rear housing seal held In plats' with a retaining spring. 5. The small unit air filter Is of one piece foam design. 6. The small unit has a bleed fitting at tached to the master cylinder. Since It Is located at the highest point In the system tt miy lx* (Xisslble to blued the system from this point If the hydraulic line Is carefully re moved and replaced at the master cylinder so that a minimum amount of fluid la lost. PRINCIPLES OF OPERATION The principles of operation of the small size Master-Vac are Identical to those of the standard size unit. For s detailed description of thene operating principles see page 206 of the 10(12 manual. Removal and Installation Instructions on the small Masicr-Vac are as follows: MAR 000816 32 pQWEK BRAKES_____________________ REMOVAL : 1. Disconnect stop light switch wires, 2. Remove cotter pin from clevis pin, then remove clevis pin from brake pedal arm and clevis from vacuum push rod. 3. Disconnect vacuum hose from vacuum cylinder assembly. Cover openings to pre vent entry of dirt, etc. 4. Disconnect hydraulic brake llhe from end of master cylinder. Cover opening In master cylinder and broke line to prevent entry of dirt, etc. 5. Itemove nut and washer securing bracket on fender apron to power bruke assembly. 6. After brake assembly Is removed from brucket, replace nut and washer on brake assembly. 7. Remove four nuts and washers holding broke assembly and brocket to cowl and re move broke assembly. 8. Clean exterior of power brake assem bly and drain reservoir of hydraulic fluid. INSTALLATION 1. Place power brake unit In position and Install four attaching nuts. Tighten nuts to 15-25 pounds foot torque. 2. Remove outboard nut and washer from ussier cylinder and Insert stud Into brocket on fender apron. Install nut and washer and tighten to 15-20 pounds foot torque. 3. Assemble clevis and locking nut to vacuum push rod and attach to brake pedal assembly with clevis pin. Secure assembly with cotter pin. 4. Adjust pedal heighth to provide 3-1/16" to 3-5/16" clearance from floor mat to bottom of pedal pad. Tighten clevis lock nutto 60-120 pounds Inch torque. 5. Adjust stop light switch if necessary to provide 3/16" plunger extension from body. Attach wire. 6. Attach vacuum line. 7. Attach hydraulic line. 8. Rtucd broken as nccesnary and fill fluid reHervolr to 1/2 Inch from top of filler hole. NOTK; If hydraulic line was carefully removed and replaced with a minimum amount of fluid lost from line It may only be necessary to bleed system at bleed fitting on end of mister cylinder. SPECIAL NOT& The following Instructions apply to the Disassembly and Assembly of the Master Cylinder used with the small MasterVac power brake. DISASSEMBLY 1. Remove snap ring from groove In bore at rear of master cylinder. Ring Is under high tension. Use eye protection to prevent possible Injury. 2. Remove piston assembly,-primary cup, plritnn return spring assembly-and residual pressure check vulve. 3. Do not further disassemble the piston assembly, return spring assembly or the check valve assembly unless it Is necessary to replace damaged purts. 4. If necessary, the O-rlng seal may be removed from the piston with an Ice pick or thin blade screw driver. 5. Remove filler cap and bleed fitting. ASSEMBLY 1. Clamp master cylinder In vise with front end slightly Itelow horizontal. 2. If O-rlng seal has been removed, dip ring In hrnke fluid and assemble over end of piston. 3. - Dip piston assembly, primary cup, piston return spring, and residual check valve In fresh clean broke fluid. Stack parts on piston in proper order and assemble In bore of master cylinder. 4. Compress piston far enough to Insert snap ring in groove. Make certain snap ring Is .firmly seated in groove. 5. Install bleed fitting. 6. Fill reservoir with brake fluid and op erate piston by hand until no more bubbles arise In reservoir. If this Is done carefully and properly, bleeding brakes on car may not be necessary. 7. Replace filler cap. 8. Remove master cylinder assembly from vise. i: i*iw ui'.!IPW KM. V^ MAR 000817