Document zQJNObg6eyvD46d2M7RODXbDm

MULTI8ESTOS HANDBOOK FOR BRAKE SERVICE Midland Steeidraulfc Brake (Continued! A slight film of fibre grease on backing plate where shoe is held to plate insures free action. Do not try to obtain a high pedal, a high pedal, usually results in a bard pedaL Putting lining on in two piece* inure tighter fit, especially where brake clamp* are not available, and enures flexibility of the band. Cables must be free in conduit. Be fare cable i* not frayed inside conduit, a* it prevents complete brake action, although you may have apparent freedom. Don't take chance*. If in doubt replace cable. When rea**etbHng brake, be tore the toggle* are placed over the clevia pin* before return spring i* booked. The commonest cause of hard pedal ia improper adjustment. Be tore you can get the 1/16' clearance between the anchor pin and the flexible shoe. If you cannot, it means that the cables have stretched and must be renewed. Half of a 1/8' cotter pin make* a good 1/16' feeler gauge for setting clearance at anchor. Shoes should be centered vertically so that a clearance of .020' is obtained at the bottom. This is done by Sling out anchor pin openings in shoe* or by hammering down lip* over anchor pin. Shoe return spring on flexible end should hook ovsr clevis pin Inside of shoe next to backing plate. This eliminates squeal, as it prevents twisting of flexible side . of shoe. ,, To increase the pedal travel on 1929 Pontiaca, release (ha Jam-nut on the pedal stop screw and loosen the stop screw. Adjustment of this stop screw will increase pedal travel from 4' to 6', Care must be taken, however, to set the pedal so that there will be shoe clearance between the pedal and the floorboard to avoid rattles. After msking this adjustment, the stop light switch spring should be stretched so as not to retard the return of the pedal to normal release position. It has also been found on 1929 Pontiscs that the push-pull rods between the pedal and the cross-theft must be adjusted to th*(t when the pedtl is fully depressed there is no twisting action on the cross-shaft, nor any strain on tha rods. These push and pull rods must be adjusted by "cut end try" methods until the clevis pins at the ends of both rods line up with the holes at the cross-shaft lever both ia released sad depressed position of the pedaL On the 1935 Htrpmoblle Steeldraulie brakes pliers are not required to make adjustment*. The knurled pin C U operated by an adjusting screw located so as to be easily reached'from the outside of the plate. Some of the 1935 Hupmobile models have vacuum power boosters operating the Steeldraulie brakes. Models D and O have Hydraulic brakes. 40 MULTIBESTOS HANDBOOK FOR BRAKE SERVICE STEWART WARNER POWER BRAKE RI5HT SRONT BRAKE THE Stewart-Warner power braking system used on all 1933-35 Pierce-Arrow car* comprise* * mechanical power unit at the rear of the transmission and StewartWaraer mechanical wheel brake*. The treadle-type brake pedal i* connected to the power unit, and depressing the pedal bring* a pre**ure plate into contact with the rotating friction disc which i mounted on two threaded member* or actuator* on the transmission shaft. Pressure applied to the disc momentarily retards its speed in relation to the speed of the shaft and cause* one of the actuators to screw out against a yoke shaft and operate the distributor lever to which the front and rear brake cables are attached. The outer actuator screw* out to apply the brakes when the car is going forward; and the inner actuator, when the car is moving backward. A dense Kigid Moulded lining of medium friction is required for this brake to give euitable performance. Specific Multibesto* TAILORED Sets are made for this brake mechanism. Adjustment Rosvtr UnH Adjustment (The power unit adjustment consists of a single turnbuckle on the rod con j 3. Tighten cables until wheels again lock when turned by hand. 4. Tighten lock cable lock nut*. necting the brake pedal to the power 1 Wheel Broke Adjustment unit.) I 1. With wheels jacked up. tighten ad 1. Jack up rear wheels and run engine justing nuts (B) so that wheels lock with transmiasion in high gear, ij when turned by hand. 2. Release lock nuts and tighten turn- j 2. Back of? front wheel adjusting nuta buckle until distributor shaft moves (B) 10 notches each and rear wheel forward a slight amount. Then back ; adjusting nuts (B) 12 notches each. off turnbuckle just enough to permit j 3. If it is necessary to centralize brake distributor lever to return to the j; shoes, screw centralizer screw rC) "off" position, j in until brake drags slightly, then 8. Back off turnbuckle additions! half- |l back off centralizer acrew until wheel turn and tighten lock nuts. I is free {approximately 6 notches). ll To Check Wheel Brake Adjustment Coble Adjustment '' drive car at approximately 25 m.p.h. on clean asphalt street and apply brake* 1. With wheel* jacked up, and cable ad justments backed off to provide slack in cable, tighten wheel brake adjusting nuts (B) until wheels lock when gradually, increasing pressure *u5. ciently to cause wheels to lock. Should there be any variation shown by the markings on the road surface, back off turned by band. the adjusting nut on the wheel* showing 2. Back off aaob wheel brake adjusting j: the heavy braking until braking I* uni nut (B) two notches. form on all four wb**ls. 4T