Ford Thunderbird 1967 Shop Manual

1967

FORD

SHOP

MANUAL

Copyright © 2009, Forel Publishing Company, LLC, Woodbridge, Virginia

All Rights Reserved. No part of this book may be used or reproduced in any manner whatsoever

without written permission of Forel Publishing Company, LLC. For information write to Forel

Publishing Company, LLC, 3999 Peregrine Ridge Ct., Woodbridge, VA 22192

1967 Ford Thunderbird Shop Manual

EAN: 978-1-60371-017-6

ISBN: 1-60371-017-5

Forel Publishing Company, LLC

3999 Peregrine Ridge Ct.

Woodbridge, VA 22192

Email address: [e-mail]

Website: http://www.ForelPublishing.com

This publication contains material that is reproduced and distributed under a license from Ford

Motor Company. No further reproduction or distribution of the Ford Motor Company material is

allowed without the express written permission of Ford Motor Company.

NNoottee ffrroomm tthhee EEddiittoorr

This product was created from the original Ford Motor Company’s publication. Every effort has
been made to use the original scanned images, however, due to the condition of the material;
some pages have been modified to remove imperfections.

Although every effort was made to ensure the accuracy of this book, no representations or
warranties of any kind are made concerning the accuracy, completeness or suitability of the
information, either expressed or implied. As a result, the information contained within this book
should be used as general information only. The author and Forel Publishing Company, LLC
shall have neither liability nor responsibility to any person or entity with respect to any loss or
damage caused, or alleged to be caused, directly or indirectly by the information contained in
this book. Further, the publisher and author are not engaged in rendering legal or other
professional services. If legal, mechanical, electrical, or other expert assistance is required, the
services of a competent professional should be sought.

Disclaimer

GROUP

INDEX

(^Bo^d^)

SERVICE

PUBLICATIONS

FIRST

PRINTING-FEBRUARY,

1967

1967

FORD

MOTOR

COMPANY,

DEARBORN,

MICHIGAN

Reprinted

with

Ford

Motor

Company's

Permission

VEHICLE

IDENTIFICATION

BRAKES

SUSPENSION,

STEERING,

WHEELS

AND

TIRES

REAR

AXLE

DRIVE

SHAFT

AND

CLUTCH

MANUAL

SHIFT

TRANSMISSION

(Not

Applicable)

AUTOMATIC

TRANSMISSION

ENGINE

IGNITION

SYSTEM

FUEL

SYSTEM

COOLING

SYSi

AUST

SYSTEM

CHARGING

SYST

STARTING

SYSTEM

LIGHTING

SYSTEM,

HORNS

AND

INSTRUMENTS

VENTILATING,

HEATING

AND

ACCESSORIES

BODY,

DOORS

AND

WINDOWS

!M,

SEATS

AND

CONVERTIBLE

TOP

SCHEMATICS

ED

SPECIFICATIONS

AND

SPECIAL

SERVICE

TOOLS

AT

END

OF

EACH

GROUP

FOREWORD

This

shop

manual

provides

the

Service

Technician

with

infor

mation

for

the

proper

servicing

of

the

1967

Thunderbird.

The

maintenance

schedule

and

procedures

for

maintenance

oper

ations

are

published

in

the

1967

Passenger

Car

Maintenance

and

Lubrication

Manual.

The

information

in

this

manual

is

grouped

according

to

the

type

of

work

being

performed,

such

as

diagnosis

and

testing,

fre

quently

performed

adjustments

and

repairs,

in-vehicle

adjust

ments,

overhaul,

etc.

Specifications

and

recommended

special

tools

are

included.

Refer

to

the

opposite

page

for

important

vehicle

identification

data.

The

descriptions

and

specifications

in

this

manual

were

in

effect

at

the

time

this

manual

was

approved

for

printing.

The

Ford

Motor

Company

reserves

the

right

to

discontinue

models

at

any

time,

or

change

specifications

or

design,

without

notice

and

with

out

incurring

obligation.

~&JJS

SERVICE

PUBLICATIONS

Vehicle

Identification

1-1

GROUP

1

I

ASSEMBLY

PLANT

CODE

MODEL

YEAR

CODE

BODY

SERIAL

CODE

ENGINE

CODE

CONSECUTIVE

UNIT

NUMBER

BODY

TYPE

CODE

COLOR

CODE

TRIM

CODE

TRANSMISSION

CODE

REAR

AXLE

CODE

DISTRICT

or

DISTRICT

AND

SPECIAL

EQUIPMENT CODE

N

1S88-A

p/G.

7

Typical

Warranty

Plate

Thunderbird

VEHICLE

WARRANTY

NUMBER

The

vehicle

warranty

number

is

the

first

line

of

numbers

and

letters

appear

ing

on

the

Warranty

Plate

(Fig.

1).

The

first

number

indicates

the

model

year.

The

letter

following

the

model

year

number

indicates

the

manufacturing

as

sembly

plant.

The

next

two

numbers

designate

the

Body

Serial

Code

followed

by

a

letter

expressing

the

Engine

Code.

The

group

of

six

digits

remaining

on

the

first

line

indicate

the

Consecutive

Unit

Number.

VEHICLE

DATA

The

vehicle

data

appears

on

the

second

or

lower

line

on

the

Warranty

Plate.

The

first

two

numbers

and

a

letter

identify

the

Body

Style.

A

letter

or

a

num

ber

appears

next

indicating

the

Exterior

Paint

Color

followed

by

a

number-

letter

combination

designating

the

Interior

Trim.

To

the

right

of

this

code

appears

the

Date

Code

indicating

the

date

the

car

was

manufactured.

A

two-

digit

number

next

designates

the

district

in

which

the

car

was

ordered

and

may

appear

in

conjunction

with

a

Domestic

Special

OrderorForeign

Special

Order

number

when

applicable.

The

final

two

spaces

indicate

the

Rear

Axle

Ratio

(numbers

for

regular

axles,

letters

for

locking-types)

and

the

Trans

mission

type.

OFFICIAL

VEHICLE

IDENTIFICATION

NUMBER

The

official

Vehicle

Identification

Number

for

title

and

registration

purposes

is

stamped

on

the

cowl

top

panel

tab

right

hand

side

of

center

in

the

en

gine

compartment

(Fig.

2).

N

1526

-A

FIG.

2

Thunderbird

Identification

Number

Location

1-2

GROUP

1

-Vehicle

Identification

MODEL

YEAR

CODE

The

number

7

designates

1967

ASSEMBLY

PLANT

CODES

A

Atlanta

B

Oakville

(Canada)

C

Ontario

Truck

D

Dallas

E

Mahwah

F

Dearborn

G

Chicago

H

Lorain

J

Los

Angeles

K

Kansas

City

L

Michigan

Truck

N

Norfolk

P

Twin

Cities

R

San

Jose

S

Pilot

Plant

T

Metuchen

U

Louisville

W

Wayne

Y

Wixom

Z

St.

Louis

BODY

SERIAL

AND

STYLE

CODES

The

two-digit

numeral

which

follows

the

assembly

plant

code

identifies

the

body

series.

This

two-digit

number

is

used

in

conjunction

with

the

Body

Style

Code,

in

the

Vehicle

Date,

which

consists

of

a

two-digit

number

with

a

letter

suffix.

The

following

chart

lists

the

Body

Serial

Codes,

Body

Style

Codes

and

the

model.

CONSECUTIVE

UNIT

NUMBER

Each

model

year,

each

assembly

plant

begins

production

with

number

100001

and

continues

on

for

each

unit

built.

EXTERIOR

PAINT

COLOR

CODES

A

1724-A

B

1734-A

C

1900-A

E

2045-A

F

1226-A

H

2067-A

K

1903-A

M

1619-A

N

921-A

P

2065-A

Q

1624-A

R

1879-A

T

2008-A

U

1070-A

V

2066-A

X

1632-A

Z

1915-A

2

1633-A

4

1901-A

6

1631-A

Black

Lt.

Aqua

Dk.

Gray

Met.

Med.

Beige

Met.

Lt.

Blue

Diamond

Green

Dk.

Blue

Met.

White

Platinum

Pewter

Met.

Med.

Blue

Met.

Dk.

Green

Met.

Red

Med.

Turquoise

Met.

Bronze

Met.

Maroon

Met.

Med.

Gold

Met.

Yellow

Med.

Gray

Met.

Lt.

Beige

INTERIOR

TRIM

CODES

THUNDERBIRD

Body

Body

Serial

Style

Code

Code

Body

Type

81

82

84

65A

2-Door

Hardtop

65B

2-Door

Hardtop

57B

4-Door

Sedan

Painted

Roof

Vinyl

Roof-Landau

Vinyl

Roof

ENGINE

CODES

Code

Type

Z

8

Cyl.

390

Cu.

In.

(4V)

n

8

Cyl.

428

Cu.

In.

(4V)

8

8

Cyl.

428

Cu.

In.

(4V)

Low

Compression

Code

Trim

Schemes

2A.

2B.

2D.

2F.

2G.

2K.

2U.

4A.

4B.

4D.

4G.

4K.

4L.

4U.

5A.

5U.

8A.

86.

8D.
8G.
8K.

81.

8U.

HA.

LA.

.Black

Vinyl

.Blue

Vinyl

.Red

Vinyl

.Saddle

Vinyl

.Ivy

Gold

Vinyl

.Aqua

Vinyl

.Parchment

Vinyl

W/Black

.Black

Vinyl

q

Blue

Vinyl

.Red

Vinyt

.Ivy

Gold

Vinyl

.Aqua

Vinyl

.Lt.

Silver

Cloth

and

Lt.

Silver

Vinyl

.Parchment

Vinyl

W/Black

.Black

Cloth

and

Black

Vinyl

.Parchment

Cloth

and

Parchment

Vinyl

.Black

Vinyl

.Blue

Vinyt

.Red

Vinyl

.Ivy

Gold

Vinyl

.Aqua

Vinyl

Lt.

Silver

Cloth

and

Lt.

Silver

Vinyl

..Parchment

Vinyl

.Black

Leather

..Black

Leather

Combined

with

cloth

GROUP

1

-Vehicle

Identification

1-3

DATE

CODES

A

number

signifying

the

date

precedes

the

month

code

letter.

A

second-

year

code

letter

will

be

used

if

the

model

exceeds

12

months.

January

February...

March
April

May

June

July

August

September

October....

November

December

Code

First

Year

Code

Second

Year

A

N

B

P

C

Q

D

R

E

S

F

T

G

U

H

V

J

W

K X

L

Y

M

Z

REAR

AXLE

RATIO

CODES

A

number

designates

a

conventional

axle,

while

a

letter

designates

a

locking

differential.

TRANSMISSION

CODE

Code

Type

Automatic

(C6)

DISTRICT

CODES

(DSO)

Units

built

on

a

Domestic

Special

Order,

Foreign

Special

Order,

or

other

special

orders

will

have

the

complete

order

number

in

this

space.

Also

to

appear

in

this

space

is

the

two-digit

code

number

of

the

District

which

order

ed

the

unit.

If

the

unit

is

a

regular

production

unit,

only

the

District

code

number

will

appear.

Code

District

11

Boston

13

New

York

15

Newark

16

Philadelphia

17

Washington

21

Atlanta

22

Charlotte

24

Jacksonville

25

Richmond

27

Cincinnati

28

Louisville

32

Cleveland

33

Detroit

34

Indianapolis

35

Lansing

37

Buffalo

38

Pittsburgh

41

Chicago

42

Fargo

43

Milwaukee

44

Twin

Cities

45

Davenport

51

Denver

52

Des

Moines

53

Kansas

City

54

Omaha

55

St.

Louis

61

Dallas

62

Houston

63

Memphis

64

New

Orleans

65

Oklahoma

City

71

Los

Angeles

72

San

Jose

73

Salt Lake

City

74

Seattle

75

Phoenix

81

Ford

of

Canada

83

Government

84

Home

Office

Reserve

85

American

Red

Cross

89

Transportation

Services

90-99

Export

2-1

akes

GROUP

2

PART

2-1

PAGE

General

Brake

Service

2-1

PART

2-2

Brake

System

2-8

PART

2-3

Specifications

PAGE

2-26

PART

2-1-Genera/

Brake

Service

Section

Page

1

Diagnosis

and

Testing

2-1

Brake

Systems

Tests

2-1

Road

Test

2-1

Disc

Brake

Trouble

Symptoms

and

Possible

Causes

2-3

Drum

Brake

Trouble

Symptoms

and

Possible

Causes

2-4

2

Common

Adjustments

andRepairs

2-5

Parking

Brake

Linkage

Adjustment

2-5

PAGE

Section

Power

Brake

Master

Cylinder

Push Rod

Adjustment

2-5

Hydraulic

System

Bleeding

and

Centralizing

of

the

Differential

Valve

2-6

3

Cleaning

and

Inspection

2-7

Front

Brakes

2-7

Rear

Brakes

2-7

Booster

Unit

2-7

DIAGNOSIS

AND

TESTING

BRAKE

SYSTEM

TESTS

BRAKE

FLUID

LEVEL

AND

HYDRAULIC

SYSTEM

Always

check

the

fluid

level in

the

brake

master

cylinder

reservoirs

before

performing

the

test

procedures.

If

the

fluid

level

is

not

within

1/4

to

1/2

inch

of

the

top

of

the

master

cylinder

reservoirs,

add

Rotunda

Brake Fluid

Extra

Heavy

Duty

C6AZ19542-A

(ESA-M6C25-A).

The

disc

brake

extra

heavy

duty

brake

fluid

is

colored

for

identification

purposes.

Do

not

mix

low

temperature

brake

fluids

with

the

specified

brake

fluid.

1.

Turn

the

ignition

dual

master

cylinder

brake

system

switch

to

the

ACC

or

ON

position.

If

the

light

on

the

brake

warning

lamp

remains

on,

the

condition

may

be

caused

by

a

defective

switch,

grounded

switch

wires

or

the

differen

tial

pressure

valve

is

not

centered.

Centralize

the

differential

pressure

valve

as

outlined

under

Bleeding

the

Brake

System

in

this

section

of

the

manual.

If

the

warning

light

re

mains

on,

the

condition

may

be

caus

ed

by

a

defective

switch,

grounded

switch

wires

or

the

differential

pressure

valve

is

not

centered.

Centralize

the

dif

ferential

pressure

valve

as

outlined

un

der

Bleeding

the

Brake

System

in

this

section

of

the

manual.

If

the

warn

ing

light

remains

on,

check

the

switch

connector

and

wire

for

a

grounded

condition

and

repair

or

replace

the

wire

assembly.

If

the

condition

of

the

wire

is

good,

replace

the

brake

warn

ing

lamp

switch.

2.

If

the

brake

warning

lamp

does

not

light

when

a

pressure

dif

ferential

condition

exists

in

the

brake

system,

the

warning

lamp

may

be

burned

out,

the

warning

lamp

switch

is

inoperative

or

the

switch

to

lamp

wiring

has

an open

circuit.

Check

the

bulb

and

replace

it,

if

required.

Check

the

switch

to

lamp

wires

for

an

open

circuit

and

repair

or

replace

them,

if

required.

If

the

warning

lamp

still

does

not

light,

replace

the

switch.

BRAKE

PEDAL FREE

HEIGHT

AND

TRAVEL

MEASUREMENTS

With

the

engine

running

for

full

power

brake

operation,

measure

the

brake

pedal

free

height,

and

check

the

brake

pedal

travel

with

the

use

of

the

Brake

Pedal

Pressure

Gauge,

Tool

WRE-500-50

as

follows:

Brake

Pedal

Free

Height

Measurement

1.

Insert

a

slender,

sharp

point

ed

prod

through

the

carpet

and

sound

deadener

to

the

dash

panel metal

and

measure

the

distance

to the

brake

pedal

(Fig.

1).

2.

If

the

position

of

the

pedal

is

not

within

specification,

check

the

brake

pedal

linkage

for

missing

bushings

or

loose

attaching

bolts

and

replace

them,

if

required.

3.

If

the

pedal

free

height

is

still

out

of

specification,

check

the

brake

pedal

booster

or

master

cylinder

to

be

sure

the

correct

parts

are

installed.

Replace

the

defective

parts

as

neces

sary.

Brake

Pedal

Travel

Measurement

1.

Install

a

Brake Pedal

Effort

Gauge

on

the

brake

pedal pad

(Fig.

2).

2.

Hook

a

steel

measuring

tape

to

the

brake

pedal

as

shown

in

Fig.

1.

Measure

and

record

the

distance

from

the

brake

pedal

free

height

po

sition

to

the

reference

point,

which

is

at

the

six

o'clock

position

on

the

steering

wheel

rim.

3.

With

the

steel

tape

still

hooked

to

the

brake

pedal

depress

the

brake

pedal

by

pressing

downward

on

the

brake

pedal

effort

gauge.

Apply

a

50

pound

load

to

the

center

of

the

pedal

by

observing

the

pressure

gauge,

and

measure

the

distance

from

the

brake

pedal

to

the

fixed

ref

erence

point

on

the

steering

wheel

rim

parallel

to

the

centerline

of

the

steer

ing

column.

4.

Tie

difference

between

the

brake

pedal

free

height

and

the

depressed

ped

al

measurement

under

a

50

pound

load

should

be

within

the

specified

max

imum

pedal

travel

service

specification

Bin

Fig.

1.

5.

If

the

pedal

travel

is

more

than

the

specified

maximum

shown,

in

Fig.

1,

dimension

B,

make

several

sharp

re

verse

stops

(equivalent

to

50

pounds

pedal

pressure)

with

a

forward

stop

be

fore

each.

Move

the

vehicle

in

reverse

and

forward

for

a

distance

of

approx

imately

ten

feet;

then

apply

the

brakes

sharply

and

hold

the

brake

pedal

down

until

the

vehicle

is

completely

stopped.

This

will

actuate

the

brake

self-adjusters.

If

these

stops

do

not

bring

the

brake

pedal

travel

within

2-2

GROUP

2-Brakes

specification,

make

several

additional

forward

and

reverse

stops

as

outlined

above.

6.

If

the

second

series

of

stops

do

not

bring

the

brake

pedal

travel

with

in

specification,

remove

the

brake

drums

and

check

the

brake

adjusters

to

make

sure

they

are

functioning.

Check

the

brake

linings

for

wear

or

damaged

parts

and

non-functioning

ad

justers.

Adjust

the

brake

lining

out

side

diameter

to

the

approximate

in

side

diameter

of

the

brake

drum

with

Rotunda

Tool

HRE-8650

(Fig.

11,

Part

2-2).

7.

If

all

the

brake

adjusters,

brake

drums

and

linings

are

functional

and

the

brake

travel

is

not

within

specifi

cations,

check

the

pedal

linkage

for

missing

bushings

or

loose

attachments.

Bleed

the

brakes

and

centralize

the

dif

ferential

valve.

POWER

BRAKE

FUNCTIONAL

TEST

1.

With

the

transmission

in

neutral,

stop

the

engine

and

apply

the

parking

brake.

Depress

the

brake

pedal

sev

eral

times

to

exhaust

all

vacuum

in

the

system.

2.

With

the

engine

shut

off,

exhaust

all

vacuum

in

the

system.

Depress

the

brake

pedal

and

holditin

the

applied

position.

If

the

pedal

gradually

falls

away

under

this

pressure,

the

hydrau

lic

system

is

leaking.

Check

all

tubing,

hoses

calipers,

wheel

cylinders

and

con

nections

for leaks.

3.

With

the

engine

shut

off

and

all

vacuum

in

the

system

exhausted,

de

press

the

pedal

and

hold

it

in

the

ap

plied

position.

Start

the

engine.

If

the

vacuum

system

is

operating,

the

pedal

will

tend

to

fall

away

under

foot

pres

sure

and

less

pressure

will

be

required

to

hold

the

pedal

in

the

applied

position.

If

no

action

is

felt,

the

vacuum

booster

system

is

not

functioning.

If

the

brake

pedal

movement

feels

spongy,

bleed

the

hydraulic

system

to

remove

air

from

the

system.

Refer

to

Hydraulic

System

Bleeding,

Section

2.

Also,

check

for

leaks

or

insufficent

fluid.

LOCKED

WHEEL

BRAKE

Should

one

of

the

wheel

brakes

be

locked

and

the

vehicle

must

be

moved,

open

the

bleeder

screw

long

enough

to

let

out

a

few

drops

of

brake

fluid.

This

bleeding

operation

will

release

the

brakes

but

will

not

correct

the

cause

of

trouble.

VACUUM

TESTS

VACUUM

RELEASE

PARKING

BRAKES

Visually

check

the

operation

of

the

brake

linkage

as

the

park

brake

ped

al

is

depressed.

Then,

check

the

opera

tion

of

the

brake

linkage

when

the

manual

release

lever

is

activated.

These

checks

should

indicate

whether

the

manual

parking

brake

control

link-

2-11/32"

DIMENSION

TO

BE

MEASURED

PARALLEL

TO

THE

VERTICAL

CENTERLINE

OF

THE

STEERING

COLUMN

WITH

A

50

LB.

LOAD

APPLIED

TO

THE

CENTERLINE

OF

THE

BRAKE

PEDAL

PAD.

STEERING

COLUMN

CENTERLINE

STEEL

MEASURING

TAPE

METAL

DASH

PANEL

FIG.

7

Brake

Pedal

Height

and

Travel

Measurements

Too/-WRE-500-50

H1536-A

^m

'

*

^1

W&F

'

M^m

^^^^H

'

'

*/f]

^MC^^

^'

^

Vtfl

^p

*

^B

jj^

jLjHJ

SkR

m

iL

WL*

jH

Ik.*

>afl

HnC^I

MPP

0'H

HI

525

-A

FIG.

2

Brake

Pedal

Pressure

Gauge

age

is

operating

properly

or

requires

repair

or

adjustment

due

to

inability

of

the

parking

brake

to

hold

against

moderate

vehicle

movement.

Perform

tests

of

the

parking

brake

system

and

controls

after

making

certain

the

link

age

and

manual

controls

operate

pro

perly.

Diagnosis

ot

vacuum

rctease

sys

tems

is

basically

similar

to

electrical

diagnosis.

That

is,

the

vacuum

system

must

be

complete

from

the

source

to

the

vacuum

components.

Any

leaks,

like

a

bad

connection,

will

make

the

system

inoperative.

If

a

leak

develops

in

one

of

the

vacuum

systems,

one

or

all

of

the

vacuum

components

may

be-

Ins

tailed

come

inoperative.

This

would

be

de

pendent

on

the

location

of

the

vacuum

leak.

If

the

leak

is

in

the

vacuum

sup

ply,

all

systems

will

become

inopera

tive.

If

the

leak

is

in

the

component

side

of

the

vacuum

control

for

the

specific

system,

all

other

systems

will

operate

when

the

leaking

system

is

off.

When

testing

a

parking

brake

vac

uum

release

system,

a

minimum

of

10

inches

of

vacuum

(Hg.)

should

be

available

at

all

points

where

vacuum

is

applied.

This

can

be

checked

with

a

Rotunda

Fuel

Pump

Tester

Gauge

(ARE

345)

and

two

Distributor Tester

hose

adapters(

Marked

Q)connected

to-

PART

2-1

-Gen

era

I

Brake

Service

2-3

TROUBLE

SYMPTOMS

POSSIBLE

CAUSES

OF

TROUBLE

3

>

ed

la

H

"3

O

5

CU

>

If)

J

o

X

m

"E.

E

3

0-

"3

o

1>

5

u

o

/>

u

c

JC

00

3
o

ed

u.

03

a-*

aa

o

{=

"c3

"8

Cu

>

to

i/>

CU

U

X

UJ

3

Dm

UL

8

ed

~Z

tc

o

*s

u-

o

c

rt

oo
c

*a>

Q

00

c

la

3

Q

o

S

X

C/l

rt

u

CQ

la

4>

o

c

">>

U

1

JC

JX

e

<L>

-J

c

o

aaal

O

<

(30

c

12

ed

aa

OQ

C

It

>

g

la

o

00

c

15

ed

la

0

CU

(A

la

o.

Q

on

"ed

"O

V

Oa

C

V

t>

<*-

taa

UJ

oo

c

IS

ed

aa

OQ

O

Z

D.

<

o

z

o

Q

V

(/>

>>

>

CJ

9*

V

06.

V

J=

*-

la

o

la.

l/>

J*

ed

la

OS

c

ed

Oa

-c

C/>

ed

Q

la

o

la

o
o

u-

"O

la

ed

*

O

H

</>

>

o

"ed

3

"O

ed

la

o

"ed

"8

Oa

aJ

cn

>

ed

a

E

ed

al

oo

c

'c

a>

00

Hi

a-

o

Z

CM

Q

a

E

ed

?J

oo

C

'c

la

ed

Shoe

and

Lining

Knock-back

after

Violent

Cornering

or

Rough

Road

Travel

X

Shoe

and

Lining

Assembly

not

Properly

Seated

or

Positioned

X

X

X

Leak

or

Insufficient

Fluid

in

System

or

Caliper

X

X

X

X

Loose

Wheel

Bearing

Adjustment

X X

Damaged

or

Worn

Caliper

Piston

Seal

X

X

X

Improper

Master

Cylinder Push

Rod

Adjustment

X

Excessive

Rotor

Runout

or

Out-of-Parallel

X

Incorrect

Tire

Pressure

X

X

Frozen

or

Seized

Pistons

X

X X

X

Brake

Fluid,

OilorGrease

on

Linings

X

X

X

X

Shoe

and

Lining

Worn

Below

Specifications

X

Proportioning

Valve

Malfunction

X

X

Booster

Inoperative

X

Caliper

Out

of

Alignment

with

Rotor

X

X

Loose

Caliper

Attachment

X X

X

X

Metering

Valve

Seal

Leaks

X

Excessive

Clearance

Between Shoe

and

Caliper

or

Between

Shoe

and

Splash

Shield

X

Shoe Hold

Down

Clips

Missing

or

Improperly

Positioned

X

Operator

Riding

Brake

Pedal

X

Scores

in

the

Cylinder

Bore

X

Corrosion

Build-

Up

in

the

Cylinder

Bore

or

on

the

Piston

Surface

X

X

X

Bleeder

Screw

Still

Open

X

X

Caliper

Out-of-Parallel

with

Rotor

X

One

Section

Dual

Brake

System

is

Inoperative

X

X

Differential

Pressure

Valve

is

Not

Centered

X

Wiring

to

Warning

Lamp

SwitchisGrounded

X

Warning

Lamp

Switch

is

Grounded

X

Warning

Lamp

is

Burned

Out

X

Warning

Lamp

Switch

Has

an

Open

Circuit

X

Warning

Lamp

Switch

is

Inoperative

X

Wiring

to

Warning

Lamp

Has

Open

Circuit

X

FIG.

3

Disc

Brake

Trouble

Symptoms

and

Possible

Caus*e

2-4

GROUP

2-Brakes

TROUBLE

SYrV

IPTC

>MS

POSSIBLE

CAUSES

OF

TROUBLE

cd

la

Q

u

_<:

ed

la

OQ

a

c

O

QO

cd

a-

0

</>

ii

cd

la

OQ

<

rt

-o

ii

Oa

la

X

ed

o

ii

Cm

>

c

o

Q.

ii

oo

u

c

o

o

(/>

*3

cu

la

rt

u

1/5

aJ

"ej

J.

u

c

O

a

ed

u

U

JX

&

la

CQ

4>

>

cd

la

H

"cd

"8

Cu

a

>

8

X

UJ

la

o

Lu

O

(/>

8

0

"cd

3

"O

cd

la

o

"rt

"O

o>

CU

c

ii

>

ii

c

<s>

ii

-at

rt

la

09

09

cd

U

06*

la

<aa

<

JX

o

u

ii

o

-C

C/3

c/i

cd

la

CQ

00

c

15

X>

ed

la

a

la

o

*o

Z

"o.

o.

<

o

Z

o

Q

</

u

cd

la

CQ

<

o

z

o

Q

E

a

00

a

>

o

a

o.

(/>

V

ii

la

o

u-

cn

U

ed

la

CQ

in

c/>

>>

2

i/5

o.

E

ed

aJ

oo

e

c

cej

ii

c

cd

Cu

JC

(/

cd

Q

la

o

la

o

o

u-

T3

la

cd

O

H

t/>

a

>

o

"rt

3

o

rt

la

o

"rt

O

a

Oa

JB

00

aj

o

Z

Ul

1>

O

Q

Q.

E

aJ

oo

c

'c

la

Mechanical

Resistance

at

Pedal

or

Shoes

X

X

Brake

Line

Restricted

X

X

X

X

Leaks

or

Insufficient Fluid

X

X

X

X

X

Improper

Tire

Pressure

X

X

Distorted

or

Improperly

Adjusted

Brake

Shoe

X

X

X

X

X

X X

Faulty

Retracting

Spring

X

X

Drum

Out

of

Round

X

X X

Lining

Glazed

or

Worn

X

X

X

X

X

X X

Oil

or

Grease

on

Lining

X

X

X X X X

Loose

Carrier

Plate

X X

X

Loose

Lining

X

Scored

Drum

X

X

Dirt

on

Drum-Lining

Surface

X

Faulty

Brake

Cylinder

X X X

X

Dirty

Brake

Fluid

X

X

X

X

Faulty

Master

Cylinder

X

X

X

X

Air

in

Hydraulic

System

X

X

X

X

Self

Adjusters

Not

Operating

X

X

Insufficient

Shoe-to-Carrier

Plate

Lubrication

X

X X

Tire

Tread

Worn

X

Poor

Lining-to-Drum

Contact

X

Loose

Front

Suspension

X

Threads

Left

by

Drum

Turning

Tool

Pulls

Shoe

Sideways

X

1

Cracked

Drum

X

One

Section

Dual

Brake

System

is

Inoperative

x

X

Differential

Pressure

Valve

is

Not

Centered

X

Wiring

to

Warning

Lamp

SwitchisGrounded

X

Warning

Lamp

Switch

is

Grounded

X

Warning

Lamp

is

Burned

Out

X

Warning

Lamp

Switch

Has

an

Open

Circuit

X

Wiring

to

Warning

Lamp

Has

Open

Circuit

1

X

FIG.

4

Drum

Brake

(and

General

System)

Trouble

Symptoms

and

Possible

Causes

PART

2-1

-Gen

era

I

Brake

Service

2-5

gether

with

a

coupling.

This

allows

the

Fuel

Pump

Tester

Gauge

to

be

adapted

to

any

other

vacuum

hose

or

rubber

connector

in

the

vacuum

systems.

Failure

to

maintain

10

inches

of

vacuum

(Hg.)

during

vacuum

sys

tem

tests

could

be

caused

by

a

bad

hose

connection,

resulting

in

a

vacuum

leak.

When

checking

for

vacuum

be

tween

two

points,

trace

the

hose

along

the

entire

routing

to

be

sure

it

is

not

crossed

with

another

hose

and

con

nected

to

the

wrong

connection.

All

of

the

vacuum

parking

brake

release

checks

are

to

be

performed

with

the

engine

running

at

idle

speed.

Leaks

in

the

parking

brake

hoses

or

a

disconnected

or

improperly

con

nected

hose

can

usually

be

found

by

listening

for

a

hissing

sound

along

the

hose

routings.

Under

no

circum

stances

should

air

pressure

be

applied

to

the

vacuum

system

as

the

actuator

diaphragm

in

the

parking

brake

vac

uum

motor

may

be

damaged.

1.

Start

the

engine

and

run

it

at

idle

speed.

With

the

transmission

shift

control

in

neutral,

depress

the

parking

brake

pedal

and

apply

the

parking

brake.

Move

the

transmission

shift

con

trol

to

drive

range

and

observe

the

parking

brake

pedal

to

see

that

the

pedal

moves

upward

and

the

parking

brake

releases.

If

the

parking

brake

releases,

the

parking

brake

vacuum

control

is

working

properly.

2.

If

the

parking

brake

does

not

release,

start

the

engine.

Test

for

vac

uum

at

the

steering

column

neutral

switch

port

in

the

left

junction

block,

vacuum

lines

and

the

parking

brake

release

vacuum

motor.

Use

the

Ro

tunda

Vacuum

and

Fuel

Pump

Tester

ARE

345.

This

can

be

accomplished

by

removing

the

hose

from

each

com

ponent

and

attaching

it

to

the

vacuum

gauge.

Connect

two

distributor

tester

vacuum

hose

adapters

together

with

a

coupling

as

a

connector

to

attach

the

gauge.

A

minimum

of

ten

inches

of

vacuum

is

required

to

actuate

the

parking

brake

vacuum

motor.

Do

not

remove

any

of

the

vacuum

hoses

from

the

junction

block

unless

the

junction

block

is

being

replaced,

as

the

plastic

nipples

are

thin

and

very

brittle

and

damage

may

result.

If

a

minimum

reading

is

not

present

when

checking

each

of

the

aforementioned

compo

nents,

they

must

be

replaced.

COMMON

ADJUSTMENTS

AND

REPAIRS

PARKING

BRAKE

LINKAGE

ADJUSTMENT

Check

the

parking

brake

cables

when

the

brakes

are

fully

released.

If

the

cables

are

loose,

adjust

them

as

follows:

I.

Fully

release

the

parking

brake

pedal

by

pushing

down

the

manual

release

lever.

2.

Raise

the

vehicle.

3.

Depress

the

parking

brake

ped

al

1

1/4

inch

from

its

normal

released

position.

4.

Turn

the

adjusting

nut

forward

against

the

equalizer

(Fig.

5)

until

a

moderate

drag

is

felt

when

turning

the

rear

wheels

(approximately

100

lbs

of

force

at

the

outside

diameter

of

the

tire

is

required

to

turn

the

rear

wheels).

5.

Release

the

parking

brake,

and

check

to

make

sure

that

the

brake

shoes

return

to

the

fully

released

position.

6.

Depress

the

parking

brake

ped

al

1

1/2

inches.

Under

normal

condi

tions,

this

will

satisfactorily

hold

the

vehicle.

7.

Release

the

parking

brake

again,

and

check

as

in

step

5.

8.

Depress

the

pedal

1/2

inch.

The

brakes

should

not

drag.

9.

If

the

rear

brakes

do

not

fully

release,

check

the

cables

for

kinks

or

binds.

Free

the

cables

as

required.

POWER

BRAKE

MASTER

CYLINDER

PUSH

ROD

ADJUSTMENT

The

push

rod

is

designed

with

a

self-

locking

adjustment

screw

to

provide

the

correct

relationship

between

the

booster

piston

and

the

master

cylinder

pistons.

The

adjustment

screw

is

set

to

the

cot-

rear

WHEEL

CABLE-2A809

EQUALIZER.

TO-CONTROL

CABLE-2A815

REAR

WHEEL

CABLE-2A635

ADJUSTING

NUT

FIG.

5

Parking

Brake

Adjustment

rect

height

at

the

time

of

original

as

sembly

of

the

power

unit.

Under

nor

mal

service

the

adjustment

screw

does

not

require

any

further

attention

pro

viding

the

push

rod

assembly

remains

in

the

original

unit.

The

distance from

the

end

of

the

adjustment

screw

to

the

mounting

surface

of

the

booster

body

can

be

checked

either

with

a

micro

meter

depth

gauge

to

a

dimension

of

0.980,

0.995

inch,

or

with

a

height

gauge

as

shown

in

Fig.

6.

The

details

for

making

a

height

gauge

are

given

in

Fig.

7.

To

adjust

the

push

rod,

hold

the

ser

rated

end

of

the

rod with

cross-milled

pliers

and

turn

the

adjustment

screw

in

to

shorten,

or

out

to

lengthen.

After

assembly

of

the

master

cylin

der

to

the

power

section,

the

piston

cup

in

the

hydraulic

cylinder

should

just

clear

the

compensating

port

hole

when

the

unit

is

in

the

fully

released

position.

This

can

be

checked

by

placing

a

few

ADJUSTMENT

SCREW

HI

537-

A

Push

Rod

Gauge

H1086-A

FIG.

6

Push

Rod

Adjustment

#15

OR

#16

U.S.S.

GAUGE

SHEET

STEEt

FIG.

7

Push

Rod

Gauge

Dimensions

H1087D

2-6

GROUP

2-Brakes

drops

of

brake

fluid

over

the

compen

sating

port

and

applying

light

air

pres

sure

to

the

output

port

of

the

master

cylinder.

If

air

bubbles

appear,

the

port

is

open.

If

the

primary

piston

cup

overlaps

the

compensating

port,

there

will

be

no

flow

of

air

through

the

com

pensating

port.

If

this

condition

exists,

the

adjustment

screw

should

be

turned

into

the

push

rod

a

slight

amount

or

until

the

compensating

port

is

open.

HYDRAULIC

SYSTEM

BLEEDING

AND

CENTRALIZING

OF

THE

DIFFERENTIAL

VALVE

When

any

part

of

the

hydraulic

system

has

been

disconnected

for

repair

or

replacement,

air

may

enter

the

sys

tem

and

cause

spongy

pedal

action.

Bleed

the

hydraulic

system

after

it

has

been

properly

connected,

to

be

sure

that

all

air

is

expelled.

The

hydraulic

system

can

be

bled

manually

or

with

pressure

bleeding

equipment.

After

a

brake

hydraulic

system

malfunction

has

been

corrected

and

the

hydraulic

system

has

been

bled,

the

dual-brake

warning

lamp

will

usually

continue

to

burn

when

the

ignition

switch

is

turned

to

ON.

This

is

due

to

the

pressure

differential

cre

ated

during

the

bleeding

operation,

causing

the

valve

to

move

to

an

off-

center

position

(low

pressure

side).

This

depresses

the

warning

lamp

switch

plunger,

closing

the

contact

points

which

turn

on

the

brake

warn

ing

light.

The

differential

valve

will

remain

off-center

and

the

warning

lamp

will

remain

lit

until

the

valve

is

centralized.

When

the

valve

is

cen

tralized

the

spring

loaded

switch

plung

er

drops

into

the

groove

in

the

valve

and

the

warning

light

switch

continuity

is

broken

at

the

switch

contact

points.

To

centralize

the

valve

a

pressure

dif

ferential

must

again

be

created

on

the

side

opposite

the

brake

hydraulic

sys

tem

that

was

bled

last.

For

example:

If

the

primary

(front

brake)

system

was

bled

last,

the

pressure

differential

(reduced

pressure)

required

to

cen

tralize

the

valve

will

be

created

on

the

secondary

system

(rear

brake)

side

of

the

differential

valve.

PRESSURE

BLEEDING

Bleed

the

longest

lines

first.

The

bleeder

tank

should

contain

enough

new

Rotunda

Brake

Fluid

to

complete

the

bleeding

operation.

Use

Rotunda

Brake

Fluid

Extra

Heavy

Duty

Part

Number

C6AZ-I9542-A

(ESA-

M6C25-A).

The

brake

fluid

is

colored

blue

for

identification

purposes.

Do

not

mix

low

temperature

brake

fluid

with

the

specified

disc

brake

fluid

during

the

bleeding

operations.

Never

re-use

brake

fluid

that

has

been

drained

from

the

hydraulic

system.

The

tank

should

be

charged

with

approximately

10

to

30

pounds

of

air

pressure.

Never

ex

ceed

50

pounds

pressure.

1.

Clean

all

dirt

from

the

master

cylinder

reservoir

cover.

2.

Remove

the

master

cylinder

re

servoir

cover

and

rubber

gasket,

and

fill

the

master

cylinder

reservoir

with

the

specified

brake

fluid.

Install

the

pressure

bleeder

adapter

tool

to

the

master

cylinder,

and

attach

the

bleed

er

tark

hose

to

the

fitting

on

the

adapter.

Master

cylinder

pressure

bleeder

adapter

tools

can

be

obtained

from

the

various

manufacturers

of

pressure

bleeding

equipment.

Follow

the

in

structions

of

the

manufacturer

when

installing

the

adapter.

3.

Loosen

the

bleed

screw,

located

on

the

side

of

the

master

cylinder,

and

bleed

the

master

cylinder

until

the

fluid

is

free

of

air

bubbles;

then,

tighten

the

bleed

screw.

4.

If

the

rear

wheel

cylinders

and

the

secondary

brake

system

is

to

be

bled,

position

a

3/8

inch

box

wrench

(Fig.

8)

on

the

bleeder

fitting

on

the

right

rear

brake

wheel

cylinder.

At

tach

a

bleeder

tube

to

the

bleeder

fitting.

The

end

of

the

tube

should

fit

snugly

around

the

bleeder

fitting.

APPROXIMATELY

45

H1300-A

FIG.

8

Wrench

for

Bleeding

Brake

Hydraulic

System

5.

Open

the

valve

on

the

bleeder

tank

to

admit

pressurized

brake

fluid

to

the

master

cylinder

reservoir.

6.

Submerge

the

free

end

of

the

tube

in

a

container

partially

filled

with

clean

brake

fluid,

and

loosen

the

bleeder

fitting.

7.

When

air

bubbles

cease

to

ap

pear

in

the

fluid

at

the

submerged

end

of

the

bleeder

tube,

close

the

bteeder

fitting

and

remove

the

tube.

8.

Repeat

steps

3

through

7

at

the

left

wheel

cylinder

of

the

secondary

system

being

bled.

9.

If

the

primary

(front

brake)

system

is

to

be

bled,

remove

the

front

wheel

covers,

and

the

front

wheel

and

tire

assemblies

to

gain

access

to

the

bleeder

fittings

on

the

disc

brake

cali

pers.

Repeat

steps

4

through

7,

start

ing

at

the

right

front

disc

caliper

and

ending

at

the

left

front

disc

caliper.

10.

When

the

bleeding

operation

is

completed,

close

the

bleeder

tank

val

ve

and

remove

the

tank

hose

from

the

adapter

fitting.

11.

Be

sure

that

the

front

brake

pistons

are

returned

to

their

normal

positions

and

that

the

shoe

and

lining

assemblies

are

properly

seated

by

de

pressing

the

brake

pedal

several

times

until

normal

pedal

height

exists.

In

stall

the

front

wheel

and

tire

assemblies

on

the

front

wheels,

and

torque

the

mounting

bolts

to

specification.

In

stall

the

wheel

covers.

12.

Remove

the

Pressure

Bleeder

Adapter

Tool.

Fill

the

master

cylinder

reservoirs

to

within

1/4

to

1/2

inch

from

the

top.

Install

the

master

cylin

der

cover

and

gasket.

Be

sure

the

dia

phragm

type

gasket

is

properly

posi

tioned

in

the

master

cylinder

cover.

13.

Centralize

the

pressure

differ

ential

valve

as

follows:

CENTRALIZING

THE

PRESSURE

DIFFERENTIAL

VALVE

After

a

failure

of

the

primary

(front

brake)

or

secondary

(rear

brake)

sys

tem

has

been

repaired

and

bled,

the

dual-brake

warning

light

will

usually

continue

to

be

illuminated

due

to

the

pressure

differential

valve

remaining

in

the

off-center

position.

Front

wheel

balancing

operations

can

also

cause

a

pressure

differential

in

the

primary

(front)

brake

system,

illuminating

the

brake

warning

light.

To

centralize

the

pressure

differ

ential

valve

and

turn

off

the

warning

light

after

a

repair

operation,

a

pres

sure

differential

or

unbalance condi

tion

must

be

created

in

the

opposite

brake

system

from

the

one

that

was

bled

last.

1.

Turn

the

ignition

switch

to

the

ACC

or

ON

position.

Loosen

the

dif

ferential

valve

assembly

brake

tube

nut

at

the

outlet

port

on

the

opposite

side

of

the

brake

system

that

was

wheel

balanced,

repaired

and/or

bled

last.

Depress

the

brake

pedal

slowly

to

build

line

pressure

until

the

pressure

differ

ential

valve

is

moved

to

a

centralized

position

and

the

brake

warning

light

goes

out;

then,

immediately

tighten

the

outlet

port

tube

nut.

2.

Check

the

fluid

level

in

the

mas

ter

cylinder

reservoirs

and

fill

them

to

within

1/4

to

1/2

inch

of

the

top

with

the

specified

brake

fluid,

if

necessary.

3.

Turn

the

ignition

switch

to

the

OFF

position.

4.

Before

driving

the

vehicle,

check

the

operation

of

the

brakes

and

be

sure

that

a

firm

pedal

is

obtained.

PART

2-1

-Gen

era

I

Brake

Service

2-7

CLEANING

AND

INSPECTION

FRONT

BRAKES

1.

Remove

the

wheel

and

tire,

brake

shoe

retainers,

and

the

shoe

and

linings

as

outlined

in

Part

2-2,

Section

2.

2.

Make

three

thickness

measure

ments

with

a

micrometer

across

the

middle

section

of

the

shoe

and

lining.

Take

one

reading

at

each

side

and

one

in

the

center.

If

the

assembjv

has

worn

to

a

thickness

of

0.231

inch

(Shoe

and

lining

together)

or

0.066

inch

(Lining

material

only)

at

any

one

of

the

three

measuring

locations,

or

if

the

lining

shows

evidence

of

brake

fluid

or

oil

contamination,

replace

all

(4)

shoe

and

linings

on

both

front

wheels.

3.

Check

caliper

to

spindle

attach

ing

bolt

and

caliper

bridge

bolt

tor

que.

Torque

them

to

specification

if

required.

4.

To

check

rotor

runout,

first

elimi

nate

the

wheel

bearing

end

play

by

tightening

the

adjusting

nut

to

5

inch

pounds

torque.

After

tightening

the

nut,

check

to

see

that

the

rotor

can

still

be

rotated.

5.

Clamp

a

dial

indicator

to

the

caliper

housing

so

that

the

stylus

contacts

the

rotor

at

a

point

approx

imately

1

inch

from

the

outer

edge.

Rotate

the

rotor

and

take

an

indica

tor

reading.

If

the

reading

exceeds

0.002

inch

total

lateral

runout

on

the

indicator,

replace

or

resurface

the

disc

brake

rotor.

The

following

require

ments

must

be

met

when

resurfacing

disc

brake

rotors:

Rotunda

Disc

Brake

Attachment

FRE-2249-2

is

the

only

approved

tool

to

be

used

to

refinish

the

disc

brake

rotors.

The

step-by-step

resurfacing

procedure

provided

with

the

tool

must

be

adhered

to.

The

finished

braking

surfaces

of

the

rotor

must

be

flat

and

parallel

within

0.0007

inch;

lateral

runout

must

not

exceed

0.002

inch

total

in

dicator

reading,

and

the

surface

fin

ish

of

the

braking

surfaces

are

to

be

85/15

micro

inches.

The

minimum

lim

iting

dimensions

(Fig.

9)

from

the

in-

noard

bearing

cup

to

the

inboard

ro

tor

face

(dimension

B)

and

the

out

board

rotor

surface

and

the

inboard

LATER1AL

RUNOUT

0.002

MAXIMUM

TOTAL

INDICATOR

READING

BEARING

CUP

DIMENSION

"B1

MINIMUM

.718

DIMENSION

"A'

MINIMUM

.432

SURFACE

FINISH-

85/15

MICRO

INCHES

H1532-B

FIG.

9

Disc

Brake

Rotor

Service

Limits

bearing

cup

(dimension

A)

must

be

observed

when

removing

material

from

the

rotor

braking

surfaces.

When

the

runout

check

is

finished,

be

sure

to

adjust

the

bearings

as

out

lined

in

Group

3,

in

order

to

prevent

bearing

failure.

6.

Check

the

rotor

for

scoring.

Minor

scores

can

be

removed with

a

fine

emery

cloth.

If

the

rotor

is

excessively

scored,

refinish

it

as

outlined

in

step

5

or

re

place

the

rotor,

if

required.

7.

Visually

check

the

caliper.

If

it

is

cracked orifexcess

leakage

is

evident,

it

should

be

replaced.

Slight

leakage

around

the

pistons

or

seized

pistons

in

dicate

removal

and

disassembly.

8.

If

upon

disassembly

the

caliper

is

found

to

be

damaged,

or

if

the

cyl

inder

bores

are

scored

or

excessively

worn,

replace

the

assembly.

The

two

halves

of

the

caliper

assem

bly

should

never

be

separated.

Dam

age

or

failure

of

one

requires

replace

ment

of

both

as

a

unit.

9.

Check

brake

hoses

for

signs

of

cracking,

leaks,

or

abrasion.

Replace

if

necessary.

REAR

BRAKES

1.

Remove

the

wheel

from

the

drum,

and

remove

the

drum

as

outlined

in

Part

2-2,

Section

2.

Wash

all

the

parts

except

the

brake

shoes

in

a

cleaning

fluid

and

dry

with

compressed

air.

2.

Brush

all

dust

from

the

back

ing

plate

and

interior

of

the

brake

drum.

3.

Inspect

the

brake

shoes

for

exces

sive

lining

wear or

shoe

damage.

If

the

lining

is

worn

to

within

1/32

inch

of

the

rivet

heads,

or

if

the

shoes

are

damaged,

they

must

be

replaced.

Replace

any

lining

that

has

been

contaminated

with

oil,

grease

or

brake

fluid.

Replace

the

lining

in

axle

sets

(4).

Prior

to

replac-

lining

in

axle

sets

(4).

Prior

to

replace

ment

of

the

lining,

the

drum

diameter

should

be

checked

to

determine

if

over

size

linings

must

be

installed.

4.

Check

the

condition

of

the

brake

shoes,

retracting

springs,

and

drum

for

signs

of

overheating.

If

the

shoes

have

a

slight

blue

coloring,

or

if

the

springs

show

a

change

in

free

length,

indicating

overheating,

replacement

of

the

retract

ing

and

hold

down

springs

and

the

parking

brake

cable

is

necessary.

Overheated

springs

lose

their

pull

and

could

cause

the

new

lining

to

wear

pre

maturely

if

they

are

not

replaced.

5.

If

the

car

has

30,000

or

more

miles

of

operation

on

the

brake

linings,

or

signs

of

overheating

are

present

when

relining

brakes,

the

wheel

cylin

ders

should

be

disassembled

and

in

spected

for

wear and

dirt

in

the

cylin

der.

The

cylinder

cups

and

other

parts

contained

in

the

overhaul

kit

should

be

replaced,

thus

avoiding

future

problems.

6.

Inspect

all

other

brake

parts

and

replace

any

that

are

worn

or

damaged.

7.

Inspect

the

brake

drums

and,

if

necessary,

refinish.

Refer

to

Part

2-2,

Section

4

for

refinishing.

BOOSTER

UNIT

Check

the

booster

operation

as

noted

in

Part

2-1,

Section

1,

Power

Brake

Functional

Test.

If

the

brake

booster

is

damaged

or

is

inoperative,

the

com

plete

booster

must

be

replaced.

2-8

PART

2-2-Brake

System

Section

Page

1

Description

and

Operation

2-8

Dual-Master

Cylinder

Brake

System

2-8

Disc

Brake

Assemblies

-

Front

Wheels

2-10

Self

Adjusting

Brake

Assemblies

Rear

Wheels

2-11

Booster

System

2-12

Parking

Brakes

2-12

2

In-Car

Adjustments

and

Repairs

2-12

Front

(Disc)

Brake

Shoe

and

Lining

Replacement

2-12

Disc

Brake

Caliper

Assembly

2-13

Front

Wheel

Hub

and

Rotor

Assembly

2-14

Disc

Brake

Rotor

Splash

Shield

2-14

Proportioning

Valve

2-14

Brake

Shoe

Adjustments

Rear

Wheels

2-14

Rear

Brake

Drum

2-14

Rear

Brake

Shoe

Replacement

2-15

Rear

Wheel

Cylinder

Repair

2-16

Rear

Wheel

Cylinder

Replacement

2-16

Rear

Brake

Backing

Plate

Replacement

2-17

Hydraulic

Lines

2-17

Brake

Hose

Replacement

2-17

Removal

and

Installation

2-19

Dual-Master

Cylinder

Power Brakes

2-19

Pressure

Differential

Valve

Assembly

2-19

Brake

Booster

2-20

Brake

Pedal

2-20

Parking

Brake

Control

Assembly

2-20

Parking

Brake

Vacuum

Power

Unit

2-21

Parking

Brake

Actuator-To-Control

Assembly

Cable

2-2

1

Parking

Brake

Equalizer-To-Rear

Wheel

Cable

2-21

Parking

Brake

Actuator-To-Equalizer

Cable

2-21

Major

Repair

Operations

2-23

Brake

Drum

Refinishing

2-23

Rotor

Refinishing

2-23

Rear

Brake

Shoe

Relining

2-23

Dual-Master

Cylinder

2-23

Disc

Brake

Caliper

2-24

DESCRIPTION

AND

OPERATION

The

brake

system

employs

disc

brakes

on

the

front

wheels

and

single

anchor,

internal

expanding

and

self-

adjusting

brake

assemblies

on

the

rear

wheels.

The

system

is

powered

by

a

dual-master

cylinder

and

a

booster

as

standard

equipment.

DUAL-MASTER

CYLINDER

BRAKE

SYSTEM

The

dual-master

cylinder

brake

system

has

been

incorporated

in

all

vehicle

models

to

provide

increased

ve

hicle

safety.

The

system

consists

of

a

dual-master

cylinder,

pressure

differ

ential

valve

assembly

and

a

switch.

The

switch

on

the

differential

valve

act

ivates

a

dual-brake

warning

light,

located

on

the

instrument

panel.

The

dual-master

cylinder

brake

system

is

similar

to

a

conventional

(single)

brake

master

cylinder

system.

In

the

dual-system,

two

master

cylin

ders

are

combined

in

a single

cast

iron

casting

(Fig.

1).

One

portion

act

uates

the

primary

(front)

brake

system

and

the

other

actuates

the

secondary

(rear)

brake

system

(Fig.

1).

Hydrau

lic

fluid

leakage

or

failure

of

one

of

the

systems

does

not

impair

the

opera

tion

of

the

other

portion

of

the

dual-

brake

system.

A

dual-brake

warning

light

signals

a

failure

of

either

the

front

(primary)

or

rear

(secondary)

brake

system.

The

dual-master

cylinder

has

the

master

cylinder

outlet

ports

for

the

rear

(secondary)

brake

system

located

on

the

bottom

of

the

master

cylinder

body.

Master

cylinder

hydraulic

system

bleed

screws

are

located

in

the

out

board

side

of

the

master

cylinder

casting.

The

code

letter

A

is

stamped

on

the

end

of

the

master

cylinder

body

cast

ing

for

easy

service

identification.

A

brake

pressure

differential

valve

assembly

(Fig.

2)

incorporating

a

hy-

draulically

operated

mechanical

switch

is

utilized

to

operate

a

dual-brake

warning

light,

located

on

the

instru

ment

panel

to

the

right

of

the

clock.

Brake

tubes

are

connected

from

the

dual-master

cylinder

front

(primary)

and

rear

(secondary)

brake

systems

to

the

pressure

differential

valve.

The

pressure

differential

valve

is

mounted

vertically

on

the

frame

side

rail.

The

primary

(front)

brake

sys

tem

outlet

tubes

are

connected

to

the

ports

located

in

the

upper

side

of

the

differential

valve

assembly

and

the

secondary

(rear)

brake

system

outlet

tubes

are

connected

to

the

ports

lo

cated

in

the

lower

side

of

the

differen

tial

valve

assembly.

Hydraulic

pressure

for

both

rear

wheel

brakes

is

provided

from

the

single

secondary

(rear)

brake

outlet

line,

located

opposite

the

secondary

system

inlet

port

of

the

differential

valve.

A

proportioning

valve

is

lo

cated

in

the

secondary

(rear)

brake

system

line

that

leads

to

the

brake

hose

bracket

on

the

rear

axle

hous

ing.

The

brake

hose

bracket

serves

as

a

junction

point

for

the

individual

brake

lines

that

lead

to

the

wheel

cylinders

of

right

and

left

rear

brake

components.

OPERATION

When

the

brake

pedal

is

depressed,

both

the

primary

(front

brake)

and

secondary

(rear

brake)

master

cylinder

pistons

are

moved

simultaneously

to

exert

hydraulic

fluid

pressure

on

their

independent

hydraulic

system.

The

fluid

displacement

of

the

dual-master

cylinders

is

proportioned

to

fulfill

the

requirements

of

each

of

the

two

inde

pendent

hydraulic

brake

systems

(Fig.

I).

If

a

failure

of

the

rear

(secondary)

brake

system

should

occur,

initial

brake

pedal

movement

causes

the

un

restricted

secondary

piston

to

bottom

in

the

master cylinder

bore.

Primary

piston

movement

displaces

hydraulic

fluid

in

the

primary

section

of

the

dual-master

cylinder

to

actuate

the

front

brake

system.

Should

the

front

(primary)

brake

system

fail,

initial

brake

pedal

move

ment

causes

the

unrestricted

primary

piston

to

botlom

out

against

the

sec

ondary

piston.

Continued

downward

movement

of

the

brake

pedal

moves

the

secondary

piston

to

displace

hy

draulic

fluid

in

the

rear

brake

system,

actuating

the

rear

brakes.

The

increased

pedal

travel

and

the

increased

pedal

effort

required

to

com

pensate

for

the

loss

of

the

failed

portion

of

the

brake

system

provides

PART

2-2-Brake

System

2-9

FILLER

CAP

SECONDARY

BRAKE

FLUID

RESERVOIR

RETURN

SPRING

(SECONDARY)

BLEEDER

RETAINER

PRIMARY

SYSTEM

BRAKE

FLUID

RESERVOIR

RETURN

SPRING

(PRIMARY)

BRAKE

OUTLET

PORT

(SECONDARY)

FIG.

1

Dual-Master

Cylinder

H1526-A

BRAKE

WARNING

LAMP

SWITCH

BRAKE

WARNING

LAMP

SWITCH

PISTON

BRAKE

WARNING

LAMP

SWITCH

PLUNGER

IN

OFF

POSITION

WASHER

CONNECTOR

LOW

PRESSURE

SIDE

VALVE

PISTON

HAS

MOVED

TO

LOW

PRESSURE

AREA.

WARNING

LAMP

SWITCH

PLUNGER

IS

DEPRESSED,

LIGHTING

THE

BRAKE

WARNING

LAMP

BRAKE

FLUID

VALVE

PISTON

IS

CENTRALIZED.

PRIMARY

AND

SECONDARY

SYSTEM

PRESSURES

ARE

EQUALIZED

H1471-A

FIG.

2

Pressure

Differential

Valve

and

Brake

Warning

Lamp

Switch

Operation

Typical