Chrysler 1956 Crown Imperial User manual

CONTENTS

General

Data

and

Specifications

...........

;.. . . . . . . . . . . . . . . . . . . . . . . . . . 2

License

Data.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Front

Wheel

Suspension.

. . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .

..

4·6

\

Axle

-

Rear

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Brakes

-

Manual.

......

....

...........

;

...........................

. . 7·12

Power

- Bellows

Type

......

..

.. ..

..

.......................

12·18

Piston

Type

.......

.

.....

.

.........

...

...........

97·104

Cooling

System

.........

...

... ...

...........

.........

...............

19·20

Electrical

System

. .

..................................................

21·44

Engine

.................

.

..

....

....................................

. 45·53

Fuel

and

Exhaust

Systems

............

...

..

......

..................

54·58

Frame.

Springs

and

Shock

Absorbers

...

. .

..................

.

.........

59-62

PowerFlite

Transmission

.............................................

62·68

Universal

Joints

and

Propeller

Shaft.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

69

Wheels

and

Tires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

69

Body

and

Sheet

Metal.

. . .

...

...........

.....

........

.....

...

.

.......

70-77

Lubrication

...

.

.......

.....

...

......

.......

.............

....

........

78-79

Radio

..........

..

.....

.......................

.

.....................

79·82

Heater

.............

........

..

. . .

.........................

.....

83-92

Air

Conditioning

................................................

.

...

92·96

PRELIMINARY

FOR

1956

CHRYSLER

CAR

S

This

manual

contoins

advance

service information for

the

proper

servicing

of

the

1956

Chrysler

Cars.

It covers

changes

in

design

,

improvements

and

new

methods

for

ser

vicing.

The preliminary manual must

be

used

in

conjunction with the 1955 Chrysler Service Manual

0· 15431

in

order

to obtain

full

service cov

erage.

In

order

to use this preliminary manual

with

the

service

manual

0-15431,

the

corresponding

and

superseding

car

models must

be

understood. The supersedence of these models

is

as follows:

Chrysler

Windsor

v-a

,

.....

.. . .

Chrysler

New

Yorker

V-B

. .

.......

. . .

Custom

Imperial

Crown

Imperial

....

.

...........

. . .

1955

C·67 (S.Cy!.)

C·6S (S·Cy!.)

C·69

(S.Cy!.)

C·70

(S·Cy!.)

1956

C·71

C·72

C·73

C·70

The service tools referred to

in

this Manual

are

available

through the Miller Manufacturing

Company,

5919

Tireman Avenue, Detroit 4, Michigan, U.S.A., unless otherwise specified.

Extro copies of this Service Manual

are

available

at

$1.50

each, under

part

number

D·

15470.

Order

from Chrysler Sales Division, Detroit

31

, Michigan.

CHRYSLER

SALES

DIVISION

Chrysler

CorporatIon

DETROIT

31,

MICHIGAN

CIo,.,oIe.

Co,po,otion

, .

........

,10.

'i~'"

'0

mClle

<IoCln~

..

ill

d.li~1I

CI,

'CI

mol.

addi,iClIII

/0

0'

imp'o"

.......

,.

ill

i

l.

p,adud

wi/Ioowl

impo.ill~

allY

ob/i~alioll'

upon

ilulf

10

ill"oll

IIo,m all

ill

p,odw<1I p,."i,

..

,.ly

manufo<lw,.d

.

D.15'(70-

15M

-

ES

S 9·5S

lITHO

IN

U.

S.

A.

GENERAL DATA AND SPECIFICATIONS

(1956

CHRYSLER CARS)

C·71 C·72

ChrYlier

Chrysltr

C·70

Windsor New Y

aTka

C·73

CTown

Item

Body

Style

V·B

ImperiaJ

Im

pniui

Wheel

Base

FouT Door

Sedun

126 126

1

33

....

(Inches)

Convcrlihle Coupe

126

... . ....

Special

Four

D

oo

r

(Hard

T

op)

126 126

133

....

Newport ( Hard T

op)

126

133

....

St. Regis

(liartl

Top

)

126 126

... .

....

Town

lind

Countr

y Wagon

126

.

,'

.

· '

..

8

Pa~nger

Sedan and Limousine

.

,'

.

....

. ... 149.5

Tr

ead (Fronl -

Four D

oo

r Sedan 60.4 60.4 61.3 ....

Inches)

Convertible Cou

pe

60.4 60.4 ... .

..

Special Four Door

(Hard

T

op)

60.4 60.4

61.3

.,'

.

New!'ort (Hard

Top

)

60.4 60.4 61.3 ....

St. Regis ( H

ar

d Top)

... . 60.4 ... . ....

Town and Country Wagon

61.3 61.3

..

, .

....

8

Pa

ssenger Sedan lind Limousine . ..

. , ' .

. .

..

61.3

Tread (Rear -

Four

Door Sedan

59.6 59.6 60.4 ....

Inches)

eo""erti

hl

e

COll

pe 59.6 59.6

. " .

....

Special

Four

Door (H

ar

d

Top)

59.6

59.6 60.4

....

Newport (Hard To

p)

59.6

60.'

· ...

St. Regis

(Hard

To!))

..

. . 59.6

..

. .

..

Town and Coun!ry Wllgon

60.4 60.4

...

.

· ...

8 Passenger Sedan and

Li

mousine

....

... .

....

6O.B

I.ength with

Four

Door Sedan

220.4

221.2 229.6

..

Bumper

Converti

bl

e Coupe

223.4 224.2

..

. .

..

Special Four Door (H

ll

rd T

op)

223.4 224.2

229.6

....

N!:wport (Hard

Top

)

223.4 224.2

229.6

....

SI. Regis

(Hard

Top)

..

. . 224.2 . ...

....

Town and Country Wagon

219.5

220.3

..

. .

....

8 Passenger Sedan

II

EUJ Limousine

...

. . . .

.... 243.6

Width with

Four

Door Sedan

78.8

81.0 78.8 ....

BUm

l

)e

r

Convertible Coupe

78

.8

81.0 ... .

....

Special

Four

Door

(Hard

T

op)

78.8 81.0

78.8

·

..

Newport (

Hard

Top

)

78.8

81.0

78.8

....

St. Regis (Hard

Top

)

....

81.0

..

. .

.

...

To

wn

lind Counlry Wagon

79.1

81.0

...

.

... .

8 Passenger Seuan

and

Limousine

....

. ... 79.1

Rf'ar Axle Ratio

Four

Do

or Sedan

3.73

.

..

. ... .

....

with 3·Speed

Converti

hl

e Co

Ulle

3.73 ... .

... .

....

Transmission Special Four Door (I-lard T

op)

3.73 ... .

... .

. ...

Newport (

Hur

d

Top

)

3

.7

3 ....

..

. .

.

...

S

I.

R

egi.'!

(Hard

TOI)

....

... .

. .

..

'"

.

Town and Country Wagon

3.73

. . . .

... .

Rellr Axle Ratio

F

our

Door

Seda

n

3.54

3.36

....

with

PowcrFlite

Co

nv

ertible

(o

UII

C

3.54

3.36

..

, '

Special Four Door

(Hard

T

op)

:t54

3.36

....

Newport (H

ar

d

Top)

3.54

3.36

3.36 ....

SI. Regis (Hard

Top

)

, . . .

3.36

...

.

. ...

Town and Cou

ntr

y Wagon

3.73

3.54

..

.

...

8 Pa

s!;C

nger Sedan and Limousine

....

. ...

. .

..

3.54

Tir

e

Sile

Four Door Sedan

7.60xI5

8.00xIS*

8.20xlS

....

Convertilile Coulle

7.60x15 8.00xl!'.;*

...

.

....

Special

FOUT

Door

(Hard

T

op)

7.

60xl

S

B.OOx15*

...

.

·

.,

.

Newport (

Hard

Top)

7.60x 15 8.ooxl.1*

8.20x 1

.1

..

. ,

SI. R

egiM

(l

iar

d

Top

)

... .

1l.00xI5*

.

..

.

..

.

Town alld Country Wagon

7.60x I5

A.20x1S

...

,

....

8

Passenger

Sedan

and Limousine

....

. ...

. .

..

8.20xI

5**

*8.00x I5

Spec

ial High Speed on

(·72

.300

.... Special High Speed

Tir

es

2

--

-

LICENSE DATA

The

following method

of

numbering

vehicles

and

their

engin

es

ma

n

ufactured

in

the

Detroit

and Los Angeles

production

pl

ants

will be used

on

the

1956 Models.

For

Detroit

built

cars

the

vehicle numbers

will be revised

as

follows:

Chrysler

Windsor

V-S

Chrysler

New Yorker V-8

Imperial

and

Crow

n I

mpe

r

ial

IV

56 1001

N 56 1001

C 56 1001

-

----'Ii

l\'1odel

-

Year Bu

ilt--------

-

-'

Serial

Number-----------'

The

engine

number

will be revised

as

follows:

Chrysler

Windsor

V-S

Chrysler

New

Yorker

V-8

WE

56 1001

NE56

1

001

Imperial

and

Crown

Imperial

C E 56 1001

MOdel

___

_ _

___

...J

l

Denotes

Engine---------'

Year

Built

-

----------'

Seria

l

Nurnber-----

- - -

--...J

For

Los

Angeles

built

cars

the

vehicle

num-

bers

will be revised

as

follows:

Chrysler

Windsor

V-8

IV

56 L 1001

Chrysler

New

Yorker

V-S N 56 L 1001

Los Angeles IdentifieaUon

~

,

3

VEHICLE NUMBER

V&H.Cl..C

NO

"'00000000

~

-

--

.

~

-

Fig. 1

~

Vehicle Number

The

vehicle

number

is

stamped

on a metal

plate

attached

to

the

left

front

door body hinge

post.

as

shown

in

Figure

L

ENGINE NUMBER

r

Fig. 2 - Engine Number

The

engine

number

is

stamped

on a boss on

the

top

front

of

the

cylinder block

just

back

of

the

waier

pump,

as

shown

in

Figure

2.

BODY NUMBER

Fig. 3 - B

ody

Number

The

body

number

is

stamped

on a

plate

at-

tached

to

the

body in

engine

compartment,

as

shown

in

Figure

3.

/FlmNG

r

~"Al

~BUS

H ING

~

-SEAL

T SCREW

lOCKWASHER

NUT

/ BUSHING

;;!'

STRAP

BUMPER

•

SCREW

LOCKW

AS

H

ER

j

SUPPCOl !

,

-"

\

flmNG

~

~~;.

~;;~~~~

;tP!N----UNU

T'

J .

'1'0

SHOCK

ABSORBER

MOUNTlNG----{j

lOCKWASHER

SCREW

-----..~

Fig. 1 - Front Wheel Suspension (

Di

sassembled View)

4

l'

PlUG

PLUG

SEARING

SEAL

--..

---

FRONT SUSPENSION SYSTEM

The

1956

Chrysler

Models will

continue

to

fea-

ture

the

Hi

gh-

Roll

Center

front

suspension sys-

tem

introduced

on

the

1955 MOdels. Oriftow

shock

absorbers,

soft

acting

front

and

Tear

sp

ring

s

are

used

to

improve

the

riding

comfort

and

other

functional

qualities

of

the

suspension

syste

m.

The

sLee

ring

knuckle,

sleering

knuckle sup-

port

and

steering

arm

have

been redesigned

to

acco

mm

odate

the

center

plan

e

brake

assembly

FiJ::"ure

1.

These

new

parts

are

not

interchange-

able

with

the

parts

used

in

the

1955 Models,

The

king

thrust

bearing

is

now

located

at

the

upport

su

pp

ort

face

o(

th

e

steering

knuckle.

When

s

ervicing

the

stee

ring

knuckle

and

king

pins,

the

thrust

bearing

should be

assemb

led

with

the

thrust

side

of

the

bearing

down to-

wards

the

steering

knuckle

and

the

king

"0"

rings

should be

properly

positioned to in-

su

re

retaining

the

lubricant

in

the

king

and

bearing

assembly.

Damaged

steering

knuckles

or

arms

should be

replaced.

DO

NOT

attempt

to

straighten

or

weld.

FRONT SPRING LEVELING

MEASUREMENTS

With

equal

pressure

in

tires

and

the

ca

r on a

level floor,

with

only

weight

of

car

on

springs

(no

passengers

in

cur),

measure

the

distance

from

(1oor

to

center

of

grease

fitting

in

forward

bushing

of

lower

control

arm

bar,

as

shown

at

"At>

in

Figure

2.

Then

measure

from

floor

to

center

of

lower control a

rm

pin,

as

indicated by

"B".

The

measurement

"A"

may be

either

high

-

er

or

lower

than

"B".

In

the

followi

ng

table. a

"

plus"

meallS

that"

A"

is

higher

than

"B"

and

a

"minus"

means

that

"A"

is lower

tha

n

"B".

The

table

shows

the

limits

f

or

satisfactory

spring

heights

(between

which

"A"

may

be

eith

er

higher

or

lower

than

"B")

for

vario

us

models.

5

~

; I

, I

A

49)(719

Fig. 2 -

Che

cking Front Spring Height

A - Firs!

mu.ur"one,,!

tI

-

S«ond

m(UUfelll~f"

Front

spring

heights

for

the

1956

Chrysler

Models

are

as

follows:

C-71

Sedans

and

Coupes + 1 inch

to

-0

inch

C-71

Town

and

Country

Wagon

+11/.~

inch

to

+%.

inch

C-72

Sedans

and

Coupes + 1 inch

to

- 0

inch

C-

72

Town

and

Country

Wagon +

11

/4

inch

to - 0 inch

C~73

Sedans

and

Coupes + 1 inch

to

-0

inch

C-7

0-8

Passenger

Sedans

+ 1l,4 inch to

-

Y.J.

inch

C-70

Limousine

+ 1

1,4

inch

to

-i,4

inch

C-72-300

Sedan

+ 1 inch to - 0 inch

Obtain

these

"plus"

or

"minus"

figures,

as

the

case

may

be, on both

right

and

left

sides

of

the

car

and

compare

them

with

each

other.

If

the

two

figures differ by

more

than

V4-

inch, check

both

sp

rings

for

correct

installation

at

top

and

bottom. Look up

into

the

center

of

each

spring

t.o

make

sure

that

the

top

coil completely

sur-

rounds

the

pilot

flange in

the

frame

front

cross-

member. Also feel along

the

b

ott

om coil

to

the

end

of

the

coil

and

make

sure

that

it

indexes

correctly

with

lowest

point

of

the

spring

seat

ramp.

1f

the

two

spr

i

ngs

are

correctly

installed

and

the

"plus"

or

"minus"

figures on

right

and

left

sides

are

still

different

from

each

other

by

more

tha

n

'/.

~

inch,

correction

can

be

made

by

use

of

space

rs,

which

should be placed

between

spring

seat

and

sile

ncer

at

top

of

spring.

Each

spacer

will

raise

car

approximately

%

of

an

inch. No

more

than

two

such

spacers

should be used

with

anyone

spring.

If

more

than

two

space

rs

are

required,

replace the

spring.

Coil

springs

are

identified by

the

part

numbers

near

the

end

of

coils.

The

part

number

will also

indicate

n definite

step

in

relation

to

car

height,

the

higher

the

number

the

higher

the

car

will be

raised.

Car

hei

ght

can

be

changed

approximately

% inch by

using

a

lower

or

hig-her

part

number.

For

example, if a

spring

with

two

mnrk

s replaces a

spring

of

the

same

part

number

having

three

marks,

the

car

height

on

that

side

will be

increased

approximately

%

inch.

NOTE: Whenevel' the

h'ont

or 1'ear springs are

t'eplaced, the headlights shvuld

always

be re-

focussed.

Refer

to

your

1955

Service

Manual

D-15431

for

refocussing

instructions

and

for

the

service

procedure

s

covering

the

1956

Front

Suspension

System.

REAR AXLE

The

rear

axles

used on

the

1956 Models

are

of

the

same

design

as

used on

the

1955 Models.

They

are

of

the

semi-fl

oating

type

with

hypoid

drive

gear

and

pinion.

C-71

Models

equipped

with

standa

rd

3.speed

transmiss

ion use

an

8

1

;"

drive

gear

set

and

2

pinion differential.

C-7J

Models equipped

with

PowerFlite

transmissions

use

an

8i,4 inch

drive

gear

set

with

a 4

pinion

differentiaL

The

C-72. C-73, C-70, C-72-300

and

C~71

Models

equipped

with

power

package

and

C-

71

Town

and

Country

W;\gons axe equipped \vith

an

8%

inch

drive

gear

set

and

a 4

pinion

dif-

ferential.

LUBRICATION

Lubrication

specifications

remain

the

same,

as

shown

in

the

1955

Service

Manual

under

Rear

Axle

Data

and

Specifications

with

the

following

exception.

Model

C-71 T

own

and

Country

Wagon

and

Power

Packag

e

equipped

cars

will

have

a refill

capacity

of

3Y:!

pints.

This

is

shown

as

3i,4

pints

in

the

1955

Service

Manual.

For

the

balance

of specifications

and

service

procedure

refer

to

the

Rear

Axle

Section

in

your

1955

Service

Manual.

TIGHTENING REFERENCE

foot

·Pounds

Axle

Shaft Nuts

.......

. 145 (mi

nimum

)

Brake

SUVIXIrt

Plut

e to Hous

ing

Mounting

Boh

Nuts.............

.

....

.

......

.

..

.

........

35

Differential Carrier to

Axle

Hou

sing

Bolt

Nuts........................

.

..

.

...

.

..

. . . . .

..

. 45

Rear

Axle

Drive Geur

Boh

N

uts

.....

...................

.

.......................

.

.....

40

Differential Bearing

Cap

Bolts

.....

...........

.

•......

•

.............•......•.........

•

90

Pinion Shaft Companion Flange

Nut

C-?l

__

.

240

.mini

mum}

C·72, C·73, C·70 and C·72.300

...

. .

....

..•......

250 (mini

mum)

6

--

-

--

BRAKES

SPECIFICATIONS

(CENTER PLANE BRAKES)

Drum

Diameter

.......•......•

.

..•

..

•..

.

Lining:

Type

Attachment

Width

..............

.

.•...

_,_

....••..

Thil

:KneS!

...................

.

••....

• .

Brake Shoe Hcturn Tension

......

.....

.

Using Fish Scale H

oo

ked at Toe of Shoe

.....

Brake Penal Free Play

(inches)

......

.

....

.

Wheel Cylinder Bore:

Front - Upper and Lower

..

Rear

.......

.

...................

. .

..

.

Master

Cylinder

Bore

........

.

Pi

ston

Clcarllnce:

Master ann Wheel

Cy

l

inder.

.......

.

DESCRIPTION

Center

Plane

brakes

are

of

the

d

rum

type, with

floating shoes mounted between two plates

lo-

cated

on

the

center

plane of the linings (Figs.

land2)

,

With

the

wheel cylinders mounted in the

same plane,

braking

forces

are

transmitted

equally across

the

width of the lining, giving

uniform

pressure

against

the

drum

at

all times.

The web of the shoe is calibrated in depth, so

that

when

the

brakes

are

applied, equal pres-

sures

are

also applied to

the

brake

drums

along

the

entire

length

of

the

lining.

7

All

Model3

Center

Pl

ane

~

Fl

oating Shoe)

H

rdra

ul

ic

12"

Molded Asbestos

Cydebond

70

Ibs.

±

Sib

s.

@

2:y,

(I"

J nstalled Length

35

10 451bs. r

equired

to break

con

tact

between shoe and push rod

Yc/'

to %"

1

%"

I ',k"

1%"

.003" to .006

5"

The new

Ce

nter

Plane brakes have more re-

serve, less fade and more lining

area

than

the

brakes

previously used, and because of

the

lower

unit

pressure

(reducing

peak

temperature),

as-

sures

more stable

braking

under

extreme

con-

ditions

an

d longer life.

BRAKE ASSEMBLIES

The shoes

are

n

ot

anchored

but

are

held in po-

sition by

the

brake

shoe

return

springs. One end

of each

spri

ng

is

hooked

in

the

loop of

the

re-

turn

spring

links.

The

other

end engages

the

web of

the

shoe.

BR AKE S

HIELD

SUPPORT

SPRING

LINK

RE T

UR

N

SPRI NG

LOWER

WHEEL

BRAKE

CYLINDER

5S

X

710

CONNECTING

TU

BE

UPPER W

HEEL

BRAK E CY

LINDER

ADJUSTING

" "

SPRING GUIDE

Fig

. 1 - Center Plane Brake A

ss

embly (Right Front)

RETURN

SPRING

ANCHOR

BRAI<E

SHOE

SUPPORT

PLATE

BR

A

KE

SHIEL O

SPRING

LINK

WH

EEL

BRAKE

CYLINDER

ADJUST

I

NG

CAM

S'lX7

11

SPRING

GUIOE

Fig

. 2 - Center Plane Brake Assembly (Right Rear)

8

----

I

~

An

an

chor

in the s

upp

ort

plate

assembly

holds

the

s

pring

link

in a fixed position

at

one

end.

The

ot

her

end of

the

link is positioned by

the

brake

shoe

adjusting

cam,

thereby

provid-

ing a

constant

loaded

sp

ring

length.

Side

r

attle

and

twisting

of

the

shoe

is

con-

trolled

by

the

spring

guide,

which

maintains

a

constant

sp

ring

pre

ssu

re

against

the

side

of

the

web

of

the

shoe holding

the

shoe

against

the

suppo

rt

plate.

Th

e

sp

rin

g

guide

also helps

to

eliminate

brake

noise.

BmD"

SC

REW

56x69

Fig. 3 -

Wheel

Cylinder (Front) (Sectionol View)

WHEEL CYLINDERS - FRONT

Tw

o wheel

cylinders

of

the

single

piston

lype

(Fig.

3)

are

attached

to

the

s

upport

plate

as-

sembly

.

The

location of

the

cylinders

is

such

that

when

brakes

are

applied,

self-energizing

action affects both

front

and

rear

shO€s of

the

front

brake

when

the

vehicle is

traveling

for-

ward.

The

front

sh

oe

pivots in

the

bottom

of

the

suppo

rt

plate

ancl

the

rear

shoe pivots

at

the

top.

Each

shoe is

actuated

by

it

s own wheel

cylin

der

.

The

two

cy

linder

s

are

connected by

a connector tube.

WHEEL CYLINDER - REAR

Ea

ch

rear

brake

assembly

uses

one

wheel cy

l-

inder

of

the

double-acting

type

(Fig.

4).

Both

shoes pivot in

the

bollom

of

the

support

plate

and

are

actuated

by

the

wheel cylinder,

causing

the

shoes

to

operate

in oppo

sition

to

each

other.

9

(YLiND'"

BOOT

56x4B

Fig. 4 -

Wheel

Cylinder (

Re

or) (Seclionol Vie

.....

)

Because

of

this

arrangement

,

self-energizing

action is e

ff

ective on

the

rear

brake

front

shoe

when

the

vehicle is

tr

aveling

forward

and

ef-

fective on

the

rear

shoe when

traveling

in re-

verse.

CENTER PLANE

BRAK

ES

SERVICE PROCEDURES

REAR BRAKE DISASSEMBLY

Brake

Shoe

Removal

Block

brake

pedal

to

prevent

downward

move-

ment

of

the

pedal.

Fig. 5 - Removing Broke

Shoe

Return

Spring Wi

lh

Tool

C·3462

Raise

car

and

remove wheel,

hub

and

drum

assembly,

using

puller (Tool C-845)

to

remove

drum

assembly.

In~ert

Tool C-3462

in

the

inner

suppor

t plate

hole

with

the

tool

cam

slot

engaging

the

spring

hook

(Fig.

5).

Turn

the

tool handle to

disengage

s

pring

from

return

spring

link,

then

turn

han-

dle in

the

opposite

direction

to

release

the

s

pring.

Remove both

springs

in

this

manner.

CAUT

ION:

Do

not use

bmkc

Sl)ring plien; as

damage to lining will result.

Fig.

6 - Removing Broke Shoe Guide Spring

Turn

brake

shoe

guide

s

pring

retainer

1j.~

turn

and

remove

(Fig.

6).

NOTE:

The

lip

on

end

0/

.m1"in!J

is

/01'

correct

positionin!J on oute,·

support

plate.

Fig.

7 -

Rem

oving Broke

Shoe

from Support Plate

10

Slide shoes

from

support

plate

assembly

(Fig.7).

Support

Plate

Re

moval

With

the

brake

shoes

removed;

remove

the

two

screws

and

lockwashers which secu

re

wheel cyl-

inder

to

support

plate

assembly.

Fig. 8 - Removing Broke Shoe Support plate

Remove

the

five

nuts

and lockwashcrs

that

retain

the

brake

shoe

support

plate

to

the

brake

suppo

rt

and

remove

the

brake

shoe

support

plate

(Fig.

8).

Wheel

Cylin

de

r Removal

With

the

brake

shoes

and

brake

shoe

support

plate

removed, disconnect

brake

fluid line

at

wheel

cylinder

and remove wheel cylinder.

NOTE:

Wheel cylinder disassembly,

1·eeo1Hli-

tioning, and aS$embly

a~·e

the same as outlined

in

the 19.55 Ch1·ysler Service Manual, D-1.5431.

REAR BRAKE ASSEMBLY

Assemble wheel cylinder on bl'ake shoe

support

plate.

Install

screws

and

lockwashers

finger

tight.

Assemble

the

brake

shoe

support

plate

:t;;;;embly

to

the

brake

support.

NOTE:

Be

sW'e

the brake

adjusting

cam

rub-

ber

dust

washers

are

in

place and

in

good con-

dition be/ore installing the

bmke

SUPP01"t

plate

assembly.

Theu

washe1'S are located between

the suppo,·t plate and the

umke

fJacking plate.

Tighten

support

plate

"crews

to

35 foot-

pounds

and wheel

cylinder

sc

rew

s

to

20 foot·

pounds.

Connect

brake

fluid line

to

wheel cyl-

inder.

----

--

•

I

•

,

NOTE:

The brake shoe

support

plate

1.3

serv·

iced as a complete assembly.

Brake

Shoe Installation

Position

brake

shoes in

the

support

plate. Make

sure wheel

cyUnder push rods properly engage

toe

end

of

shoes

and

that

shoes are

in

aUqnment

-

see

"Brake Shoe Aliqnment."

If

shoes have to

be

relined,

refer

to "Replacement of

Brake

Lining."

Fig. 9 - Installing Brake

Shoe

Return

Springs

with

Tool

C-3462

Install

the

brake

shoe

return

springs

using

tool C·3462

(Fig.

9).

Check tension of springs. Tension should be

70 pounds, plus

or

minus 5 pounds, installed

length.

This

can also

be

checked by hooking a

fish scale

at

toe of shoe and pulling shoe away

from

the

wheel cylinder. Scale should read 35

to 45 pounds before contact is broken between

web of shoe and wheel cylinder push rod.

NOTE:

Long end

of

brake

return

springs

mu

st

be hooked

in

shoes, otherwise brake noise

1v

ill

be encountered due to coil

of

springs contacting

shoes.

Install the

brake

shoe guide

sp

rin

gs, making

sure

positioning lip of

spring

engages

the

hole

in

the

support

plate (Fig_

6)_

Loosen

adjusting

cams and install hub,

drum

and wheel assemb

ly

.

Bleed

brake

system, refill

master

cylinder

to

proper

level and

adjust

brakes,

as

outlined

under

"Adjustment

of

Brakes."

11

FRONT BRAKE DISASSEMBLY

Brake Shoe Removal

Perform

the

operations

outlined

under

"Rear

Brake

Shoe Removal."

Support

Plate

Removal

With

the

brake

shoes removed, disconnect

th~

connector

tube

between

the

two

cylinders. Dis·

connect

the

flexible

brake

hose

at

the

upp

er

wheel cylinder and remove

the

wheel cylinder

mounting screw and lockwas

her

at

rear

of

brake

shield.

CAUTION:

Do

not

allow b

mke

fl

uid

to come

in

contact lv

ith

the

brak

e lining, either from.

dripping or

from

contact w

ith

soiled hands .

Remove

the

fo

ur

support

plat

e mounting

boits,

nut

s, and lock

wa

s

her

s and remove the

suppo

rt

plate.

Wheel

Cylinder

Removal

The

wheel cylinders can

be

removed

after

the

flhoes and

support

assembly

are

removed.

FRONT BRAKE ASSEMBLY

Place the wheel cylinder

int

o

po

sition in the

support

plate

as

sembly. Position

support

pl

ate

on the

brake

shield and install cylinder m

ount

·

ing screw !lnd lock washer,

but

do

not tighten.

NOTE:

Be

su

re the b

mk

e adjll

st

ing c

ant

rubber

dust

w ashe1

·s

an

: in place

a-nd

in g

oo

d condition

before installing the

SUPPO?'t

plate assembly.

Install the

four

support

plate bolts, loc

k·

washers, and nuts.

Tighten

to 35 foot-pounds

and

the

wheel cylinder mounting screw to

20

foot-pounds.

Install wheel cylinder

tube

and flexible

brake

hose.

Tighten

all connections securely.

Install

brake

shoes,

as

outlined

under

"R

e

ar

Brake Shoe

Installation."

BRAKE SHOE ALIGNMENT

To insure maximum

braking

effort, the

entir

e

length and width of the lining

must

contact

the

drum

upon

brake

application,

Examination

of

the

used lining will disclose

if

the shoe is out of

alignment. Misaligned shoes can

not

be

co

r-

rected by grinding and should be discarded.

The

brake

shoe suppo

rt

plate

as

sembly shou

ld

also

be

checked;

if

sprung

or damaged, replace

with a new

support

assembly.

BRAKE LINING REPLACEMENT

The

cyclebond

ing

procedure

remains

the

same

as

previously covered in

bulletins

and

the

1954

and

1955

Chrysler

Service

Manuals,

except

for

the

use

of

a

wider

band

on

the

clamping

fixture

for

the

2

Vt

inch

wide

lining.

and

an

increa

se

of

25

percent

on

clamping

force.

NOTE:

It

is

vet'Y importa.nt that the equipment

manufacturcl"s instructions be cUt"clully ob-

served t01-

cUI'ing

time, temperature. and clamp-

ing

preSS1.0"C

(loa

psi),

depending

on

the

type

of

equipment

u.~ed.

GRINDING BRAKE LINING

NOTF::

Bmke

shoe

grindi?lg

mu.~t

be

done

with

the brake shoes removed /t'om vehicle.

Use

the

following

steps

for

proper

grinding

of

brake

shoe

lining.

(1) Mea::;ure

the

drum

dia

me

ter

with

an

ac-

curate

micrometer.

Drum must not exceed

.004

inch

out-of-

round

al

any

poinl

in

the

drom.

(2)

The

drum

diameter

is

then

trnns

ferred

to

the

grinding

m

achine

and

the

lining is

ground

to

the

specified

clearance

of

.010

to

.024 inch below

drum

diam

eter.

BRAKE ADJUSTMENT

NOTE: Wh

eneve1·

brakes have been relined or

new shoe assemblies installed,

always apply the

brake pedal

prior

to

adjusting the

b1"akes.

This

action causes the brake shoes

to

center them-

selves

in

the brake

d7"1tm

and assist

in

the ad-

justment.

Front Brake

Adju

stment

Turn

each

adjusting

cam

(Fig. 10) on

both

front

brakes

in

the

dire

ction

of

fo

rward

wh

eel

rotalion

(Fig.

11)

until

shoe

lining

is solid

against

drum

and wheel is locked.

Turn

adjust-

ing

cams

slowly in the oppos

ite

direction

(each

cam

a little

at

a

time)

until

no

dra

g is felt.

Rear

Brake

Adju

s

tment

The

rear

brake

adjustment

procedure

is

the

same

as

outlined

for

previ

ous shoe-type

brakes.

The

forwa

rd

r

ear

wheel shoe

adjusting

cams

are

rotated

in

the

direction

of

forward

wheel

rotation.

Th

e

rear

wheel shoe

udjusting

cnms

are

rotated

in

the

dir

ect

ion

of

rever

se

wheel

rotation

(

Fi

g.

11).

12

Fig.

10 - Adjusting Broke Shoe At

(om

LEFT

FR

ONT

f6\

\U

LEFT

REAR

U

~~l(

70B

RIGHT

FRONT

(0\

~

RIGHT REAR

C)

Fig.

11

- Adjusting Front

and

Rear Brake Shoes

(Orientation Diagram)

(As

Viewed Benealh Vehicle)

BRAKE

POWER

UNIT

A

neW,

non-rea

ct

i

ona

ry pedal a

ss

i

st

type

brake

boo

sle

r (bellows

type)

with

co

mplete new

brake

linkage

will be used in Models C-71, C-72,

C-73,

C-70

and

C-72-300.

DESCRIPTION

Th

e new bellows

type

boost

er

unit

is

an

oval-

shaped

air

vacuum

bellows

mounted

on

the

en-

gine

side

of

the

dash

panel

and

is connected

me

chanica

ll

y

to

the

brak

e pedal

linkage

through

the

power

unit

push

rod,

as

shown in

Figur

e 12.

Through

the

vacuum

s

ource

connection, vac-

uum

from

the

intake

manifold

is

admitted

to

the

a

ir-vacuum

bellows

(during

brake

applica-

tion )

thro

u

gh

the

vacuum

valve.

Air

(atm

osphe

re)

ente

rs

the

unit

through

the

built-in a

ir

cleaner

and

is r

egulat

ed by

the

air

valve.

The

valve ope

rating

rod, which is

controlled by

the

br

ake

pedal,

co

ntrols

the

oper·

ation

of

the

a

ir

valve

and

s

pring.

The

bellows

•

1

l

•

~

I

POWER LEVER

DASH

PANEL

POWER

UN

IT

MASTE

R

CY

LIN D

ER

POWER

BRAKE

TRIGGER

PIVOT

STEERING

CO

LUMN

56x33

WIN

D

SH

IELD

INS

TR

UM

E

NT

PANEL

PEDAL MOUNTING

BRA

CKET

PO

WER

UNiT

PU

SH R

OD

PEDAL

TRIG

GER

ARM

POWER

BRAKE

ADJUSTING

SCREW

PED

AL

RE

~

rU

"

N

SPR ING

o

~~~:;;;;;;;;;::""""'..::::~

POWER BRAK E

PEDAL

SHAFT

/'

POWER LEVER

PUSH

MA

S

TER

CYLINDER

PUS

H

ROD

ACCE

L

ER

ATOR

PED

AL

Fig.

12

-

Pow

er

Unit

and

l i

nkag

e

Instoll

at

io

n

13

return

spring

assures

complete extension of

the

bellows whenever the brakes

are

not

being ap-

plied.

In

the

released position,

the

bellows is filled

with

air

(atmosphere).

The

power produced by

the

unit

is developed when vacuum removes

the

air

from the bellows and causes the bellows to

contract

(due to continued atmospheric pres-

sure

on

the

outside of the bellows).

When application of

the

brakes

begins,

air-

vacuum pow

er

developed in the power

unit

is

applied

through

the

shaft

and yoke assembly

to the

brake

pedal. In

this

way, contraction of

the

bellows

assist

s

in

applying the brakes.

The design of

the

unit

is such

that

even

though the power

unit

performs much of the

work necessary to apply the brakes, the

oper-

ator'

s control of

the

brak

ing process is complete

and

he

lo

ses none of

the

brake

"fee

l.

"

Although

there

is a mechanical

contact

be-

tween the power

unit

and the

brake

linkage

through

the push rod and yoke assembly,

this

contact exists only when the power

unit

is

assisting

in a

brake

application. Therefore,

if

there

is a loss of vacuum,

as

with a stalled en-

VACUUM

VALVE"

CLOSED

AIR VALVE

OP

"

N'~

gine, the

brake

pedal is free to move, com-

pletely independ

ent

of

the

power

unit.

OPERATION

Relea

sed

Position

In

this

position the

air

valve is open and

air

(atmosphere) is freely

admitled

to

the

air-

vacuum bellows

(Fig.

13). The vacuum valve is

closed,

preventing

evacuation of

air

from

the

bellows. The air valve

spring

pressure

tends to

close

the

air valve.

but

th

e

brake

pedal pull-

back s

pring

pre

ssure

(transmitted

through

linkage

to

the valve

operating

rod) overcomes

the

air

val

ve

spr

ing

pressure

and

tends to keep

the

air

valve in

an

open (released) position,

ther

eby

maintaining

atmospheric

pressure

in-

side

as

well

as

outside the air-vacuum bellows.

A

pplied

Position

When

pressure

is applied to the

brake

pedal,

re

st

r

aint

on

the

air

valve

spring

is removed and

the

air

valve is closed by

spring

pressure

(Fig.

14).

Co

ntinued movement of

the

air

valve, due

to

air

valve

spring

pressure, will overcome the

vacuum valve

spring

pre

ssure

and open

the

/,,",'.YAC'UU'"

BELLOWS

VACUUM

56

x

30

Fig. 13 - Power

Unit

in

"Releored" Position

14

-

---

4

I

•

TO

SOURCE

AIR

INL.ET,

VACUUM

VALVl'_

OPEN

AIR VALVE

CLOSED

TO

VA,cmUM SOURCE

AIR

INL,ET,

VACUUM

VA

.

LVE,_

CL<:6ED

AIR

VAJ_VE---

CLOOED

__

~ffi·VACUVM

BELLOWS

VACUU M

~

Am

56 K

31

Fig.

14

- Power Unit

in

"Applied" Position

_"Ali'·\'A(JU1JM

BELLOWS

t:

".

I

VACUUM

56

}(

32

Fig. 15 ~ Power Unit

in

"Poised" Position

15

vacuu

m valve.

With

atmosphere

closed off

and

vacuu

m

transmitted

into

the

chamber,

the

bel-

lows

contract,

applying

power

to

the

brake

pedal

linkage

through

the

pull yoke.

The

amount

of

power

applied

to

the

linkage

by

the

power

unit

is in

direct

proportion

to

the

amou

nt

of

pressure

applied

at

the

brake

pedaL

This

power

assist,

is, in effect, a multiplication

of

the

operator's

pedal

pressure.

Poised Position

As

the

operator's

pedal

pressure

is

varied

to

suit

his

braking

requirements,

t

he

power

sup-

plied

by

the

unit

varies

in

proportion.

At

any

point

during

brake

application

or

release

(whe

re

the

ope

rator

assumes

a

holding

posi-

tion)

the

unit

immediately

becomes

"p

oised,"

ready

to

respond

to

further

appli

cation

or

to

release

(Fig.15).

In

the

poised

position,

both

the

air

and

vacuum

valves

are

closed

and

a

status

quo

is

m

ainta

ined in

the

air

-

vacuum

bellows.

A

further

applying

mo

veme

nt

of

the

pedal

will

cause

fu

rther

air

evacuation

of

the

bellows

to

add

power

to

application

. As

pedal

pressur

e

is

released,

the

ai

r

va

lve will open

proportion-

ately

to

admit

air

to

th

e bellows.

At

any

point

between

a

fully

released

and

a

fully

applied

position,

the

unit

will

insta

ntl

y

become

"poise

d"

whenever

the

operator

holds

a cons

tan

t p

edal

pressure.

PISTON TYPE - POWER UNIT

The description. operation.

disassembly

and

asse

mbly

of

the piston

type

power

brake

unit

can

be

found

on

page

97,

SERVICE PROCEDURES

(Bellows

Type

and

Piston

Type

Power

Brake

Units)

Removal

of

Power Unit

Place

a wood

wedge

between

the

power

brake

lever

and

the

forward

edge

of

the

triangular

hole in

the

pedal

bracket,

as

shown

in

Fi

gur

e

J

6.

This

will

prevent

the

trigger

arm

from

ex-

tending

beyond

the

e

xt

re

mitie

s of

the

br

acket.

16

,

Fig. 16 - Removing

or

Installing

Power

Brake

Unit

(Bellows Type Shown)

.VOTE:

I f pedal

linkage

is allolC€(l to

extend

tllI'ollgh

the

hole

in

dash panel I he trigge?'

ann

may

be damaged.

Disconnect

vacuum

hose

at

power

unit.

Remove

complete

power

unit

and

bracket

as

-

.s

embl

y

by

removing

the

fo

ur

hex

nuts

and

lockwashers.

C~lreful1y

withdraw

unit

from

dash

panel,

as

s

hown

in

Figure

16.

.VO

TE:

Use cat'e to p1'Cvent loss

of

lIY/011

bush-

ings

011

pe<iul

linkoge

n'oss

pin.

Installation

of

Power Unit

Po!;ition

power

unit

on

dash

pa

nel of vehicle so

th

at

its

axis

inclines

down

to

ward

front

of car,

as

illustrated

in

Fig

u

re

s 12

and

16.

N

OTE:

As

yoke passes

through

dash panel

be

s//'

J"e

that

it

engages pedal

linkage

conectly

by

.sliding ove1'

nylon

bushings

011

tile

power

Make

lever cross pin,

Repla

ce

the

four

hex

nuts

and

lockwashers.

Tighten

securely amI r

emove

wedge

from

pedal

bracket.

REMOVAL OF PEDAL LINKAGE FROM

PEDAL

BRACKET

(POWER UNIT INSTALLED)

Remove

brake

pedal

return

sp

ring

and

ma

ste

r

cylinder

push

rod

end

pin,

Remove

power

brake

pedal

lever

shaft

.

,.j

!

1

..

I

GAUGE

CENTER

LINE

Fig. 17 - Power Broke Trigger

Arm

Adjustments

R

otate

pedal

linkage

assembly

counter

-clock-

wise

while

carefully

withdrawi

ng

power

lever

cross

from

booster

unit

yoke.

NOTE:

Pedal

is

slotted

to

provide

clearance

for

removal

of

brake

pedal

assembly.

PEDAL LINKAGE ADJUSTMENTS

If

the

power

brake

pedal

assembly

was

re-

moved

for

serv

i

cing,

the

following

ben

ch

te

sts

and

adju

s

tment

s

must

be

made

pri

or

to

instal-

lation

of

linkage

assembly

on

vehicle:

Pe

dal

Tri

qqe

r

Ad

justment

Install

gauge,

Tool C·350S,

on

power

lever

cross

pin,

positioning

cente

r lines on

gauge

,

as

shown

in

Figure

17.

Po

s

ition

power

brake

adjusting

s

crew,

as

shown

in

illustration

"A"

(Fig.

17).

Using

II

screwdriver,

\vedge

the

power

brake

pedal

pivot

to

the

rear

side

of

hole

in

power

lever

until

the

power

brake

adju

s

ting

s

crew

co

llar

is

completc

·

ly co

mpressed

and

metal·to-metal

contact

is

made.

With

gauge

ins

talled

and

adjusting

s

crew

col-

lar

compre

ssed,

the

outer

curved

s

urfllce

of

the

trigger

arm

mu

st

contact

the

inner

circle

of

the

gauge,

that

is,

the

distance

between

the

center

line

of

the

power

brake

lever

cross

and

the

outer

curved

s

urface

of

the

power

brake

pedal

trigger

arm

mu

st be .640

inch,

plus

or

minus

.

005

inch.

17

If

position

of

trigger

arm

does

not

conf

o

rm

to

thi

s

specification,

adju

s

tment

is

made

by

turning

power

brake

adju

s

ting

screw

until

tri

g.

ger

al·m

outer

surface

is

in

alignm

e

nt

with

in-

ner

cil·cle

of

gauge,

as

s

hown

in

Figure

17 (il-

lus

tration

"A").

After

corr

e

ct

s

etting

ha

s

been

made

,

tight

en

adjusting

screw

s

ecurely.

Ch

ecking

C

oncentrici

ty of T

rigqe

r

Ann

Install

gauge,

To

ol

C·350

8, on

power

le

ver

cr

oss

pin.

With

wedge.

or

screwdriver,

removed

and

the

tri~ger

arm-to-po\ver

brake

lever

cros

s

dimen

sion

adju

s

ted

correctly,

the

outer

curv

ed

surface

of

the

trigger

arm

must

be co

nce

ntric

with

the

power

brake

lever

at

a .730 inch

radius

from

the

center

line to

the

lever

pin.

that

is,

the

outer

curved

s

urface

of

the

tri

gger

arm

mu

st

contact

the

outcr

circle

of

the

gauge

within

confines

of

the

angle

scribed

on the

gauge.

Refer

to

Figure

17,

illustration

"E".

NOTE:

If

pedal

assembl

y is clamped i n vise,

it

I{'

ill

be

nec

e!l.'l

ary

to m

ovc

pOII

:el"

lever

(by

hand

)

Lo

locate

trigg

c

l'

ar m

on

outer

ciTcle

of

gau.ge.

If

po

s

ition

of

trigger

arm

does

not

mcet

thi

s

requirement,

the

trigger

arm

can

often

be ca re-

full'y

bent

to

bring

within

specification.

In

ca

scs

where

trigger

arm

i.s

"out"

an

excessive

amoun

t,

the

cntire

trigger

arm

a

ss

embly

must be re-

lensed.

Tf

11

new

trigger

arm

a

sse

mbly

is

in_

stalled,

the

.640

inch.

plus

or

minus

.005

in

ch.

dimension

mu

st

be

rechecked

.

Adjusting

Fo

r

Max

im

um

Perfo

nn

an

ce

If

th

e

above

adjustments

are

correctly

made,

satis

factory

brake

booster

performance

s

hould

be

obta

ined

. Ho

wever

,

due

to

variations

within

th

e bra

ke

boos

ter,

additi

o

na

l

adjustment

may

occas

io

na

lly be

necessary

to

elminate

the

fol-

lowing

co

nditi

ons :

If

the

pedal

pr

eRs

ure

releases

slowly,

adju

st

by

rota

tin

g

pow

er lev

er

adju

s

tment

screw

in

a

c

ounter-clockw

i

se

directi

on

(Fig.

17).

A

ti

me

delay

(no

ted

during

a

fast

b

rake

ap-

plicati

on) c

an

mlUally be co

rrect

ed

by

makin

g

a

clo

ckwise

a

dju

s

tmen

t on

th

e

adjus

t ing

screw

.

Sh

ould

the

pedal

vibrate

(boo

s

ter

chatter),

mak

e a

counter-clockw

i

se

adj

usting

s

crew

ad-

just

ment.

NOT

E:

Rota

tion

of ad

justment

s

crew

sh

ould

IJe

limit£d

to"*

90° ab o

ut

original

.'1

et

ti

ng.

Assembly

of

Pedal

Linkage

In

Pedal

Br

acket

CAUT

IO

N:

Us e

ex

trem e ca

re

du ri

ng

assembly

or

han

dling

of

th

e

linkag

e, as the

pO

lV

er

brake

pedal

tri

gg er a1

'm

is

easily dam.aged.

After

rein

st

alling

brake

pedal

linkage

in

pedal

bracke

t,

a woo

den

wedge

should

be

placed be-

twee

n t

he

po

wer

brake

lever

and

the

forward

edg

e of

th

e

triangular

hole

in

the

pedal

bracket

(if

po

wer

uni

t

has

been

rem

o

ved)

(Fig.

16).

This

will

nt

the

tr

igger

arm

from

extend-

ing

be

yo

nd

the

extremities

of

the

bracket.

Lubrication

Except

for

an

occasiona

l

few

drops

of

SAE

10

Eng

ine Oil on

the

power

brake

lever

bush-

ings

,

the

b

rake

pedal

linkage

requires

no

fur-

th

er

lub

rication.

The

po

wer

unit

will r

equire

no

lubrication

und

er

normal

us

e.

If

the

unit

is dis

assembled

fO!'

o

verhaul

or

repair.

all s

eal

and

"0"

rings

and

ce

rtain

ot

her

parts

mus

t be

suitably

coated

wit

h silicone

gr

e

ase

before

assembly.

Pedal

Free-Pl

ay

Adjustment

Aft

er

the

master

cylinder

, bo

oster,

and

pedal

link

age

are

completel

y

installed

(and

the

wood-

en

wedge

removed

-

if

used),

a

free-play

ad-

jUstme

nt

check

should

be

made

at

no

vacuum

(e

ng

ine s

topped)

as

follows:

In

se

rt

blade

of

a

screwdriver

between

rubber

collar

of

the

po

wer

brake

trigger

pivot

and

the

power

brake

lever,

forcing

them

apart.

18

NOTE:

/f

the

bmk

e pedal

and

the

po

wer

bmke

lever are

not

w edged

apar

t, a false fr ee -pl

ay

s

etting

(w

hich

includes boost

c'

)'

valve

tra

vel)

win lie

rn

c

a..~

u1"

ed

at

the

pad

erld

of

the

pedal.

Check

free-play,

with

linka

ge

in

thi

s position,

by

pushing

lightly

at

the

pad

end

of

the

brake

pedal

(Fig.

18)

.

Pedal

free-pla

y s

hould

be

be-

tw

e

en

~~2

and

1

/8

inch.

If

pedal

free-pla

y

movement

does

not

corne

wit

hin

th

e

required

limits,

adju

s

tment

is

made

by len

gt

hening

or

shortening

the

push

rod

as

required.

Al

t

ernate

Method

of

Measuring

Pe

d

al

Fr

ee-

Pl

ay

Remo

ve

mast

er

cylinder

push

rod

end

.

Us

ing

li

ght

finger

pressure,

move

pURh

rod

forward

until

contact

is

made

with

master

cyl-

inder

piston.

A

tt

empt

to

insert

the

push

rod e

nd

through

the

power

level'

and

push

rod

end

hole.

If

the

push

rod

must

be pulled

ba

ck

to

allow

pa

ss

age

of

t

he

push

rod

end

pin,

free-pla

y

is

present.

If

the

push

rod

must

be

pushed

further

into

the

master

cylinder,

to allow

pas

s

age

of

push

rod

end

pin,

the

re

is

no

free-play

and

an

ad-

justment

must

be

made

at

the

push

rod.

Fig. 18 -

Ch

ecking Pedal Free-Play

----

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