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TRAINING TIPS

AND TACTICS

Module 3 - Truck Air and


Brakes - Mechanical

General information

Contents

System pressures
Port numbers
Use IMPACT
Basic fault nding logic

Charging circuit

Circuit diagram - steel suspension


Compressor
Air dryer
Governor valve
Pressure regulator valve
Multi Circuit Protection Valve (MCPV)
Overow valve

Rear circuit

Circuit diagram
Footbrake valve
Load sensing valve - steel suspension
Load sensing valve - graph
Load sensing valve - air suspension
Load sensing valve - graph
Spring brake chamber

Front circuit

Circuit diagram - with steel suspension


Footbrake valve
Quick Release Valve (QRV)
Relay valve
Pilot valve
Circuit diagram - with air suspension
Pilot valve graph

cont.

Park circuit

Circuit diagram
Park brake control valve
Blocking valve
Connections at park brake tank
Anti-compound valve
Trailer brake control valve
Spring brake chamber

Auxiliary circuit
Circuit diagram
High pressure system

Circuit diagram
7 port MCPV
Pressure reduction - front and park
circuit

Electronic Braking system (EBS)


Circuit diagram
?????

Electronic Control Suspension (ECS)


Solenoids and circuit diagram

Z Cam brakes
Earlier S cam
Z cam advantages
Automatic adjustment
Brake stroke
Leading and trailing shoes
Measuring lining thickness
Shoe remove and ret
Tappet components
LH and RH components
Initial setting of brake shoes
Disc brake
????

Introduction
About this
Pocket guide

This guide is intended as a memory jogger for the


knowledge you have gained during your training course.
The guide includes a summary of the material covered in:
Module 3 - Truck Air and Brakes - Mechanical.

Danger,
Warning,
Caution &
Note

In this guide, risk of injury or damage is indicated by the


following headings:
DANGER - indicates a risk of serious personal injury or
death.
WARNING - indicates a risk of personal injury, or severe
product damage.
CAUTION - indicates risk of product damage.
Note - draws attention to special methods or particular
features.
Read and implement all DANGER, WARNING and
CAUTION instructions.

Replacement
parts

When replacement parts are required, it is essential that


only Volvo genuine parts are tted. If Volvo genuine parts
are not used:
- safety features embodied in the vehicle or components
may be impaired.
- performance and/or operation of the vehicle or
components may be adversely affected.
- Volvo warranty terms may be invalidated.

Specication

Volvo are constantly seeking ways to improve their


products, and alterations take place accordingly.
Whilst every effort has been made to ensure the accuracy
of this guide, it should not be regarded as an infallible guide
to current specications of any product.
Neither Volvo, nor the supplier of this guide shall, in
any circumstances, be held liable for inaccuracy or the
consequences thereof.

Copyright

All rights reserved. No part of this publication may be


reproduced, stored in a retrieval system, transmitted or
copied without written permission from Volvo Truck & Bus
Ltd.
Volvo Truck & Bus Ltd. 2004

General information
9

General information
Air system

The complete truck air system has ve main circuits:


- charging circuit
- front service circuit (footbrake)
- rear service brake (footbrake)
- park brake circuit
- auxiliary circuit

High pressure
system

Note: High pressure refers to the pressure in the tanks,


and certain sections of piping. Not all parts of the system
operate at high pressure - see the diagrams in High
Pressure System.
All post 98 FM/FH trucks with air suspension have a high
pressure system.
Every tank has 12.0 bar pressure, except the park circuit
tank, which has 8.5 bar.

10

General information
High pressure
system - cont.

The high pressure system can be identied by a 7 port


multi circuit protection valve (MCPV).
Unless the truck has full air suspension, no air suspension
tank is needed.

Low pressure
system

All pre 98 FM/FH trucks with air suspension, and all trucks
with steel suspension have a low pressure system.
On trucks with air suspension, every tank has 7.5 bar
pressure, except the wet tank which has 12.0 bar pressure.
On trucks with steel suspension, every tank has 7.5 to 8.5
bar pressure.
The low pressure system can be identied by a 5 port
MCPV.

11

General information
Air pressure
units

Port numbers
- general

Air pressure can be expressed in bar or Pascal:


1 bar = 100 Kpa (KiloPascal)
10 bar = 1 mPa (MegaPascal)
Valve ports generally conform to a common numbering
sequence:
Port 1 - Supply, normally from a tank. If there is more than
one supply, a second number is used - e.g. 11, 12.
Port 2 - Delivery, to another component. If there is more
than one delivery, a second number is used - e.g. 21, 22.
Port 3 - Exhaust, to atmosphere.
Port 4 - Signal to the valve to operate.

12

General information

Use IMPACT

To ensure that you are using the latest service


information - especially specications - always
get your information via IMPACT:
Wheel brakes - group 51
Compressed air brakes - group 56

13

General information
Air is leaking from a valve.

Disconnect pipe(s) from


outlet port(s) 2

Note: The valve


may need to be
operational. Operate
park/footbrake

Is air leaking from the pipe ?

Yes

No

The component connected


to the pipe is leaking. Trace
the pipe back

Renew the valve

14

General information
Basic air brake
fault nding
logic

The chart above shows the basic logic to be applied when


air is leaking from a valve.

15

16

Charging circuit
17

Charging circuit
23

1a

2a

24

1
14

2b

Charging circuit - steel suspension

18

Charging circuit
Circuit
with steel
suspension

The components in this circuit are:


1 Compressor
1a safety valve
2a Air dryer
2b Regeneration tank - not with AIRDRY-E, version 2
trucks
14 Wet tank - if tted
23 Test point
24 Multi-circuit protection valve

19

Charging circuit
23 1a

2a

24

1
14

2b

3
A

52a

52b

Charging circuit - air suspension (Pre 98)

20

Charging circuit
Circuit with air
suspension

The main components in this circuit are:


1 Compressor
1a safety valve
2a Air dryer
2b Regeneration tank - not with AIRDRY-E, version 2
trucks
14 Wet tank - if tted
23 Test point
24 Multi-circuit protection valve
52a Pressure limiting valve
52b Pressure limiting valve
A To suspension system
B To suspension tank

21

Charging circuit

1COMP530

2COMP1080

22

Charging circuit
Compressor

The compressor is driven by the engine timing gears.


Two types of compressor are used from late 2001 onwards:
- twin cylinder 2COMP1080 is used on all trucks with air
suspension.
- single cylinder 1COMP530 is used with steel suspension,
where air consumption is lower.

Power
reduction (PR)

The PR function relieves pumping pressure from the


compressor, and thereby reduces the amount of power
taken from the engine.

23

Charging circuit
PR function
- twin cylinder

When air pressure from the air dryer over-comes valve


spring force, the sliding inlet and exhaust valves open. The
open valves allow air to re-circulate from one cylinder to the
other, only a very small amount of air is delivered to the air
dryer. This small air ow is used to minimise oil pass-over
from the compressor, and to cool and clean the air dryer
exhaust.

PR function single cylinder

The PR function for a single cylinder compressor is similar


to that for the twin cylinder, but the air passes into a dead
volume in the cylinder head.

24

Charging circuit
Compressor
checks

Air inlet - the compressor must be able to draw in a


sufcient amount of air to work efciently.
Always ensure that the air inlet is unobstructed.
Delivery pressure - to check delivery pressure, t a test
gauge to the test point on the delivery pipe.
Remember - the pressure will drop to zero when the
compressor is unloaded.
Charging time - (truck with rear air suspension), as a
guide, with an engine speed of approx. 3000 rev/min, and
an empty system, it takes approx. 3 minutes to reach max.
pressure.

25

Charging circuit

Compressor
checks - cont.

Air leaks - to isolate an air leak, always disconnect the


trailer air connections.
Before assuming that the compressor is a at fault, always
check for:
- air inlet obstruction.
- leaks in pipes/ connections/other components.
- correct governor valve operation.
If the compressor has a PR function, disconnect the signal
pipe from the compressor cylinder head, and check if the
governor valve is signalling too early.
Whilst the pipe is disconnected, check the mechanical
operation of the PR valve by pressing against the piston to
ensure that it moves smoothly and returns fully.

26

27

Charging circuit

3
28

Charging circuit
Air dryers

Air dryers are used to dry, clean and cool air from the
compressor.
They have a renewable cartridge lled with water absorbing
granules - desiccant. The cartridge usually has an oil
separator which helps to remove oil passed over from the
compressor. Oil contamination reduces the effectiveness of
the desiccant.
Four types of air dryer are in use - three single tower and
one twin tower. All dryers - except AIRDRY-E - use a
regeneration tank.

Single tower

1 Wabco
2 Haldex
3 Knorr
These dryers have integral pressure regulating (governor)
valves
29

Charging circuit

30

Charging circuit
Twin tower

This is Wabco dryer, which has a remote mounted


governor valve.

Dryer faults

The most common symptom of a faulty air dryer is slow air


build up due to partial blockage of the cartridge.
A completely blocked cartridge will allow no air ow, and
will cause the safety valve in the compressor delivery pipe
to blow-off.

Leaks single tower

Single tower dryers should not have any air leaks from the
exhaust port when the compressor is charging.
After the dryer unloads, it can take up to 30 sec. for the
regeneration tank to discharge through the dryer exhaust.
If discharge takes too long, a fault in the non-return valve is
indicated.

31

Charging circuit
Leaks - twin
tower

With this dryer, one tower is regenerating whilst the other is


charging. The regenerating tower will leak a small amount
of air when the other is charging.
This small leakage is not a fault.
If you are in doubt about how much air is leaking, it can be
checked using tool 999 8050.

32

33

Charging circuit
0

1
4

D
C

1587 / 1939

G
M

I
+ 15

34

Charging circuit
AIRDRY - E

This is an electronically controlled dryer tted to version 2


trucks.
This dryer uses the wet tank for regeneration.
It is controlled by the vehicle ECU (VECU), and can be
tested and calibrated using VCADS Pro.
Note: Calibration must be carried out whenever the dryer
cartridge or compressor is renewed.
A - Compressor
function
B - Cooling coil
C - Air dryer
D - Vehicle ECU
E - Wet tank

G - Unloader & PR
J - Non-return valve
K - Data bus
L - Ignition feed
M - Heating element

35

Charging circuit
AIRDRY - E
- cont.

When the air dryer has reached operating pressure,


solenoid (G) is energised allowing air to pass to the
compressor to activate the power reduction function.
For regeneration, solenoid (F) is energised by the VECU,
allowing some of the wet tank air to go back through the air
dryer desiccant.

Air leaks

If air is leaking from the air dryer exhaust, disconnect all


electrical plugs.
Air leakage should stop.
If it does not stop, the air dryer is faulty.

36

37

Charging circuit

1 Supply from
wet tank

P3

2 Output signal to
air dryer port 4.

P2

3 Exhaust

P1
38

Charging circuit
Governor
valve

Cut out
pressure
Cut in
pressure

The valve shown is a remote mounted type used with the


Wabco twin tower air dryer.
A common location is at the side of the battery box.
The governor valve controls the compressor output.
When system pressure reaches that set by the governor
valve, port 2 is opened, and system pressure - entering
the valve via port 1 - is fed back to the air dryer and
compressor.
This cut out pressure opens the compressor inlet valves,
and air compression stops.
When system pressure falls below the valve setting - cut in
pressure - port 2 is closed so system pressure is no longer
fed from the valve. The compressor valves now close and
air compression starts again.

39

Charging circuit
Governor
valve faults

A faulty governor valve will cause one of two symptoms:


- system pressure too low.
- system pressure too high, which will cause the safety
valve to blow.
Use IMPACT to nd the correct pressures.

Checking cut
out pressure

Connect a pressure gauge to the wet tank, and release


some of the pressure.
Start the engine, and build up pressure until the
compressor is unloaded, and the gauge reading is no
longer rising - this is cut out pressure.

40

Charging circuit
Checking cut
in pressure

Release pressure from the wet tank a little at a time.


The pressure reading will fall, and then start to rise - this is
cut in pressure, which should be approx. 1 bar to 1.5 bar
lower than cut out pressure.

Adjusting the
pressure

Note: Only cut out pressure can be adjusted. If cut out


pressure is correct, but cut in pressure is not, the valve
must be renewed.

Remote
mounted
valve

To raise the cut out pressure, turn the adjusting screw


outwards - anti-clockwise.

Integral valve

To raise the cut out pressure, turn the adjusting screw


inwards - clockwise.

41

Charging circuit

42

Charging circuit

Pressure
limiting valve

The pressure limiting valve, tted before the 4 circuit


protection valve, limits the maximum pressure allowed into
the brake circuits.
It is tted mainly to trucks with air suspension.
With an empty system, the valve is fully open, and closes
when the set pressure at port (2) is reached.

Pre 98 types

Pre 98 valve types - identiable by the long bolt in one end


- are adjustable.
The valve allows a wet tank pressure of 12 bar, and limits
pressure in the brake circuits to approx. 7.5 bar.
Port numbers;
1 - Supply from wet tank
2 - Delivery to port 1 of MCPV.

43

Charging circuit

P1
P2

44

Charging circuit
Truck version
2 valves

Valves tted to truck version 2 are not adjustable.


The valve reduces the pressure to the footbrake valve and
MCPV - ports (11) and (12).
Port numbers;
1 - Supply from service tank
2 - Delivery to footbrake valve and MCPV.
Use IMPACT to nd the correct pressure.

Checking the
pressure

Connect a pressure gauge to the front or rear brake tank,


and release pressure down to approx. 5 bar.
Start the engine, build up pressure, and note the maximum
pressure in the tank.

45

Charging circuit

46

Charging circuit

Multi circuit
protection
valve - MCPV

The MCPV - or 4 circuit protection valve - separates the 4


main circuits to ensure that a leak in one circuit does not
affect any other circuit.
The MCPV also ensures that the air tanks charge in the
correct sequence.
5 port valves are tted with steel suspension (low pressure
system).
7 port valves are tted with air suspension (FM/FH) from
98. See High pressure system.

Port numbers
- pre 98

1 Supply in from wet tank.


21 Delivery out to rear service tank.
22 Delivery out to front service tank.
23 Delivery out to park tank.
24 Delivery out to auxiliary manifold (Note: no tank)

47

Charging circuit

Port numbers
- post 98:

Valve versions
- 5 port

1 Supply in from wet tank.


21 Delivery out to front service tank.
22 Delivery out to rear service tank.
23 Delivery out to park tank.
24 Delivery out to auxiliary manifold (Note: no tank)

There have been four versions of the 5 port valve, the


design of which affects the charging sequence or drain
back features.

48

Charging circuit
Version 1

Tank charging sequence:


One of the service circuits > park > auxiliary > the other
service circuit.
This meant that the truck could be driven with only one
service circuit completely lled.
EU legislation then demanded that vehicles be capable of
stopping within a dened distance as soon as the vehicle
could be driven - i.e. when the park brake was released
- so version 2 was introduced.

Version 2

This valve has by-pass channels in the front and rear


service circuits, which allow the charging sequence:
Both service circuits, at the same time > park > auxiliary.

49

Charging circuit
It was then noted that, a truck parked overnight could leak
air from one of the service circuits which, again, meant
that the truck could be driven with only one service circuit
completely lled - so version 3 was introduced.
Version 3

This valve has a choke valve tted in port 22 - rear service


circuit.
If this circuit leaked down to 2.9 to 3.4 bar, the choke valve
allowed the park tank to leak to atmosphere via a vent on
top of the valve between the four ports.
Note: This leak - whenever rear service pressure is less
then choke valve activation pressure - is normal, and IS
NOT a fault.

50

Charging circuit
However, many technicians thought this leak was a fault,
and renewed the valve - so version 4 was introduced.
Version 4

This valve still has the choke valve tted but, instead of
leaking to atmosphere, the park tank drains into the rear
service tank.
This valve is in current use - all version 2 trucks have this
valve tted..

Has the valve


got by-pass
channels ?

To check if an MCPV has by-pass channels:


Connect test gauges to the wet tank and front and rear
service tanks.
Completely drain the air system and start the engine
If both service tanks charge at the same time, the valve has
by-pass channels.

51

Charging circuit
Has the valve
got a choke
drain valve ?

To check if an MCPV has a choke drain valve:


Connect test gauges to the rear service tank and park tank.
Release pressure in the rear service tank down to approx.
3 bar.

Valve version 3

If park tank air now leaks from the exhaust port - in the
centre of the MCPV four elements - a choke valve is tted.

Valve version 4

If park tank air now drains into the rear service tank - a
choke valve is tted.
Note: This is a normal function of the valve - the valve is
NOT faulty.

52

Charging circuit
MCPV without
choke drain
valve

MCPV common
faults

Note: When draining either service tank, the park tank


must not drain at all.
If it does, the non-return valve is faulty, and the complete 4
circuit protection valve must be renewed.
Input blocked - no build-up of brake systems.
One element stuck closed - no build-up of one brake
system.
Air leak - valve faulty (But! remember the choke valve
operation)

53

Charging circuit

Note porting
differences in
this area

P1

P2
54

Charging circuit
Overow valve

Two types Type 52a

Opening
pressure - to
system
Ports

This valve is tted only to trucks with air suspension.


It is normally located on a crossmember under the 5th.
wheel.
This valve is always tted to trucks with air suspension, and
has no return ow.
The valve ensures that the braking system reaches a predetermined pressure before it opens and allows air to enter
the suspension system.
Version 1 trucks - 6.7 to 7.0 bar.
Version 2 trucks - 7.0 to 7.3 bar.
Port 1 - supply from wet tank.
Port 2 Delivery to air suspension system

55

Charging circuit

56

Charging circuit
Easy check type 52a valve

Completely drain the air system, including the air


suspension system, so that the chassis is sitting on the
suspension bump stops.
Connect test gauges to the wet tank and the test point on
the delivery from 52a.
Start the engine, and watch the gauges.
When pressure in the wet tank reaches the opening
pressure of 52a, the gauge on 52a delivery should start to
rise.
The air bags should start to ll, raising the chassis.

57

Charging circuit

Note porting
differences in
this area

17

P1

P2
58

Charging circuit
Type 52b

Opening
pressure - to
tank
Ports
Return ow

This valve is tted to trucks with an air suspension tank,


downstream from 52a, and has a return ow path.
The valve ensures that the air bellows are lled before the
air tanks, so that the truck reaches normal ride height as
soon as possible.
Version 1 trucks - 10.0 to 10.4 bar.
Version 2 trucks - 10.0 to 10.3 bar.
Port 1 - supply from 52a.
Port 2 - delivery to air suspension tank.
The valve has full return ow, so that air can pass from
outlet (2) through non-return valve (17) to inlet (1) if
pressure is lower in this connection - i.e. if the driver
operates the control to raise the suspension.

59

Charging circuit

60

Charging circuit

Three versions

There are three versions of the valve.

Version 1

Version 1 is tted to FL10 and pre 98 FH.

Version 2

Version 2 is tted to FM/FH version 1 trucks.

Version 3

Version 3 is tted to FM/FH version 2 trucks.

61

62

Rear circuit
63

Rear circuit
12

37
24
4

10

30

33

33

S
P

2
56

64

Rear circuit
Main
components

The main components in the rear brake circuit are:


10 Foot brake valve
12 Rear service tank
30 Anti-compound valve
? Load sensing valve
33 Spring brake chambers
?? ABS valves
?? Trailer brake control valve
56 Air bags

65

Rear circuit
P12

P22

P11

P21

66

Rear circuit
Footbrake valve
Primary circuit

Ports - non EBS

The footbrake valve is divided into two separate circuits


- primary and secondary.
The primary circuit is always nearest to the brake pedal,
and - except with EBS and early FL6 - the primary circuit is
always the rear circuit.
Port 11 - supply from rear tank
Port 12 - supply from front tank
Port 21 - delivery to load sensing valve port 4, anticompound valve, and trailer brake control valve.
Port 22 - delivery to front circuit quick release valve
Port 3 - Exhaust
P = Pedal end

67

Rear circuit
P12

P22

P11

P21

68

Rear circuit
Ports - EBS

Port 11 - supply from front tank


Port 12 - supply from rear tank
Port 21 - delivery to front modulators
Port 22 - delivery to rear modulator
Port 3 - Exhaust
P = Pedal end

Air leaks
- non EBS

Air leaks from the valve exhaust port (3):


If the leak stops when the park brake is applied, the
footbrake valve is OK.
If the leak does not stop when the park brake is applied,
the footbrake valve is faulty and should be renewed.

69

Rear circuit

Port 21 pipe

Air leaks from the valve exhaust port (3) only when the
park brake is OFF:
Disconnect the pipes from ports 21 and 22.
If air is escaping from the port 21 pipe, the most likely
causes are:
- faulty anti-compound valve. Conrm by disconnecting the
pipe from the service port
- faulty trailer brake control valve. Conrm by disconnecting
the pipe from port 41.

70

Rear circuit
Port 22 pipe

If air is escaping from the port 22 pipe, the most likely


causes are:
- faulty trailer brake control valve. Conrm by disconnecting
the pipe from port 42.
- faulty front spring brake chamber. Conrm by
disconnecting the pipe from port 11 on each chamber.

71

Rear circuit

P4
P2
P1
L

P2
72

Rear circuit

Load sensing
valve
Valve with steel
suspension

The load sensing valve adjusts the air pressure to the rear
brake chambers in proportion to the load on the vehicle.
The illustration above shows the type of valve used with
steel suspension. This valve has an integral relay valve.
Note: Some very early trucks - e.g. FL6 - have separate
load sensing valve and relay valve.
Output pressure is determined by spring deection, which
is mechanically communicated to the valve via a rod and
lever (L).

Ports

Testing

Port 1 - supply from rear brake tank


Port 2 - delivery to rear brake chambers
Port 3 - exhaust
Port 4 - signal from footbrake primary circuit - port 21
Connect test gauge to :
- rear brake chamber
- primary circuit signal - port 4

73

Rear circuit
P out
+/- 0.4 bar

Input pressure - from


footbrake - 7 bar

Lever deection - mm

80

70

60

50

40

3
2

20

f
L = 80 mm
+/- 2 mm

10

1
0

30

10 12 14 16 18 20

00

Bogie load - ton

74

Rear circuit
Load sensing
valve graph steel suspension

The operating length (L) of valve operating lever (1) must


be accurately set to 80 mm +/- 2 mm.
On the graph above, f represents deection of lever (1).
f can be used to work out how much load has been added
to the truck:
Measure lever deection before and after adding load.

Example

If deection changes by 20 mm, approx. 12 tonne has been


added.
Note: This calculation is accurate only when springs are
new.

75

Rear circuit
P4
P1

P2
P3

P42

P41

76

Rear circuit

Valve with air


suspension

The illustration above shows the type of valve used with air
suspension. This valve has an integral relay valve.
Output pressure is determined by the pressure in the rear
air bags, which is sensed at ports (41) and (42).

Ports

Testing

Port 1 - supply from rear brake tank


Port 2 - delivery to rear brake chambers
Port 3 - exhaust
Port 4 - signal pressure from footbrake primary circuit - port 21
Port 41 - load signal from air bags
Port 42 - load signal from air bags

Connect test gauge to :


- rear brake chamber
- primary circuit signal - port 4
- air bag signal - ports 41 and 42

77

Rear circuit
P out
+/- 0.4 bar

bar
8

Input pressure 7 bar

4 x 2 truck

7
6

P Out

5
4

P Air bag

3
2
1
0

10 12 14 16 18 20

Bogie load - ton

78

Rear circuit
Load sensing
valve graph - air
suspension 4x2

In the example above, air pressure in the rear air bags has
been measured at approx. 2 bar.
Find 2 bar on the LH scale.
Follow the horizontal line until it intersects the P Air bag
graph line.
Move vertical up to the P Out graph line.
Move left to the LH scale and read the value.
This is the pressure required in the rear brake chambers.
Note: That output pressure is governed around a constant
input pressure of approx. 7 bar.

79

Rear circuit

80

Rear circuit

Valve with air


suspension
and drive and
pusher axles
Ports

The illustration above shows the type of load sensing valve


used with air suspension, on a truck with drive and pusher
axles. This valve has an integral relay valve.
Output pressure is determined by the pressure in the rear
air bags, which is sensed at ports (41) and (42).
Port 1 - supply from rear brake tank
Port 2 - delivery to rear brake chambers
Port 3 - exhaust
Port 4 - signal from footbrake primary circuit - port 21
Port 41 - load signal
Port 42 - load signal

81

Rear circuit
8
7
6
5
4
3
2
1
bar 0
7
6
5
4
3
2
1
0

Pneumatic load sensing valve - bar +/- 0.4


P Brake
P Air bag

Pusher/tag axle
Input brake
pressure is
output from
drive axle P
brake
Drive axle
Input brake
pressure - 7 bar

P Brake
P Air bag

10 12 14 16 18 20 22

Bogie load - ton

82

Rear circuit

In the example above, air pressure in the drive axle air


bags has been measured at approx. 1.5 bar.
Find 1.5 bar on the LH scale.
Follow the horizontal line until it intersects the drive axle
P Air bag graph line.
Move vertical up to cut all three graph lines.
At each point where a graph line is cut, move left to the LH
scale and read the value.

83

Rear circuit
1

Drive

P11

P12

Park

84

Rear circuit
Spring brake
chamber operation

The spring brake chamber is two chambers back to back


- one for footbrake operation and one for park brake
operation.

Drive

At drive position, air is fed to the spring brake chamber


(1) via port (12). Spring (2) is compressed, and no force is
applied to the brakes.

Park

At park position, air is released from spring brake chamber


(1), via the exhaust port on the park brake control valve.
Spring (2) exerts a force on piston (3), and the brakes are
applied via push rod (4).

85

Rear circuit
5

Service

5
P11

P12

Mechanical release

86

Rear circuit
Service

Mechanical
release

No brakes !
-chock
wheels

When the footbrake is applied, air enters service chamber


(5) via port (11). Air pressure acts on diaphragm (6) and
the brakes are applied via push rod (4).
The parking brakes can be released without air pressure.
Mechanical release may be needed during repairs or
vehicle recovery.
DANGER
Chock wheels before brake release.
If there is no air in the system and the brakes are
mechanically released, there will be no brakes at all.
If there is air in the system and the brakes are mechanically
released, there will be no parking brake.
To release the brakes, turn bolt (7) fully anti-clockwise.
CAUTION
Do not use air/power tools on the bolt.

87

Rear circuit
1

2
Air leak
points

Common air leak points are:


1 Push-rod seal.
2 Diaphragm - via the tell-tale hole.
3 Spring brake piston seal.

88

Rear circuit
Leak check
- service
brakes

With the footbrake applied, check for leaks at the tell tale
hole, and push-rod.
Leaks from these points indicates a ruptured service
diaphragm, which can be renewed as a separate part.

Renew
diaphragm

Fully unscrew the release bolt.


Note: On new type chambers, with captive nut, 45 turns will
fully release the bolt.
Remove the clamp bolt and clamp, and renew the
diaphragm.

No park
brake !

DANGER
Bolt must be screwed fully back in after repairs.
If this is not done, there will be no park brake.
Note: On new type chambers, with captive nut,
turn bolt 45 turns until it stops, and the red plunger
is fully down.

89

Rear circuit
Leak check
- park brakes

Seal (1) around the park brake piston normally prevents air
transfer from the park brake chamber to the service brake
chamber.
If this seal leaks, air will leak from the load sensing valve/
relay valve, or a brake modulator, when the park brake is
released.

90

Front circuit
91

Front circuit
11

33

12
33

2
7

24

14

33

P12
P11

10
S
P

P22
P21

33

92

Front circuit
Main components
- circuit with steel
suspension

The main components of the front brake circuit are:


10 - footbrake valve - front circuit section
?? - quick release valve (or relay valve if pilot valve tted)
??- pilot valve (if front air suspension tted)
33 - brake chamber
11- front circuit air tank
??- pressure limiting valve

93

Front circuit
12

22

11

21

94

Front circuit
Footbrake valve
Primary circuit

The footbrake valve is divided into two separate circuits


- primary and secondary.
The primary circuit is always nearest to the brake pedal,
and - except with EBS and early FL6 - the primary circuit is
always the rear circuit.
P = Pedal end
For more information about the footbrake valve, see Rear
Circuit.

95

Front circuit
P1
2

P4

P4
P3

96

Front circuit
Quick release
valve

The quick release (QRV) valve is located close to the brake


chambers. This location provides a short path for exhaust
air from the chambers, so the brakes rapidly release.
A QRV may be tted in the front brake circuit, park brake
circuit or both circuits.

QRV - front
circuit

When the footbrake is applied, air pressure entering at port


(1) pushes down diaphragm (2) to close off exhaust port
(3).
Air passes to the brake chambers via ports (4).
When the brake is released, air is exhausted at the
footbrake valve, and pressure at port (1) is removed.
Diaphragm (2) is pushed up by exhaust air pressure
entering via ports (4). Valve exhaust port (3) is opened and
air is rapidly released from the brake chambers.

97

Front circuit
P1
P4

P4

P3

Park brake applied

Park brake released


98

Front circuit
QRV - park
circuit

When the park brake is released, air pressure entering at


port (1) pushes down diaphragm (2) to close off exhaust
port (3).
Air passes to the brake chambers via ports (4),
compressing the coil spring to release the brakes.
When the park brake is applied, air is exhausted at the park
brake valve, and pressure at port (1) is removed.
Diaphragm (2) is pushed up by exhaust air pressure
entering via ports (4).
Valve exhaust port (3) is opened and air is rapidly released
from the brake chambers, allowing the coil spring to apply
the brakes.

99

Front circuit
P4

P2

P2
P3

100

Front circuit
Relay valve

Like the QRV, the relay valve is located close to the brake
chambers for rapid brake application and release.
A relay valve may be tted in the front brake circuit, rear
brake circuit, park brake circuit or all circuits.
When front load sensing is tted - long wheelbase 4 axle
trucks -the QRV is replaced by a relay valve, controlled by
a pilot valve.

Relay valve
ports

Port 1 - supply from air tank - front, rear or park


Port 2 - to brake chambers - service or park
Port 3 - exhaust
Port 4 - signal - via anti-compound valve - from either
footbrake valve port 21 or 22, or from park brake valve
Port 21

101

Front circuit
P4

P2

P2
P1
P3

Brakes OFF

Brakes applying

Brakes applying

- supply (1) closed

- supply (1) closed

- supply (1) open

- exhaust (3) open

- exhaust (3) closed

- exhaust (3) closed

Relay valve function

102

Front circuit

Brakes held

Brakes released

- supply (1) closed

- supply (1) closed

- exhaust (3) closed

- exhaust (3) open

Relay valve function

103

Front circuit
Relay valve
leaks

Air leaks from the exhaust port when the footbrake is


applied:
- the relay valve is faulty, and must be renewed.

Air leaks from the exhaust port when the footbrake is


released:
- the most likely cause is a faulty brake chamber. Conrm
this by disconnecting the pie from port (11) from each
chamber.

104

105

Front circuit
P1
P4
P2
P

106

Front circuit
Pilot valve

Ports

Long wheelbase rigid trucks with 4 axles have a tendency


for front wheel brakes to lock when the truck is unladen or
partially laden.
To counteract this tendency, a pilot valve is tted in
conjunction with a relay valve.
The pilot valve acts as a load sensing valve for the front
axles, and is controlled by a signal from the rear load
sensing valve.
Port 1 - supply from footbrake port (22)
Port 2 - delivery to front relay valve port (4)
Port 4 - signal from rear load sensing valve port (2)
P
- plugged
Note: If the rear load sensing valve is incorrectly set, the
front brake pressures will be incorrect.

107

Front circuit

33

33

11

7
7

2
10
S

33

33

108

Front circuit
Main
components circuit with front
air suspension

The main components of this circuit are:


10 Foot brake valve
11 Front service tank
?? Quick release valve, or relay valve
?? Pilot valve
33 Brake chambers
?? ABS valves
?? Trailer brake control valve
?? Rear load sensing valve
S Signal to pilot valve

109

Front circuit
Input pressure P= 7 bar
Pressure at front brake chambers
- bar

A copy of the graph is


located either behind the
grill, or on the drivers door

7
6
Signal pressure from
rear load sensing valve
- bar

5
4

110

Front circuit
Pilot valve
graph

Test points

The pilot valve is not adjustable.


If pressures do not correspond with the above graph, the
valve must be renewed.
Test gauge positions:
- top of rear load sensing valve - port 4
- front brake chamber
- rear brake chamber, this pressure reading represents the
signal pressure to the pilot valve - i.e. the bottom scale of
the graph.
Locate this pressure on the bottom scale, then move
vertical to intersect the plot.
Move left to the left hand scale - this is the pressure that
should be in the front brake chambers.
In the example shown, a signal pressure of approx. 3.5 bar
should produce a front chamber pressure of approx. 5.75
bar.

111

Front circuit
Pilot valve
faults

Air leak from pilot valve exhaust port when footbrake is


applied:
- pilot valve is faulty, renew valve.

Front brakes slow to release:

- check/clean exhaust silencers.

Front brakes slow to release - exhaust silencers OK:

- disconnect the pipe from port 2 and lightly press - then


release - the footbrake. Air ow should stop as soon as the
footbrake is released.

112

Park circuit
113

Park circuit

13
24
14
2b

17
19

31

30

33

33

114

Park circuit
Main
components

The main components in the park brake circuit are:


13 Park brake air tank
17 Blocking (Bromse) valve
19 Park brake control valve
30 Anti-compound valve (Shuttle valve) (2-way valve)
31 Park brake relay valve
33 Spring brake chambers
?? Rear load sensing valve
?? Trailer brake control valve

115

Park circuit

P2
P1
P3

116

Park circuit
Park brake
control valve
- FL & Bus
Ports

This park brake valve is tted to FL6 rigid trucks, and


buses.

Port 1 - supply
Port 2 - delivery
Port 3 - exhaust
The valve has 2 operating positions - ON and OFF.
There is no secondary, or progressive function.

117

Park circuit

118

Park circuit

Park brake
control valve
FM/FH
Ports

This park brake valve is tted to FM and FH trucks.


Port 11 - supply from park brake tank, via non-return valve
and blocking valve
Port 21 - delivery to signal park brake relay valve
Port 22 - delivery to signal trailer brake control valve
The valve has 3 operating positions - ON, SECONDARY
and OFF.
In ON position, no air is delivered from port 21, but air is
delivered from port 22 to ensure that the trailer control
valve remains closed - so no air is supplied to the yellow
line.
In the full secondary position, no air is delivered from either
port 21 or port 22.
In OFF position, air is delivered from ports 21 and 22.

119

Park circuit
P2

P1
120

Park circuit
Blocking valve

Ports

The blocking valve is a safety device which ensures that


the driver has to press the valve button in to supply air to
the park brake circuit to release the brakes.
The button cannot be pushed in until pressure in the
service tanks is normal.
When pressure in the park tank or wet tank falls to approx.
5 bar, an internal spring pushes the blocking valve piston
out.
Port 1 - supply from park brake tank
Port 2 - delivery to park brake control valve
P - Push button in

121

Park circuit
15

13

1a
2
3

122

Park circuit

Connections
at park brake
tank

1a Safety valve
13 Park brake tank
15 Non-return (one-way) valve
2 Trailer brake connection
3 Park brake connection

Testing the
park brake
valve

Disconnect the pipe from port 43 on the trailer control


valve.
When the park brake control is at ON position, and also
when it is at OFF position, air should be present.
When the park brake control is at SECONDARY position,
no air should be present.

123

Park circuit
P3

P1

P2
P2

P3

P1
P3

Ports shown as per valve orientation

P2 in park circuit diagram

124

Park circuit
Anticompound
Ports

This valve may also be referred to as - 2-way valve


shuttle valve
Port 1 - park brake circuit
Port 2 - footbrake circuit
Port 3 - signal pressure to park brake relay valve
The valve prevents compounding of park brake and
footbrake pressures - i.e. both pressures being applied to
the spring brake chambers at the same time.
The valve has a free moving piston (4) which can close off
either port (1) or port (2).

Operation

When the park brake is applied, air is exhausted from


the park circuit, via the relay valve and park brake control
valve, allowing the spring to apply the brakes.
If the footbrake is now also applied, pressure at port (2)
pushes the piston over to close off port (1).

125

Park circuit
Operation cont.

Footbrake pressure is now also admitted to the park brake


chambers, reducing the force exerted by the spring.

Testing the
valve

Apply the park brake, and note the position of the brake
operating levers.
Watch the levers, and apply the footbrake. The levers
should not move any further in the application direction.

126

127

Park circuit

P41
P22
P43

P21

P42

128

Park circuit

Trailer brake
control valve
- early type
Ports

This valve is used to control trailer braking.

Port 41 - rear
Port 43 - park (port 22)
Port 42 - front
Port 22 - red trailer line
Port 21 - yellow trailer line
P - from park brake tank

Adjustment

Turn adjustment screw clockwise to increase pressure to


trailer.

129

Park circuit

130

Park circuit

Trailer brake
control valve version 2 trucks
Ports

This valve is used to control trailer braking.


Port 1 - supply from park brake tank
Port 21 - delivery to red trailer line
Port 22 - delivery to yellow trailer line
Port 41 - signal from rear service brake - port 21
Port 42 - signal from front service brake - port 22
Port 43 - park brake signal from park brake control valve

Adjustment

Turn plastic adjustment screw anti-clockwise to increase


pressure to trailer.

Dump valve

This trailer valve has an internal dump valve.


If the yellow trailer line is fractured, the dump valve allows
the red trailer line to be dumped via the yellow line.

131

Park circuit
Testing the trailer
brake control
valve

Test gauge positions:


- Primary brake signal at rear load sensing valve.
- Yellow trailer line.
Note: It is essential that the input pressure is reached
whilst the foot brake is being APPLIED - not being
RELEASED.
If the required input pressure is exceeded whilst the
footbrake is being applied, the brake must be fully released,
and applied again.

132

133

Park circuit

P12

134

Park circuit

Spring brake
chamber

Remember !

1 Push-rod
2 Service diaphragm return spring
3 Service brake chamber - nearest to the push rod
4 Service brake diaphragm
5 Captive nut
6 Park brake chamber piston
7 Park brake application spring
8 Park brake chamber - furthest from the push rod
9 Park brake mechanical release bolt
Park brake ON = air OUT of park chamber = spring
applies brake.
Park brake OFF = air IN to park chamber = spring
compressed.
Foot brake ON = air IN to service brake chamber = air
applies brake.
Footbrake OFF = NO air to service brake chamber.

135

Park circuit
Brake chamber
faults

With the system at full pressure, and the blocking valve


pushed in, release the park brake.
Disconnect the pipe from the service brake chamber.
There should not be any air escaping from the chamber.
Check for leaks around the wind off bolt - there should not
be any escaping air.
For more information about operation of the spring brake
chamber, see Rear Circuit.

136

Auxiliary Circuit
137

Auxiliary circuit

P24

24

138

Auxiliary circuit
The auxiliary circuit includes - e.g. drivers seat, clutch,
gearbox air system, air horns.
The circuit is fed from port (24) of MCPV (1), via in-line air
lter (??).

139

140

High Pressure System


141

High pressure system


Thick lines = HIGH
pressure
Thin lines = low
pressure

11
P21

12

P1

P11

51

2b
10

P12

P23

14

P22

P24

24

61
56

S
P

142

High pressure system

Air
suspension

Pressure limiting
valves

The high pressure referred to is the pressure in wet tank


(14) and service brake tanks (11) and (12) and associated
pipe work, shown by thick lines.
The pressure in these circuits is 12 bar.
The extra pressure means that - for a given volume - the
tanks contain more air.
The high pressure system has been introduced so that
- on trucks with rear air suspension only - a separate air
suspension tank is not required. This gives weight and cost
savings.
Note: On trucks with air suspension at front and rear, an air
suspension tank is still required.
Pressure limiting valves (51) and (61) reduce the pressure
to 8.1 to 8.5 bar, so all circuits after these valves operate at
this pressure.
Note: This does not apply to trucks with EBS.

143

High pressure system


High or low
pressure

On all pre 98 trucks, the complete air system operated at


low pressure.
On all post 98 trucks, the circuits shown in the previous
diagram operate at HIGH pressure - except - if the truck
has steel suspension all round. In which case the complete
air system operates at low pressure.
This means that - if tted with air suspension - all FM and
version 2 FH operate at HIGH pressure.

144

EBS
1
21

22

11

12

23

24

145

EBS
7 port MCPV

The 7 port MCPV shown above is used with high pressure


systems.
Port 1 - HP supply from wet tank (14)
Port 11 - LP supply from pressure limiting valve (51)
Port 12 - LP supply from pressure limiting valve (61)
Port 21 - HP delivery to front service tank (11)
Port 22 - HP delivery to rear service tank (12)
Port 23 - LP delivery to park tank and trailer brake valve
Port 24 - LP delivery to ?? (25)
Note: The 2 extra ports - (11) and (12).

146

EBS
7 port MCPV
- cont.

In common with the 5 port valve, used with low pressure


systems, there have been a number of versions of this 7
port valve.

Version 1

This is the original valve, with no choke drain.

Version 2

This valve has a choke drain to atmosphere.

Version 3

This valve has a choke drain to the rear service tank.


The function of the choke drain valve is the same as for the
5 port valve.

147

EBS
P21

P22

11
24

P11

51 new type

P12
P24

P23

S
P21

10

P11

37
51 early
type

25
13

148

EBS

Pressure
reduction - front
and park circuit

The illustration above shows how pressure is reduced.


MCPV (24) is supplied with air at 12.0 bar via port (1).
Air is delivered to front service tank (11) via port (21).
From tank (11), air enters pressure limiting valve (51) via
port (1).
Air at 7.5 bar is delivered from valve (51) via port (2), and is
fed to MCPV port (11).
Air is delivered from MCPV port (23) to park tank (13), and
to trailer control valve (37).
A tee off the MCPV supply line feeds the front brake circuit
supply of footbrake valve (10).
On non EBS systems, the feed is to port (12) - secondary
circuit.
On EBS systems, the feed is to port (11) - primary circuit.
Note: New type pressure limiting valve is tted
to version 2 trucks, and is not adjustable.
Delivery pressure is controlled at 8.1 to 8.5 bar.
149

Electronic Braking system - EBS


150

EBS
Thick lines = HIGH
pressure
Thin lines = low
pressure

11

12

P11
P23

14
2b

51

P1

P21

24

P22
P12

61
56

S
P

10

151

P21

33

37

P22

24

P11
P23

37

P1

P12

37
33

P24

13
S
P

25
30

37

31

33

33

High pressure system - EBS

152

EBS

Info/illust reqd

153

EBS

154

Electronic Controlled Suspension - ECS


155

ECS
23

22

22

21

22

21

4
1/3 21

3
156

P23

P22

P1/3

P4

56

56

56

P21

Y25

P22

P22

P21

P21

P1

P1

56
Y29
52a

56

14

56

56
157

ECS
P22

P23

P22 P21 P22

P21

P4
P1/3

P21

P3

P1

P1

P3
158

ECS

Ports

Front axle solenoid

1/3 Supply air and drain to drive axle solenoid (port 23)
21 Delivery to LH front air bag
22 Delivery to RH front air bag
4 Supply from wet tank for solenoid valve control

Drive axle solenoid

1 Supply from overow valve (52a)


21 Delivery to LH drive axle air bag
22 Delivery to RH drive axle air bag
23 Delivery to front axle solenoid valve - plugged if rear air
suspension only

Pusher axle solenoid

1 Supply from overow valve (52a)


21 Delivery to pusher axle suspension air bags
22 Delivery to RH lift air bag

159

160

Z Cam Brakes
161

Z cam brakes

162

Z cam brakes
Earlier S cam
Inefcient
Disadvantages

The forerunner to Z cam brakes was S cam.


Compared to the Z cam design, the S cam was not a very
efcient brake.
The main disadvantages are:
- as shown in the diagram above, shoe contact force is very
uneven, diminishing rapidly towards the anchor end. This is
largely because the shoes pivot on anchor pins (1), and so
are not free to self-centre.
- the only time when contact forces are more even is when
the lining is almost worn out.
- bedding in new linings takes a long time.
- there is a risk of the cam going over-centre when drum/
linings are worn.

163

Z cam brakes
3

1
2

1
3

164

Z cam brakes
Z Cam

Even contact
area

Brake shoe movement is controlled by a Z cam


arrangement, which describes the Z shape formed by struts
(1) resting in cam (2).
Cam (2) is rotated by the brake lever, and struts (1) push
out tappets (3) to force the brake linings into contact with
the drum.
Because they are free to move on the tappet heads and
abutments, the brake shoes are self -centring.
This arrangement ensures more even lining to drum
contact, and provides much more efcient braking.
The shoes are retracted by spring (4), acting on pins (5),
when air pressure is released.

165

Z cam brakes

166

Z cam brakes
Automatic
adjustment

The Z cam expander assembly includes an automatic


adjustment mechanism, which compensates for brake lining
wear.
When wear clearance needs to be taken up, operation of
the brakes causes pinion (5) to rotate leading shoe tappet
screw (6). Cross-shaft (7) relays this rotation to trailing shoe
tappet screw (3). During the nal part of brake release, the
tappet screws unscrew from the tappet heads by a small
amount, and the brake shoes are moved closer to the drum.
A - tappet with new linings
B - tappet with worn linings
Initial setting of the lining to drum clearance is achieved by
pushing in, and turning adjuster stem (8).

167

Z cam brakes
S

168

Z cam brakes
Brake stroke

Correct brake strokes (S) are very important, for correct


operation of the brakes.
The correct stroke for any particular vehicle is determined
by:
- brake chamber type and size
- lever length
- air pressure in the chamber
Because of these factors, the stroke is different from model
to model.

Use IMPACT

Use IMPACT to nd the correct stroke for the vehicle you


are working on.

169

Z cam brakes

170

Z cam brakes
Leading and
trailing shoes

Each wheel assembly has a leading - or primary (P) shoe, and a trailing - or secondary (S) - shoe.
The linings are offset on the shoes, leaving a gap between
the end of the lining and the end of the shoe, facing the
direction of rotation.
Arrows (A) on the end of the shoe indicate the correct
direction of drum rotation.

171

Z cam brakes

172

Z cam brakes
Shoe location

Because they are different, brake shoes must be correctly


located.
The smooth radius (A) at one end of the shoe ALWAYS ts
against the tappet.
The notched end (B) ts against the xed abutment.
Wear will eventually cause a at spot on the radiused end
of the shoe. This can prevent free oating of the shoe,
leading to brake judder and squeal.
The maximum allowable at spot length is 30 mm.

173

Z cam brakes

174

Z cam brakes
Measuring lining
thickness

The thickness of lining material can be measured through


the four inspection holes in the brake backplate.
If access is difcult, it may help to get an accurate
measurement by winding off the brake using the manual
adjuster.
To wind off the brake, rst push in the adjuster stem.
Count the number of turns, and turn the stem in the same
direction as forward drum rotation.
Reset the brake shoe adjustment after measurement.
CAUTION
To prevent dirt getting into the brake mechanism, ret the
covers in the inspection holes.

175

Z cam brakes
P

999 8550
P

176

Z cam brakes

Shoe remove and


ret

CAUTION
To avoid damage to the ABS pole wheel, spring expansion
tool 999 8550 must be used.
Expanding the tool relieves spring pressure from return
pins (P), allowing them to be withdrawn and retted during
shoe remove and ret.
CAUTION
Do not apply the park brake or footbrake when the brake
drum is not tted.
The expander mechanism may be damaged.
If the drum is to be left off for a long period, wind off the
spring brake.
This will prevent damage if there is loss of air which would
normally cause the brake to come on.

177

Z cam brakes
1
2
3
4
5

250 mm

178

Z cam brakes
Tappet
components

When relining

Retraction spring

1 Tappet screw cover


2 O-ring
3 Stop ring - prevents tappet
from over-adjusting
4 Tappet head

5 Tappet screw
6 Tappet seal
7 Strut

Check condition of tappet screw cover, and tappet seal


Renew any damaged component.
If the adjuster is dismantled, ensure components are
lubricated with the correct high temperature grease.
Because auto. adjustment takes place during the last part
of shoe retraction, spring (1) must fully retract the shoes,
so the spring must not be weakened or deformed in any
way.
The gap between the ends of the spring is a measure of
the retraction capability of the spring. Max. gap is 250 mm.
Note: If one spring needs to be renewed, the
opposite spring must also be renewed.

179

Z cam brakes

RH brake adjuster - GREEN spring


- RH pinion gear

LH thread

RH thread

Note: The tappet which locates


against the primary shoe always
has a LH thread.

LH brake adjuster - RED spring - LH


pinion gear

180

Z cam brakes
LH and RH
components

Components that differ between LH and RH brake


assemblies are:
- tappet screw threads
- adjuster pinion gear
- adjuster spring

181

Z cam brakes
4
1

Templates for the setting


tool:
- hub reduction - 999 8522

- front wheel drive - 999 8525

- front axle with basic hub


assembly, and axle with unit
hubs - 999 8528

999 8386

182

Z cam brakes
Initial setting of
brake shoes

When new linings/shoes are tted, initial setting of the


shoes must be done using tool 999 8386.
The tool has 2 main parts :
1 - shoe setting tool
2 - calibration tool with dial gauge (4).
CAUTION
Position of screw (3) is calibrated and locked in a position
to represent a standard diameter brake drum. The position
of this bolt must NEVER be altered.

Set tappet
heads

Note: Before tting the shoes, screw both tappet heads


fully in, then unscrew one turn.

183

Z cam brakes

184

Z cam brakes
Setting
procedure

1 Fit 999 8386 in a vice, and ensure that sleeve (1) is


securely tightened.
2 With the dial indicator wheel in contact with calibration
screw (2), set the indicator to zero.
3 Ensuring that the dial indicator setting is not altered,
remove the setting tool from the calibration tool.

Set trailing
shoe rst

4 Attach the setting tool to the hub, and turn the hub until
indicator wheel (3) is in line with the second row of rivets at
the abutment end of the trailing shoe.
5 Tap the shoe sideways until the indicator is at zero.

185

Z cam brakes
4

186

Z cam brakes

6 Turn the hub until the indicator wheel is in line with the
second row of rivets at the expander end of the trailing
shoe.
7 If the indicator is not at zero, turn the manual adjuster
until the indicator is at zero.
8 Re-check the abutment end reading. Continue tapping
the shoe and turning the adjuster until the indicator is at
zero at both ends of the shoe.

Set leading
shoe

9 Repeat the setting procedure on the leading shoe,


starting at the abutment end, then moving to the adjuster
end.
If the indicator is not at zero at the adjuster end, remove
cam housing cover (4) and cross-shaft (5).

187

Z cam brakes
Set leading
shoe - cont.

Note: If the cross-shaft is not removed, any adjustment of


the leading shoe will alter the setting of the trailing shoe.
Continue tapping the shoe and turning the adjuster until the
indicator is at zero at both ends of the leading shoe.
10 Ret the cross-shaft - ensure correct tooth mesh - and
cam housing cover.

188

Disc Brake
189

Disc brake

Info/illust reqd

190

191

192

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