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Wayne,
In the
56 Dodge Shop Manual, in the section on Major Brake Adjustment (page 92), when
using the adjustment tool, the heel and toe of the shoe lining should be
adjusted with .006 clearence between the drum and shoe. When rotating the
adjustment tool, the center of the shoe should contact the tool finger. This is
a roundabout way of saying the shoes should be .012 smaller than the drum. Since
nobody has this major adjustment tool anymore, an alternate method would be to
place the shoes in the drum with the center contacting the drum. With a feeler
gauge, there should then be .006 clearance at the heel and toe.
During
the major brake adjustment when installing new shoes, the anchor cams are
adjusted so the shoes will press evenly against the drum. Without this
adjustment, it is possible (probable?) that the heel or toe may contact the drum
first and the other end of the shoe may not contribute to the braking effect,
resulting in less than 100% braking. This will probably improve as the high spot
wears down. Old shoes that have more wear on one end than on the other end,
probably were not adjusted properly when installed. Of course, replacment shoes
will probably fit differently than the old shoes, due to manufacturing
tolerances, so this is no indication of how well their adjustment will be.
Since
this major brake adjustment process requires a special tool MT-19-J, and few of
us have access to this tool, does anyone have a good idea how to make this
major adjustment without this tool?
Dave
Homstad
56
Dodge D500
The spec is to grind the shoes .010 to .024 UNDERSIZE of
the drum so that they contact at the center of the shoe arc first and then are
hydraulically pressed to a full contact fit. From there during wear they
theoretically remain about the same and wear evenly for their
life.
If they were ground to the same size as the drum they
would then tend to be forced out at the outer ends and loose most of the
center arc contact. Since most replacements were never arc
ground, we have seen this wear at the outer ends over and over on
cars we've worked on. Such brakes were not doing their job across
much of the shoe. The result is ongoing complaints of bad
brakes ongoing 50 years later.
For clarification, I've only personally found that
grinding spec in a '57 DeSoto tech service bulletin although it almost
certainly is the engineering standard intended for all center plane Mopar
brakes and must have been elsewhere in print. Anyone else support that
from their library?
W
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