Re: [FWDLK] Fw: Contour Grinding Brake Shoes
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Re: [FWDLK] Fw: Contour Grinding Brake Shoes



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
-----Original Message-----
From: Forward Look Mopar Discussion List [mailto:L-FORWARDLOOK@xxxxxxxxxxxxx]On Behalf Of Wayne Graefen
Sent: Wednesday, July 16, 2008 8:32 AM
To: L-FORWARDLOOK@xxxxxxxxxxxxx
Subject: [FWDLK] Fw: Contour Grinding Brake Shoes

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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