Re: [FWDLK] '55 brakes
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Re: [FWDLK] '55 brakes



We can grind brake shoes to a known drum diameter with an AAMCO shoe grinder that we recently procurred on ebay. 

If interested, have your drums measured and ship your newly relined shoes to:

Stellar Antique Auto Restorations
P.O. Box 42
624 Main Street
Windom, KS 67491

If your drums aren't all the same measurement, you're going to need to mark your shoes to match the drum that you intend to assemble it on.

Tim

On Wed, May 2, 2012 at 4:29 PM, Mike & Sharon Higgins <clearcreek@xxxxxxxxxxxxxxxx> wrote:
I used to use the old Cam Grinders, and there was good reason to use them.  Brake shoe reliners or new manufactured, are set at a certain common arc, as the arc of a circle.  But the arc (or extrapolated circle it forms) may not form exactly the same arc, or circumferential arc, as the new or freshly cut ( or lathed) Drum.  In order to get the two accurately matched, you will measure the I.D of the drum, then mount the shoes into the Arc Grinder, and set the machine to the proper arc, matching arc. This process will insure that the shoes will contact the drum all the way the first time, and wear evenly all it's life.  The "Total Contact" Bendix ( Non-Servo) design was particularly sensitive to the matching of the surfaces. 
 
b/t/w.... I think that using that arcer was one primary reason for my current diagnosis of COPD. All that asbestos didn't do me any good at all.
 
Mike Higgins 
1955 Belvedere Sport Coupe .
----- Original Message -----
Sent: Wednesday, May 02, 2012 3:02 PM
Subject: Re: [FWDLK] '55 brakes

I don't know about where you are, but Rochester Clutch and Brake in Rochester NY still relines our brakes and cam grinds them to match the drums. some of the old stock brake shoes are oversize, and you wont get a drum on unless they are ground to match. Dick

From: John Hagen
Sent: Wednesday, May 02, 2012 2:32 AM
Subject: Re: [FWDLK] '55 brakes

Gauge? What gauge?

 

The only thing useful for getting a  good initial adjustment on the old center-plane brakes was a shoe archer and I don’t know where you’d find one of those anymore. But even not having one is surmountable albeit a pain. That was something I learned on the very first driveway brake job I did on my ’57 Belvedere. Got all done and adjusted them (being careful to turn the adjusters the correct direction) and, cautiously backing out and driving on side streets only to find a very soft pedal. Re adjusting them didn’t help and it was only after dad asked the mechanics (that’s what they were in 1962. Technicians were the guys that played with oscilloscopes, gauges and dials in electronic shops or hospitals) at Edwards Motor Cars. They told him that if hadn’t arced the shoes all I had to do was drive the car gently and re-adjust them a couple of times. I did and guess what? The mechanics were right. Two more adjustments with putting a few miles on and the pedal was nice and solid. And the shoes lasted as long as I had the car with normal adjustments after that.

 

I’ve seen a lot of crap written about how hard it was to get and keep those brakes in adjustment. To me they were the easiest brakes to adjust, certainly easier then screwing around with those star wheel adjusters on Bendix style brakes. Once the brake had worn in to exactly match the drum (necessary even with arched shoes) the center planes could be properly adjusted in minutes with nothing more than a socket on a breaker bar. The hardest part (as with all brake adjusting) was getting the wheels off the ground so they were free to rotate. If a frame type garage hoist was available, great. If not, doing them using jacks and jack stands was a pain.

 

The two important things was to be absolutely sure the slot the shoe sat in at the “anchor” (non-moving) end was clean so the shoe was free to slide as needed. The other was to turn the adjuster the correct direction. As I recall remembering that I haven’t done a set of center plane brakes since the black 1960 dodge Seneca 4 door sedan I did in 1970, both shoes on the front were turned clockwise. On the rears, the forward shoe was clockwise and the rear shoe was counter clockwise.

 

The only gauge I am aware of that helps with adjust any brakes is the calipers used to preset self-adjusting drum brakes. Those are totally un-necessary with manually adjusting brakes and quite possibly a detriment on center planes. A gauge that was attached to the spindle could be helpful in getting the anchor end preset but the adjusters would still have to be set the “lowest” position until the drums were on. But again I never used one. Doing the first test drive and a few brake applications would set the anchor ends so after readjusting after the test drive (Always a part of a brake job on non self-adjusting brakes) they were good to go.

 

John Hagen

 

From: Forward Look Mopar Discussion List [mailto:L-FORWARDLOOK@xxxxxxxxxxxxx] On Behalf Of Jesus Jimenez
Sent: Wednesday, May 02, 2012 12:11 AM
To: L-FORWARDLOOK@xxxxxxxxxxxxx
Subject: [FWDLK] '55 brakes

 

For a good number of years, I have been unable to find a suitable gauge to adjust the brakes on my '55 Ply. Sometime ago, I purchased one of those caliper types that measure drum/shoes diameter, but since these brakes have two pivots points, it's difficult to use this gauge. The manual shows a gauge that rotates on the spindle which is more practical and easier to use.

I find it hard to adjust the shoes without a gauge a pain since I don't know whether to adjust the top or bottom anchor to fit them snuggly as this might wear out one side more than the other one. 

 

So, does anybody know of a suitable gauge to use on these brakes?

What about the type of gauge that rotates on the spindle, is this still somewhere available?

 

Thanks

 

Jesus '55 Ply Belv 6 cyl/ auto/manual brakes

 

 

  

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