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WHEN RE-ORDERING QUOTE
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SERVICE MANUAL

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CONTENTS

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SECTION I. DESCRIPTION AND OPERATION I

SECTION 2. ROUTINE ATTENTION 5

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SECTION 3. BRAKE ADJUSTMENT 7

SECTION 4. OVERHAUL INSTRUCTIONS 9

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SECTION S. BLEEDING AND FLUSHING 19

SECTION 6. FAULT FINDING 23

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• THE QUEEN'S
AWARD TO
INDUSTRY
1966
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OPERATION
DESCRIPTION

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SECTION I
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SECTION 1 DESCRIPTION AND OPERATION

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DESCRIPTION OF BRAKING SYSTEM OPERATION OF BRAKING SYSTEM
From the very simplified diagram (Fig. 2) it wil

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The braking system (refer to Fig. I) comprises four
be seen that the master cylinder. pipeline and wheel
leading and trailing shoe brake assemblies which are
cylinders form one vessel which is filled with Lockheed
operated by fluid pressure generated in a master cylinder.
Hydraulic Brake Fluid.
Each brake assembly comprises two brake shoes. a wheel

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The master cylinder has a single piston, whilst each
cylinder and an adjuster; the rear brakes also incorporate
wheel cylinder has two, all pistons being prOVided with

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the handbrake operating linkage. The master cylinder
rubber seals to maintain pressure and prevent loss of
is connected to the brake assemblies by means of metal
flUid.
tubing and flexible rubber hoses; a pressure regulating
When the brake pedal is depressed. the master

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valve is incorporated in the line to the rear brakes.
cylinder piston applies a force to the fluid which, being
When normal brake applications are made the incompressible, is displaced through the pipes and thrusts
master cylinder pressure is applied direct to, and shared
con the wheel cylinder pistons apart until the brake shoes
equally by, all four brake assemblies; the normal front- contact the drums. One shoe of each brake assembly
to-rear braking ratio in such instances is ensured by the will be applied in the same sense of rotation as the drum
front wheel cylinders having larger-diameter pistons and is termed the" leading shoe," the other is applied
than those at the rear. in the oppOSite sense of rotation and is termed" trailing."
When the pressure on the brake pedal is released,
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When heavy brake applications are made, the

the brake shoe pull-off springs cause the brake shoes
incorporation of the pressure regulating valve ensures
to move away from the drums, and the wheel cylinder
that, under normal conditions of adhesion between tyres
pistons are thrust back to the "off" position; whilst
and road, maximum braking effort is performed without
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this is occurring, fluid is displaced back to the master

risk of the rear wheels locking. This is due to the fact
cylinder ready for the next brake application.
that, when the master cylinder pressure has reached a
DESCRIPTION OF CLUTCH SYSTEM
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certain figure, the pressure regulating valve prevents

The clutch operating system is shown on Fig. I
further pressure from passing to the rear brakes; any
and comprises a master cylinder which is connected to a
additional pressure then generated in the master cylinder
clutch slave cylinder by means of a metal pipe and a
is applied only to the front brakes, so compensating for
flexible rubber hose; the slave cylinder is mechanically
the transfer of weight to the front end of the vehicle.
connected to the clutch throw-out mechanism.
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The brake shoes are free to float within slots in the The master cylinder is somewhat similar to that
wheel cylinder body and adjuster tappets, and are there- used for the braking system and, when the clutch pedal
fore able automatically to centralise themselves in is depressed, it displaces a column of fluid which moves
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relation to the brake drums when the brakes are applied. the slave cylinder piston so as to disengage the clutch.
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 '--,\f--'~lfs\'i~

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CYLINDER
BRAKES
MASTER - -

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CYLINDER

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CLUTCH

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PRESSURE SLAVE FRONT
REAR -REGULATING CYLINDER BRAKES
VALVE
BRAKES

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Fig. I. Layout of Brake and Clutch systems.
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Fig. 2. Simplified diagrammatic Layout of Brake system.

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ROUTINE ATTENTION n s.c
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SECTION 2
SECTION 2 ROUTINE ATTENTION
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(I) The fiuid level in the master cylinders should be hoses. In any case, it is recommended that hoses
checked every 1,000 miles or once a month (which- are renewed every three years or 40,000 miles.
ever occurs first) and replenished if necessary.

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When checking hoses, also inspect metal pipes for
Prior to unscrewing the filler cap. clean the area corrosion chafing or looseness.
around it to prevent dirt entering when it is removed.
The correct fiuid level is to the bottom of the filler (6) At intervals not exceeding three years or 40,000

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cap orifice. Great care should be taken not to spill miles, or at each third change of a brake lining,
any brake fluid on the bodywork of the car as this whichever occurs first, renew all rubber cups and

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fiuid is injurious to paint. Refit the filler cap, seals throughout the system.
together with its seal, and securely tighten. USE
ONLY GENUINE LOCKHEED SUPER HEAVY
(7) At intervals not exceeding eighteen months or twenty
DUTY BRAKE FLUID WHEN TOPPING UP.
four thousand miles, which ever occurs first, the

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fluid should be completely drained from the system
The addition of fiuid should be required only at
and refilled with new Lockheed hydraulic brake fiuid.
extremely long intervals, and a considerable fall in
the fluid level would indicate an external leak at
some point in the system which should be traced and This operation must be carried out under strictly
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rectified immediately. To check for leakage, apply
firm pressure in turn to the brake pedal and the
clutch pedal whilst an assistant examines the
controlled conditions, i.e. great care must be taken to
see that any containers or dispensers used for filling
the braking system are completely free of water.
hydraulic units, pipes, hoses and fittings.
Brake fluid absorbs water from the atmosphere and
it is, therefore, essential that fluid is only exposed to
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(2) Ensure that the air vents in the filler caps of the
master cylinders are not choked; blockage of these atmosphere during the time it takes to fill the system.
would cause the brakes to drag and the clutch to slip.
It is also most important that extreme care is taken
(3) The brake shoes should be adjusted when the to see that dirt or dust of any kind is prevented from
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free travel of the brake pedal is excessive (this is the entering the system during the filling operation.
movement of the pedal before the brakes become
effective ). USE OF THE GENUINE LOCKHEED
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BRAKE FLUID
(4) Every 5,000 miles examine brake linings and renew The special fiuid used in Lockheed brakes is one
if worn to less than a third of their original thickness. of the most important factors in the correct operation
Check brake drums for excessive wear and ensure of the hydraulic systems, for no equipment will give
that linings are not contaminated by lubricating oil or satisfaction with incorrect flUid. When topping up or
grease. Whilst doing this, also check for wheel overhauling the systems use only the genuine Lockheed
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cylinder and master cylinder leakage. Super Heavy Duty Brake Fluid for it lengthens the
life of all internal parts, acts as an efficient lubricant
(5) All rubber hoses are to be inspected every 10,000 and operates satisfactorily under all extremes of
miles for any signs of leakage, chafing or general temperature throughout the world. The use of
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deterioration. If there is any doubt, renew the any other fluid nullifies all guarantees.
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BRAKE ADJUSTMENT

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SECTION 3
 SECTION 3 BRAKE ADJUSTMENT
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ADJUSTING THE FRONT BRAKES this will centralise the shoes; then repeat the adjustment
(Refer to Fig. 3) procedure.
Adjust the opposite front brake in the same way.

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Apply the handbrake and jack up the wheel to be
dealt with until clear of the ground. Apply a spanner
ADJUSTING THE REAR BRAKES
to the adjuster spindle and turn in a clockwise direction Place chocks in front of the front wheels (to prevent

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until the brake shoes are in contact with the drum. the car from rolling), ensure that the handbrake is fully
Do not strain the adjuster. Slacken off the adjuster released, then jack up the wheel to be dealt with.

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spindle by one flat to permit the drum to be revolved Proceed as detailed for the front brakes. The adjuster
freely. To ensure that the adjustment is as dose as spindle for each rear brake is situated at the top of the
possible, now spin the wheel in the forward direction backplate.

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and apply the brake hard whilst the wheel is still spinning, Adjust the opposite rear brake in the same way.

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Fig~ 3. Adjusting Front Brakes.

Note: In the instance of the Rear Brakes. the adjuster is at the top of back plate.

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SECTION 4

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OVERHAUL INSTRUCTIONS
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GENERAL 10

MASTER CYLINDERS 10
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FRONT BRAKE ASSEMBLIES 12

REAR BRAKE ASSEMBLIES 16

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PRESSURE REGULATING VALVE 16

CLUTCH SLAVE CYLINDER IB

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REMOVING AND RE-FITTING A FLEXIBLE HOSE 18

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SECTION 4 OVERHAUL INSTRUCTIONS

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GENERAL
Should it be found necessary to dismantle the brake
or clutch systems, the operation must be carried out
under conditions of scrupulous cleanliness.
Clean off the dirt and grease before removing any

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units. Do not swill a unit in petrol, paraffin or trich-
lorethylene. after removal from the vehicle, because
these solvents will ruin rubber parts and, on dismantling,
will give a misleading impression oftheiroriginal condition.
Dismantle units on a bench covered with a sheet of

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clean paper. Do not handle internal parts with dirty
hands, particularly rubber parts.

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After dismantling, place all metal parts in Cl tray of
clean brake fluid to soak, afterwards, dry off with a clean
lint-free cloth and layout in order on a sheet of clean
paper. To ensure unfailing reliability we would recom-
mend that all rubber parts be replaced with new ones,

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these being readily available in the form of Repair Kits
containing all the rubber components reqUired for each
particular unit.
The main bodies of units may be swilled in industrial Fig. 4. Installation of Master Cylinders on vehicle.
methylated spirit or Lockheed Super Heavy Duty Brake
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Fluid, but if spirit is used all traces must be dried out
before assembly.
In the case of the master cylinders, make sure that Description (Refer to Fig. S)
the by-pass port is clear by probing with a piece of fine
wire. A Primus Stove 'pricker' is ideal for this. The A piston (8) is contained within the barrel, and has
brakes will drag or the clutch will slip if the by-pass a rubber main cup (10) spring loaded against its inner end;
between the cup and the piston a thin washer (9) is
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port is clogged because pressure will build up in the

system. The port is deliberately drilled first with at" interposed to prevent the cup from being drawn into
drill haifway and then completed with a 0.028" hole the small feed holes drilled around the piston head.
which is pierce-peened from within the bore. The outer end of the piston carries a rubber secondary
All internal parts should be dipped in clean Lockheed cup (7) and is formed with a depression to receive the
spherical end of a push rod (6) which carries a piston
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Super Heavy Duty Brake Fluid and assembled wet;

when assembling rubber parts use the fingers only. stop and is retained by a circlip (S). A small sleeve is
Stores departments should exercise special care in also carried on the push rod and this supports the small
handling spare parts to ensure that no damage is caused end of a rubber boot (4) and acts as a guide for the push
which would affect their correct functioning. Rubber rod: the large end of the boot stretches around the neck
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parts should be stored in a cool, dark place well removed of the barrel, and its purpose is to prevent the intrusion
from any fu mes. of dirt and moisture into the cylinder.
Caution :-At no time must oil or grease be allowed In the instance of the brake master cylinder, the
to contact the brake shoe linings. piston return spring (12) also loads a check-valve assembly
(13) against the end face of the bore, this valve comprising
RE-LINING THE BRAKE SHOES a rubber body which accommodates a metal insert drilled
with a number of holes; these holes are sealed in one
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When re-lined brake shoes are being used, the same

make and quality of lining specified by the vehicle direction by a flap on the rubber body.
manufacturer (or an approved alternative) must be used Note: Early master cylinders have a screwed plug and
throughout, otherwise uneven braking will result. gasket fitted at this end of the bore. This should
To enable this to be accomplished in the easiest possible not be disturbed.
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manner advantage should be taken of our exchange

brake shoe scheme, particulars of which are obtainable Principle of Operation (Refer to Fig. 6)
from Lockheed stockists. Depressing the brake pedal or clutch pedal causes
the push rod of the appropriate master cylinder to move
MASTER CYLINDERS through the small sleeve which supports it and to thrust
The brake and clutch master cylinders are very the piston along the bore of the barrel. Fluid is thus
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similar externally and are shown on Fig. 4 : however, the displaced from the master cylinder to the wheel cylinders
internal parts differ in that, whilst the brake cylinder in the brake assemblies or to the clutch slave cylinder.
incorporates a check valve, the clutch cylinder does not. In the instance of the brake master cylinder, the fluid
The cylinders may be identified, one from the other, passes via the holes in the check valve insert (the flap
by the word "BRAKE" or "CLUTCH" etched on the of the rubber valve body is held away from these holes
cylinder barrel (or the letters 'B' or 'C). whilst this is happening).

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 I. FILLER CAP 8. PISTON
2. SEAL 9. PISTON WASHER
3. BARREL & TANK 10. MAIN CUP
ASSEMBLY 11. SPRING RETAINER
.o!. BOOT 12. RETURN SPRING

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5. CIRCLlP 13. CHECK VALVE
6. PUSH·ROD (fitted in brake
ASSEMBLY master cylinder

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7. SECONDARY CUP only)

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BRAKE
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Fig. 6. Sectioned view of Brake Master Cylinder.

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~-5 In the instance of the brake master cylinder, this return

fluid lifts the complete check valve assembly away from
" ., ': . -4 the end ofthe bore whilst this is happening,
When the piston is fully back against its stop, the
main cup uncovers a small by-pass port "X" in the barrel,
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and this allows the release of excess fluid to the tank,

CLUTCH
thus permitting the pull-off springs to return the brake
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shoes to the fully "off" position or the clutch thrust
Fig. 5. Exploded view of Master Cylinders. springs to push the piston of the clutch slave cylinder
back to its original position. The by-pass port also
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Upon removal ofthe load from the pedal, the return compensates for contraction or expansion of the fluid,
spring thrusts the piston back against its stop faster due to changes in temperature, allowing fluid to flow
than fluid is able to return from the brake wheel cylinders into or escape from the system. Should this port
or from the clutch slave cylinder; this creates a depression become blocked, any excess fluid would be unable to
in the master cylinder which draws the edge of the main escape and the brakes would consequently drag or the
clutch would slip,
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cup away from the head of the piston and allows fluid
from the tank to flow through the feed holes thus In the instance of the brake master cylinder, when
uncovered to make up the temporary deficiency. the brakes are fully "off" the check valve once more
Meanwhile, fluid is displaced back from the system resumes its seat at the end of the bore; the purpose of this
to the master cylinder, being under load from the brake valve is to prevent the re-entry into the master cylinder
shoe pull off springs or from the clutch thrust springs. of fluid pumped into the line when "bleeding" the

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I system; this ensures a fresh charge of fluid at each stroke
of the brake pedal and a complete purge of air from
the system.
Insert the piston washer (9) so that the curved edge
is towards the cup (as on Fig. 7).
Insert the piston (8) into the bore, with the drilled

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The omission of the check valve in the clutch master head innermost.
cylinder prevents pressure building up in the clutch If previously removed, stretch the small end of the

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system when the clutch is engaged, thus preventing boot (4) on to the small sleeve on the push rod, with
the slave cylinder piston causing a slipping clutch. A the open end of the boot towards the spherical end of
different method of "bleeding" is used with the clutch the push rod.
system in order to prevent the re-entry of fluid into the Offer up the push rod to the barrel, push the piston
master cylinder when this operation is being carried down the bore and locate the piston stop within the
out. (Refer to Section 5).

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mouth of the bore (the piston stop is in the form of a
Removing the Master Cylinders from the Vehicle washer loosely located on the push rod). Secure the
The cylinders may be identified, one from the other piston stop by fitting the circlip (5) at the end of the bore,
by the word "BRAKE" or "CLUTCH" etched on the it is most important that the circlip be fitted
cylinder barrel, or the letters 'B' or 'C'. correctly in its groove.

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Brush away any dirt from the pipe connection, Stretch the large end of the boot on to the end of
disconnect the pipe from the cylinder (by unscrewing the barrel, engaging it with the groove.

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the tube nut), and plug the end of the pipe to prevent
the entry of dirt and/or the loss of fluid. Re-fitting the Master Cylinders to the Vehicle
Remove the c1evis pin which connects the fork-end
of the push rod to the linkage. Unscrew the fiXing Secure the master cylinder to the vehicle, by means
bolts, detach the master cylinder from the vehicle, of the two bolts, and fit the c1evis pin to attach the fork-

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remove the filler cap and drain off the fluid. end of the push rod to the appropriate pedal linkage
(the master cylinders are identifiable, one from the other
Dismantling (Refer to Fig. 5) by the words "BRAKE" or "CLUTCH" etched on the
Detach the rubber boot (4) from the end of the cylinder barrel, or the letters 'B' or 'C').
barrel, and move the boot along the push rod. Fill the supply tank as indicated under ROUTINE
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Depress the piston to relieve the spring load from the ATTENTION (Section 2); re-fit the filler cap (I) together
circlip (5), remove the circlip and the push rod, and with its seal (2) and securely tighten.
withdraw the piston (8), the piston washer (9), the Test the master cylinder by pumping the pedal
main cup (10), the spring and the check valve (13), several times, and allowing it to return unassisted;
(this latter part is not fitted in the clutch master cylinder). after one or two applications fluid should flow from the
The screwed plug should not normally need to be outlet connection.
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removed from the end of earlier type master cylinders. Unplug the pipe and connect it to the master
Remove the secondary cup (7) by stretching it over cylinder by screwing home the tube nut.
the end of the piston. Check for leakage by applying a firm pressure to
the pedal and, whilst maintaining the pressure, inspect
Assembly (Refer to Fig. 5) the "line" and connections.
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Using the fingers only, stretch the secondary cup (7)

on to the piston, with the small end towards the head
(i.e. drilled end) and with the groove engaging the ridge; FRONT BRAKE ASSEMBLIES
gently work round the cup. with the fingers. to ensure Description (Refer to Fig. 8)
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correct bedding.
The front brake assemblies are of leading and
trailing shoe design and each consists of a backplate
upon which is mounted a wheel cylinder, an adjuster
and two brake shoes. The inner end of the brake drum
CUP is enlarged and has a groove running around it, a flange
Fig. 7
on the backplate locates within this groove and so
Method of assembling
Piston Washer.
WASHER prevents dirt and moisture from entering the assembly.
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PISTON--¥*'~ The wheel cylinder body is secured by means of a

dished washer and a circlip, and contains two opposed
pistons each of which carries a rubber seal of tapered
cross-section to prevent fluid leakage. Two threaded
connections in the body receive respectively a bleeder
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Locate the spring retainer (11) in the small end of

the spring and, in th.e instance of the brake master screw and a flexible rubber hose which is connected to
cylinder, fit the check valve assembly (13) at the large the pipe line from the brake master cylinder.
end of the spring so that it locates within the coils. The adjuster body is riveted to the back plate and
Hold the barrel and tank assembly (3) with the has two tappets, the inner faces of which are inclined;
outlet connection uppermost, and insert the spring and an adjuster spindle is threaded into the body between
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its associated parts into the bore (in the instance of the the tappets, the inner end of this part being wedge-
brake master cylinder, the check-valve assembly is to be shaped and formed with four flat surfaces. The outer
nearer to the outlet connection). Reverse the barrel end of the spindle is supported by a bracket riveted to
and tank assembly and insert the main cup (10) into the the backplate and is "squared off" to receive a spanner
bore, with the lip leading (take care not to turn back or by means of which the spindle is turned when adjusting
buckle the lip of the cup). the brakes.
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Fig. 8.

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Front Brake Assembly
(Left hand assembly shewn)

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TRAILING SHOE

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CORRECT ASSEMBLY OF (;;) ..
SEAL AND PISTON

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SPRINGS
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TAPPET
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-ttt--ttl--f.!--1H-li-f- ADJUSTER
BODY

WHEEL
CYLINDER
ADJUSTER
BODY
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SPINDLE
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 Slots in the wheel cylinder pistons and the adjuster withdrawn. If the body is left in position ensure that the
tappets provide locations for the brake shoes which are jointing compound between it and the backplate is
held in position by means of two pull-off springs. The forming an efficient seal against the entry of moisture.

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webs of the shoes have slots in their inner faces so as to
provide a degree of flexibility for the shoes; the purpose Extract the two tappets from the adjuster body,

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of this being to avoid brake squeal. and unscrew the adjuster spindle, the body cannot be
removed.
When the brake pedal is depressed, fluid pressure
from the master cylinder thrusts the wheel cylinder Caution: At no time must oil or grease be allowed
pistons outwards until the linings riveted to the brake in contact with the brake shoe linings.
shoes are in contact with the drums. One of the shoes If contamination of this nature occurs,

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is applied in the same sense of rotation as the drum and, new re-lined shoes must be fitted.
upon making contact, drum rotation exerts a fon:e in the
Assembling the Front Brakes (Refer to Fig. 8)
same direction as the wheel cylinder piston operating
the shoe; in this way the effort on the piston is Obtain a small quantity of Lanolin for the purpose
of Iubricati ng the ad juster tappets and spind le; in addition,

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augmented, causing the shoe to give increased braking
effort. The shoe to which the foregoing applies is if it was previously found necessary to remove the wheel
termed "leading". In the instance of the opposite shoe, cylinder body, a small quantity of "Bostik 252" Jointing

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the drum drag opposes the piston thrust and somewhat Compound will be required to ensure a water-tight joint
reduces the efficiency of the shoe; this shoe is termed between the body and the back plate.
"trailing". Leading and trailing shoe characteristics
If the wheel cylinder body was previously removed,
are obtained with the vehicle moving either forward or
smear with the jointing compound the flat face of the

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in reverse. body and the surface of the backplate against which this
Upon releasing the load on the pedal, the pull-off fits. Fit the dished washer to the spigot of the body, as
springs return the brake shoes to the "off" pOSition, shown on illustration, and secure the body with the
thus thrusting the wheel cylinder pistons back into the cirdip.
body and displacing fluid back to the master cylinder
Ease a rubber seal into the larger groove on each
ready for the next brake application.
con of the pistons, so that the greater diameter of the seal
When the shoes are full "off", a running clearance is pointing away from the slot in the piston (as shown on
exists between them and the drum; this clearance should the illustration). Stretch the small end of each rubber
be kept to a minimum by periodic adjustment (to boot into the smaller groove on the pistons. Insert the
compensate for lining wear) otherwise the pedal travel pistons into the wheel cylinder body and stretch the
required before the shoes contact the drum will become large end of the boots into the grooves on the body.
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progressively greater until eventually no braking will

be available. Lightly smear with the Lanolin the adjuster tappets
and the adjuster spindle. Screw the spindle fully into
Brake adjustment is effected by turning the adjuster the adjuster body. and insert the tappets so that their
spindle in a clockwise direction, this screws the spindle inclined faces rest against the head of the spindle.
further into the adjuster body causing its wedge-shaped
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head to thrust the tappets, and consequently the shoes, It will be seen that the brake shoe linings are shorter
nearer to the drum. Refer to Section 3 for the adjust- than the platforms to which they are attached; the end
ment procedure. at which the greater portion of platform is exposed is
known as the "toe" whilst the other end is termed the
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"heel". The lining is displaced in the direction of

Dismantling the Front Brakes (Refer to Fig. 8) forward rotation of the wheel.
Apply the handbrake and jack up the wheel to be
dealt with until clear of the ground. Disconnect the Caution: At no time must oil or grease be allowed
fiexible hose as detailed on page 18 and plug the end of in contact with the brake shoe linings.
the metal pipe to prevent loss of fluid and entry of dirt.
Offer up the trailing shoe to the backplate, so that
Turn the adjuster spindle anti-clockwise as far as possible
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the heel and toe engage respectively the slots in the

and then remove the wheel and brake drum.
wheel cylinder piston and the adjuster tappet. Hook
Pull one of the brake shoes against the load of the the pull-off springs into the appropriate holes in the shoe
pull-off springs, and disengage the shoe from the springs; (the coils of the springs are to be on the underside of the
the other shoe will now fall away. shoe).
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Ease the two rubber boots away from the ends of Offer up the leading shoe so that its toe and heel are
the wheel cylinder body, pull out the two pistons and the opposite way to those of the trailing shoe; engage
remove from them the boots and the rubber seals. the pull-off springs with the appropriate holes, and pull
Caution: When removing the rubber seals, use a the shoe into position with the ends engaging the slots
blunt-nosed tool to avoid scoring the grooves. in piston and tappet.
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Screw the bleeder screw into the wheel cylinder,

If only the rubber parts in the wheel cylinder are
and connect up the flexible hose as detailed on page 18
to be renewed, there is no need to remove the wheel after unplugging the metal pipe.
cylinder body from the backplate; however, if it is
considered necessary to do so, remove the bleeder screw, Fit the brake drum and the road wheel, "bleed"
the dished washer and the circlip, the body may then be the system and adjust the brakes.

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Fig. 9

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Rear Br-ake Assembly
(Left hand assembly shewn)

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ADJUSTER BODY ADJUSTER SPINDLE TAPPET

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BACKPLATE

PULL-OFF SPRING
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Re-fitting the Pressure Regulating Valve complete assembly to the vehicle, with the push rod
to the Vehicle passing through the boot; if the boot was previously
Secure the unit by means of the fixing bolt. Unplug left on the push rod. stretch the large end into pOSition
on the body. Secure the slave cylinder by fitting the

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the pipes and connect up to the unit by screwing home
the tube nuts; the pipe from the master cylinder must be two fixi ng bolts.

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coupled to the connection at the end of the valve. Unplug the pipe and connect it to the cylinder by
"Bleed" the system as detailed in Section 5. screwing in the tube nut. Bleed the system as described
in Section S.
CLUTCH SLAVE CYLINDER (Refer to Fig. 12)
Description REMOVING AND RE-FITTING A
FLEXIBLE HOSE (Refer to Fig. 13)

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The clutch slave cylinder comprises a body (8)
housing a piston (5) against the inner face of which a In some cases the cause of faulty brakes or clutch
rubber cup (3) is urged by a spring loaded cup filler (2) ; may be traced to a choked fiexible hose. Do not attempt
these parts are retained in the body by a circlip (6). to clear the obstruction by any means except air pressure,
A rubber boot (7) fits on to the end of the body to otherwise the hose may be damaged. if the obstruction

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prevent the entry of dirt or moisture and, when the slave cannot be cleared the hose must be replaced by a new one.
cylinder is mounted on the vehicle, a push rod passes To remove the flexible hose, adopt the following

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through this; the push rod being connected to the procedure :-Unscrew the tube nut 'B' from the hose
clutch throw-out mechanism. union 'A', then unscrew the nut 'C' and withdraw the
The body is provided with two threaded connections, hose from the bracket. Disconnect the hose at the
one of which receives the pipe from the clutch master other end.
cylinder whilst the other is fitted with a bleeder screw.

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When re-fitting brake hoses ensure that there
is no risk of fouling due to the steering lock of the
Removing and dismantling Clutch Slave Cylinder front wheels or oscillating movement of the
To remove from the vehicle, disconnect the pipe suspension.
and plug the end of it to prevent loss of fluid and entry
con Screw the hose into the appropriate hydraulic unit,
of dirt, detach the rubber boot from the body and usi ng a new gasket.
remove the fixing bolts. Leave the push rod on the Before passing the hose union 'A' through the
vehicle; if the rubber boot does not require to be bracket ensure the hose is not twisted or kin ked ;
renewed it may be left on the push rod. when the union is in position, hold it with a spanner to
Remove the circlip (6) from the bore. Apply a low Frevent the hose from turning whilst fitting the nut 'C'
air pressure at the open connection to expel the piston and the shakeproof washer. Connect up the metal
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and the other parts; remove the bleeder screw (4). pipe, by screwing home the tube nut 'B'.
Assembling and re-fitting Slave Cylinder
Smear the internal parts and the bore of the body (8)
with Lockheed Rubberlube. Locate the spring (I)
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in the cup filler (2), and insert the cup filler into the body,
with the spring leading. Insert the rubber cup (3)
into the body, lip leading. taking care not to turn back
or buckle the lip; follow up with the piston (5), flat face
leading. Fit the circlip (6) into its groove at the mouth
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of the bore, pay particular attention to ensure correct

location of the circlip.
Liberally treat the inside of the rubber boot (7)
with Lockheed Rubberlube and, if previously removed,
stretch the boot on to the body. Fit the bleeder screw
(4) into the appropriate connection. Offer up the Fig. 13. Hose Junction
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BLEEDING AND FLUSHING

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SECTION 5
SECTION 5 BLEEDING AND FLUSHING

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BLEEDING THE SYSTEMS

°Bleeding"-or expelling air-is not a routine (c) Depress the brake pedal slowly. allowing it to

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operation and should be necessary only when some return unassisted, repeating this pumping action
portion of the hydraulic equipment has been disconnected with a slight pause between each operation.
or when fluid has been drained off. Watch the fiow of fiuid in the jar and. when all
air bubbles cease to appear. hold the pedal down
(I) Bleeding the Braking System

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firmly and securely tighten the bleeder screw.
(Refer to Figs. 14 & 15)
(0) Fill the master cylinder tank with clean Lockheed

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(d) Repeat at all wheel cylinders. On completion
Super Heavy Duty Brake Fluid to Spec. S.A.E. of the "bleeding" procedure, replenish the
70R3 and keep at least half full throughout the master cylinder tank as indicated in Section 2.
operation; otherwise air may be drawn in,
necessitating a fresh start. Note: We do not recommend re-use of fluid bled

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(b) Attach a rubber tube to the bleeder screw in one from the system.
of the wheel cylinders and allow the free end
to be submerged in a little brake fluid in a clean
glass jar. Slacken the bleeder screw one
complete turn.
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Fig. 14. "Bleeding" Front Brakes.

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Fig. 15. "Bleeding" Rear Brakes.
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Fig. 16. Location of Bleeder Screw in Clutch Slave Cylinder (shewn by white arrow).

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(2) Bleeding the Clutch System (Refer to Fig. 16) (I) Flushing the Braking System

(a) Fill the master cylinder tank with clean Lockheed (a) Pump all fluid out of the system through the
Super Heavy Duty Brake Fluid and keep at least bleeder screw of each wheel cylinder in turn.

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half full throughout the operation; otherwise Connect one end of a rubber tube to the bleedzr
air may be drawn in, necessitating a fresh start. screw, allowing the other end to fall into a

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container; slacken the bleeder screw one
(b) Attach a rubber tube to the bleeder screw in the complete turn and pump the brake pedal by
slave cylinder (indicated by an arrow on the depressing it quickly and allowing to return
illustration) and allow the free end to be sub- without assistance. Repeat, with a pause
merged in a little brake fluid in a clean glass jar. between each operation, until no more fluid is

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Slacken the bleeder screw one complete turn. expelled. Discard all fluid extracted from the
system.
(c) Depress the clutch pedal slowly. and tighten the (b) Fill the master cylinder tank with Lockheed
bleeder screw before the pedal reaches the end
Super Heavy Duty Brake Fluid and flush the

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of its stroke; repeat this action with a slight
system as described in sub paragraph (a) until
pause between each operation. Watch the flow the fluid runs clean.

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of fluid in the jar and, when all air bubbles cease
to appear. hold the pedal down firmly and (c) Keep the tank replenished with Lockheed Super
securely tighten the bleeqer screw. Heavy Duty Brake Fluid.

(d) On completion of the "bleeding" procedure. (d) Top up the tank with clean Lockheed Super

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replenish the master cylinder tank as indicated Heavy Duty Brake Fluid. '
in Section 2.
Note: If the system has become contaminated
Note: We do not recommend re-use of brake by the use of mineral oil, etc., the above
fluid which has been bled from the
con process may not prove effective. In
system. such an instance it is recommended that
the various hydraulic units, including the
pipe line, bE dismantled and thoroughly
cleaned and that all rubber parts,
including flexible hoses, be renewed.
FLUSHING THE SYSTEMS
The contaminated fluid should be
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destroyed immediately.
Should the fluid in the systems become thick or
"gummy" after long service. or after a vehicle has been (2) Flushing the Clutch System
laid up for some time, the system should be drained off, The method of flushing the clutch system is
flushed and re-filled. It is recommended that this be identical to that described for the brake system,
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carried out at least once every eighteen months. The except that the bleeder screw on the clutch slave
system should also be flushed if it has become contam- cylinder should be closed at the end of each down-
inated by the use of spurious fluid. ward stroke of the clutch pedal.
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I SECTION 6 FAULT FINDING

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BRAKING SYSTEM 5. Brakes drag
I. Pedal travel excessive (Requires pumping) (a) Shoes over-adjusted.
(0) Brake shoes require adjusting. or re-lined brake (b) Shoe pull-off springs weak or broken.

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shoes require to be fitted (if adjustment is (c) Handbrake linkage seized or over-adjusted.
aiready at maximum).
(d) Wheel cylinder piston seized.
(b) Master cylinder requires replenishing with
brake fiuid. (e) Supply tank overfilled.

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(c) Leakage past main cup in master cylinder. (n Air vent in master cylinder filler cap blocked.

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(d) Leakage from a hydraulic unit. (g) Master cylinder by-pass port blocked.
(h) Pressure regulating valve fails to release (would
2. Pedal feels springy affect operation of rear brakes only).

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(a) Linings not "bedded in".
6. Brakes remain on
(b) Brake drums weak or cracked.
(a) Shoes over-adjusted.
(c) Master cylinder loose on mounting bracket.
(b) Handbrake linkage seized or over-adjusted.

3. Pedal feels spongy

con (c) Swollen rubber cups in master cylinder or wheel
cylinders, caused by contamination with mineral
(0) Leakage past main cup in master cylinder. oil or spurious fluid. The system will need to be
(b) Master cylinder secondary cup worn (air bubbles flushed and re-filled os indicated on page 22.
rise in tank).
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7. Unbalanced braking
(c) Leak at one or more points in system.
(d) Brakes not properly bled. (a) Greasy linings.
(b) Distorted drums.
4. Brakes inefficient (c) Tyres unevenly infiated.
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(a) Linings not "bedded-in". (d) Brake backplate loose on stub axle.
(b) Linings greasy. (e) Worn steering connections.
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(c) Linings incorrect type. (n Different grades of linings fitted.

(d) Pressure regulating valve faulty (would affecr (g) Faulty pressure regulating valve (would affect
operation of rear brakes only). front/rear braking ratio).
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CLUTCH SYSTEM
I. Clutch slips 2. Clutch drags or fails to release
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(a) Seized piston in clutch slave cylinder. (a) System needs "bleeding".
(b) Insufficient clearance between master cylinder (b) Bad external leak between clutch master
piston and push-rod. cylinder and slave cylinder.
(c) By-pass port blocked in master cylinder. (c) Leakage past main cup in master cylinder.
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One of the Automotive Products Group
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AUTOMOTIVE PRODUCTS COMPANY LTD.

SERVICE AND SPARE PARTS DIVISION
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P.O. BOX 14 SOUTHAM ROAD BANBURY.

Telephone: Banbury 4421. Telegrams: "Autoducts", Banbury, Telex.
Telex No. 83106.
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London Office
AUTOMOTIVE HOUSE, LANGHAM STREET, LONDON, W.I.
Telephone: Langham 2527 Telex No. 23446
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L 3057/2tM/0367 (5113/3) Printed by Edward Fox & Son. Ltd., Stratford-cn-Avon 08867