motor car motion are a part of the car that are not only used, but which are often apt to be abused. Brakes are of two general forms, the internal type as shown at Fig. 407, A, and the external constricting band type as exemplified by the outer brake of the assembly shown at Fig. 407, B. Internal brakes may be either metal shoes that are in metallic contact with the brake drums attached to wheel hubs when applied, or members faced with some asbestos frictional material which can be replaced when worn. The internal brakes may be cam expanded as the forms shown at A are or may be worked by a wedge expander as the internal brake expanders of the assembly shown at B. As a rule no adjustment is provided on cam expanded brakes in the brake construction itself. On external brakes, means of adjustment are usually included.

When full movement of a hand lever or pedal fails to engage an internal brake the first step is to remove the wheel to make sure that the slipping is not due to deposits of grease or to worn brake facings. If the brake facing is clean and not worn unduly, the only practical means of adjustment is by tightening up on the operating linkage. This is easily done by shortening the brake control rod. In the construction shown at Fig. 408, B, this is easily accomplished by turning up on a turnbuckle set into the brake rod. In all cases, even if the turnbuckle is not provided, the clevis at the end of the rod may be screwed up further on the rod which has the same effect as shortening the rod by a turnbuckle would have.

Care should be taken in adjusting brakes by altering the length of the brake rod to have the brakes on both wheels take hold at the same time. In the construction shown at Fig. 408, A, this may be done by unloosening the clamp bolts and setting the lever operating the right brake at the proper point in the slot of the master lever which also operates the left brake. On an external brake of the form shown at Fig. 408, C, the means of adjustment is readily perceived. With an external constricting brake it is merely necessary to reduce the circumference of the brake band by screwing up an adjustment to provide for minor depreciation of the brake lining.

On the Overland cars, when it is desired to adjust the brakes this is easily done by loosening a clamp bolt passing through the

Fig. 408.-Showing Methods of Brake Adjustment.

lever to which the rod is connected and a slotted actuating member pinned to the shaft employed in operating the brakes. It is merely necessary to rock the member over so that the brake parts will be nearly in engagement with the brake lever or pedal fully released and then to maintain adjustment by screwing the operating lever

tightly against the actuating member with the clamping bolt. Sufficient range of adjustment is provided to take care of all brake slippage other than that caused by worn brake lining. This method of adjustment is clearly shown at Fig. 408, D.

Expanding brakes are harder to fix than constricting brakes especially if they are of the solid shoe form and not provided with frictional material. The first step in examining the internal brake is to remove the wheel which is done with a wheel puller as shown at Fig. 409, A, if the rear construction is of the semi- or threequarter floating type. The full floating wheels may be removed as shown at Fig. 398. When the brake shoes are of the solid cast form an adjustment for depreciation may be made, as shown at Fig. 409, D, providing some of the wear is at the point where the cams act to spread the brake shoes apart. It is possible to put a thin piece of hardened steel on the worn end of the shoe by using dowel pins or flush headed screws. This spreads the brake shoes out slightly, the amount of spreading, of course, depending upon the thickness of the applied pieces and makes it possible to bring the shoes into positive engagement with the brake drums with but small movement of the expanding cams. If the brake shoes themselves are worn and it is not easy to secure new ones, the surfaces may be restored to efficiency by the application of thin sheet brass or steel, which material is firmly held in place by rivets and which has the effect of restoring the worn segment or shoe to its original contour. When pieces are applied to the brake shoes care should be taken in refitting the wheels that the shoes do not bind against the drum when the brake leverage is released. Any high spots. existing must be smoothed off with a file in order not to heat up the brake drum through useless friction when the car is in operation.

A typical brake assembly is shown at Fig. 409, D. This is used on some models of the Cadillac car and consists of an internal expanding band and an external constricting one. Adjustment of the service brakes is made by turning the screw S which is on the back of the brake carrier until the part of the band opposite it is brought as close as possible to the brake drum without touching it. Next adjust the nuts T on the eye bolt until the lower half of the band lining just clears the drum. The nut V on the upper end

of the eye bolt is so adjusted as to bring the lever W to the position shown in drawing when the brake is applied. With the brake released the clearance between the lining and the drum should not be over 32-inch, and if more clearance exists it may be reduced by the set screw X in the rocker lever Z.

The internal brake is constructed to be adjusted for clearance between the internal band and the drum without removing the wheels. Jack up the axle so the wheel will clear the ground to permit revolving it by hand. A cover A will be found on the brake drum which can be removed by unscrewing the lock nut B and turning the bolt to the left about a quarter turn until the clamping bar D is released. Next rotate the wheel until the opening registers with the adjusting screw E carried at the back part of the brake band or at the point opposite the expanding toggle

mechanism. Turn the screw E until the part of the brake lining opposite it is brought as close to the inner surface of the brake drum as possible without touching it. Turn the wheel until access is obtained to the six locking screws N and loosen these. This is done by bringing the opening in the brake drum opposite each screw in turn and turning these with a suitable socket wrench. Then turn the two adjusting

screws F F which have right hand threads on one end and left on the other until the center of the pin G stands about three-quarters of an inch back of an imaginary vertical line drawn through the centers of the two pins HH when the brake is applied. With the brake released adjust the screw I in the lever J and the stop screws K K until the lower and upper parts of the brake band lining clear the drum by about 1/32-inch. The three coil springs M should have sufficient tension to hold the brake band sideways and against the stop screws K K so it will not rattle. It is important that the screws M be locked

after completing the work, also that the cover in the opening of the brake drum be replaced and fastened securely.