After completing this lesson you will be

able to explain the basic principles,

operation and function of drum & disc
brakes. You will be capable of
troubleshooting, diagnosing and repairing
drum & disc brake systems.
 Principles affecting stopping distance
 Energy
 Friction
 Heat dissipation
 Vehicle weight
 Speed
 Weight transfer
 Energy is
 Ability to do work
 Cannot be created or destroyed
• Can be changed from one form to another
 Kinetic energy is energy in motion
• Based on velocity (speed) and mass (weight)
 Friction is
 Resistance to motion
 Sources of friction
• Brake system components
• Road surface and tires
 The Relationship of weight and speed
 At any given speed - 4,000 lb vehicle creates
twice as much kinetic energy as 2,000 lb
vehicle - double amount of heat needs to be
dissipated
 Doubling vehicle speed requires 4 times more
braking effort - 4 times more heat energy
 Doubling weight and speed requires 8 times
as much heat to be transferred
 Weight transfer
 Requires more braking on front wheels
 Uses special valve in hydraulic circuit to
reduce pressure to rear wheels under certain
conditions
 Stopping distance
 Controlled by
• Driver reaction time
• Vehicle weight and speed
• Brake system efficiency
 A liquid under confinement can be
used to
 Transmit pressure
 Increase or decrease force
 Transmit motion
 Liquids cannot be compressed
 Basic formula is used to determine
forces and pressure
 Force = pressure X area
 Pressure = force  area
 Liquids can transmit force
 Liquids can increase
force
 Liquids can decrease
force
 Pascal's law states that when there is
an increase in pressure at any point
in a confined fluid, there is an equal
increase at every other point in the
container.
The ability of fluid to transfer force
through hydraulic pressure is the basis
for all modern automotive braking
systems
Hydraulic Principles Applied to
the Vehicle’s Braking System
 How it works
 Force is applied to foot pedal
 Master cylinder piston forces column of fluid to
move
 Fluid cannot be compressed
 Pressure created by return spring resistance at
first then by contact of shoes to drums is equal
in all lines and in all wheel cylinders
 Wheel cylinders’ pistons move outward to
force brake shoes against drums
Brake Fluid
 A specially blended liquid that
transmits hydraulic pressure from
master cylinder to wheel cylinder
and/or calipers
 DOT (Department Of Transportation)
3, 4 or 5
 Ratings relate to wet and dry boiling points
 DOT 3 & 4 are glycol based fluids
 Super DOT 4 is glycol ether and borate ester
based fluids
 DOT 5 is silicone based fluid
• Color purple/blue
 OEMs recommend only one type for their system
Note: Almost all ABS systems require DOT 3
 DOT 3 and 4 are actively hygroscopic (takes on
water)
 The higher the DOT rating the higher the boiling
point/temperature range
 Moisture will accumulate
•Reduces boiling point
•Increases corrosion in system
•Reduces lubricity of fluid
Brake Fluid
 Viscosity: must flow freely at all
temperatures
 High boiling point: must remain liquid
at highest operating temperatures
 Non-corrosive: must not attack metal
or rubber parts
Brake Fluid
 Water tolerance: must be able to
absorb and retain moisture that
collects in system
 Lubricating ability: must lubricate
pistons and cups to reduce wear and
internal friction
 Low freezing point: must not freeze
even at lowest operating temperature
Changing Brake Fluid
 A good practice is to flush system
when brake repairs are made
 Most manufacturers recommend
periodic changes (usually every 1 to 2
years)
 Contamination is indicated by
 Discolored fluid
 Corroded parts
 Soft or swollen rubber parts
Changing Brake Fluid
 Flush with clean brake fluid
 Once fluid has been poured from the
can it is considered contaminated
 When bleeding catch bled fluid in a container
but do not use it to refill master cylinder
Storing Brake Fluid
 Keep brake fluid clean
 There should not be any foreign material in
fluid
 Do not get any petroleum product in
fluid such as P/S fluid, engine oil, or
ATF
Storing Brake Fluid
 Use only clean, covered containers to
store fluid
 Uncovered containers allow fluid to absorb
moisture from the air
 Dirty containers will contaminate fluid
 Do not re-use old brake fluid
 Store containers in a dry, clean place
Storing Brake Fluid
 Discard any questionable brake fluid
 Treat hydraulic system as if your life
depended on it, it does!!
 Do not spill brake fluid on vehicle
finish
 Flush spill with water to remove fluid
 Protect fenders
Bleeding
 Fluid is not compressible but air is
 When hydraulic system is opened
fluid escapes and air enters
 Air in lines causes a spongy feeling in brake
pedal
Bleeding
 To rid system of air one of four
methods is normally used
 Apply pressure in master cylinder fluid with
brake pedal
 Use a pressure bleeder
 Apply vacuum at wheel cylinder/caliper
bleeder screws
 Gravity
Master Cylinder
 Serves as hydraulic reservoir and
pressure application cylinder
 Single reservoir (single piston) master
cylinders were used on early model
vehicles
 Tandem reservoir (dual piston) master
cylinders are used on today’s vehicles
for safety reasons
Master Cylinder Operation
 When brake pedal is depressed
linkage operates against push rod
 Push rod moves piston and primary
cup against solid column of fluid
 Slightest movement causes piston to
block off compensating port
Master Cylinder Operation
 At this time piston attempts to
compress liquid and since that cannot
be accomplished liquid moves wheel
cylinders into expansion
 Return springs on brake shoes return
cylinders to a released position
 Fluid returns to master
cylinder reservoir
Brake Lines
 Double thickness, steel tubing
 Tubing is copper plated and lead
coated to prevent rust and corrosion
 Brake lines must be double flared or
use ISO (International Organization
for Standardization) fittings
Flexible Hose
 One to each front wheel and one to
rear axle junction block from frame
 Some applications with dual wheel cylinders
require two hoses to each wheel
 Outer coating is rubber with cord piles
under outer coating to support and
contain an inner lining of neoprene to
contain pressure
Wheel Cylinders
 Convert hydraulic pressure to
mechanical force to apply brake
shoes
 Single
 1 cup, 1 piston, 1 spring and 1 boot
 Dual is most common type used
 2 cups, 2 pistons, 1 spring and 2 boots
Wheel Cylinders
 Actuated by master cylinder pressure
and returned to “at rest” position by
brake shoe return springs
 Aluminum cylinders usually replaced
versus rebuilding
Metering Valve
 Used on vehicles with front disc and
rear drum brakes
 Valve works to improve front-to-rear braking
balance during light braking
 Prevents application of disc brakes
until specific pressure has built up in
hydraulic system
 Prevents front disc brakes from applying until
after rear brake shoes overcome shoe return
springs and linings contact drums
Proportioning Valve
 Used on vehicles with front-disc, rear-
drum brakes, and 4 wheel disc
 Valve improves front-to-rear braking
balance during hard braking
 Prevents rear drum brakes from locking up
 Balances self energizing rear drum brakes
with front disc brakes (not self energizing)
Proportioning Valve
 Installed in brake line to rear of
vehicle
 May be installed in master cylinder
 Non-adjustable and non-repairable
 Remove and replace if inoperative or leaking
Combination Valve
 Many vehicles have a combination
valve which serves as front junction
block
 Combination valve contains brake
warning light switch (pressure
differential valve) and metering valve
and/or proportioning valve
 Non-adjustable and non-repairable
 Remove and replace if inoperative or leaking
Introduction to Drum Brakes
 Basic operation
 Brake pedal pressure generated in master
cylinder increases pressure in wheel cylinders
 Pressure builds up, wheel cylinders force
brake shoes outward, to make contact with
brake drums
 Servo action
 Motion of drum pulls primary shoe away from
anchor pin and forces it against adjuster
 Adjuster passes this force along to bottom of
secondary shoe
 Motion of rotating drum jams secondary shoe
against anchor pin
 Primary shoe “serves” secondary shoe
• Increases stopping power
 leading/trailing type
 Both shoes operate from a dual wheel
cylinder (most common)
 Front shoe is leading shoe
 Rear shoe is trailing shoe
 Each shoe has its own anchor pin
• Normally located at bottom of anchor plate
 Adjuster mechanism located between shoes
 leading/trailing
 Brake application causes leading (front) shoe
to contact drum
• Shoe is held by anchor pin at bottom
 Causes self-energization of leading (front)
shoe
 Wheel cylinder action causes trailing (rear)
shoe to contact drum
 There is no self-energization of rear trailing
shoe except in reverse
 Leading shoe normally wears out faster than
trailing shoe
 Braking ratio
 When brakes apply vehicle dips forward
putting greater stopping requirement on front
wheels and less on rear
 Wider shoes and an increased cylinder bore
in front results in 60% front braking and 40%
rear braking RWD (Rear Wheel Drive)
 Front wheel drive (transaxle) will have a
greater ratio (85% front - 15% rear or 80%
front - 20% rear) to prevent rear wheel lockup
Backing Plates
 Round, stamped steel disc rigidly
mounted to front spindles and both
ends of rear axle housing
 Serves as mounting for wheel
cylinders, brake shoes and hold down
hardware
 Needs light coat of high-temp grease
where shoes make contact
Brake Linings
 Consists of two brake shoes that
have friction material fastened to
shoes by means of rivets or a process
called “bonding’
 Shoes are constructed to be rigid
Brake Lining
Linings are made from either organic,
semi-metallic or ceramic
designed to withstand high friction and
high temperature
WARNING: Asbestos is a known
carcinogen and when dealing with
brake dust, approved safety methods
MUST be followed!
Brake Drum
 Brake drum secured between hub
and wheel
 Usually center section is constructed
of stamped steel and outer rim of cast
iron
 Drum helps to dissipate more heat
than any other part of system
 Must be strong enough to withstand hardest
braking while at high temperatures
 Gives heat conductive rubbing surface and
surface must not damage lining
 Drum inspection
 Check for cracks, scoring, heat checking and
hard spots
Brake Drum
 Measured with drum micrometer
before turning
 See OEM specifications for maximum
oversize limit
Self-Adjusting Brakes
 Adjustment systems are of three
general types
 Cable
 Link
 Lever
Emergency or Parking Brakes

Mechanically held brakes, in addition to

the service (hydraulic) brake system.
Used only when the vehicle is stopped
(unless the service brakes fail
completely)
Emergency or Parking Brakes
 Prevent vehicle movement when
parked
 If service brakes fail cable operated
parking brakes could be used but
stopping distance drastically
increases
Emergency or Parking Brakes
 Parking brakes can be easily
integrated into drum brake
 Pedal or hand lever
 Cables
 Linkage to actuate shoes
Emergency or Parking Brakes
 Disc brake parking brakes are one of
two kinds
 Screw or ball and ramp type integrated into
disc brake caliper
 Small drum brake using drum cast into rotor
• Uses backing plate, shoes, cables and pedal or
hand lever
 Requires specialty tool to retract piston
properly
Advantages of Disc Brakes
 Resistance to heat fade
 Resistance to water fade
Advantages of Disc Brakes
 Straight line stops
 Because of clamping action, disc brakes are
less likely to pull
• However, wheel bearing torque is critical must be
to OEM specifications and same on both sides
Disc Brake Components
 Rotor assembly
 Flat circular steel disc secured to wheel hub
 May be solid or can be vented with cooling
passages through it
 May be directional
 May be composite type
Disc Brake Components
 Caliper assembly
 Three general types - fixed caliper, sliding
caliper and floating caliper
 Transmits hydraulic force to brake pad to
squeeze them against rotor like a C-clamp
Disc Brake Components
 Brake pads
 Friction material such as that used on brake
shoes
 Self adjusting
Fixed Caliper
 Has pistons on both sides of disc
 Some fixed caliper disc brakes have two
pistons one on each side
 Others have four pistons two on each side
Fixed Caliper
 Caliper is rigidly attached to
stationary vehicle part (anchor)
 Contains hydraulic passages to piston
and means of bleeding system
Floating Caliper
 Caliper may have one or two pistons
on one side
 Calipers “float” or move sideways
when hydraulic pressure is applied
 Inner pad contacts rotor first
 Increased resistance causes caliper
to slide sideways until outer pad
contacts rotor
 Pressure is then applied equally to
both pads squeezing rotor in between
Sliding Caliper
 Sliding caliper has an anchor plate
that allows caliper to slide
 Most are one-piece calipers with one
hydraulic cylinder and one piston
 If used on trucks or motor homes caliper will
have two or four piston designs
 Similar to a floating caliper in
operation
 Basic difference is the way caliper is attached
to anchor plate
 Inner brake pad is attached to anchor
plate but is free to slide
 Outer brake pad is attached to caliper
 As hydraulic pressure moves piston inner
pad slides in anchor and contacts rotor
 Resistance causes caliper to slide causing
outer pad to contact rotor
 Additional movement squeezes pads more
tightly on rotor
Pad Inspection and Replacement
 Pads are self-adjusting
 There are no return springs so pads stay near
rotor when released
Proper work habits and safe procedures
will keep the technician healthy and
return the disc brake system to efficient
and long lasting function
 It is best to work on one wheel at a
time to prevent “popping” pistons in
other caliper
 Keep grease, oil and brake fluid off
rotor, pads, plates and outside of
caliper
NOTE: Vehicles with ABS recommend
opening the bleeder screw and
pinching the flex brake hose to
prevent contamination backing up into
the solenoids and valves of the ABS
unit
A proper evaluation of a disc brake equipped
vehicle involves inspection and evaluation
of the various wear points. A technician
can then estimate the repair costs for the
customer and determine the causes of
failure.
Service Tips during Rotor Checks
 Parallelism
 Disc facing of side of disc must be parallel to
each other
• Maximum allowable thickness variation usually
about 0.0005” (0.013mm)
 Variations in thickness of rotor causes
excessive pedal travel, pedal pulse or noise
Service Tips during Rotor Checks
 Rotor thickness
 Vehicles built since 1971 usually have
specification for minimum allowable disc
thickness cast or stamped into disc
 This measurement is minimum thickness to
which disc can be refinished
 Most manufacturers specify a minimum and
discard dimension
• Minimum thickness is a machining limit allowing for
additional wear in service
 Always check for correct specifications for
vehicle being serviced
Pad Inspection & Replacement
 Inspect pads for wear
 Check for pad thickness according to OEM
specifications
 Some have wear indicators which will be
exposed when wear limit is reached
• “Squealer” indicators are metal strips attached to
pad
• Some use sensors that trigger a dash warning light
Pad Inspection & Replacement
 Check for pad taper
 Pads should be replaced if taper across entire
face of pad is more than allowed
 Check pads for contamination
 Replace if necessary
 Check pads for freedom of movement
 Some pads are crimped to caliper
Pad Inspection & Replacement

NOTE: After the installation of the pads

and before the car is driven, insure
that the pads are pushed against the
rotor by the piston. Also re-service the
master cylinder if necessary.
Pad Inspection & Replacement
 Install new pads, reinstall clips, pins, anti-
rattle springs
 Install calipers (if removed)
• Lubricate slide areas with high temperature grease
 Pump brake several times before attempting
to drive vehicle - brakes may not work at all
until this is done!!!