I've had the luck to work for a few companies who's policy was to start brake work at the drums and shoes first measuring thickness of drum lining and shoe depth inspecting for cracks also. Then cam play and finally throw under shop air ending with an applied bleed down system test. Good video, informative.
You missed putting anti-seize on the clevis pins. is there a reason you don't show that? Stainless pins aren't going to prevent the friction that occurs from lack of lubrication. Those clevis pin holes are going to rust and close up causing the pins to seize anyway. Must have missed that in the DFMEA?
@@accuridecorp Your engineers need to spend more time under vehicles. The friction at that point (among the many on a foundation drum brake) reduces the efficiency on the force transfer to the shoes. It also creates additional labor when the pin seizes up during service and replacement. It’s a poor application for a clevis to begin with. Why make it worse by installing them w/o lubrication? On long pushrods you introduce considerable bending moments that can fail the rod. Even with standard rods the moment created can cause the service pushrod to wear against the chamber stud housing. But that’s not your problem right?
i used to work n a factory that made slack adjusters and s cams in the early 90s the were the old non auto adjust slacks then was a fleet tec for 20 years
What a coincidence i got a bad slack adjuster on my trailer right now... i readjusted it yesterday at my fuel stop and the brakes are backed off 1/4 inch away from the drum within a 4 hour drive yesterday...
@@chris76-01 unfortunately no if your adjustment keeps backing out they are pretty easy to replace the whole unit is sealed but even if you can its much simpler to replace the whole slack adjuster i think its the cam gear or whatever it is inside that holds the adjustment wears out so if you already adjusted it and it backs out again you have to replace it
A lot of operators are going back to drum brakes on trailers. Brake caliper failure is expensive and heat cracks in discs will fail roadside inspections. It might be a big job to replace brake shoes, but once replaced, you are good for a lot more road.
That's kind of braking system is too, expensive, too complicated, and very expensive to work on by mechanics and very complicated to work on by simple people. this American system is the easiest, extremely simple, also cheap, and easy for people to work on.
Great video. Every driver should have a basic understanding of how the brake system works.
Agreed!
I've had the luck to work for a few companies who's policy was to start brake work at the drums and shoes first measuring thickness of drum lining and shoe depth inspecting for cracks also. Then cam play and finally throw under shop air ending with an applied bleed down system test. Good video, informative.
Güzel ve bilgilendirici bir video için teşekkürler ACCURIDE
ACCURIDE BLC den selamlar
@1:10 the rod chamber rod extends past the red. Why? Is this not adjusted correct? Or over pressure?
This is really great knowledge thanks for your help and support
You missed putting anti-seize on the clevis pins. is there a reason you don't show that? Stainless pins aren't going to prevent the friction that occurs from lack of lubrication. Those clevis pin holes are going to rust and close up causing the pins to seize anyway. Must have missed that in the DFMEA?
Hello Christopher - our engineers advise that applying anti-sieze is an option but not required.
@@accuridecorp Your engineers need to spend more time under vehicles. The friction at that point (among the many on a foundation drum brake) reduces the efficiency on the force transfer to the shoes. It also creates additional labor when the pin seizes up during service and replacement. It’s a poor application for a clevis to begin with. Why make it worse by installing them w/o lubrication? On long pushrods you introduce considerable bending moments that can fail the rod. Even with standard rods the moment created can cause the service pushrod to wear against the chamber stud housing. But that’s not your problem right?
17:17 what’s the name of this tool
Are the torque values for the 15/16” jam nut and collar nut approximate!!? If you know, you know 😆
Great Informative training video, thanks for the upload.
i used to work n a factory that made slack adjusters and s cams in the early 90s the were the old non auto adjust slacks then was a fleet tec for 20 years
What a coincidence i got a bad slack adjuster on my trailer right now... i readjusted it yesterday at my fuel stop and the brakes are backed off 1/4 inch away from the drum within a 4 hour drive yesterday...
Me too, is there a way to fix it besides replacement?
@@chris76-01 unfortunately no if your adjustment keeps backing out they are pretty easy to replace the whole unit is sealed but even if you can its much simpler to replace the whole slack adjuster i think its the cam gear or whatever it is inside that holds the adjustment wears out so if you already adjusted it and it backs out again you have to replace it
Awesome to learn Push Rod distance, especially when the parts are all new and clean. LOL.. tks.
Proudly built in the US by robots.👍🏻
But somebody has to build and maintain the robots
@@patodwyer721 yup robots built in china maintained by Chinese owned companies
Intéressant merci informer ici quebec 😁👍🍺🍺
love it
Thanks for your knowledge share
Outside 3 washers too large of diameter.
Thanks
Nice Thank you
Great
Thank you
thank yuo
Dude don't know how to use a beam torque wrench!!
America is behind the time, now days european trucks run with disc brake system
A lot of operators are going back to drum brakes on trailers. Brake caliper failure is expensive and heat cracks in discs will fail roadside inspections. It might be a big job to replace brake shoes, but once replaced, you are good for a lot more road.
That's kind of braking system is too, expensive, too complicated, and very expensive to work on by mechanics and very complicated to work on by simple people.
this American system is the easiest, extremely simple, also cheap, and easy for people to work on.
And these air brake systems are damn near bulletproof too! 😊🥰🥰🥰
Disc brake pads are extremely easy to replace. No springs too deal with.
I'm not a mechanic. You need to greez it.
H
Never seen as much messing about fitting slack adjusters in my life. Glad I don't live in the US
cosgrove notts it really isnt bad xd
Relax outsider, here in Canada we do the same.