MSECTION M

THE BRAKING SYSTEM(I~ and 2~ LITRE)

GIRLING HYDRO-MECHANICAL TYPE

General Description.

Maintenance.

Section No. M.I

Section No. M.2

Section No. M.3

Section No. M.4

Section No. M.5

Section No. M.6

Section No. M.7

Section No. M.8

Section No. M.9

Section No. M.l0

Section No. M.l I

Section No. M.12

Section No. M.13

Section No. M.14

Section No. M.15

Section No. M.16

Section No. M.17

Section No. M.18

Section No. M.19

Section No. M.20

Section No. M.21

Section No. M.22

Adjustment of the brake pedal.

Brake-shoe adjustments.

To bleed the system (expel air).

To set the brake-rods.

Removal ofthe master cylinder.

Dismantling the master cylinder.

Assembling the master cylinder.

Replacing the master cylinder.

Removing the front wheel cylinder (l.~ litre).

Removing the front wheel cylinder (2+ litre—2 L.S.).

Dismantling the front wheel cylinder (IA litre).

To dismantle a front wheel cylinder (2+ litre).

Assembling the front wheel cylinder (IA litre).

Removal and setting of the flexible hose.

To remove the rear brake-shoes.

To remove the rear brake adjuster.

To remove the rear brake expander unit.

Relining the brake-shoes.

Brake squeak.

The hand brake.

Braking irregularities and their causes.

Brake linings.

M.lRiley I~ and 2~ Litre. Issue 2 (H & E)87302—5/54

M THE BRAKING SYSTEM (l{ and 2~ LITRE)

GENERAL DESCRIPTIONThe brakes fitted to the l{ litre and 2+ litre Riley

cars are the Girling hydro-mechanical type. Twoleading shoes are used on the front wheels of. the2A litre car whilst a semi-hydrostatic installation isused on the front of the 1+ litre.

The system is such that thefront brakes are operatedhydraulically and mechanical actuation operates therear brakes.

The master cylinder forms a link between the, pedaland the mechanical part of the system. This meansthat all pedal effort is used effectively and the failureof either part ofthe system does not mean that the caris entirely brakeless. One pair of brakes is always inoperation.

The master cylinder is connected to the foot pedalby a sliding link and when pressure is applied to thepedal the cylinder piston is pulled forward, therebyapplying the front brakes. This produces a build-upof hydraulic pressure so that the cylinder and pistonvirtually become as one, causing a displacement of thecylinder which operates the rear brakes by means ofthe pull-rod screwed into a boss on the rear of thecylinder.

The pull from the pedal is transmitted to the.rearbrakes by means of relay levers and rods to the com-pensating unit on the right-hand side of the rear axlecasing. Draw-links from this unit operate the brake-shoes.

The rod from the master cylinder to the first relaylever carries a roller at its rear forked end. Shouldthere be a failure in the mechanical part of the systemthis roller will then contact a vertical stop and allbraking will be transferred automatically to the frontwheels.

Should a failure occur in the hydraulic part of thesystem the plunger in the master cylinder will travelforward until it contacts an internal stop. The cylinderis then, in effect, a solid unit and mechanical operationof the rear brakes is maintained.

MAINTENANCEI. Check and, if necessary, top up the contents of

the hydraulic reservoir which is situated on theengine bulkhead. Only Girling brake fluidshould be used.

2. Occasionally check the unions for leakage andthe hoses for wear by rubbing, in the hydraulicpart of the system.

3. Oil the link pins and other joints in themechanical part of the system.

4. Make sure that the attachment between themaster cylinder and the brake pedal is free,because it is essential that no binding should

take place at this point, since the master cylinderpiston, after each application of the brake, mustbe allowed to return unassisted by the brakepedal return spring.

5. Check the adjustment indicated in Section M.l.

Section Ml

ADJUSTMENT OF THE BRAKE PEDALThe correct amount of free movement between the

master cylinder sliding link and the clevis pin on thefoot pedal is set during manufacture and normallyshould never need alteration.

However, if the cylinder, brake pedal or otherparts affecting this setting are changed then re-adjustment will be needed.

When setting, make sure that the attachmentbetween the master cylinder and the brake pedal isfree, because it is essential that no binding should takeplace at this point, due to the fact that the mastercylinder piston, after each application of the brake,must be allowed to return unassisted by the brakepedal return spring. The clearance between the pinand the end of the slot must be ~ in. (.8 mm.). Ifthis is not done the brake operation will be poor.

Section M.2

BRAKE-SHOE ADJUSTMENTSWhen lining wear has reached a point where pedal

travel is excessive before the brakes come intooperation, the brakes must be adjusted.

The •front brakes On the 2+ litre cars with twoleading shoes, each brake-shoe is adjusted separately,actual adjustment being obtained by means of twohexagon-headed bolts.

In order to move the shoes nearer the drums thebolts must be turned in the direction of wheel rotation.In other words, on the right-hand-side wheel theadjusters must be turned counter-clockwise.

Turn the bolts until a definite resistance is felt andthen slacken back to a point where no binding occurs.

Earlier 2+ litre and 1+ litre cars were fitted withfront brakes having the more normal type of operation.

Adjustment in this case is slightly different and thefollowing is the procedure

Off-side brake: On the inner face of the brake backplate will be noted two hexagon-headed adjustingscrews; the rear one of which should be turned in aclockwise direction until a definite resistance is felt.This screw should then be turned slightly in the

/vl.2 Riley 1k and 2k Litre. Issue 2 (H & E) 87302—5/54

(I~ and 2{ LITRE) TItE BRAKING SYSTEM Mreverse direction until there is no trace of bindingbetween shoes and drum.

Attention should now be directed to the forwardof the two adjusters, which must be turned in acounter-clockwise direction until a definite resis-tance is felt again the screw should then be turnedback slightly until no trace of binding exists betweenthe shoe and the drum.

Near-side brake: On this brake the procedure is thesame but the directions regarding the rotation of theadjusting screws are reversed.

Later-type IA litre cars are fitted with the semi-hydrostatic type of front brakes, and in this case thetrailing shoe is in slight frictional contact with thedrum, no adjuster being provided

Fig. M.l.The rear brake adjuster as fitted to the 1+ and 2k litrecars, showing the direction of rotation to bring the

shoes closer to the drum

The front shoe, however, is provided with a hexagon-headed screw which must be set as explained above.

Rear brakes (all models) On the inner face ofthe brake back plate there is a square-headed adjusterwhich must be screwed in until an appreciable resis-tance is felt. This means that the brake-shoes havebeen expanded against the brake-drums. The adjustermust now be screwed out to the nearest flat and thedrum checked for binding. This is the only adjustmentthat is necessary on the rear brakes, and on no accountmust any adjustment be made to any of the tie-rodsor links in the system.

Fig. M.2 (left).This is a view of the frontbrake adjusters as fitted to

earlier 2k litre cars.

Fig. M.3 (right).This illustration shows theadjusters fitted on the 2{litre car two-leading-shoe

brakes.The adjusters on the 1k litre

car are similar.

Fig. M.4.The link pin adjuster.

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IM.5

I M TUE BRAKING SYST’~~’

(14 and 2~ LITRE)

Removing wear in the brake linkageA special feature of the Riley braking system is a

method whereby the very slight amount of wear thattakes place in the brake link pins may be taken up.This is done by means of the small link in the rearbrake system. (See Fig. M.4.) It must, however,be stressed that the only object of the adjuster isto take up wear in the various pins and links in thesystem. The procedure is as follows

Slacken off the locknut and remove one of the pinsat the adjuster then, with the fingers only, hold thetwo lever arms apart,. thereby taking up any wear,and adjust the fork end until the holes in the fork endand lever arm are in line. The pin should then beinserted and locked in position. Finally the locknutshould be tightened.

Section M.3TO BLEED THE SYSTEM (Expel Air)

Bleeding the system is not a routine maintenancejob, and should only be necessary when some portionof the hydraulic equipment has been disconnectedor the fluid drained off.

Fill the master cylinder with Girling hydraulic brakefluid and keep it at least half full throughout theoperation, otherwise air will be drawn into the pipelines, necessitating a fresh start.Attach the bleeder tube to the wheel cylinder

bleeder screw and allow the free end of the tube to besubmerged in a small quantity of fluid in a cleanglass jar.Open the bleeder screw one full turn.Depress the brake pedal quickly, and allow it to

return without assistance. Repeat this pumping actionwith a slight pause before each depression of the pedal.

Watch the flow of fluid into the glass jar, and whenair bubbles cease to appear, hold the pedal firmlyagainst the floorboards while the bleeder screw issecurely tightened.

Repeat the operation on each wheel.Note.—Clean fluid bled from the system must be

allowed to stand until it is clear of air bubbles beforeusing it again. Dirty fluid must be discarded.

Section M.4

TO SET THE BRAKE-RODSThe linkage is carefully set at the factory and should

not normally be interfered with unless replacementparts are fitted or a complete overhaul attempted.

If it is decided to disturb the linkage, the compres-

sion linkwhich is located at the first relay lever mustbe disconnected by removing one of the clevis pins.Then lock the rear brake-shoes tightly against the

drums by means of the square-headed adjusterslocated on the brake back plates.

The relay lever must now be held hard against itsstop on the chassis cross-member and the brake-rodto the master cylinder set so that the free movementbetween the clevis pin on the pedal and the slottedextension to master cylinder piston is A in. (-8 mm.).

It will be noted that there is a relay lever attachedto a bracket on the centre of the torque tube. Thepull-rod which goes from this lever to the balance leveron the rear axle casing must lie parallel to the com-pensating lever. The back balance lever must also beset so that the angle between this lever and the pull-rod is 45O~ If this is not done braking will not be upto the available standard.With the rear brakes still expanded against the

drums adjust the compression unit by means of itsfork end so that the clevis pins can be inserted easily.Then lock the fork end and split-pin the clevis pins.Now obtain lost movement, equivalent to one

notch, at the hand-brake lever by means of the adjust-ment on the bottom pull-rod.

Finally adjust the,brakes as described in Section M.2.Fig. M.5.

Bleeding the brakes.

M.6

(1+ and 2+ LITRE) THE BRAKING SYSTEM MSection M.5 Section M.7

REMOVAL OF THE MASTER CYLINDERDrain the fluid from the system by disconnecting a

pipe line at one of the front brake back plates. Collectthe fluid na clean container by pumping at the brakepedal.Reconnect the hose pipe. Disconnect the two hose

lines on the side of the master cylinder and remove theclevis pin at the relay lever and also the clevis pin atthe brake pedal. This will allow the master cylinderto come away complete with its pull-rod.

Section M.6

DISMANTLING THE MASTER CYLINDERRemove the master cylinder as described in Section

M.5.Note also at this point that three different types of

master cylinder have been fitted to the 2+ litre carand one type to the 1+ litre car.

Basically the constructi6n of the cylinders on the2+ litre is the same and the only differences lie in theassembly order.With the cylinder on the bench the dismantling

procedure for all types is as followsRemove the jaw end and the locknut.Remove the rubber dust cover.Unscrew the three set bolts holding the rear half

of the cylinder to the front.

ASSEMBLING THE MASTER CYLINDERFirst type (2+ litre)

After washing all the parts in clean brake fluid placethe outer seal, with the lips uppermost, in the forwardend of the cylinder body. The seal spreader should befitted next with the .apex towards the seal. Then fit

the seal retaining washer.Next assemble the plunger with its return spring

washer, spring,springcoverandtheseal retainingspring.Insert this assembly into the •forward part of thecylinder and take care not to disturb the seal retainingwasher and the seal which are already in place.

Now screw on the locknut, pack the boot withWakefield’s rubber grease No. 3 and fit the boot-.Replace the forked end and make sure the clevis pinis a good sliding fit.

The recuperating seal should now be fitted, and thisis made easier by smearing the lips facing the forwardend with hydraulic fluid.

Second type (2+ litre)Assembly is as for the first type, the difference

being in the sleeve at the back of the recuperatingcylinder. In this type a new sleeve with drilled holesinstead of grooves on the inner diameter is employed..

A protective shim at the back of the rubber sleevewas also added, otherwise the sleeve would be damagedwhen pressure is applied. The body was also counter-bored deeper to take the new parts.

LOCKNUT

Fig. M.6.Girling tension-type master cylinder (Riley 1+ litre).

Extract the plunger complete with the return springwasher, the spring cover, the sleeve with its rubbersealing ring, the seal retaining spring and washer, theseal spreader and the outer seal.

Carefully examine all the parts and renew anywhich seem worn or distorted, It is especially impor-tant that all seals which are worn or damaged, orappear to lack resiliency, be renewed.

Third type (2+ litre)Assembly is as the first type but it was found that

on the second type of cylinder the recuperating sealtended to tip sideways when pressure was applied,so a further modification was introduced to overcomethis and a spacing washer between the lips of the sealwas added. The body was again counterbored to takethis additional part.

/RECUPERATING

SEALSEAL SPREADER

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M THE BRAKING 5Y~TEM (I~ and 2~ LITRE)

NOTE.—AII three types of master cylinderas described for the 2{ litre car are interchange-able as complete units.

l{ litreAssembly is straightforward and the outer seal

should be located in the recess at the front end of thecylinder with its lips facing upwards, together with thespreader and the seal retainer.Make sure that the flat side of the spreader is upper-

most. Next fit the return spring on ~heplunger andinsert the assembly into the cylinder, taking care notto disturb the seal.Now draw the rubber dust cover, previously packed

with Wakefield’s rubber grease No. 3, over the end ofthe plunger stem and onto the cylinder body groove.

Next screw the recessed locknut onto the plungerstem with the recessed end facing the cylinder andscrew it right home to the end of the thread.Now fit the recuperating seal, using.brake fluid as

a lubricant, and make sure the lips are facing theforward end of the cylinder. Fit a new lock washerand screw in the end cap.

Section MARREPLACING THE MASTER CYLINDERThe rear forked end of the master cylinder pull-rod

must be connected to the relay lever by means of aclevis pin locked in position with a split pin.

At the forward end of the master cylinder the forkedconnecting link must be set so that there is ~ in.(-8 mm.) of free play between the brake pedal clevispin and the end of the forked link. The pin and pedalmust also be a free sliding fit in this link.

Reconnect the hydraulic hoses and bleed thesystem as described in Section M.3. Check the systemfor leaks when the brakes are applied hard.

Section M.9REMOVING THE FRONT WHEEL

CYLINDER (1+ litre)Jack up the car and take off the front wheel. Remove

the brake-drum after unscrewing the three counter-sunk retaining screws.

The rear of the two brake-shoes on cars after ChassisNo. 38S/14903 is not anchored by a return spring atthe upper end, and when dismantling the two shoestake care not to lose the small retaining clip for thisupper spring.The rear shoe can be lifted off by hand but the front

one must be prised off with a screwdriver.Next disconnect the hydraulic brake pipe line from

the brake back plate and collect the fluid that escapes.

The cylinder assembly is held on the back plate bymeans of two screws.

Fig. M7.The HNSI front brake as fitted to later 4 litre cars.

Section M.1O

REMOVAL OF THE 2{ LITRE FRONTWHEEL CYLINDER (2 L.S.)

Jack up the front of the car and take off the frontwheel. Slacken back both brake adjusters and thenremove the brake-drum. Lift off both shoes and dis-connect the hydraulic pipe line.Remove the two small bolts and the large nut holding

the cylinder to the back plate. Note that the nut andbolts are provided with spring washers. The cylindermay now be detached.

Section M.11

DISMANTLING THE FRONT WHEELCYLINDER (I~ litre)

Remove the cylinder as described in Section M.9.Take off the two rubber dust covers and extract

the tappets. The seal spring and the two seals maythen be removed. When removing the bleed screwtake care not to lose the bleed screw ball.

Section M.12

TO DISMANTLE A FRONT WHEELCYLINDER (2~ LITRE)

Pick off the rubber dust cover and pull out thepiston. Lift out the piston seal which is prevented

M.lO

(I{ and 2{ LITRE) THE BRAKING SYSTEM Mfrom sliding to the bottom of the cylinder by a springand end cover. Other than the bleed screw and theball, these are the only components.

Section M.13

ASSEMBLING THE FRONT WHEELCYLINDER (IA litre)

Clean all parts with Girling hydraulic fluid. Examinethe rubber dust covers arjd seals for damage, wear ordistortion. Dip all the parts in brake fluid and assemblewhile still wet.

Insert the seal spring and the two seals (with theiropen sides inwards), the tappets and then the dustcovers.

When assembled bolt the unit to the back plate.

Section M.14

REMOVAL AND SETTING OF THEFLEXIBLE HOSE

The hose at its top end is held by a locknut “ B,”which must not be released until the union nut “A”on the solid pipe. has been undone. The flexible pipelocknut “B” can then be released and the flexible piperemoved from the bracket. At the lower end a banjounion attaches the flexible pipe to the operatingcylinder, and no difficulty is presented in releasingthis end.

Fig. M.8.The front brake hose attachment. On no account maythe hexagon “C” be turned with a spanner. The earliertype of hose bracket is illustrated, but the same con-

ditions apply to the later attachment brackets.

On early cars it is essential that the flexible pipebe set at the correct angle, otherwise fouling willoccur between the pipe and the swivel knuckle.The pipe union should leave the brake back plate

at an angle of 3Q0 to the ground.

After cars Chassis Nos. 18867 (IA litre) and 7681(2A litre) a different length pipe was fitted to obviatethis and in both cases the pipe now runs behind thesuspension unit.

Care must, however, be taken on the later cars,particularly between Chassis Nos. S/7081 and S/8 116(2A litre), that the hose support brackets are positioned

Brakeback plate

bracket.

so as to prevent the hoses from fouling on the innertyre wall if the brackets have been removed.The brackets are handed and if fitted to the wrong

side bring the hoses dangerously near the tyre orrim. The illustrations (Fig. M.9) give a check measure-ment which should be used to ensure correct assembly.It will be seen that the fixing holes in the bracket areat an angle which pitches the bracket “in or outaccording to which side of the car it is fitted.

It is also advisalle to check the angle of the bracketssupporting the hose on the brake back plate. Theseshould make an angle of IO6~ as indicated.

Section M.15

TO REMOVE THE REAR BRAKE-SHOESJack up the car and take off the rear wheel. Remove

the brake-drum by taking out the three countersunkretaining screws.

Then lever each shoe off in turn, taking care not tostretch the return springs excessively.

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Fig. M.9.The dimension which should be checkedto ensure the correct position of the

hose brackets on the later cars.

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M. 13

(I{ and 2{ LITRE)M THE BRAKING 5Y5TFM

Section M.l6TO REMOVE THE REAR BRAKE ADJUSTER

Take off the wheel, drum and brake-shoes as detailedin Section M.15.Take out the two screws holding the adjuster to the

back plate and pick out the two plungers.The wedge may then be unscrewed.

Section M.17TO REMOVE THE REAR BRAKE EXPANDER

UNITTake offthe wheel, drum and brake-shoes as detailed

in Section M.15.Take out the clevis pin connecting the pull-rod to

the compensator and detach the rubber dust coverfrom the rear of the brake back plate.

Remove the two split pins and undo the twocastellated nuts holding the expander unit to the backplate. Note that the nuts are one turn loose to allowthe unit to find its own position on the back plate.

Withdraw the expander assembly.Take out the two tappet split pins and withdraw

the two tappets together with their rollers. Theexpander cone can then be detached from the pull-rodby tapping out the link pin.

Fig. M.lO.Removal of the rear brake-shoes.

Section M.18 ‘5,

RELINING THE BRAKE-SHOESAs the brake linings must be finished so that they

are perfectly concentric with the brake-drums, reliningof the brake-shoes is not satisfactory without specialprecautions.

M. 14

If replacement of the brake-shoes and linings isnecessary on account of excessive wear or other cause,it is most important that the material used for thelining is as specified by Riley Motors Limited. Anyvariations from this will give an unequal and unsatis-factory braking performance.

After riveting the new brake linings to the brake-shoes it is essential that any high spots should beremoved before replacement on the back plateassembly.

When new shoes and linings are fitted it must beappreciated that considerable adjustment has to bemade to the foot brake mechanism, and it is necessaryto return the adjusters to their fully “ off “ positionbefore attempting to refit the brake-drums over thenew linings. The hand brake must also befully released.Important.—Do not allow grease, paint, oil or brake

fluid to come in contact with the brake linings.Do not reline the brake-shoes with different types of

lining, as this is bound to cause unequal braking.

Section M.19

BRAKE SQUEAKIn certain instanc~s brake squeak occurs and a cure

which is generally effective is to remove the brake-shoes and slot them as indicated in the diagrams below.

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Fig. M.ll.The location of the slots in the webs of the 2+ litrebrake-shoes which are effective in dealing with most

cases of brake squeak.

(1+ and 2+ LITRE) THE BRAKING SYSTEM M

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Fig. M.12.The position and dimensions of the slots in the brake-shoe webs of the 1+ litre brakes recommended to

reduce brake squeak.

Section M.20

THE HAND BRAKEThe hand brake is of the pistol-grip typewith a thumb-

operated ratchet release.The linkage consists of a cable running from the

handle to a relay lever and thence by rod to the mainrelay lever assembly mounted on a chassis cross-memberjust behind the engine unit.

Section M.21

BRAKING IRREGULARITIES ANDTHEIR CAUSES

Pedal travel excessive(a) Brake-shoes require adjusting.(b) Leak at one or more joints.

Pedal feels springy(a) System requires bleeding.(b) Linings not “ bedded in.”(c) Master cylinder recuperating seal worn.

Brakes inefficient(a) Shoes not correctly adjusted.(b) Linings not “ bedded in.”(c) Linings greasy.(d) Linings wrong quality.(e) Drums badly scored.(f) Linings badly worn.(g) Wrongly set hook up.

Brakes drag(a) Shoes incorrectly adjusted.(b) Shoe springs weak or broken.(c) Pedal spring weak or broken.(d) Hand brake mechanism seized.(e) Wheel cylinder pistons seized.(f) Blocked pipe line.

Brakes remain on(a) Shoes over-adjusted.(b) Hand brake over-adjusted.(c) No free movement on pedal.(d) Swollen wheel cylinder seals.(e) Choked flexible hose.(f) Incorrect fluid.

Unbalanced braking(a) Greasy linings.(b) Distorted drums.(c) Tyres unevenly inflated.(d) Brake plate loose on the axle.(e) Worn steering connections.(f) Worn suspension linkage.(g) Different types or grades of lining fitted.

Brakes grab(a) Shoes require adjusting.(b) Drums distorted.(c) Greasy linings.(d) Scored drums.(e) Worn ~uspensionlinkage.(f) Loose pivot pin.

Riley 1* and 2~ Litre. Issue 2 (H & E) 87302—5/54 M.I5

M THE BRAKING 5V~TFM(1+ and 2~ LITRE)

Section M.22BRAKE LININGS

As various brake linings have been fitted as standard from time to time and it is necessary to use the same makeand type of linings of all shoes, the type of lining originally fitted and the car numbers involved are here tabulatedfor easy identification.

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Riley 1+ and 2j Litre. Issue 2 (H & E) 87302—5/54M.16