Drum Brake Automatic Adjuster Operation - Chrysler Stratus RHD 1997 Interactive Electronic Service Manual

RANT AND STRUT OF FACE BETWEEN QUAD- LUBRICATE THIS SUR- ADJUSTER MECHANISM QUADRANT SCREWDRIVER
5 - 14 BRAKES
DIAGNOSIS AND TESTING (Continued)

DRUM BRAKE AUTOMATIC ADJUSTER OPERATION

Place the vehicle on a frame contact hoist with a
helper in the driver's seat to apply the brakes. Raise
the vehicle. Remove the adjuster access plug from
the rear brake support plate automatic adjuster
access hole (Fig. 17). This will allow access to the
adjuster quadrant (Fig. 18) on the automatic adjuster
mechanism. Then, to eliminate the possibility of
maximum adjustment, insert a small screwdriver
through the access hole in the support plate (Fig. 17)
and back off adjuster quadrant approximately 4 to 5
notches.
Fig. 17 Accessing The Automatic AdjusterQuadrant
Fig. 18 Automatic Adjuster Quadrant
KNURLED PIN SPRING AUTOMATIC REAR BRAKE SUPPORT ADJUSTER MECHA- AUTOMATIC STRUT ACCESS HOLE ADJUSTER PLATE NISM SELF
Fully apply the brake pedal which will cause the
brake shoes to leave the anchor. Upon application of
the brake pedal, the adjuster quadrant should move.
Thus, a definite rotation of the adjuster quadrant can
be observed if the automatic adjuster is working
properly. If one or more adjusters do not function
properly, the respective drum must be removed for
adjuster mechanism servicing.
BRAKE ROTOR THICKNESS AND RUNOUT
Any servicing of the rotor requires extreme care to
maintain the rotor within service tolerances to
ensure proper brake action.
Before refinishing or refacing a rotor, the disc
should be checked and inspected for the following
conditions:
Braking surface scoring, rust, impregnation of lin-
ing material and worn ridges.
Excessive lateral runout or wobble.
Thickness variation (Parallelism).
Dishing or distortion (Flatness).
If a vehicle has not been driven for a period of
time, the rotor surface will rust in the area not cov-
ered by the brake lining and cause noise and chatter
when the brakes are applied.
Excessive wear and scoring of the rotor can cause
temporary improper lining contact if ridges are not
removed before installation of new brake pad assem-
blies.
Some discoloration or wear of the rotor surface is
normal and does not require resurfacing when lin-
ings are replaced.
Excessive runout or wobble in a rotor can increase
pedal travel due to piston knock back. This will
increase guide pin sleeve wear due to tendency of cal-
iper to follow rotor wobble.
Thickness variation in a rotor can also result in
pedal pulsation, chatter and surge due to variation in
brake output. This can also be caused by excessive
runout in rotor or hub.
Dishing or distortion can be caused by extreme
heat and abuse of the brakes.
JA