7

006-017-00

16

Rotor Mounting Stud

8

025-014-00

17

ABS Sensor (straight)

1

097-004-00

19

ABS Sensor Retaining Clip

1

097-002-00

20

ABS Tone Ring

1

024-203-00

Caliper Repair Kit contains:

1

K71-181-00

4
1
2
2

010-062-00
054-069-00
054-067-00
054-068-00

Disc Brake Replacement Pad Kit contains:

1

K71-180-00

4
5
6
8
11
not shown

4
4
20
4
1
1

091-003-00
046-105-00
010-062-00
006-228-00
071-182-00
088-008-00

6
7
9
10

O-Ring
Bleeder Screw
Caliper Seal
Dust Boot

Brake Pad
Anti-Rattle Spring
O-Ring
Hex Locknut
Installation Tool
Grease Packet

Recommend hose with banjo fitting.
⁷⁄₁₆-20 threaded hole for fitting.
2

6

3

4

5

6

7
11
9

10
14

6

8

12

6

6

6

16
19

20

17

15

1

13

-41-

Braking Systems - Hydraulic

Hydraulic Disc Brake Parts

S-Cam Air Brakes
Operation
Trailer air brakes are operated by the tractor air supply through
a series of relay and check valves. When braking is desired, the
air is supplied to the axle air chamber which applies a force that
is multiplied by the slack adjuster lever arm length. This force
is transmitted rotationally through the camshaft which, through
the geometry of the S-head, spreads the brake shoes to contact
the brake drum surface. The air brake systems are an effective,
very durable braking system for use in high mileage or extreme
operating conditions. They can be outfitted with ABS (anti-lock
brake systems), automatic slack adjusters and spring brakes to
comply with Federal Motor Vehicle Safety Standard Part 571.121.

Braking Systems - Air

Push Rod
Length@ Rest

-42-

Air Chambers
The air chambers convert the compressed air into a mechanical
force on the slack adjuster. The force on the slack adjuster
operates on the end of the lever and converts the chamber output
force to a torque on the S-cam. Federal and state regulations state
the maximum pushrod stroke length as an indication of brake
adjustment. This stroke is shown by the maximum stroke indicator
located on the air chamber pushrod. Maximum allowable stroke is
achieved when the indicator is fully extended from the air chamber
housing.
Note: Due to manufacturing tolerances, some brakes may not
meet the maximum stroke length in the “green” state and may
require several burnish stops to allow the brake shoes to conform
to the drum diameter.

Spring Brake
For parking and emergency braking purposes, a spring brake
chamber can be used in conjunction with the standard air
chamber. The spring brake contains an additional air diaphragm
and a very strong spring. When air is applied to the spring brake,
the spring is held in the off position by the air diaphragm. When
the air is exhausted, the spring provides the braking force to the
air chamber pushrod, thus actuating the brakes.

!

CAUTION

Do not disassemble the spring brake! It contains a
compressed spring that may cause injury if removed.
The spring brake must be caged before servicing and
should only be performed by qualified personnel.

-43-

Braking Systems - Air

Air Brake Components

Slack Adjusters
The air brake slack adjusters perform two functions: (1) The slack
adjuster acts as a lever arm to convert the linear pushrod force
to rotational camshaft torque. The length of the slack adjuster
determines the amount of torque multiplication provided from the
pushrod. (2) Allows a simple external adjustment of the lining to
drum clearance to compensate for shoe lining wear.
There are two types of slack adjusters, manual and automatic:
Manual slack adjusters
The manual slack adjusters require manual adjustment to
compensate for the brake lining wear and the associated drum to
lining gap that results. Adjustment is usually performed by rotating
the hex adjusting nut on the slack adjuster body to set a lining to
drum clearance of about .020-.030". See instructions for manual
slack adjustment procedure.

Braking Systems - Air

Automatic slack adjuster
The automatic slack adjuster (ASA) maintains an optimum
clearance between the brake lining and the drum by automatically
adjusting on the return stroke during brake application. Various
brands of ASA’s may work differently. The initial adjustment and
set-up of the ASA’s is critical to proper function of the air brake.
See instructions for slack adjuster procedure.
Note: Automatic slack adjusters are required on some commercial
trailers over 26,000 lbs., manufactured after 10/20/94 per FMVSS
Part 571.121. DO NOT REPLACE AUTOSLACKS WITH MANUAL
SLACK ADJUSTERS ON THESE TRAILERS.

S-Cams
The S-cams rotate from the torque applied by the slack adjusters,
resulting in spreading the brake shoes which applies the braking
force to the drum. The S-cams are supported by two nylon, grease
lubricated bushings. Due to the high forces exerted on the cam
bushings, periodic inspection, lubrication and maintenance is
required to achieve proper braking performance.

-44-

The air brake shoes are the final link in the braking system. The
brake shoes are supported by pins inserted into the brake spider,
and rollers that contact the S-cam surface. The shoes have a
replaceable lining riveted to them. The linings have two different
blocks, designated Cam and Anchor side. The brake shoes on
your Dexter axle are specifically designed for that axle. Only
Dexter authorized parts should be used for replacement since
there are small dimensional differences between air brake parts
suppliers that can significantly affect the function of the brake.

!

CAUTION

Braking Systems - Air

Brake Shoes

Improperly fitted brake parts can cause brakes to
malfunction and cause loss of braking and/or wheel
lockup. Loss of braking can cause an accident resulting
in injuries or death.

16-1/2 x 7" Q Style Brake Shoe
for 9-15K Service Manual (air brake section)

-45-

General Maintenance/Adjustment
Brake Component Lubrication
Camshaft bushings
Lubricate with approved grease through the grease fittings at the
spider and camshaft support bracket locations. Apply just enough
grease so grease is visible flowing past camshaft bushing seals.
During this process it is advisable to grab the camshaft and shake
the camshaft to see if there is excessive clearance in the camshaft
bushings due to wear.
Camshaft roller journals and brake anchor pins
These components are to be lubricated with a high temperature
anti-seize grease upon disassembly, maintenance and
reassembly.
Manual and automatic slack adjusters
Lubricate with Lithium base NLGI Grade 1 anti-wear grease
with rust and oxidizer additives applied at intervals of 3 to 6
months or 50,000 miles or per slack adjuster manufacturer’s
recommendations.

Braking Systems - Air

For Manual Slack Adjusters
Lubricate with NLGI Grade 2
For Automatic Slack Adjusters
Lubricate with ASA manufacturers
recommended lubricant

Anchor Pins
and Roller Journals
Lubricate with high
temperature anti-seize
grease

-46-

Spider and
Support Bushings
Lubricate with NLGI
Grade 2

Recommended Disassembly
1. Block and secure trailer on adequate capacity jack stands.
Follow trailer manufacturers recommendations for lifting and
supporting the unit. Check that the wheel and drum rotate
freely.
2. Release brake and back off slack adjuster.
3. Remove wheel equipment.
4. Lift top shoe upward to disengage the shoe webs from the
anchor pin. Remove anchor pin.
5. Repeat procedure 4 for the bottom shoe.
6. Remove brake keeper springs.
7. Unwrap bottom shoe by pivoting the shoe on the camshaft
head and twisting the shoe 90° under the spindle. Remove
shoe assemblies from spider.
8. Remove slack adjuster lock ring, disconnect slack clevis,
and then remove slack adjuster.
9. Remove camshaft lock ring, spacer washer(s) and camshaft.
10. Completely inspect all brake components, servicing as
necessary.

Recommended Reassembly
1. Install new camshaft bushing. Ream bushing to 1.505/1.515
if required. Install camshaft seals into the spider.
Note: When installing camshaft seals, the seal on the slack
adjuster side is installed with seal facing into spider. This
allows grease to purge outside the brake assembly when
greasing the camshaft bushing. It also aids to avoid damage
of the seal lip when camshaft is installed.
2. Install new cam roller assemblies onto the brake shoes.
Note: The head of roller pin should face the camshaft “D”
washer once shoes are installed on spider.
-47-

Braking Systems - Air

12¹⁄₄" Quick Change Brakes - PQ

3. Install “D” shaped camshaft washer onto the camshaft.
4. Install the camshaft into the spider. Install 005-075-00
washer and lock ring retainer on the camshaft before sliding
the camshaft through the camshaft support bracket.
5. Install the slack adjuster and 005-134-00 washer and
069‑078-00 lock ring retainer for 28 spline camshafts or
005-075-00 washer and 069-020-00 lock ring retainer for
10 spline camshafts.
6. Lubricate cam roller notches with anti-seize lubricant prior to
installing cam roller assemblies onto the brake shoes. Bend
roller retainer loop down so that retainer will be at same
level as the shoe table and will not interfere with the brake
drum during the life of the lining blocks.
7. Install “W” shaped retractor spring retainer pin into the 0.50"
diameter shoe web holes near the camshaft roller end of the
shoe.
8. Install retractor spring between shoes. Place top shoe onto
spider as in service. Pivot bottom shoe on the camshaft
head and twist the shoe 90° under the spindle, properly
placing shoe on the spider as in service.
9. Install two (2) keeper springs on the anchor end of the
shoes.

Braking Systems - Air

10. Lubricate anchor pin bores and shoe anchor pins with antiseize lubricant.
11. Repeat procedure 10 for the bottom shoe.
12. Lift top shoe upwards to clear anchor pin hole. Install anchor
pin.
13. Connect slack adjuster to brake chamber pushrod.
Note: Always use new springs when servicing brakes.
Always use Dexter shoes when replacing shoes.

-48-

Mounting and adjustment procedure
If available, use installation template per manufacturer’s directions.
If template is not available, use the following procedure:
1. Install air chamber with proper push rod length.
2. Install the slack onto the camshaft.
3. Adjust the slack arm up to the point where the slack arm
starts to engage into the clevis slot.
4. Take the ¹⁄₂" diameter pivot pin, and place it into the clevis
slot. Hold in place (at this point, the pin is like a shim).
5. Continue adjusting the slack arm back against the pin.
6. When the slack arm touches the pin, the slack rotation will
stop. The camshaft will start to rotate as you keep adjusting
the slack with the wrench.
7. Continue adjusting with the wrench, which is now bringing
the shoes into closer contact with the drum.
8. As you continue to adjust, spin the drum by hand to get a
feel for the brake drag.
9. Adjust until the drum stops.
10. Adjust an additional ¹⁄₄ to ¹⁄₂ turn of the wrench.
11. Pull slack away by hand, from the pin.
12. Remove the pin from the clevis slot.
13. Align ¹⁄₂" holes.
14. Insert ¹⁄₂" pin.
15. Make sure the drum rotates one (1) full revolution. If it
did, proceed to step sixteen (16). If it did not rotate one
revolution, remove the air chamber and slack. Start over at
step one (1). Do not tighten the adjuster hex nut as tight as
previously done.
16. Insert the ¹⁄₄" pin.
17. Install and secure the cotter pins in the clevis and adjuster
pins.
-49-

Braking Systems - Air

Air Brake Automatic Slack Adjustment

!

CAUTION

To ensure brakes meet Federal performance
requirements, Dexter recommends that only original
equipment premium grade linings be used. Failure to
use proper linings can result in poor braking and cause
accidents and injuries.

Air Brake Manual Slack Adjustment
1. Grease cam bracket and spider fittings.
2. Adjust the slack adjuster until the brake lining comes into
contact with the brake drum.
A. For green brakes, there should be a slight amount of
wheel drag at initial adjustment to compensate for any
lining irregularities such as high spots.
B. For burnished or broken-in brakes, back off the slack
adjuster to achieve .010" clearance between the drum
and shoes.

Braking Systems - Air

3. Apply brakes using normal truck operating pressure
(80-90 psi).
Note: A “green brake” is an unground, unburnished, brake.
Normal manufacturing tolerances dictate that there is a
break-in period required after which the lining will seat into
the brake drum. During this break-in period, the user must
be aware that additional brake adjustment will be mandatory
to achieve optimum braking performance.

CAUTION
USE OF AIR PRESSURE IN EXCESS OF 130 PSI COULD
RESULT IN FAILURE OF THE AIR CHAMBER OR SPRING
BRAKE CHAMBER.

-50-

Chamber Type

Maximum Stroke

9

1¹⁄₂"

12

1¹⁄₂"

16

1¹⁄₂"

20

1³⁄₄"

24

1³⁄₄"

30

2"

5. With air pressure applied to brakes, check for lining to drum
contact. The contact should approach 100%. Use a .010"
feeler gage if in doubt. It should not fit between the lining
and drum during brake application.
6. Release air pressure from the brakes and confirm that all
brakes release to the normal relaxed position.
A. When properly adjusted, the angle between the push rod
and the slack adjuster should be approximately 90° +/- 5°
when the brakes are applied.
B. Proper maximum stroke should be achieved after
adjusting the autoslack. Reference the push rod stroke
length chart.

-51-

Braking Systems - Air

4. Check the amount of push rod travel at the clevis pin. The
stroke should be as follows:

Introduction to Troubleshooting
Proper brake function is critical to the safe operation of any
vehicle. A properly installed air brake system should not require
any special attention with the exception of routine maintenance
as defined by the manufacturer. If problems occur, the entire tow
vehicle/trailer braking system should be analyzed by a qualified
mechanic.
To assure safe operation and maximum durability of parts such
as brake linings and tires, it is necessary to position and install
the axle properly. It is recommended that the axle assembly be
installed so that camshafts rotate in the same direction as the
wheels. Installation in which the camshaft rotation is opposite that
of wheel rotation could cause noisy brakes, chatter, and wheel
“hop”. With this thought in mind, the axle should be ordered with
placement of air chamber and slack adjuster assemblies that will
ensure the correct directional rotation of the camshafts when the
axle is installed.
It is the responsibility of the axle installer to adjust the brakes
properly. The recommended adjustment procedure is covered in
the section pertaining to brakes.

Braking Systems - Air

Please consult the following troubleshooting charts to determine
the causes and solutions for common problems found in trailer
braking systems.

-52-

SYMPTOM

No Brakes

CAUSES

REMEDIES

S-Cam Flipped

Replace Linings
and Drum If Needed

Air System
Malfunction

Troubleshoot per