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como reparar un booster de frenos diagrama

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Aspire Serie 5715Z/5315 - ftp
by mongoo 0 Comments favorite 24 Viewed Download 0 Times

La información de esta publicación puede estar sujeta a cambios periódicos sin obligación alguna de notificar dichas revisiones o modificaciones. Dichas modificaciones se incorporarán a las nuevas ediciones de la presente guía o documentos y publicaciones complementarios. Esta empresa no hace promesas ni concede garantías, ya sean explícitas o implícitas, sobre el contenido del presente producto y declina expresamente toda garantía implícita de comerciabilidad o idoneidad para un fin determinado. Anote el número de modelo, el número de serie y la fecha y lugar de compra en el espacio provisto a continuación. Los números de serie y modelo figuran en la etiqueta pegada en el ordenador. Toda correspondencia relativa a su unidad deberá incluir los números de serie y modelo, así como la información de compra. Ninguna parte de esta publicación puede ser reproducida, almacenada en sistemas de recuperación o transmitida por ningún medio, ya sea electrónico, mecánico, fotográfico o de otro tipo, sin consentimiento por escrito de Acer Incorporated. Ordenador portátil Aspire 5715Z/5315 Número de modelo: _____________________ Número de serie: ________________________ Fecha de compra: ________________________ Lugar de compra: ________________________ Acer y el logotipo de Acer son marcas comerciales registradas de Acer Incorporated. Los demás nombres de productos o marcas comerciales sólo se utilizan con fines identificativos y pertenecen a sus respectivos propietarios. iii Información para su seguridad y comodidad Instrucciones de seguridad Lea atentamente estas instrucciones. Guarde este documento para consultarlo en el futuro. Siga los avisos e instrucciones marcados en el producto. Apagado del producto antes de limpiarlo Desconecte el producto de la toma de corriente antes de limpiarlo. No utilice productos de limpieza líquidos ni aerosoles. Utilice unpaño húmedo para la limpieza. PRECAUCIÓN con el enchufe como dispositivo desconectado Preste atención a las siguientes indicaciones cuando conecte o desconecte la energía a la unidad de suministro eléctrico: Instale la unidad de suministro eléctrico antes de conectar el cable de alimentación a la salida de corriente alterna, CA. Desenchufe el cable de alimentación antes de retirar la unidad de suministro eléctrico del ordenador. Si el sistema dispone de múltiples fuentes de alimentación, desconecte la energía del sistema desenchufando todos los cables de alimentación de los suministros de corriente. PRECAUCIÓN en Accesibilidad Asegúrese de que la salida de corriente a la que enchufa el cable de alimentación es fácilmente accesible y que se encuentra lo más próxima posible al operador del equipo. Cuando necesite desconectar la corriente del equipo, asegúrese de desenchufar el cable de alimentación de la salida de corriente. PRECAUCIÓN con la Tarjeta Ficticia PCMCIA y la Ranura Express Su ordenador se ha enviado con tarjetas plásticas ficticias instaladas en la PCMCIA y en la Ranura Express. Estas tarjetas protegen las ranuras no utilizadas frente a la entrada de polvo, objetos de metal y otras partículas. Guarde estas tarjetas para utilizarlas cuando no tenga PCMCIA o Tarjeta Express instalados en la ranura. ...

PDF Map - Tennessee Department of Transportation

Bradyville . . . . . . . . . . . . . . Brentwood , 37,060 . . . . . . Briceville . . . . . . . . . . . . . . . Brighton , 2,735 . . . . . . . . . Bristol , 26,702 . . . . . . . . . . Brownsville , 10,292. . . . . . Bruceton , 1,478 . . . . . . . . . Brunswick . . . . . . . . . . . . . . Brush Creek . . . . . . . . . . . . Buchanan . . . . . . . . . . . . . . Buena Vista . . . . . . . . . . . . . Buffalo Valley . . . . . . . . . . . Bulls Gap , 738 . . . . . . . . . . Bumpus Mills . . . . . . . . . . . Burlison , 425 . . . . . . . . . . . Burns , 1,468 . . . . . . . . . . . . Burrville . . . . . . . . . . . . . . . . Butler . . . . . . . . . . . . . . . . . . Bybee . . . . . . . . . . . . . . . . . . Byrdstown , 803 . . . . . . . . . Cagle . . . . . . . . . . . . . . . . . . Calhoun , 490 . . . . . . . . . . . Camden , 3,582 . . . . . . . . . Campaign . . . . . . . . . . . . . . Capleville . . . . . . . . . . . . . . Carlisle . . . . . . . . . . . . . . . . Carthage , 2,306 . . . . . . . . . Caryville , 2,297 . . . . . . . . . Castalian Springs . . . . . . . . Cedar Grove . . . . . . . . . . . . Cedar Hill , 314 . . . . . . . . . . Celina , 1,495 . . . . . . . . . . . . Centertown , 243 . . . . . . . . Centerville , 3,644 . . . . . . . Central . . . . . . . . . . . . . . . . . Chapel Hill , 1,445 . . . . . . . . Chapmansboro . . . . . . . . . . Charleston , 651 . . . . . . . . . Charlotte , 1,235 . . . . . . . . . Chattanooga ,167,674 . . . . Cheap Hill . . . . . . . . . . . . . . Chesterfield . . . . . . . . . . . . . Chestnut Hill . . . . . . . . . . . . Chestnut Mound . . . . . . . . . Chewalla . . . . . . . . . . . . . . . Christiana . . . . . . . . . . . . . . Chuckey . . . . . . . . . . . . . . . . Church Hill , 6,737 . . . . . . . Clairfield . . . . . . . . . . . . . . . Clarkrange . . . . . . . . . . . . . Clarksburg , 393 . . . . . . . . . Clarksville , 132,929 . . . . . . Cleveland , 41,285 . . . . . . . Clevenger . . . . . . . . . . . . . . Clifton , 2,694. . . . . . . . . . . . Clinton , 9,841 . . . . . . . . . . . Coalfield . . . . . . . . . . . . . . . Coalmont , 841 . . . . . . . . . . Coker Creek . . . . . . . . . . . . Collegedale , 8,282 . . . . . . College Grove . . . . . . . . . . . Collierville , 43,965 . . . . . . Collinwood , 982 . . . . . . . Columbia , 34,681 . . . . . . . Como . . . . . . . . . . . . . . . . . . Conasauga . . . . . . . . . . . . . Cookeville , 30,435 . . . . . . Coopertown , 4,278 . . . . . . Copperhill , 354 . . . . . . . . . . Cordova . . . . . . . . . . . . . . . . Cornersville , 1,194 . . . . . . Corryton . . . . . . . . . . . . . . . Cosby . . . . . . . . . . . . . . . . . Cottage Grove , 88 . . . . . . . Cottontown . . . . . . . . . . . . . Counce . . . . . . . . . . . . . . . . Covington , 9,038 . . . . . . . Cowan , 1,737 . . . . . . . . . . . Crab Orchard , 752 . . . . . . . Crawford . . . . . . . . . . . . . . . Crockett Mills . . . . . . . . . . . Cross Plains , 1,714 . . . . . . Crossville , 10,795 . . . . . . . Crump , 1,428 . . . . . . . . . . . Culleoka . . . . . . . . . . . . . . . B-6 Cumberland City , 311 . . . . B-6 Cumberland Furnace . . . . . Cumberland Gap , 494 . . . . A-14 B-6 Cunningham . . . . . . . . . . . . E-6 Cypress Inn . . . . . . . . . . . . . D-3 Dancyville . . . . . . . . . . . . . . Dandridge , 2,812 . . . . . . . . B-14 Darden . . . . . . . . . . . . . . . . . C-5 Dayton , 7,191 . . . . . . . . . . D-11 Deason . . . . . . . . . . . . . . . . D-8 Decatur , 1,598 . . . . . . . . . . D-11 Decaturville , 867 . . . . . . . . D-5 Decherd , 2,361 . . . . . . . . . . E-9 Deer Lodge . . . . . . . . . . . . . B-11 Delano . . . . . . . . . . . . . . . . . D-12 Dellrose . . . . . . . . . . . . . . . . E-8 Del Rio . . . . . . . . . . . . . . . . . C-15 Denmark . . . . . . . . . . . . . . . D-3 Denver . . . . . . . . . . . . . . . . . B-5 Dickson , 14,538 . . . . . . . . . B-6 Dixon Springs . . . . . . . . . . . B-9 Donelson . . . . . . . . (Nashville Map) Dover , 1,417 . . . . . . . . . . . . A-6 Dowelltown , 355 . . . . . . . . C-9 Doyle , 537 . . . . . . . . . . . . . . C-10 Dresden , 3,005 . . . . . . . . . . B-4 Drummonds . . . . . . . . . . . . D-1 Duck River . . . . . . . . . . . . . C-7 Ducktown , 475 . . . . . . . . . . E-12 Duff . . . . . . . . . . . . . . . . . . . A-13 Dukedom . . . . . . . . . . . . . . . A-4 Dunlap , 4,815 . . . . . . . . . . D-10 Dyer , 2,341 . . . . . . . . . . . . B-3 Dyersburg , 17,145 . . . . . . . B-2 Eads . . . . . . . . . . . . . . . . . . . D-2 Eagan . . . . . . . . . . . . . . . . . . A-13 Eagleville , 604 . . . . . . . . . . C-8 East Ridge , 20,979 . . . (Chatt. Map) Eastview , 705 . . . . . . . . . . . E-4 Eaton . . . . . . . . . . . . . . . . . . C-3 Eidson . . . . . . . . . . . . . . . . . A-15 Elbridge . . . . . . . . . . . . . . . . B-3 Elgin . . . . . . . . . . . . . . . . . . . B-12 Elizabethton , 14,176 . . . . . A-16 Elkton , 578 . . . . . . . . . . . . E-7 Ellendale . . . . . . . . . . . . . . . D-2 Elmwood . . . . . . . . . . . . . . . B-9 Elora . . . . . . . . . . . . . . . . . . E-8 Emory Gap . . . . . . . . . . . . . C-12 Englewood , 1,532 . . . . . . . D-12 Enville , 189 . . . . . . . . . . . . . D-4 Erin , 1,324 . . . . . . . . . . . . . B-6 Ernestville . . . . . . . . . . . . . . B-16 Erwin , 6,097 . . . . . . . . . . . . B-16 Estill Springs , 2,055 . . . . . D-9 Ethridge , 465 . . . . . . . . . . . Etowah , 3,490 . . . . . . . . . . . Eulia . . . . . . . . . . . . . . . . . . . Eva . . . . . . . . . . . . . . . . . . . . Evensville . . . . . . . . . . . . . . Fairfield Glade . . . . . . . . . . Fairview , 7,720 . . . . . . . . . . Fairview . . . . . . . . . . . . . . . . Fall Branch . . . . . . . . . . . . . Farmington . . . . . . . . . . . . . Farner . . . . . . . . . . . . . . . . . Farragut , 20,676 . . . . . . . . . Fayetteville , 6,827 . . . . . . . Finger , 298 . . . . . . . . . . . . . Finley . . . . . . . . . . . . . . . . . . Fisherville . . . . . . . . . . . . . . Five Points . . . . . . . . . . . . . Flag Pond . . . . . . . . . . . . . . Flatwoods . . . . . . . . . . . . . . Flintville . . . . . . . . . . . . . . . Forest Hills , 4,812 . . . . . . . Fosterville . . . . . . . . . . . . . . Fowlkes . . . . . . . . . . . . . . . . Frankewing . . . . . . . . . . . . . Franklin , 62,487 . . . . . . . . . Friendship , 668 . . . . . . . . . Friendsville , 913 . . . . . . . . Fruitvale . . . . . . . . . . . . . . .

North Corridor - Metro
by Midene 0 Comments favorite 22 Viewed Download 0 Times

METRO Q Fare Cards are available at the METRO RideStore and at numerous retailers across the region. Call 713-635-4000 or visit www.RideMETRO.org for the location nearest you. Las METRO Q® Fare Cards están disponibles en numerosas tiendas a través de la región y en el METRO RideStore. Llame al 713-635-4000 ó visite www.RideMETRO.org para encontrar el lugar más cercano a usted. Kuykendahl Park & Ride Agregue dinero a su METRO Q® Fare Card recargable en el METRO RideStore, con los minoristas, en las TVMs, en las CVMs, a bordo de los autobuses locales y en nuestro sitio web: www.RideMETRO.org. Registre su tarjeta para proteger su saldo contra pérdida o robo. Fare Card**** *Full fare, one-way. Pasaje completo, viaje sencillo. **Seniors, disabled persons, Medicare cardholders, and all full-time university students require a discounted ® METRO Q Fare Card to pay the lower fare. Middle and high school students may pay the discounted fare in cash (on the bus only) by showing their student ID card. Elementary school students may pay the discounted fare in cash (on the bus only) without showing an ID. NOTE: If you pay with cash, you will not receive a free transfer. Personas mayores, personas con discapacidad, los titulares de tarjetas de Medicare, y todos los estudiantes universitarios a tiempo completo requieren un METRO ® Q Fare Card para pagar la tarifa más baja. Los estudiantes de secundaria y preparatoria pueden pagar la tarifa con descuento en efectivo (en el autobús solamente) al mostrar su tarjeta de identificación de estudiante. Los estudiantes de primaria pueden pagar la tarifa con descuento en efectivo (sólo en el autobús) sin mostrar una identificación. NOTA: Si usted paga con dinero en efectivo, usted no recibirá una transferencia libre. ***Transfers are free and automatic for three hours in one ® direction only with the METRO Q Fare Card. Transfers ® are automatically recorded on the METRO Q Fare Card. When transferring to a service of greater cost, the ® METRO Q Fare Card will deduct the difference on board the next bus. Los transbordos son gratuitos y automáticos sólo con la ® METRO Q Fare Card por tres horas en una dirección. Los transbordos son registrados automáticamente en la ® METRO Q Fare Card. Cuando se transborde a un ® servicio de costo mayor, la METRO Q Fare Card deducirá la diferencia al abordar el siguiente autobús. ® ****The METRO Q Fare Card is your quick and easy way to ® travel on both bus and light-rail. METRO Q Fare Card holders earn Rider Rewards – 5 free trips for every 50 paid trips. ® La METRO Q Fare Card es su manera rápida y fácil de viajar, tanto en autobús, como en tren. Los tarjeta ® habientes de METRO Q Fare Card ganan Rider Rewards – 5 viajes gratuitos por cada 50 viajes pagados.

General Brake Booster Installation Instructions - Jegs

REMOVING THE ORIGINAL POWER BOOSTER BEFORE YOU BEGIN, READ THIS: You are urged to refer to a suitable service manual when attempting to make repairs. If you do not have such a manual or lack the experience to make such repairs, you should use the services of a qualified technician. NOTE: Before beginning work, be sure vehicle is parked in a level area and that wheels are chocked to prevent unintentional movement. 1. Disconnect the ground cable from the battery. Vent any vacuum from the booster by applying the brakes several times. You will notice a change to a hard pedal when all vacuum has been vented 2. Carefully disconnect hydraulic lines from the master cylinder. 3. Remove the nuts attaching the master cylinder to the power booster. 4. Separate the master cylinder from the booster mounting studs. Keep the master cylinder level CAUTION: DO NOT let brake fluid contact painted surfaces as the fluid will damage paint. Should fluid get on paint, immediately flush with water. 5. Disconnect vacuum hose(s) from the power booster. 6. Working under the instrument panel, disconnect the, power booster rod linkage / from the brake pedal. NOTE: Two piece rods may have to be disassembled before the linkage can be removed from the vehicle. 7. Remove the nuts holding the power brake booster unit to the firewall. NOTE: The nuts may be located under the dash or on the engine side of the firewall. 8. Rotate the rod linkage if necessary and guide it through the firewall as you remove the power booster. 9. Remove linkage parts from the original power booster for installation on the replacement unit. IMPORTANT: Be sure to save any spacers or non-riveted mounting brackets since they must be reused when installing the replacement unit. These parts are critical to the operation of the replacement power booster. Page  General Brake Booster Installation Instructions INSTALLING THE POWER BOOSTER 1. Install linkage from the old unit onto the replacement unit (if applicable). Important: Install spacers, gaskets and or mounting brackets from the old unit onto the replacement unit. 2. Rotate the rod linkage as required to guide it through the firewall and position the replacement power booster. Do not force the rod in either direction as this will damage the hub and void the warranty. NOTE: Two piece rods may have to be reassembled after the replacement booster is in the vehicle. 3. Install and tighten the power booster mounting nuts. 4. Working under the instrument panel, connect the rod linkage to the brake pedal. NOTE: Pedal free play should be 1/16” to 1/4”. Adjust pedal stop or stop light switch behind brake pedal if necessary. 5. Carefully locate the master cylinder onto the power booster mounting studs. 6. Install and tighten the master cylinder-to-booster mounting nuts. 7. Connect the vacuum hose(s) to the power brake booster. 8. Connect hydraulic lines to the master cylinder with the fittings just snug. While an assistant applies moderate pressure to the brake pedal, loosen one brake line fitting to let any trapped air from the connection. Then tighten the fitting before releasing the pedal. Wait 15 seconds and then repeat the process (including the 15 second delay) for each fitting on the master cylinder. Make sure the brake fluid reservoir is kept properly filled during and after this process. MASTER-CYLINDER PUSH ROD ADJUSTMENT NOTE: Correct push rod length is essential to reliable braking. If the rod is too long, it causes the compensating ports in the master cylinder to be closed off, eventually resulting in brake drag. If the push rod is too short, there will be excessive brake pedal travel and possible there will be a groaning noise from the brake booster. Use the following procedure to check the push rod adjustment. CAUTION: Wear protective goggles when performing the following procedure! Brake fluid may erupt from the master cylinder with sufficient force to cause personal injury. 1. Remove the master cylinder reservoir cap or cover.  ...

Section 5 BRAKE BOOSTER - Autoshop 101

Lesson Objectives 1. Explain the function of engine vacuum in providing brake assist to the master cylinder. 2. Perform the following booster tests using the brake pedal: − operating test − air tightness check − air tightness under load 3. Using a brake booster push rod gauge SST, measure booster push rod clearance and determine needed adjustment. 4. List the symptoms of an improperly adjusted booster push rod. Section 5 Brake Booster The brake booster is designed to create a greater braking force from a minimum pedal effort, using a difference in atmospheric pressure and the engine’s manifold vacuum. It increases the pedal force 2 to 4 times depending on the size of the diaphragm. The brake booster is located between the brake pedal and the master cylinder. When pressure is applied to the brake pedal, pressure is exerted on the booster air valve. With pressure created by the booster the master cylinder is applied. Should the booster malfunction, the normal mechanical braking force of the master cylinder is maintained. Construction The brake booster consists of the body, booster piston, piston return spring, reaction mechanism, and control valve mechanism. The body is divided into a constant pressure chamber and a variable pressure chamber. The chambers are separated from each other by a diaphragm. The control valve mechanism regulates the pressure inside the variable pressure chamber. Single Diaphragm Booster The body is divided into a constant pressure chamber and a variable pressure chamber separated from each other by a diaphragm. 42 LEXUS Technical Training Brake Booster Basic Booster The basic principle of the brake booster is pressure differential. When Operation vacuum is applied to both sides of the piston, the piston is pushed to the right by the spring and remains there. Control Valve Closed When vacuum is applied to both sides of the piston, the piston is pushed to the right by the spring. When atmospheric air is allowed into chamber B the piston starts to compress the spring, due to the difference in pressure, and moves to the left. This causes the piston rod to move the piston of the master cylinder, generating hydraulic pressure. Control Valve Open When atmospheric air is allowed into chamber (A), the piston starts to compress the spring due to the difference in pressure. Booster Air Valve In the OFF position, the Air Valve (connected to the Valve Operating Operation Rod) is pulled to the right by the Air Valve Return Spring. The Control Valve is pushed to the left by the Control Valve Spring. This causes the Air Valve to contact the Control Valve. Therefore, the atmospheric air that passes through the air cleaner element is prevented from entering the Variable Pressure Chamber. Section 5 The piston’s Vacuum Valve is separated from the Control Valve in this position, providing an opening between passage A and passage B. Since there is always vacuum in the Constant Pressure Chamber, the opening allows vacuum into the Variable Pressure Chamber. As a result, the piston is pushed to the right by the piston return spring. Booster Air Valve Brakes Not Applied The Vacuum Valve is open allowing vacuum on both sides of the booster piston. In the ON position, when the brake pedal is depressed, the Valve Operating Rod pushes the Air Valve to the left. The Control Valve which is pushed against the Air Valve by the Control Valve Spring, moves to the left until it touches the Vacuum Valve. This blocks off the opening between passage A and passage B (Constant Pressure Chamber (A) and Variable Pressure Chamber (B)). Booster Air Valve Brakes Applied The vacuum valve is closed, cutting off the vacuum source to the variable pressure chamber....

THE EFFECTS OF A VACUUM BOOSTER ON BRAKE PRESSURE

The brake pressure that comes out of the master cylinder is a result of “manual brake pressure” and “boosted brake pressure”. “Manual pressure” is the pressure generated by pushing on the brake pedal with out any extra force from the booster. “Boosted brake pressure” is the pressure created by the extra force the booster sends to the master cylinder. In the case of a vacuum booster, this boost is “free pressure”. The engine vacuum pulls 1 or more diaphragms that act on the master cylinder. The larger the diaphragms area the more “free pressure” the booster can provide. For example: A driver applies 100 pounds of force on the brake pedal. The car has a pedal ratio of 7:1 and a 1” bore master cylinder. The car will make 891psi of brake pressure. If the same car were to add a 9” single diaphragm vacuum booster the brake pressure would increase by 899psi with a total brake pressure of 1790psi. The 899psi increase is “free pressure”. The following charts show the “free pressure” each size vacuum booster can provide. 100 pounds with a 7:1 pedal ratio on a 1 1/8” bore with 23” vacuum. Booster size... Note: your results may vary due to differences in the pedal ratio, return spring, pivot bushing resistance, etc. Unlike an engine driven hydraulic pump, there is no power loss using engine vacuum to operate the brake booster. Also, a vacuum booster only uses one hose and does not require any clamps. A hydraulic booster has a high pressure hose that must use a high pressure fitting, and a low pressure hose that has to use hose clamps to prevent fluid leaks.

installing a dual master cylinder & power brake booster with gm style ...

Now’s a great time to shrug off those winter doldrums and work toward getting the Project ’63 ready for some spring and summer fun. There are very few things that will keep you as warm as looking forward to breaking out your Chevy after a long and cold winter storage. Our Project ’63 now has a set of snazzy four-wheel disc brakes, now we need some reliable pedal pressure to make it all happen. The best way to accomplish this is by installing a dual master cylinder and power brake booster system. The old original single cylinder master cylinder did its job 50 years ago, but by today’s standards this system is unsafe and unreliable. In a single cylinder brake system, the front and rear lines are tied together as one. If a line or a hose suddenly “walks off the job”, you loose all you brake pressure. Additionally, GM did not install a proportioning valve in this system. Brake pressure was often not correctly distributed, or proportioned, between front and rear. The front wheels of the brake system bears 70 percent of the total stopping power. My 409 powered ’60 still had the single master cylinder and original plumbing system. The headers ran so close to the left frame rail that it would heat up all the brake lines and cause very erratic brake behavior. Not the kind of thing that you really want to have happen. With this dual master cylinder power brake booster and proportioning valve system, we can eliminate this type of hairy situation. So, let’s leave that single cylinder stuff on the old farm tractor.

Master Cylinder Removal & Brake Booster Rebuild

Master Cylinder Removal & Brake Booster Rebuild Car: 1991 BMW 750iL, mfg 4/91 Symptoms:  Leaking brake fluid between the Master Cylinder and Hydraulic Brake Booster  Brake Booster leaking Pentosin (drip point at grub screw under the booster) I won’t be going into the theory of operation in this instruction, but will illustrate the steps I followed to fix the leaks and point out the lessons learned along the way. Note: I had previously removed the coolant expansion tank, intake manifold, valve covers & auxiliary water pump while in the process of doing a valve cover gasket/manifold gasket reseal job so I have a little more room than typical for this job. My main goal was to repair the leaking H31 Brake Booster “In Situ”, as I did not want the headache and additional work of removing the assembly from the engine bay. It just so happened I noticed the master cylinder was leaking so I also replaced it as part of the process. Page 2 of 16 Master Cylinder Removal Begin by disconnecting the electrical connector from the brake fluid float switch and then remove the lid of the brake fluid reservoir. Using a turkey baster or syringe, suck out all the brake fluid that can be removed. You won’t get it all out so be prepared for spills when you pull off the plastic reservoir. The Reservoir is mounted into the master cylinder by two grommets. Note: If you are not planning to replace your master cylinder, you will need to replace these two grommets. Firmly grasp the reservoir and pull it while rocking to get it out. Mine was in there pretty tight. Make sure you clean up any spilled fluid, it’s not kind to paint. Page 3 of 16 Master Cylinder Removal If you will be reusing your master cylinder, make sure dirt & debris are kept out of the system. Spray it down with brake cleaner and wipe it down as necessary, You don’t want to introduce contaminants into it. Page 4 of 16 Master Cylinder Removal Remove the brake line nuts circled below. These will require an 11mm flare nut wrench. You might be able to use a standard open end wrench but it’s not advised - these are tight! You don’t want to risk rounding them. ...

Tech Support: Vacuum Brake Booster Testing and Diagnosis

This procedure will require the use of a hand operated vacuum pump with a vacuum gauge. If you do not own one it can often be rented or borrowed from most “big box” parts stores. (Note: 18”HG is the minimum engine vacuum at idle in gear to effectively operate a vacuum booster 1) Remove vacuum hose from check valve on booster. Place hose from vacuum pump onto check valve and draw booster to 20” of vacuum. 2) Let booster sit with vacuum applied for 5 minutes. If vacuum does not stay steady at 20” it is faulty and needs to be replaced. If vacuum does hold steady at 20” proceed to step 3. 3) With 20” of vacuum in booster depress brake pedal once and release it. The booster should transfer some but not the entire vacuum in reserve. Depending on how hard the pedal is depressed it is normal to see 5-10” of vacuum depleted from reserve. The most important thing is to ensure the booster does transfer vacuum but does NOT transfer the entire vacuum in its reserve. If vacuum remains at 20” OR goes to zero the booster is bad and will need to be replaced. If vacuum transfer is within the above parameter proceed to step 4. 4) Once again draw booster down to 20” of vacuum. Go inside car and depress brake pedal and hold down for 30 seconds. You should see the gauge drop slightly and then hold steady. Vacuum should stay steady as long as you are holding the pedal down. If vacuum drops while pedal is being held down the booster is faulty and will need to be replaced...

Dual Rate (DR) Vacuum Brake Booster - TRW

The Dual Rate vacuum system is similar to conventional systems in operation. The main difference from the standard booster is that the effective area of the Dual Rate device is divided into two parts. This effects the required area change during actuation. Dual Rate The system design leads to two slope changes in the control area of the characteristic curve (shown in the middle chart at right). This is an advantage, since this gives the driver a progressive pedal feel in an emergency. When loaded to a given point (stress increase in the reaction disc) the outer ring (DR-Sleeve) is displaced relative to the core area of the ratio disc. The start of the relative movement is determined by the pre-load force of the Dual Rate spring. This force can be set to match customer requirements. The first knee point should occur at about 35 to 40 bar of master cylinder pressure. The second knee point occurs when the external pressure area, which is determined by the Dual Rate sleeve, abuts the carrier step of the valve body. This point on the pressure or effective area, originally determined by the ratio disc alone, extends into the external annular area of the valve body (servo area) and becomes virtually an integral part of the vacuum piston. The actual boost ratio of the Dual Rate now takes effect. The characteristic curve remains at this boost ratio right up to the power run-out knee point. The distance between these two points is determined by the gap between the DR-Sleeve and valve body and the rate of the DR-spring. The smaller the gap the lower the spring rate the closer the two knee points. The above description applies to the standard boost curve test, with a pressure build rate of 20 ± 10 bar/s. The properties of the Dual Rate curve can only be fully displayed at this actuation speed. Fast actuation shifts the curve to the right, i.e. pressure lag occurs also in this case. The ratio change is then less noticeable. www.trwauto.com ...

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