1980 SKODA 120L brake

5. Use
the MP 1'105 puller
for removing
cylinder liners from the
block. Turn the centre
bolts of the
iig to expond
the
iig iows in the
cylinder liner (ot
the top flonge of the liner)
ond pull
out the liner by turning the vwench.
6. Before removing the comshoft, lift owoy
the volve toppets. lf o
removol of the cylinder
heod is not considered, releose
the boll pins
of
the rocker orms, lift cwoy the push
rods, remove
the si'de cover of the push
rods, ond withdrow
the volve toppets.
2.5 BRAKE TEST
AND ENGINE
LUBRICATION SYSTEM DIAGRAM
Broke Tcst In view of
the very specific chorocter of
the test, especiolly with
regord to the speciol
testing eguipment,we do not intend to describe
the test procedure, restricting ourselves to
men'
tioning only the moin volues which the test is
supposed to verify. Volues indicoted in the
diogroms ore oppli'
coble to o new engine or on engine ofter o top
overhoul, which hos been
correctly run'in
by
running for o period
of obout 50 hours (2,500
km
trovelled). lf the engine is tested under other
conditions, the meosured volues must opprooch
the diogrom volues conformobly with the mech-
onicol condition of the engine.
ln diogroms, peok
performonce
volues ore
indicoted os meosured in complionce with the
CSw (Czechoslovok
Stote Standords) ond DIN
,CsNr
kwrotN'
1{J
I
20
r5t0 (Deutsche
Ingenieur Normen), i.e. with
oll oc'
cessoires reducing the gross engine
horsepower
(woter pump,
olternotor, oir
cleoner, exhoust
silencer). The
effective horsepower con
vory
with respect to the diogrom volues
within
o toleronce limit of
minus 100/s.
Every engine ofter
o top overhoul or reploce'
ment of individuol ports
of the cronk mech'
onism hos to be run'in exoctly like o
new
engine. Do
not forget to
drow your
customer's
ottention to this foct!
'",ffi15
NM
300 t000 som
t/n{a
5000 l/rnrn csilr
kwuril'
50
i
ilii Fig.2.5l2
-
Power Output ond Fuel Consumption
Diogrom -
Skodo 120 L engine
1- 3 see Fig.2.5l1
5000 t/mrn
Fig.2.511- Power Output ond
Fuel Consttmption
Diogrom -
Skodo 150
S
engine
1 -
power output, 2 -
torque, 3 -
specif ic fuel
consumPtion
k/SAE: h. p.
(SAE) 1/min :
r.P.m. Fig.2.513
-
Power Output ond Fuel Cons
Diogrom -
Skodo 120
LS engine
I
38 1- 3 see
Fig.2.5l1

12
4
5{
t*-:
F l,
,. ilt
--:-xt
J
.- .'''J-4
:/:\
. ('"
1238
,''/t//
(./r/'/
trt t
."t' /
./
,./ i
l/
v/
\/
\'..
1
Fig.9./1- Hydroulic Broke System Diogrom
'l - Broke f luid tonk
2 -
Moster cylinder
3 -
Broke booster (on
SfOOn 120 LS cors)
4 -
Moster cylinden supply line
5 -
Moin front-broke circuit line
6 -
Front brake distribution system
7 -
Front broke mechonism
8 -
Moin reor-broke circuit line
9 -
Reor broke distribution system
10 -
Reor broke mechonism
I on
cors fitted
11 -
Broke booster vocuum line
I with
broke
J booster
12 -
Suction line
connection
Fig.9.1/1 -
Reor Broke AssemblY
134 C
r
I
s l
r I
(
\

tr
c
\
c'
pl
r€
o1.
tt pl
tt
r€
ol
w
ot
iu
ol
dt
is
ol
sl
Rr
ot
th
th
c0
c0
Broke
Shoes ond Broke Drums
When refitting
o broke shoe with o portiolly
worn lining moke sure thot it hos o thickness
sufficient to lost till the periodic
inspection
(ofter every 20,000 kilometres). The new lining
is 5 mm thick. When it is worn down to 1.5
to 'l
mm (4
to 3.5 mm when meosured
with the
shoe), the broke shoe hos to be reploced
with
o new.or
o reconditioned
shoe with glued-on
new lining. Be sure to reploce
the respective
broke shoes in both wheels to preserve
o uni-
form broking effect.
Speciol glues or cements
ond hordening ot
high temperotures
ore required when relining
the broke shoes so thot this
iob con
be done in
speciolized repoir shops
only. For informotion,
opply to the broke monufocturer -
Autobrzdy
Not. Corp., Joblonec
nod Nisou.
Broke drums are grey
cost-iron costings. Their
unequol weor
con be rectified
by mochining to
o 231 mm diometer.
No tool morks must be left
on their surfoce
which hos to be perfectly
smooth. The olignment deviotion
ond mochin-
ing toleronce should
not exceed 0.1 mm. The
moximum permissible weor is up Lo 232
mm in
diometer.
Only broke drums
with on identicol
diometer
ore permitted
to be mounted on one ond the
some oxle.
9.2 FRONT BRAKE
ASSEMBLY
Disnrontling ond Reossembly
1. Detoch
the broke fluid supply piping
from
the broke. Absolute cleonliness is o must.
Otherwise dirt ond foreign
motterwill penetrote
into the piping.
2. Renrove bolts lrolding
down the broke yoke
crnd lift owoy rlre broke
ossembly.
3. Use the MP 6-132 gouge
to set correctly
the broke (new
or repoired)
on reinstollotion.
4. Select the shims required
to fill the gop
between the end of the gouge
ond the foce of
the fostening lug.To position
correctly the
broke, insert shims
between the fostening lugs
cnd yokes. You con, however,
meosure direct
the distonce
between the fostening
lug ond the
trroke disk
ond set this distonce
in complionce
with Fig. 9.211 by odding pocking
pieces
to the
shim pock.
5. Using the respective
copscrews ond spring
'.^roshers, bolt down the yoke
to the lugs.
6. Attoch the supply hoses ond bleed
the
broke.
Replocing the Brake
Disk
A worn brol disk con be reconditioned by
grinding it to o thickness
of 7.5 mm. lf necess-
cry, reploce it with o new one 9 mm thick. The lowest
limit of thickness
of o still usoble
broke disk is 6.5 mm. The
moximum permissible
run-out of the friction surfoce is
0.15 mm.
1. After hoving lifted owoy
the broke os-
sembly, remove the wheel hub
ond then the
broke disk. 2. Reossemble the broke disk
with the wheel
hub using copscrews with spring
woshers.
3. Top
rrp or chonge the lubricont
in the
wheel
hub beorings ond reinstoll the broke ossembly
Replocing Broke Pods
The overoll thickness of o broke pod
with
new lining is 15 mm. When worn down to 7 mm
(with the lining 1.5 mm thick), the pod
is
unusoble.
Alwoys reploce
broke pods
on both ends of
the oxle of the some time so
thot their weor is
uniform. With regord to the coefficient of fric-
tion, they hove to be of the some
type ond
rnoke.
1. Suck off the hydroulic fluid from the tonk
so thot it is only holf filled.
2. Remove cotter pins
ond lift
owoy the broke
lining cover.
3. Remove the friction pod,
cleon thoroughly
the covities of the yokes, piston
ports,
ond dust
boots.
4. Fit the MP 6-134 force-off lever over the
broke disc ond drive the pistons
into the
cylinder bottoms by the presswe
of levers.
5. Ploce o new friction pod
into the broke
ossembly moking sure thot the clomp of the
thrust plote
fits into the collor of the piston
foce.
Fig.9.2l1- Front Wheel Broke Mechonism
ond Mounting (setting)
Dimensions
1 -
Broke disk
2 -
Broke
3 -
Shims
A -
Broke setting climension -
18.7+O.2
136

Reossemble the
pressure-relief
following order: dust cup, spring,
ond seol. Nicks ond burrs
ore opt to domoge
the dust
boot ond prevent
its perfect
odhesion to the
cylinder. Every boot must be odequotely pre-
stressed (topered)
so thot its seoling edge con
be in permonent
contoct with the cylinder sur-
foce. A decreosed prestress
signols excessive
weor of the dust boot or its fotigue. For the
cleoning ond lubricotion of working ports,
see
the instructions in
Chopter 9.3.
9.5 FRONT BRAKE WHEEL CYLINDERS
Wheel cylinders ore ossemblies formed
by
one cylinderwith the yoke
ond onother cylinder
with the f longe ond occessories. Fig. 9.5/1
shows the loyout. For cieoning ond lubricotion
of the working surfoces, see the informotion
in Chopter 9.3.
Dismontling
1. After hoving removed the broke pods,
disconnect ond lift owoy the interconnecting
piping, cnd then remove f our copscrews to
seporote the cylinder with the yoke
from the
flonged cylinder.
2. Pull off the retoining
ring of the dust boot
ond lift owoy the dust boot.
Connect o com-
pressed oir supply (or
the broke moster cylinder)
ond use it to force the piston
out of the
Fig. 9.5/1 -
Front Broke Wheel Cylinder c/w
Broke Pods
volve in the
spring plote,
Fig. 9.312 -
Secondory Piston Cup Mounting
Fixture for dio. 12 mm
Moster Cylinder
(1 -
guide bush, 2 -
clomping ring)
Fig. 9.3/3 -
Secondory Piston Cup Mounting
Fixture for dio. 22
mm Moster Cylinder
(1- guide
bush, 2 -
clomping ring)
9.4 REAR BRAKE WHEEL
CYLINDER
'l-he wheel cylinder requires procticolly
no
servicing. Whenever removing
the broke drums,
exomine the rubber dust boots.They hove
to be
perfectly tight, flexible,
ond undomoged. When
replocing them, exomine the inner surfoce of
the wheel cylinder ond the surfoce
of the piston.
Fig. 9.4/1 -
Sectionol View of Wheel
Cylinder
138

I
I
T
!
(
(
t I
t
t
t I
'l
(
r
o cc
fold
ot the moment of
the opplicotion of the
brokes, ond led
through o rubber hose (tube)
to
the booster.
Removol ond Refitting
The broke booster is held down on the pedol
brocket by nuts ond spring
woshers. The lug of
the control volve press
button connects it with
the broke pedol,
on which it is secured by o re-
toining ring. These
mounting ports
or the con-
nections of the vocuum supply
ore to be hondl-
ed only when removing
or refitting the broke
booster.
However, we odvise you
to hove this
iob done
in o speciolized
repoir shop properly
instructed
by the broke
monufocturer. All rubber ports (in
the terms of current mointenonce,
this is
procticolly the seol of the press
button control-
ling the moster cylinder)
must be protected
from the effects of the broke fluid or other
lubriconts. Use petrol
for cleoning the rubben
ports.
Adiustment 1. Adiust the cleononce
between the broke
booster press
button ond the cylinder piston
whenever the moster
cylinder or the'broke
booster ore reploced,
or whenever there is ony
doubt concerning
the correctness
of the os-
sembly of the moster cylinder
with the broke
booster. Meosure the distonce between the
cylinder bottom recess
ond the cylinder flonge
nroting surfoce os well os the length of the
press button protruding
over the moting surfoce
of the booster.
Compore the meosurings
ond
odiust the length of the press
button by rototing
its threoded
end to obtoin o cleoronce of 0.5 to
1 mm between the press
button ond the piston.
Still better, you
can use special
tools Mp6.
'14'lA.
Fit it on the
moster cylinder, push
its spindle into the cylinder till its rounded
end
rests ogoinst
the piston,
ond lock it in this po-
sitio-n with the respective
retoining screw.
Apply
the fixture to the booster
ond rotote the boostei press
button so thot it
iust touches the
lower
flot port
of the fixture spindle.
2. lf it is necessory
to level
the broke pedol
with the clutch pedol,
odiust the length
of the
contnol volve press
button lug.
Remove the broke
booster from the pedol
brocket, slip off the collor (cup),
connect the
booster with the pedol,
ond refit it tempororily
to the brocket.
Now rotote the hexogon on the
threods of the lug till both the clutch ond broke
pedol ore level. Remove once more the booster
from the pedol
ond pedol
brocket, neinstoll the
collor (cup),
ond complete the f inol reossembly.
9.7 BRAKE FLUID TANK, PIPING AND HOSES
Tonk ond Filling Hose
The broke fluid tonk is held in position
in its
brocket by o slip-over
clomp. Speciol rubber
hoses connect it with the broke ond clutch
moster cylinders.
Hose clips ore used to secure
the hoses on the tonk outlet sockets.
Both the
side ond centre outlet of the tonk ore con-
nected to the bnoke moster cylinder, the third
outlet being connected to the clutch moster
cylinder (see Fig. 12.111).
Pressure Piping ond Hoses
The rigid port
of the hydroulic line consists
of speciol steel pipes.
Their connections with
other ports of the line ore seoled off by clomp-
ing on the conicol surfoces-
lf these conicol surfoces
become domoged,
remove them ond form new ones by floring the
pipes. To do this, use the coulking holder,
type
MP 9-151. Clomp the pipe
in the holder so thot
it is level with its upper edge ond flore the pipe
with c coulking chisel. The holder is designed
to be clomped in o vice.
The holder
hos two drilled holes of 5 ond
6 mm in diometer so thot it con be used olso for
repoirs of pipes
of the clutch line. For dio.
5 mm holes, use the MP 9-152 ond for dio. 6 mm
holes, the MP 9-153 coulking chisel.
The flexiblepqrt
of the hydroulic line consists
of speciol hoses.
When fitting them to the reor
wheel cylinders, turn them in o position
which
will prevent
their contoct with ony ports
of the
cor in both extreme positions
of the cor sus-
pension. This is why the nipples ot the reor
wheels ore inclined
downword through on
ongle of 30 degrees from
the horizontol plone.
9.8 HAND BRAKE
The hond-broke
lever between the front seots
controls the tie-rod which octuotes the rocker
(see Fig.9.8/1). Cobles connected
to the rocker
Fig. 9.612
-
Broke Booster Press
Button
Adiusting Fixture
MP6 141A tx r5?2
140

tificotion
number, or in
words. For exomple
Mobiloil 30 is on oil in the SAE 30 viscosity
closs, Mobiloil Speciol belongs to the SAE
10 W/30 closs. We quote
the viscosity closs
symbol of oils identified
in this woy in brockets
following the oil brond (trode
nome).
Oils designoted by o doubled viscosity closs
symbol ore the so-colled multigrode oils. Their
complionce with viscosity clossificotion is ex-
pressed by the symbol before the froction line
progressively to the clossificotion expressed by
the symbol behind the froction line. Thus,
for
instonce, the SAE 10W/30 oil hos the properties
of the sAE 10w, sAE 20w120,
ond sAE 30
closs.
Czechoslovok oils
Motor oil M6 AD (SAE
30), M4AD (SAE
20W/
20), Mogul Super SAE 20W50,
Mogul Speciol
SAE 2OW/30
Modit Oil SAE 30 (M6
AD), Modit Oil SAE
2OWl2O (M4AD), Modit Oil Speciol
SAE 10W/
30, Modit Super SAE 10W/40
Foreign oils
Agip: Agip F. 1 Motor Oil HD SAE 10W/20,
2OWl30, 4Ol5O; Agip F. 1
Super Motoroil
10w/40,20wl50
BP: Energol HD SAE 40, 30, 2OW (2OW|?O),
10W; Super Visco-Stotic 10Wi30, 10W/40,
20wt20
Costrof : Costrol 40,
30, 20Wl2O, '10
W; Costrolite
(SAE 10W/30), XL (SAE 20W/50);
GTX
(SAE 10w/50)
Mobil: Mobiloil 40, 30, 2OWl2O,
10W; Speciol
(SAE 10W/30); Speciol 20W/50; Super (SAE
10w/so)
Shef l; X-100 40, 30, 2OWl20,
10W; Super (SAE
10w/so)
Other oils of foreign moke con be used if equi-
volent to the listed bronds, for
exomple, Avio,
Esso, Heno (Optimol
LD), INA (Delto TLX),
Noftogos (Golox GTX, Omnio) etc.
GEAR OILS -
type E. P. (high-pressure)
I Viscosity j Ambient
Lubricoting noint
I closs
! temperoture
sAE 140*) -r50
to +15 oC
Georbox/f inol
drive SAE
90
*35 to -15
oC
* 5 to -30oC
SAE 80
teering box SAE 90 throughout
the yeor Czechoslovok
oils
PP 90 (SAE
90) geor
oil; PP 80 (SAE 80)
geor oil
Foreign oils
Agip: F. 1 Rotro 140; 85/90; 75Wl8O
BP: Geor Oil 140
EP; 90 EP; 80 EP
Costrol: Hypoy B 140; B 90; B 80
Mobil: Mobilube GX 140; GX 90; GX 80
Shell: Spirox E. P. 140; E. P. 90; E. P. 80 W
Other geor
oils of foreign moke con be used
if equivolent to the listed oils.
SPECIAL OILS
Distributor beorings (service inspection)
Czechoslovok moke -
ON 1 low'pour-point oil
Foreign moke -
for exomple, Shell Clovus 17
ond similor oils
GREASES -
use throughout the yeor
Woter pump
Czechoslovok moke -
SP 4 sooP greose,
NH 2
or A4 motor greose
Front wheel beorings, geor lever
brocket
Czechoslovok moke -
SP 4 or NH 2 soop greose
King pins
Czechoslovok moke -
A 00 motor greose
Inner door mechonisms, locking mechonisms
Czechoslovok moke -
SP 2-3 soop greose*)
Clutch releose beoring
Czechoslovok moke -
SP 4 or NH 2 soop
greose* )
Steering tinkoge boll
ioints, cronkshoft
beoring
Greoses listed in the porogroph
on greoses
of
foreign moke
Greoses of foreign moke:
Agip: F.1 Greose 30; BP: Energreose L2; Costrol:
Costroleose l. M.; INA: Automost Speciol;
Mobil: Mobilgreose MP;
Shell: Retimox A,
ond other greoses
equivolent to
the listed
ones.
BRAKE FLUID
To SAE J 1703C Specificotion
ln Czechoslovokio -
SYNTOL HD 190 broke fluid
Abrood -
SYNTOL HD 190, Pentosin
Super Fluid,
Mobil Hydroulic Broke Fluid, ATE Blou, BP
Broke Fluid, STOP SP 19
r) Greoses of foreign moke should be preferred.
220
*)
Not used
in Czechoslovokio

I 5.7*
1
5.8
sell-lubricoting type
but the greose is intended
to rid the beorings of ony moisture which moy
get to them post
the seols in certoin circum-
stonces. Apply the greose
gun
till the lubricont
seeps post
the upper rubber cuP.
Front Wheel Toe-in
For meosuring
ond odiusting the toe-in, see
Chopter 6.1.
Fliminqtion of
King Pin PloY
Remove the coter pin
of the king pin
nut ond
rotote the nut to the next cotter pin
hole pos-
ition. lf the ploy
is not elinrinoted ond no
friction sets in with the nut in this position,
continue rototing it
until this condition is
ochieved -
see Chopter 6.5, porogroph 21. Lock
the nut in the f irrol position
with the cotter pin
Fig. 15.712 -
King Pin Hold-down
cnd Adjusting Ntit
Note: irr the list
of servicing (mointenonce)
iobs,
I,he porogroph on "Checking
Front ond Reor
Wlreel Brokes" includes
o) inspection of the broke-shoe lining ond its
replocement, if necessory
b) in the cose of the front broke, the cleoning
ond inspection of the protective (dust) cups
of pistons octing on the broke pods (shoes),
in the cose of the reor broke, the inspection
of the wheel cylinder dust cups (boots),
ond
in both coses the replocement of domoged
ports.
i5.8 BRAKE SYSTEM
Broke Fluid Tonlk -
filling
The brake f luid tonk is instolled in the boot
{inoin luggcrge comportment)
cnd closed with Fig.
15.8/1 -
Broke Fluid Tonk
o screw cop. lt serves
olso the r:lutclr lryrlrotrlic
control systenr. Keep the brqke fluid level withirr tlre ronge
of the moximum filling, i.
e., not lower
thon
10 mm below the "MAX"
mork or so high thot
it just
covers the pcrtition
woll of the tonk
which con be seen on looking inside the tonk.
Observe obsolute cleonliness when filling
in
the broke fluid through the screen in the tonk
filler neck. Refer to
Chopter 15.2 for recon'r.
mended broke fluid bronds. For broke fluid hondlinq precoutions, see
Chopter 9.9.
Brqke Fluid Chonge
The broke f luid obsorbs otmospheric humidity
ond the chcnge of its properties
is opt to offect
broking ond even bring obout corrosion of some
ports of the broke system.
The time period,
in which these chonges
con
toke ploce,
connot be defined with ony pre-
cision. Therefore forestoll troubles ond chonge
the broke fluid in the broke ond clutch system
every few yeors (preferobley
two to three
yeors ) .
Suck out the old f
luid from
the tonk, fill in
fresh fluid, ond remove the bleeding screws
one
ofter onother to let the old fluid be forced out
by the fresh
one from oll bronches of the broke
line to the clutch -
see the broke ond clutch
bleeding procedure.
Broke Bleeding Air con get
into the hydroulic system
of the
brokes either due to lock
of the broke fluid in
the tonk (low
level) or when removing
or dis-
montling some ports
of the hydroulic line. lf
there is o smoll omount of oir in the hydroulic
system, the pedol broke feels "spongy"
ond the
broke efficiency decreoses. Ingress of o lorge
228