1988 PONTIAC FIERO differential

4B-8 REAR AXLE
GENERAL lNFORMATlON
A universal joint connects the rear end of the
propeller shaft to a pinion flange, having a splined end
which fits over and drives the
hypoid pinion gear. The
housing is attached to the underbody through a center
bearing support. Inside the housing, an extension shaft
is splined to the drive pinion at the rear end, and to the
companion flange at the other end. Two pre-loaded
tapered roller bearings support the
hypoid pinion gear
in the carrier. The inner race of the rear bearing is a
light press fit on the pinion stem. The inner race of the
front bearing combines a light press fit to a close sliding
fit on the pinion flange end of the pinion stem. The
outer race of each bearing is pressed against a shoulder
recessed in the carrier. Tightening the pinion nut
compresses a collapsible spacer which bears against the
inner race of the front bearing and a shoulder on the
pinion stem. This spacer is used to enable accurate
bearing pre-load adjustment and
maintain a pre-load
on both front and rear pinion bearings. Adjustment of the
fore and aft position of the pinion is obtained by
placing
shims between the head of the drive pinion and
the rear pinion bearing.
The rear axle case is of
one-piece construction and is supported in the carrier
by two tapered roller side bearings. These are
pre-loaded by inserting
shims between the bearings and
the carrier. The rear axle case assembly is positioned
for proper ring gear to pinion backlash by varying the
shin1 thickness from side to side. The ring gear is bolted
to the case. Two side gears have splined bores for
driving the axle shafts. They are positioned to turn in
counterbored cavities in the case. The two rear axle
pinions have
smooth bores and are held in position by
a solid pinion cross shaft, mounted and locked in the
rear axle case. All four gears are in
mesh with each
other and because the pinion gears turn freely
on their
shaft, they act as idler gears when the rear wheels are
turning at different speeds. The pinions and side gears
are backed by steel thrust washers.
LIMITED-SLIP REAR AXLE
The operation of the Limited-Slip differential is
the same as the standard differential, except that there
is additional friction provided by the clutches or cones.
Under ordinary driving and cornering conditions, the
clutches or cones slip, allowing the outside wheel to
turn faster than the inner. Under poor traction
conditions, such as ice, snow, or loose gravel under one
driving wheel, the increased friction provided by the clutches
or cones increases the driving torque available
to the wheel with the better traction. The clutches or
cones are spring loaded to provide the increased
driving torque under extremely low traction
conditions.
Most rear axle service repairs can be made with
the rear axle assembly in the car, by raising the rear end
of the car with the rear axle hanging
on the shock
absorbers.
ON-VEHICLE SERVICE
CARRIER COVER AND GASKET
Remove or Disconnect
1. Having a container in place, remove cover bolts
and pry cover loose to drain lubricant.
2. Make sure both gasket sealing surfaces are clean.
Install or Connect
Use sealant
1052366 or cover gasket
only.
1. Torque cover bolts in a crosswise pattern to
insure uniform draw on gasket. Torque
27 N.m
(20 Ib.fr.).
2. Fill with lubricant to a level within 4.5mm (3116")
or filler plug hole. Refer to specifications for correct
lubricant usage and quantity.
Axle Shaft
a Remove or Disconnect
1. Raise car and remove wheel and brake drum.
2. Clean all dirt from area of carrier.
3. Remove bolts and differential carrier cover and
allow lubricant to drain.
4. Remove pinion shaft lock screw and pinion shaft.
1 -PINION SHAFT 2-PINION SHAFT 1
SCREW 520122 48
Fig. 401 Pinion Shaft Lock Bolt
5. Push flanged end of axlc shalt inward to pcrmil
removal of "C" locks, thcn rcmovc axlc shafts
being
careful not to cl;uii~~gc oil scal (Fig. 402).
6. Remove axlc shaft from housing, bcing curcl'ul not
to
damage oil scal.

48-1 2 REAR AXLE
models it may be necessary to disconnect shock
absorbers to obtain additional clearance. When doing
this, do not allow the rear brake hose to become kinked
or stretched.
Lubricant may be drained by backing out all
cover bolts and breaking cover loose at the bottom.
If the rear axle housing is removed for any reason,
rear axle service can be performed on the bench.
When a new ring gear and pinion is installed, the
owner should be advised not to accelerate rapidly or
exceed
50 mph for the first 50 miles of driving.
Case Assembly
Remove or Disconnect
1. Before removing the rear axle case from the
housing, ring gear to drive pinion backlash
should be checked. This will indicate gear or
bearing wear or an error in backlash or preload
setting which will help in determining the cause
of axle noise.
2. Remove rear axle bearing cap bolts. Bearing caps
should be marked
"It" and "L" to make sure they
will be reassembled in their original location.
3. Remove rear axle case. Exercise caution in prying
on carrier so that gasket sealing surface is not
damaged. Place right and left bearing outer races
and shims in sets with marked bearing caps so
that they can be reinstalled in their original
positions.
Fig. 603 Removing Differential Side Case Bearings
Drive Pinion, Bearing, and Races
a Remove or Disconnect
1. Check pinion bearing pre-load (Fig. 409). If there
is no pre-load reading, check for looseness of
pinion assembly by shaking. Looseness indicates
need for bearing replacement. If assembly is run
long with very loose bearings, ring and pinion will
also require replacement.
Fig. 601 Checking Ring Gear to Pinion Backlash
Disassemble
1. If rear axle side bearings are to be replaced, they
can be removed as shown in Fig. 603.
2. Remove bolt that retains rear axle pinion shaft.
Remove rear axle pinions, side gears and thrust
washers from case. Mark side gears and case so
they can be installed in their original locations.
3. If ring gear is to be replaced and it is tight on case
after removing bolts
(L.H. Threads), drive it off
using a brass drift and hammer. Do not pry
between ring gear and case. 2.
Remove pinion flange
nut and washer.
3. Remove pinion flange.
4. Install drive pinion remover J 22536 and drive on
pinion. Apply heavy hand pressure on pinion
remover toward rear axle housing to keep front
bearing seated to avoid damage to outer race.
Bearing Replacement
I Disassemble
The rear pinion bearing must be removed when
it becomes necessary to change the pinion depth
adjustment.
1. With drive pinion removed from carrier, press
bearing from the pinion gear.

REAR AXLE 48-15
Fig. 6 10 lnstalling Rear Pinion Bearing
opposite from loading opening in case. Place
other pinion between side gears so that pinion
shaft holes are in line; then rotate gears to make
sure holes in pinions will line up with holes in
case.
3. If holes line up, rotate pinions back toward load
opening just enough to permit sliding in pinion
thrust washers.
4. Install pinion shaft and pinion shaft retaining
bolt. Torque to 27
N.m (20 1b.ft.).
5. After making certain that mating surfaces of case
and ring gear are clean and free of burrs, thread
two bolts into opposite sides of ring gear; then
install ring gear on case. Install NEW ring gear
attaching bolts just snug. NEVER REUSE OLD
BOLTS. Torque bolts alternately in progressive
stages to 120
N.m (90 1b.ft.).
6. If case side bearings were removed, install
bearings as shown in Fig. 612.
1-L.H. THREAD STUDS 2-CASE 711 6" ---- 20 x 2 3-RING GEAR
Fig.
6 1 1 lnstalling Ring Gear on Differential Case
Side Bearing Preload Adjustment
The side bearing pre-load adjustment is to be
made before installing the pinion. If the pinion is
installed, remove ring gear.
Case side bearing pre-load is adjusted by
changing the thickness of both the right and left shims
by an equal amount. By changing the thickness of both
Fig. 6 12 Installing Side Case Bearings
shims equally, the original backlash will be maintained.
Production shims are cast iron and vary in
thickness from
5.33 - 6.91mm (.210" to 272") in
increments of
.05mm (.002").
Standard Service spacers are 4.32mm (.17OU)
thick and steel service shims are available from 1.02 to
2.08mm (.040" to ,082") in increments of .05mm (.
002").
Do not attempt to reinstall the production shims
as they may break when tapped into place. If service
shims were previously installed, they can be reused, but
(whether using new or old bearings) adhere to the
following procedures in all cases.
1. Before installation of case assembly, make sure
that side bearing surfaces in carrier are clean and
free of burrs. Side bearings must be oiled with
gear lube and, if the same bearings are being
reused, they must have original outer races in
place.
2. Determine the approximate thickness of shims
needed by measuring each production shim or
each service spacer and shim pack.
3. In addition to the service spacer, a service shin1
will be needed. To select a starting point in service
shim thickness use the chart shown in
Fig. 613.
4. Place case with bearing outer races in position in
carrier. Slip the service spacer between each
bearing race and carrier housing with chamfered
edge against housing.
Install the left bearing cap loose so that the case
may be moved while checking adjustments. A
bearing cap bolt can be added in the lower right
bearing cap hole. This will prevent case from
dropping while making shim adjustments.
Select one or two shims and position between the
right bearing race and the service spacer. Be sure
left bearing race and spacer are against left side
of housing.
5. Insert progressively larger feeler gage sizes
.25mm, .30mm, .36mm, etc. (.01OU, .012", .014",
etc.) between the right shim and service spacer
until there is noticeable increased drag. Push the
feeler gage downward until the end of
the gage

48-16 REAR AXLE
4.32mm (.170") SERVICE WACER
TOTAL THICKNESS OF TOTAL THICKNESS OF
BOTH PROD. SHIMS SERVICE SHIMS TO BE
REMOVED USED AS A STARTING POINT
Fig. 6 13 Shim Thickness
makes contact with the carrier bore so as to
obtain a correct reading. The point just before
additional drag begins is correct feeler gage
thickness. Rotate case while using feeler gage to
assure an even reading.
The original light drag is caused by weight of the
case against the carrier while additional drag is
caused by side bearing pre-load. By starting with
a thin feeler gage, a sense of "feel" is obtained so
that the beginning of pre-load can be recognized
to obtain Zero clearance. It will be necessary to
work case in and out and to the left in order to
insert the feeler gage.
6. Remove left bearing cap and shim from carrier.
The total shim pack needed (with no pre-load on
side bearings) is the feeler gage reading found in
Step
5 plus thickness of shims installed in Step 4.
7. Select two shims of approximately equal size
whose total thickness is equal to the value
obtained in Step
5. These shims will be installed
between each side bearing race and service spacer
when the case is installed in the carrier. The
object of Step 7 is to obtain the equivalent of a
"slip fit" of the case in the carrier. For
convenience in setting backlash, the pre-load will
not be added until the final step.
8. If the pinion is in position, install the ring gear,
then proceed to Rear Axle Backlash Adjustment.
DRIVE PINION
Install or Connect
1.
Install NEW collapsible spacer on pinion and
position assembly in carrier. Lubricate pinion
bearings with Rear Axle Lubricant before
installing pinion.
NOTICE: There are two types of collapsible
spacers. The conventional collapsible spacer is
used on the
7-1/2" and 8-1/2" axles. The new
inverted type is used only on the
7-5/8" axle.
Fig. 6 14 Installing Differential Adjusting Shims
COLLAPSIBLE DRIVE SPACER PINION I
Fig. 61 5 Collapsible Spacer on Drive Pinion
2.
Hold forward on pinion in case assembly.
3. Install front bearing on pinion and drive bearing
on pinion shaft until seated in race.
4. Position pinion oil seal in carrier. Install seal.
5. Coat lips of pinion oil seal and seal surface of
pinion flange with Lubricant No. 1050169 or
equivalent. Install pinion flange on pinion by
tapping with a soft hammer until a few pinion
threads project through flange.
6. Install pinion washer and nut. Hold pinion
flange, while intermittently rotating pinion to
seat pinion bearings. Tighten pinion flange nut
until end play begins to be taken up.
When no further end play is detectable and when
holder will no longer pivot freely as pinion is
rotated, pre-load specifications are being

REAR AXLE 48-1 7
approached. No further tightening should be
attempted until the pre-load has been checked.
7. Check pre-load by using an inch pound torque
wrench.
NOTICE: After pre-load has been checked, final
tightening should be done very carefully. For
example, if when checking, pre-load was found to
be 0.6
N-m (5 lbs. in.), any additional tightening
of the pinion nut can add many additional pound
inch of torque. Therefore, the pinion nut should be
further tightened only a little at a time and the
pre-load should be checked after each slight
amount of tightening. Exceeding pre-load
specifications will compress the collapsible spacer
too far and require the installation of a new
collapsible spacer.
While observing the preceeding note, carefully set
pre-load at 2.7 to 3.6
N-m (24 to 32 1b.in.) on new
bearings or 1.0 to 1.4
N m (8 to 12 1b.in.) on used
bearings.
8. Rotate pinion several times to assure that
bearings have been seated. Check pre-load again.
If pre-load has been reduced by rotating pinion,
reset pre-load to specifications.
Rear Axle Backlash Adjustment
1. Install rear axle case into carrier, using shims as
determined by the side bearing pre-load
adjustment.
2. Rotate rear axle case several times to seat
bearings, then mount dial indicator. Use a small
button on the indicator stem so that contact can
be made near heel end of tooth. Set dial indicator
so that stem is in line as nearly as possible with
gear rotation perpendicular to tooth angle for
accurate backlash reading.
3. Check backlash at three or four points around
ring gear. Lash must not vary over
.05mm (.002")
around ring gear. Pinion must be held stationary
when checking backlash. If variation is over
.05mm (.002") check for burrs, uneven bolting
conditions or distorted case flange and make
corrections as necessary.
4. Backlash at the point of minimum lash should be
between .13 and
.23mm (.005" and ,009") for all
new gears.
5. If backlash is not within specifications, correct by
increasing thickness of one shim and decreasing
thickness of other shim the same amount. This
will maintain correct rear axle side bearing
pre-load.
For each
.03mm (.001") change in backlash
desired, transfer
.05mm (.002") in shim
thickness. To decrease backlash
.03mm (.00lU),
decrease thickness of right shim .05mm (.002")
and increase thickness of left shim .05mm (.
002 "). To increase backlash .05mm (.002 ")
increase thickness of right shim .10mm (.004")
and decrease thickness of left shim .10mm (.
004"). 6.
When backlash is correctly adjusted, remove both
bearing caps and both shim packs.
Keep packs in their respective position, right or
left side.
Select a shim
.10mm (.004") thicker than the one
removed from the left side, then insert left side
shim pack between the spacer and the left bearing
race. Loosely install bearing cap.
7. Select a shim
.10mm (.004") thicker than the one
removed from right side and insert between the
spacer and the right bearing race. It will be
necessary to drive the right shim into position
(Fig. 614).
8. Torque to 75 Nem (55 1b.ft.).
9. Recheck backlash
and correct if necessary.
10. Install axles (See Rear Axle Installation).
11.
Use sealant 1052366 or cover gasket
only.
Install cover and torque cover bolts to 27
N-m (20 1b.ft.).
12. Fill rear axle to proper level with the specified
lubricant. Refer to specifications.
LIMITED SLIP REAR AXLE (GONE TYPE)
The cone-type limited-slip differential has several
definite operating characteristics. An understanding of
these characteristics is necessary as an aid to diagnosis.
The clutch energizing force comes from the
thrust side of the gears. Consequently, a free spinning
wheel may not have enough resistance to drive torque
to apply the clutch cones. If this occurs, apply the
parking brake a few notches which will provide enough
resistance to energize the clutch cones.
Energizing the clutch cones is independent of
acceleration; therefore, a very slow application of the
throttle on starting is recommended to provide
maximum traction by preventing "break away" of
either rear wheel.
Improper operation is generally indicated by cone
slippage or grabbing. Sometimes this produces a
chatter or whirring sound. However, these sounds do
not always indicate failure as they could be produced
from a lack of proper lubrication. For example, under
certain conditions where one wheel is on
a very slippery
surface and the other on dry pavement, wheel spin can
occur if over acceleration is attempted. Continued
spinning may cause audible noise, such as a whirring
sound, due to the cones lacking sufficient lubricant.
This does not necessarily indicate failure of the unit.
During regular operation (straight ahead driving)
when both wheels rotate at equal speeds, there is an
approximately equal driving force delivered to each
wheel. When cornering, the inside wheel delivers extra
driving force causing slippage in both clutch cones.
Consequently, the operational life of the limited slip
unit is dependent upon equal rotation of both wheels
during straight ahead operation. If wheel rotation for
both rear wheels is not equal during straight ahead
operation, the limited-slip unit will constantly be
functioning as if the vehicle were cornering. This will
impose constant slippage on the clutch cones and will
eventually lead to abnormal wear on the clutch cones.
Therefore, it is important that there be no excessive
differences in the rear wheel tire sizes, air pressures, or

4B-18 REAR AXLE
tire wear patterns. One indication of this condition is
"swerving on acceleration." If swerving on
acceleration is encountered, check the rear wheels for
different tire size, air pressure, or excessively different
wear patterns, and tread depths, before proceeding into
an overhaul operation.
Checking Limited-Slip Operation
1. Place transmisison
in Park position.
2. Raise
rear of vehicle until wheels are off the
ground, remove one wheel and tire assembly.
3. Attach Adapter J 2619-1 to axle shaft flange and
install a 1/2-13 bolt into adapter as shown in Fig.
617,
4. With opposite wheel and tire assembly still on
vehicle and held firmly to prevent turning,
measure torque required to rotate opposite axle
shaft with a torque wrench attached to J 2619-1.
If the torque reading is less than 48
N.m (35 lb.
ft.) the unit should be disassembled and repaired
as required.
5. The Auburn rear axle check with both tires
elevated and transmission in park (differential
case not allowed to rotate).
The torque required to rotate one wheel should
be 169 to 305
N-m (125 to 225 1bs.ft.).
6. This is the Auburn rear axle check with only one
rear wheel raised and transmission in neutral (dif-
ferential case free to rotate). The torque required
to rotate one wheel is
60 to 136 N-m (45 to 100
lbs. ft.)
7. Reinstall wheel and tire assembly.
AUBURN CONE TYPE
This limited slip rear axle transmits torque from
the drive pinion gear to the ring gear and to the case
in the same manner as the conventional rear axle. In
addition, the limited slip rear axle incorporates the use
of cone clutches which tend to lock the axle shafts to
the case, or in effect, to each other.
As driving torque is developed at the rear wheels,
side gear separating loads are developed which load the
rear axle cones. This induced clutch torque capacity re-
sists relative motion between the side gears and the rear
axle case. Therefore, if one wheel is on slippery pave-
ment, such as ice or snow, the other wheel must develop
considerably more torque before the case assembly will
differentiate and allow wheel spin.
The axle shaft torques developed when turning a
corner will overcome the clutch capacities and allow
differentiation.
All rear axle parts of vehicles equipped with this
limited slip rear axle are interchangeable with those
equipped with the conventional rear axle, except for
the case assembly. It is similar in all respects to the
conventional case assembly, with the addition of cone
clutches splined to each side gear.
INOWERVICEABLE) PINION SHAFT SCREW
Figure 6 16 Auburn Cone Type Case
Remove or Disconnect
Figure 6 16
This limited slip rear axle case is non-serviceable,
1. Follow the procedures under standard case
removal in this section.
2. Case side bearings using Tool J-22888.
3. All ring bolts except for two opposite ones.
4. Loosen the two remaining bolts slightly.
5. Tap on the two bolts alternately to loosen ring
gear.
Install or Connect
1.
Ring gear on new case.
NOTICE: Install new ring gear bolts. Never reuse
old bolts.
2. Case side bearings on new case.
3. New case starting with the Side Bearing Preload
Adjustment procedures in this section.
1 -AXLE SHAFT PULLER J-21579
2
-ADAPTER J-2619-1
3-TORQUE WRENCH
Fig.
617 Measuring Limited Slip Rotating Torque

REAR AXLE 48-19
RING NON US US GEAR WPQ RATIO BRAKES AXLE AXLE SIZE CODE CODE
GU2 2.73 ALUMINUM DRUM
6HE
GU2 2.73 CAST IRON DRUM 6HP
GU2 2.73 CAST IRON DRUM
6HT
7.625 G U4 3.08 CAST IRON DRUM 6HF
GU4 3.08 CAST IRON DRUM 6HK
G U4 3.08 ALUMINUM DRUM 6HB
GU6 3.42 CAST IRON DRUM 6HL
REAR AXLE SPEClFICAnONS
TIGHTENING SPECIFICATIONS
Bolt - Rear
Universal Joint to Pinion Flange
Strap or U-Bolt
- All ................................................................................ 20 Nem (15 LBS. FT.)
Bolt
- Rear Axle Housing Cover to Carrier ........................................... 41 N.m (30 LBS. FT.)
Nut
- Brake Assembly to Rear Axle Housing .......................................... 48 N-m (35 LBS. FT.)
Bolt
- Ring Gear to Differential Tail Case ............................................. 120 N.m (90 LBS. FT.)
Bolt
- Bearing Cap to Carrier ....................................................................... 81 N-m (60 LBS. FT.)
Nut
- Rear Wheel to Axle Shaft .................................................................. 108 N-m (80 LBS. FT.)
Nut
- Filler Plug ............................................................................................. 34 N-m (26 LBS. FT.)
LlMlTS FOR FI"TTINGS AND
ADJUSTMENTS
Pinion Bearing Pre-Load (Measured at Pinion Flange Nut)
New Bearings
................................................... 2.26 - 2.82 N-m (20-25 LBS. IN.) Rotating Torque
............................................. Reused Bearings - All 1.69 N-m (10-
15 LBS. IN.) Rotating Torque
Total Assembly Preload (Measured at Pinion Flange Nut)
New Bearings
.......................................... 3.95 - 4.52 N.m (35-40 LBS. IN.) Rotating Torque
.......................................... Reused Bearings 2.26 - 2.82 N.m (20-25 LBS. IN.)
Rotating Torque
Ring Gear Position
........................................................................................ .006"-.008" Backlash
Fig. 618 Axle Usage Chart

BRAKES
NOTICE: All brake attaching fasteners are important attaching parts in that they could affect the performance of vital parts
and systems.
andlor could result in major repair expense . They must be replaced with one of the same part number or with an
equivalent part if replacement becomes necessary
. Do not use a replacement part of lesser quality or substitute design .
Torque values must be used as specified during reassembly to assure proper retention of parts .
CAUTION: When servicing brake parts. do not create dust by grinding. sanding brake linings. or by cleaning brake
parts with a dry brush or with compressed air
. Many brake parts contain asbestos fibers which can become airborne if
dust is created during servicing
. Breathing dust containing asbestos fibers may cause serious bodily harm . A water
dampened cloth or water based solution should be used to remove any dust on brake parts
. Equipment is commer-
cially available to perform this washing function
. These wet methods will prevent asbestos fibers from becoming
airborne
.
CONTENTS
......................... General Description 5.2
Composite Master Cylinder
.................. 5.2
Brake Fluid Level
lndicatgr ................... 5.2
Operation of Disc Brake
..................... 5.2
Operation of Drum Brake
.................... 5.2
Operation of Combination Valve
............... 5.2
Brake Pressure Differential
.......................... Warning Switch 5.2
Diagnosis and Inspection ..................... 5.3
Brake System Testing
....................... 5.3
External Conditions That Affect Brake Performance
.................... -5-3
Warning Lamp Operation .................... 5.3
Brake Fluid Leaks
.......................... 5.3
Master Cylinder Check
...................... 5.3
Substandard or Contaminated
BrakeFluid ............................. 5-3
............................. On-Car Service 5.7
Brake Pedal Replacement
................... 5.7
Stoplamp Switch Adjustment ................. 5-7
Filling Master Cylinder Reservoirs
............. 5-7
Bleeding Brake Hydraulic System
............. 5.7
Manual Bleeding
......................... 5.8
Pressure Bleeding
........................ 5.8
Flushing Brake Hydraulic System
............. 5.9
Brake Pipe Replacement
.................... 5.9
............................. I.S.O. Flare 5.9
Brake Hose Inspection
...................... 5.9
Brake Hose Replacement
.................... 5.11
Front Brake Hose
........................ 5.11
....................... Center Brake Hose 5.12
..................... Rear Disc Brake Hose 5.12
ParkingBrake ............................. 5-13
Parking Brake Control Assembly
.............. 5.13 Parking Brake Cables
....................... 5.14
Parking Brake Front Cable
................. 5.14
Parking Brake Rear Cable (Drum Brakes)
..... 5.14
Parking Brake Rear Cable (Disc Brakes)
...... 5.15
Brake Lining Inspection
..................... 5.15
............. Inspecting and Refinishing Rotors 5-15
Thickness
Variat~on Check ................. 5.15
Lateral
Runout Check ..................... 5.15
Rotor Tolerance and Surface Finish
.......... 5.16
Refinishing Brake Rotors
.................. 5-16
lnspecting and Refinishing Brake
Drums
................................. 5-16
Cracked Scored, or Grooved Drum
.......... 5.16
Out-of-Round or Tapered Drum
............. 5.16
Refinishing Brake Drums
.................. 5.16
Brake Drum Balance
..................... -5-16
Combination Valve ......................... 5.17
Testing Combination Valve Electrical
............................... Circuit 5.17
Testing Combination Valve Warning
.......................... Lamp Switch 5.17
.......... Combination Valve Replacement 5.17
............ Power Brake Vacuum Hose Filter 5.17
Unit Repair
................ Composite Master Cylinder .5A 3.1
Disc Brake Caliper Assembly
....................... 300013100 Series 581 -1
Disc Brake Caliper Assembly
3548 Series
........................... .5B 6.1
........ Direct Torque Drum Brake Assembly .5C 3.1
Power Head Assembly
-
.................... Tandem Diaphragm .5D 2.1
.............. Specifications and Special Tools 5F-1