Part Numbers?

[Ray Stankewitz]

Ok, back when I was over on that 'other' bbs, it was suggested that napa was the one and only source of disc brake rotors for my p.u. They looked through the books for me quite diligently but were unable to locate the information.

Would anyone here know that magical napa part number that I May use to order a pair of rotors?

Btw, same story on the calipers, seals and frt. Bearings.

It's not that they didn't try, they had some 'old' books out that they had to be careful with, they had been around that long.

1973 1010 p.u.
Fa8 front end
power disc brakes w/ that valve block that May/May not be a prop. Valve. I think michael mayben said they did proportioning a different way ...

 

[Michael Mayben]

Ray, the 1010 disc brake system uses a proportioning valve, but not like the one used in Scout II or later fullsize stuff. The 1010 disc system is "different" from the other stuff (of course!!).

Here's a scan of two pages of the oem parts list (if you don't already have this) that will help you id this stuff. This is for the 1010 only!!!!

The aftermarket parts lookups are all ambiguous regarding this stuff or non-existent. The stuff that rockauto shows appears to be accurate but no rotors. Loaded calipers are cheep though!

Screw napa!

Try sp auto parts, they have locations in san pablo, richmond, etc. Robertc here lives in el cerrito and is very familiar with them. I spent nearly all my IH parts cash with those boyz when we lived down there, the san leandro store is in yore 'hood:

sp automotive supply - since 1947

Here's a contact for "old and strange" brake stuff in your area, the guy helped me tremendously back in 2001 when I was first learning about this lockheed brake shit for IH apps. He could not come up with shoes for me, but had a bucket full of used hardware that helped me get the brakes functional again:

john cezario
woodruff's brake and alignment
550 23rd st.
Richmond, CA 94804

don't know if they are still in bizz or not, I haven't been in contact with them since! It's worth a try.

 

[Ray Stankewitz]

Thanks for the info, Mike!

I'll try to get ahold of a ihc-speaking person at sp this afternoon. My wife decided to wipe out on her bicycle this morning so I'm having to watch over her right now.

Almost forgot-the warning switch. Is this the usual 'bleed one end or the other to re-center it' deal or does IH have a twist on this?

Ray

 

[Michael Mayben]

thanks for the info, Mike!

I'll try to get ahold of a ihc-speaking person at sp this afternoon. My wife decided to wipe out on her bicycle this morning so I'm having to watch over her right now.

Almost forgot-the warning switch. Is this the usual 'bleed one end or the other to re-center it' deal or does IH have a twist on this?

Ray

Sorry to hear about momma! Hope she wasn't crusin' on 805!

That "three way valve" on your rig is a kinda bastard. It does perform a "proportioning function"...but not like the "other" type valve block you describe and are familiar with. So there is no "button" to manipulate (unless...someone has swapped the oem valve out for a some kinda workaround which is always possible!).

Sometimes...if one side or the other does loose pressure and cause the switch to "set", a nylon or phenolic "plunger" inside is sheared off, that type switch is a one-shot deal and the idea was the rig should be taken to only a dealer for correction and part replacement. In other cases, simply restoring "equalized" pressure to the junction (as in repairing and bleeding the hydraulics) will cause the switch to reset itself in the center position. With the fluid drained from the system, you can remove the switch and verify if the plunger is still functional. However, if you don't have replacement copper seal ring for the switch, you can use a propane torch and heat the old ring to a cherry red...then let it cool slowly on it's own. That will "anneal" the copper seal and make it useable again.

The "button" deal is used on a true "proportioning" valve. What you have is actually a "combination valve" with "kinda" proportioning effect, but the main proportioning between front and rear is achieved by manipulation of the rear drum brake wheel cylinder piston diameters. Those slaves were chosen to "balance" the front discs, in later years that concept was dropped. The "early" Scout II disc front systems used that same setup, but were quickly changed to a proportioning valve. Thus there are two different size rear brake wheel cylinders used in sii apps.