The handbrake is a cable-operated mechanical system acting on the rear brake shoes through the lever mechanism built into each rear wheel cylinder. The chrome-plated lever is mounted on the gearbox tunnel within the cockpit, fitted with a black plastic grip and a chrome-plated push-button release. The system is shared between the TD and TF, with all components common across both models. The handbrake position changed from that of the earlier TC, reflecting the TD's revised cockpit layout, although the rest of the TD interior would have been immediately familiar to a TC owner, the handbrake had been redesigned and re-located.
Cables and Routing
Two handbrake cables run from a central equalising bar beneath the car back to the handbrake lever within each rear wheel cylinder. Each cable connects to its rear brake lever via a clevis pin and split pin, the split pins should always be renewed at every reassembly as a matter of course, as reused split pins may fail under the vibration loads encountered in normal driving. A twin abutment block at the front of the system anchors the front ends of the cable outer casings, secured to the gearbox tunnel by two bolts. The cable outer casings pass through the chassis alongside the brake pipes and fuel lines.
Cable Adjustment and Equaliser
A cable adjusting nut at the rear end of each cable, with its own retaining spring, allows the cable tension to be set for correct handbrake operation. The equalising bar between the two cables ensures that both rear brakes are applied with equal force, if the equaliser is seized or one cable is significantly tighter than the other, the handbrake will pull the car to one side under application and may fail an MOT inspection. The cables should be adjusted with the rear brake shoes set to the correct running clearance and the drum adjusters backed off appropriately; over-tightening the handbrake cables will cause the rear shoes to drag on the drums, generating heat and accelerating lining wear.
Handbrake Lever Assembly
The handbrake lever assembly is bolted to the gearbox tunnel by two bolts. The lever itself is chrome-plated and fitted with a black plastic grip that slides over the handle. A chrome-plated push-button at the end of the lever operates a pawl rod, which in turn lifts the locking pawl off the ratchet plate to release the lever. The lever pivots about a fulcrum pin (with its washer) on the mounting bracket.
A handbrake lever spring with its retaining washer returns the button and pawl rod to their rest position. The locking pawl, ratchet plate, fulcrum pin, and pivot hardware are all available individually for repair or restoration of a worn lever assembly.
Common Wear Items
A weak lever spring will allow the handbrake lever to feel sloppy and may prevent the pawl from disengaging cleanly when the button is pressed. A worn pawl or ratchet allows the handbrake to slip under load, a safety concern that should be addressed without delay, as a slipping handbrake on a car parked on a gradient is a serious hazard. The grip, button, and pawl rod bush are the wear items most commonly requiring renewal during routine restoration. The cable itself stretches with use and can fray internally where it passes over the equaliser or through the abutment, particularly on a car that has been stored for extended periods.
Ordering Considerations
All handbrake components are common between the TD and TF, there are no chassis-number-dependent variations in the handbrake system. The cable assembly is common left and right (two identical cables per car). Clevis pins and split pins should be renewed during any cable replacement. The handbrake lever, grip, button, pawl, ratchet, lever spring, and mounting hardware are all available individually.
Reference also the rear cylinder boot under Rear Brakes, this seals the handbrake lever's penetration of the rear cylinder body and is a known maintenance item.