change time FORD MUSTANG 1969 Volume One Chassis

FOREWORD

The five volumes of
this
shop manual provide the Service Technician

with complete information for the proper servicing of all the 1969 line

of Ford Passenger Cars.

The information is grouped according to the type of work being per-

formed,
such as frequently performed adjustments and repairs, in-

vehicle adjustments, major repair, etc. Specifications, maintenance

information and recommended special tools are
included.

The descriptions and specifications in this manual were in effect at the

time this manual was approved for printing. Ford Motor Company

reserves the right to discontinue models at any time, or change specifi-

cations
or design, without notice and without incurring obligation.

SERVICE PUBLICATIONSprocarmanuals.com

02-02-07
Brake System

02-02-07

ANTI-SKID CONTROL SYSTEM

RELEASE PAWL CAM PIN

RELEASE PAWL CAM LEVER

RELEASE CABLE

H
1636-
A

FIG. 10—Parking Brake Control Assembly

With Manual Release—Typical

power unit with mounting bracket is

riveted to the control assembly. The

vacuum actuated piston within the

unit is connected by a rod to the

upper end of the release lever (Fig. 9).

The lower end of the release lever ex-

tends out for alternate manual release
in the event of vacuum power failure

or for optional manual release at any

time.

Hoses connect the power unit and

the engine manifold to a vacuum re-

lease valve in the transmission neutral

safety switch.
The anti-skid control system con-

sists of three major components (Fig.

39).
Mechanically driven electromag-

netic sensors at each rear wheel; an

electronic control module mounted

under the glove box; a vacuum pow-

ered actuator attached to a bracket on

the inside of the right front frame rail

under the toe board.

The sensors consist of steel rings

having teeth on their outer diameters,

pressed on each axle shaft just out-

board of the wheel bearing. The teeth

rotate past corresponding teeth on the

inside diameter of stationary steel

rings mounted in the bearing retain-

ers.
Also mounted in the retainers, are

ring-shaped permanent magnets and

coils of wire. Two wires from each

sensor connect the sensors to the con-

trol module.

The control module consists of solid

state electronic components sealed in

a container. It is connected to the sen-

sors and to a solenoid on the actuator.

The actuator is similar to a vacuum

brake booster and consists of three

parts.
A chamber divided by a vacuum

suspended diaphragm; a hydraulic cyl-

inder connected to the diaphragm; and

a solenoid connected electrically to the

control module.

IN-VEHICLE ADJUSTMENTS AND REPAIRS

After any brake service work, ob-

tain a firm brake pedal before moving

the vehicle. Riding the brake pedal

(common on left foot application)

should be avoided when driving the

vehicle.

BRAKE SHOE ADJUSTMENTS—

DRUM BRAKES

The hydraulic drum brakes are

self-adjusting and require a manual

adjustment only after the brake shoes

have been relined, replaced, or when

the length of the adjusting screw has

been changed while performing some

other service operation. The manual

adjustment is performed with the

drums removed, using the tool and the

procedure detailed below.

When adjusting the rear brake

shoes,
check the parking brake cables

for proper adjustment. Make sure that

the equalizer operates freely.
To adjust the brake shoes:

1.
Use Rotunda Tool HRE 8650,

(Fig. 11) to determine the inside diam-

eter of the drum braking surface.

2.
Reverse the tool as shown in Fig.

11 and adjust the brake shoe diameter

to fit the gauge. Hold the automatic

adjusting lever out of engagement

while rotating the adjusting screw, to

prevent burring the screw slots. Make

sure the adjusting screw rotates freely.

If necessary, lubricate the adjusting

screw threads with a thin, uniform

coating of MIC-100-A.

3.
Rotate Tool HRE 8650 around

the brake shoes to be sure of the set-

ting.

4.
Apply a small quantity of high

temperature grease to the points

where the shoes contact the backing

plate, being careful not to get the lu-

bricant on the linings.

5. Install the drums. Install Tinner-

man nuts and tighten securely.

6. Install the wheels on the drums
and tighten the nuts to specification.

7.
Complete the adjustment by

applying the brakes several times with

a minimum of 50 lbs pressure on the

pedal while backing the vehicle. After

each stop the vehicle must be moved

forward.

8. After the brake shoes have been

properly adjusted, check the operation

of the brakes by making several stops

while operating in a forward direction.

WHEEL CYLINDER REPAIR-

DRUM BRAKE

Wheel cylinders should not be di-

sassembled unless they are leaking or

unless new cups and boots are to be

installed. It is not necessary to remove

the brake cylinder from the backing

plate to disassemble, inspect, or hone

and overhaul the cylinder. Removal is

necessary only when the cylinder is

damaged or scored beyond repair.procarmanuals.com

03-02-24

Suspension

03-02-24

LOCK NUT

INSULATOR

NG

NUT

MOUNTING STUD

WASHER

LOCK WASHER

FIG. 31—Rear Shock Absorber Mounting
F1486-A

TRACK BAR

MOUNTING

STUD AXLE

VENT
SHOCK

ABSORBER

MOUNTING

BRACKET
SHOCK

ABSORBER

MOUNTING

BRACKET

V-V.

FIG. 32—Removing or Installing Rear Spring—Typical
COIL SPRING

F1438-A

Place jack stands under the frame side

rails.

2.
Disconnect the lower studs of the

two rear shock absorbers from the

mounting brackets on axle housing.
3.
Lower the hoist and axle housing

until the coil springs are released (Fig.

32).

4.
Remove the springs and the insu-

lators from the vehicle.
Installation

1.
Position the spring in the upper

and lower seats with an insulator be-

tween each seat and the spring.

2.
Raise the hoist and axle housing

with the spring in position and con-

nect the lower studs of the rear shock

absorbers to the mounting brackets on

the axle housing. Install the attaching

nuts,
and torque to specifications.

3.
Remove the jack stands and

lower the vehicle.

REAR SUSPENSION

LOWER ARM

FORD, MERCURY,

METEOR, THUNDERBIRD,

CONTINENTAL MARK III

Removal

1.
Raise the vehicle on a hoist and

place jack stands under the frame side

rails.

2.
Remove the attaching nut and

bolt from the frame track bar mount-

ing bracket and disconnect the bar

from the stud (Fig. 4).

3.
Lower the axle enough to relieve

spring pressure.

4.
Support axle under differential

pinion nose as well as under axle.

5.
Remove the lower arm pivot bolt

and nut from the axle bracket. Then,

disengage the lower arm from the

bracket.

6. Remove the pivot bolt and nut

from the frame bracket and remove

the lower arm from the vehicle.

Installation

The rear suspension lower arms are

not interchangeable. The lower arm

for the left side can be identified by

notches in the bushing flange (Fig. 4).

The right arm does not have the

notches.

1.
Position the lower arm in the

bracket on the frame side rail. Install

a new pivot bolt and new nut (Fig.

33).
Do not tighten the nut at this

time.

2.
Position the lower arm to the

axle bracket and install a new bolt

and new nut (Fig. 33). Do not tighten

the nut at this time.

3.
Raise the axle.

4.
Install alignment spacers be-

tween the rear axle and frame (Fig. 3,

Part 3-1). Then, torque the lower armprocarmanuals.com

03-08-03
Ford Design Integral Power Steering Gear

03-08-03

factory adjustments will change. These

changes in adjustment do not neces-

sarily affect the satisfactory operation

of the steering gear assembly, and

therefore ordinarily do not require

readjustment unless there is excessive

lash or other malfunctioning.

ADJUSTMENT IN

VEHICLE

The only adjustment which can be

performed is the total over center

position load, to eliminate excessive

lash between the sector and rack

teeth.

1.
Disconnect the pitman arm from

the sector shaft.

2.
Disconnect the fluid return line

at the reservoir, at the same time cap

the reservoir return line pipe.

3.
Place the end of the return line

in a clean container and cycle the
INPUT SHAFT

SECTOR SHAFT

ADJUSTMENT SCREW

C1547- A

FIG.
2—Adjusting Mesh Load

steering wheel in both directions as re-

quired, to discharge the fluid from the

gear.
4.
Remove the ornamental cover

from the steering wheel hub and turn

the steering wheel to 45 degrees from

the left stop.

5.
Using an in-lb torque wrench on

the steering wheel nut, determine the

torque required to rotate the shaft

slowly through an approximately 1/8

turn from the 45 degree position.

6. Turn the steering gear back to

center, then determine the torque re-

quired to rotate the shaft back and

forth across the center position. Loos-

en the adjuster nut, and turn the ad-

juster screw in (Fig. 2) until the read-

ing is 8-9 in-lb greater than the torque

45 degrees from the stop.

Tighten the lock nut while holding

the screw in place.

7.
Recheck the readings and replace

pitman arm and steering wheel hub

cover.

8. Connect the fluid return line to

the reservoir and fill the reservoir with

specified lubricant to the proper level.

REMOVAL AND INSTALLATION

REMOVAL

1.
Disconnect the pressure and the

return lines from the steering gear.

Plug the lines and the ports in the

gear to prevent entry of dirt.

2.
Remove the two bolts that secure

the flex coupling to the steering gear

and to the column.

3.
Raise the vehicle and remove the

sector shaft attaching nut.

4.
Remove the Pitman arm from

the sector shaft with Tool T64P-

3590-F.
Remove the tool from the

Pitman arm. Do not damage the

seals.

5.
If working on a vehicle equipped

with a standard transmission, remove

the clutch release lever retracting

spring to provide clearance for remov-

ing the steering gear.
6. Support the steering gear then

remove the three steering gear attach-

ing bolts.

7.
Work steering gear free of the

flex coupling and remove it from the

vehicle.

8. If the flex coupling stayed on the

input shaft, lift if off the shaft at this

time.

INSTALLATION

1.
Slide the flex coupling into place

on the steering shaft. Turn the steer-

ing wheel so that the spokes are in the

horizontal position.

2.
Center the steering gear input

shaft.

3.
Slide the steering gear input

shaft into the flex coupling and into
place on the frame side rail. Install

the three attaching bolts and torque

them to specification.

4.
Make sure that the wheels are in

the straight ahead position, then in-

stall the Pitman arm on the sector

shaft. Install and tighten the sector

shaft and install and tighten the at-

taching bolts to specification.

5.
Move the flex coupling into

place on the input and steering co-

lumn shaft and install and tighten the

attaching bolts to specification.

6. Connect and tighten the fluid

pressure and the return line to the

steering gear.

7.
Fill the power steering pump and

cycle the steering gear. Check for

leaks and again check the fluid level.

Add fluid as required.

MAJOR REPAIR OPERATIONS

In most cases, complete disassembly

of the power steering gear will not be

necessary. It is suggested that only

those assemblies that are faulty be dis-

assembled. Disassembly and reassem-

bly of the unit and the subassemblies

must be made on a clean workbench.

As in repairing any hydraulically op-

erated unit, cleanliness is of utmost

importance. Therefore, the bench,
tools,
and parts must be kept clean at

all times. Thoroughly clean the exter-

ior of the unit with a suitable solvent

and when necessary, drain as much of

the hydraulic oil as possible. Handle

all parts very carefully to avoid nicks,

burrs,
scratches and dirt, which could

make the parts unfit for use. Do not

clean, wash or soak seals in cleaning

solvent.
VALVE CENTERING

SHIM REPLACEMENT

1.
Hold the steering gear over a

drain pan in an inverted position and

cycle the input shaft several times to

drain the remaining fluid from the

gear.

2.
Mount the gear in a soft-jawed

vise.procarmanuals.com

03-09-01
Saginaw Design Integral Power Steering Gear

03-09-01

PART 3-9 Saginaw Design

Integral Power Steering Gear

COMPONENT INDEX

STEERING GEAR

Cleaning and Inspection (See Page 03-01)

Description

Disassembly and Assembly

Mesh Load Adjustment

Removal and Installation

Overhaul
MODEL APPLICATION
All
Models
Ford

09-01

09-03

09-01

09-02

09-04
Mercury
N/A

N/A

N/A

N/A

N/A

N/A
Meteor
N/A

N/A

N/A

N/A

N/A

N/A
Cougar
N/A

N/A

N/A

N/A

N/A

N/A
Fairlane
N/A

N/A

N/A

N/A

N/A

N/A
Falcon
N/A

N/A

N/A

N/A

N/A

N/A
Montego
N/A

N/A

N/A

N/A

N/A

N/A
Mustang
N/A

N/A

N/A

N/A

N/A

N/A
Lincoln-
Continental
N/A

N/A

N/A

N/A

N/A

N/A
Thunderbird
N/A

N/A

N/A

N/A

N/\

N/A
Continental-
Mark III
N/A

N/A

N/A

N/A

N/A

N/A

A page number indicates that the item is for the vehicle listed at the head of the column.

N/A indicates that the item is not applicable to the vehicle listed.

DESCRIPTION

The Rotary Valve Safety power

steering gear operates entirely on dis-

placing fluid to provide hydraulic fluid

pressure assists only when turning. As

the entire gear assembly is always full

of fluid, all internal components of the

gear are immersed in fluid making

periodic lubrication unnecessary. In

addition, this fluid acts as a cushion
to absorb road shocks that may be

transmitted to the driver. All fluid

passages are internal except the pres-

sure and return hoses between the

gear and pump.

The rotary valve provides a smooth

transmission through the driving range

of steering wheel effort. A torsion bar

transmits the road feel to the driver.
Response of the steering gear to effort

applied to the steering wheel has been

greatly increased.

The rack-piston nut is one piece and

is geared to the sector shaft. Lash be-

tween the sector shaft and rack-piston

nut is maintained by an adjusting

screw which is retained in the end o\'

the shaft uear (Eiiz.l).

IN-VEHICLE ADJUSTMENTS AND REPAIRS

During the breaking in period of

the vehicle, it is probable that some

of the factory adjustments will change.

These changes in adjustment do not

necessarily affect the satisfactory op-

eration of the steering gear assembly

and ordinarily do not require re-ad-

justment unless there is excessive lash

or other malfunctioning. The only ad-

justment that should be performed in

the vehicle is the total over center

position load (mesh load) to eliminate

excessive lash between the sector shaft

and rack teeth.

MESH LOAD ADJUSTMENT

1.
Disconnect the Pitman arm from
the sector shaft and remove the steer-

ing wheel hub.

2.
Disconnect the fluid return line

at the reservoir; at the same time cap

the reservoir return line pipe.

3.
Place the end of the return line

in a clean container and cycle the

steering wheel in both directions as

required, to discharge the fluid from

the gear.

4.
Turn the gear 1/2 turn off cen-

ter (either direction). Using a 24 in-

lb torque wrench on the steering wheel

nut, determine the torque required to

rotate the shaft slowly through a 20

degree arc.

5.
Turn the sear back to center and
repeating the method of reading tor-

que as in Step 4, above, loosen the

adjuster lock nut, turn the screw in-

ward with a 7/32-inch Allen wrench

until the reading is equal to 6 in-lbs

in excess of Step 4 above, and retigh-

ten the lock nut while holding the

screw in place.

6. Recheck the readings and re-

place the Pitman arm and the steering

wheel hub.

7.
Connect the fluid return line to

the reservoir and fill the reservoir

with C1AZ-I9582-A Fluid to the

proper level.
procarmanuals.com

04-01-08
General Axle Service

04 01-08

Too/-T57L-4067-A

E 1595-A

FIG.
14
—Adjusting Side Bearing Preload—Typical

at this time to be sure that it is still

loose.) Tightening the left nut moves

the ring gear into the pinion to de-

crease backlash, and tightening the

right nut moves the ring gear away.

3.
Install a dial indicator as shown

in Fig. 14.

4.
Tighten the right nut until it first

contacts the bearing cup. Then pre-

load the bearings from 0.008-0.012

inch case spread. Rotate the pinion

gear several revolutions in each direc-

tion while the bearings are loaded, to

seat the bearings in their cups to be

sure no bind is evident. This step is

important.

5. Again loosen the right nut to re-

lease the pre-load. If there is any

backlash between the gears as shown

by the dial indicator,(Fig.l2 or Fig. 10

Part 4-4) tighten the left nut just en-

ough to remove this backlash. At this

time,
make sure that one of the slots

in the left nut is so located that the

lock can be installed without turning

the nut. Carefully, tighten the right

nut until it just contacts the cup.

6. Torque the differential cap bolts

to specification.

On integral carrier type axles, set a

preload of 0.008 to 0.012 inch case

spread for new bearings and 0.003 to

0.005 for the original bearings.

On removable carrier type axles,

the preload is 0.008 to 0.012 inch case

spread for new bearings and 0.005 to

0.008 for the original bearings. As

preload is applied from the right side,

the ring gear is forced away from the

pinion and usually results in the cor-

rect backlash.

7.
Measure the backlash on several

teeth around the ring gear. If the

measurements vary more than 0.003

inch (both integral and removable car-

rier) there is excessive runout in the
gears or their mountings, which must

be corrected to obtain a satisfactory

unit. If the backlash is out of specifi-

cation, loosen one adjusting nut and

tighten the oposite nut an equal a-

mount to move the ring gear away

from or toward the pinion. When

moving the adjusting nuts, the final

movement should always be made in a

tightening direction. For example, if

the left nut had to be loosened one

notch, loosen the nut two notches,

then tighten it one. This insures that

the nut is contacting the bearing cup,

and that the cup cannot shift after

being put in service. After all such ad-

justments, check to be sure that the

case spread remains as specified for

the new or original bearings used.

8. Again check the tooth contact

pattern. If the pattern is still incor-

rect, a change in pinion location (shim

thickness) is indicated.

PINION LOCATION

Removable Carrier Type Axle

1.
Remove the attaching bolts and

the pinion and bearing retainer assem-

bly from the carrier.

2.
Measure the original shim thick-

ness with a micrometer. Increase or

decrease the shim thickness as indicat-

ed by the tooth pattern check des-

cribed in Section 1.

3.
Replace the pinion retainer O-

ring (Fig. 39, Part 4-2). Coat the O-

ring with axle lubricant before install-

ing. Do not roll the O-ring into the

groove. Snap it into position.

4.
Being careful not to pinch the

O-ring, install the pinion and bearing

retainer assembly in the carrier with

the corrected shim pack.

Before installing the pinion and

bearing retainer assembly, determine

which type of gear set is being used.
The non-hunting and pantial non-

hunting types can be identified by the

paint timing marks on the gear teeth

(Fig. 51, Part 4-2). Part 4-5 can also

be referred to for identification.

If the gear set is of the non-hunting

or partial non-hunting type clean the

teeth on both the pinion and drive

gear so that the timing marks are vis-

ible.
Rotate the differential case and

ring gear assembly in the carrier until

the marked teeth on the ring gear are

opposite the pinion entry hole. Place

the assembly in the carrier so that the

marked tooth on the pinion indexes

between the marked teeth on the ring

gear (Fig. 51, Part 4-2).

In almost every case of improper

assembly (gear assembled out of time)

the noise level and probability of fai-

lure will be higher than they would be

with properly assembled gears.

When installing the hunting type

gear set (no timing marks), assemble

the pinion and retainer assembly into

the carrier without regard to the

matching on any particular gear teeth.

5.
Install the retainer-to-carrier

mounting bolts and torque to specifi-

cations.

6. Adjust the backlash between the

ring gear and pinion as outlined in the

foregoing procedures.

7.
Make a tooth pattern check. If

the pattern is still unsatisfactory, re-

peat this procedure changing the shim

thickness each time until a satisfactory

tooth pattern is obtained.

Integral Carrier Type Axle

1.
Remove the differential case and

the drive pinion from the carrier cast-

ing, and then remove the pinion bear-

ings as described under Removal of

Differential Case and Drive Pinion in

Section 4.

2.
Measure the original shim thick-

ness with a micrometer. Increase or

decrease the shim thickness as indicat-

ed by the tooth pattern check des-

cribed in the foregoing Section 1 and

shown in Fig. 4.

3.
Install the corrected shim pack

and the bearings on the pinion, and

then install the pinion and the differ-

ential case in the carrier casting as

outlined under Installation of Drive

Pinion and Differential Case in Sec-

tion 4 of Part 4-3.

4.
Adjust the backlash between the

ring gear and pinion as outlined in the

foregoing procedure.

5.
Make a tooth pattern check. If

the pattern is still unsatisfactory, re-

peat this procedure changing the shim

thickness each time until a satisfactory

tooth pattern is obtained.procarmanuals.com

07-01-08
General Transmission Service

07-01-08

3.
Install the bench testing tool on

the transmission.

4.
Remove the
1/8-inch
pipe plug

at the transmission case. Turn the

front pump in a clockwise direction at

75-100 rpm until a regular flow of

transmission fluid leaves the hole in

the transmission case. This operation
bleeds the air from the pump.

5.
Install the pressure gauge (77820

or T57L-77820-A) as shown in Fig.

13.

PRESSURE TESTS

Turn the front pump at 75-100 rpm
and note the gauge readings. The

pressure readings on the bench test

must be within the limits as outlined

in Figure 13, for the engine idle check.

If pressure gauge readings are with-

in limits in all selector lever positions,

install the vacuum diaphragm control

rod unit.

COMMON ADJUSTMENTS AND REPAIRS

TRANSMISSION FLUID DRAIN

AND REFILL

Normal maintenance and lubrica-

tion requirements do not necessitate

periodic automatic transmission fluid

changes.

If a major repair, such as a clutch

band, bearing, etc., is required in the

transmission, it will have to be re-

moved for service. At this time the

converter, transmission cooler and

cooler lines must be thoroughly

flushed to remove any dirt.

When filling a dry transmission and

converter, install five quarts of fluid.

Start the engine, shift the selector

lever as outlined below, and check and

add fluid as necessary.

Following are the procedures for

partial drain and refill due to in-

vehicle repair operation.

C4 TRANSMISSION

1.
On PEA models, disconnect the

fluid filler tube from the transmission

oil pan to drain the fluid.

On PEB and PEE models, loosen

the pan attaching bolts to drain the

fluid from the transmission.

2.
When the fluid has stopped

draining from the transmission, re-

move and thoroughly clean the pan

and the screen. Discard the pan gas-

ket.

3.
Place a new gasket on the pan,

and install the pan on the transmis-

sion.

4.
On PEA models, connect the

filler tube to the pan and tighten the

fitting securely.

5.
Add three quarts of fluid to the

transmission through the filler tube.

6. Run the engine at idle speed for

about two minutes, and then run it at

fast idle speed (about 1200 rpm) until

it reaches it's normal operating temp-

erature. Do not race the engine.

7.
Shift the selector lever through

all the positions, place it at P, and

check the fluid level. The fluid level

should be above the ADD mark. If
necessary, add enough fluid io the

transmission to bring the level be-

tween the ADD and FULL marks on

che dipstick. Do not overfill the trans-

mission.

FMX OK C6

TRANSMISSION

1.
Raise the vehicle on a hoist or

jack stands.

2.
Place a drain pan under the

transmission.

3.
Loosen the pan attaching bolts

to drain the fluid from the transmis-

sion.

4.
After the fluid has drained to the

level of the pan flange, remove the

rest of the pan bolts working from the

rear and both sides of the pan to

allow it to drop and drain slowly.

5.
When the fluid has stopped

draining from the transmission, re-

move and thoroughly clean the pan

and the screen. Discard the pan gas-

ket.

6. Place a new gasket on the pan,

and install the pan on the transmis-

sion.

7.
Add three quarts of fluid to the

transmission through the filler tube.

8. Run the engine at idle speed for

about two minutes, and then run it at

fast idle speed (about 1200 rpm) until

it reaches normal operating tempera-

ture.
Do not race the engine.

9. Shift the selector lever through

all the positions, place it at P, and

check the fluid level. The fluid level

should be above the ADD mark. If

necessary, add enough fluid to the

transmission to bring the level be-

tween the ADD and FULL marks on

the dipstick. Do not overfill the trans-

mission.

OIL COOLER TUBE

REMOVAL AND INSTALLATION

When fluid leakage is found at the

oil cooler, the cooler must be re-

placed. Cooler replacement is de-

scribed in the Cooling System Section

of Group 11.
When one or more of the fluid

cooler steel tubes must be replaced,

each replacement tube must be fabri-

cated from the same size steel tubing

as the original line.

Using the old tube as a guide, bend

the new tube as required. Add the

necessary fittings, and install the tube.

After the fittings have been tight-

ened, add fluid as needed, and check

for fluid leaks.

VACUUM DIAPHRAGM

ADJUSTMENT NON-ALTITUDE

COMPENSATING TYPE

The C4 and C6 transmissions are

equipped with an adjustable vacuum

diaphragm assembly. A similar ad-

justable diaphragm has been released

for service with the FMX transmis-

sion. However, the FMX service dia-

phragm is not interchangeable with

that used on C4 and C6 models.

The vacuum diaphragm assembly

has an adjusting screw in the vacuum

hose connecting tube (Fig. 14).

SPRING

SEAT

THIS CLEARANCE CHANGED

BY ADJUSTING SCREW

D1830-A

FIG. 14—Adjustable Vacuum Unit

The inner end of the screw bears

against a plate which in turn bears

against the vacuum diaphragm spring.

All readings slightly high or all

readings slightly low may indicate the

vacuum unit needs adjustment to cor-

rect a particular shift condition.procarmanuals.com