service indicator FORD MUSTANG 1969 Volume One Chassis

02-01-07
Brakes

02-01-07

CENTRALIZING THE

PRESSURE DIFFERENTIAL

VALVE

After a failure of the primary (front

brake) or secondary (rear brake) sys-

tem has been repaired and bled, the

dual-brake warning light will usually

continue to be illuminated due to the

pressure differential valve remaining in

the off-center position.

To centralize the pressure differen-

tial valve and turn off the warning
light after a repair operation, a pres-

sure differential or unbalance condi-

tion must be created in the opposite

brake system from the one that was

repaired or bled last.

1.
Turn the ignition switch to the

ACC or ON position. Loosen the dif-

ferential valve assembly brake tube

nut at the outlet port on the opposite

side of the brake system that was

wheel balanced, repaired and/or bled

last. Depress the brake pedal slowly to

build line pressure until the pressure
differential valve is moved to a cen-

tralized position and the brake warn-

ing light goes out; then, immediately

tighten the outlet port tube nut.

2.
Check the fluid level in the mas-

ter cylinder reservoirs and fill them to

within 1/4 inch of the top with the

specified brake fluid, if necessary.

3.
Turn the ignition switch to the

OFF position.

4.
Before driving the vehicle, check

the operation of the brakes and be

sure that a firm pedal is obtained.

CLEANING AND INSPECTION

DISC BRAKES

1.
Remove the wheel and tire and

the shoe and lining assemblies as out-

lined in Part 2-2, Section 2.

2.
On all models except Lincoln

Continental, make thickness measure-

ments with a micrometer across the

thinnest section of the shoe and lining.

If the assembly has worn to a thick-

ness of 0.230-inch (shoe and lining to-

gether) or 0.030-inch (lining material

only) at any one of three measuring

locations or if there is more than

0.125 taper from end to end or if lin-

ing shows evidence of brake fluid con-

tamination, replace all (4) shoe and

lining assemblies on both front wheels.

On Lincoln Continental brakes

make three thickness measurements

with a micrometer across the middle

section of the shoe and lining. Take

one reading at each side and one in

the center. If the assembly has worn

to a thickness of 0.231 inch (shoe and

lining together) or 0.066 inch (lining

material only) at any one of the three

measuring locations, replace all (4)

shoe and lining assemblies on both

front wheels.

3.
Check the caliper to spindle at-

taching bolts torque. Torque them to

specification, if required.

4.
To check rotor runout, first

eliminate the wheel bearing end play

by tightening the adjusting nut. After

tightening the nut, check to see that

the rotor can still be rotated.

5.
Clamp a dial indicator to the

caliper housing so that the stylus con-

tact the rotor at a point approximate-

ly 1 inch from the outer edge. Rotate

the rotor and take an indicator read-

ing. If the reading exceeds 0.003 inch

total lateral runout on the indicator,

replace or resurface the disc brake

rotor. The following requirement must

be met when resurfacing disc brake

rotors:
Rotunda Disc Brake Attachment

FRE-2249-2 is the only approved tool

to be used to refinish the disc brake

rotors.
The step-by-step resurfacing

procedure provided with the tool must

be adhered to.

The finished braking surface of the

rotor must be flat and parallel within

0.0007 inch; lateral runout must not

exceed 0.003 inch total indicator

reading, braking surface are to be 80/15

micro inches.

On all models except Lincoln Con-

tinental the minimum limiting dimen-

sion from the inboard bearing cup to

the inboard rotor face and the mini-

mum rotor thickness dimension, must

be observed when removing material

from the rotor braking surfaces. A

ball and gage bar (Rotunda Kit FRE

70160) is to be used when checking

minimum dimensions (Fig. 11).

FALCON-FAIRLANE

MUSTANG-COUGAR

MONTEGO

.046 MAX-**

.119
MAX.

FORD-MERCURY

METEOR - THUNDERBIRD
875
MIN

H1633-A

1.12
MIN.-^

??
— Disc Brake Rotor

Service Limits—All Models Except

Lincoln Continental

On Lincoln Continental models the

minimum limiting dimension (Fig. 12)

from the inboard bearing cup to the
inboard rotor face (dimension B)

and the outboard rotor surface and

the inboard bearing cup (dimension

A),
must be observed when remov-

ing material from the rotor braking

surfaces.

When the runout check is finished

be sure to adjust the bearings as out-

lined in Group 3, in order to prevent

bearing failure.

6. Check the rotor for scoring. Mi-

nor scores can be removed with a

fine emery cloth. If the rotor is ex-

cessively scored, refinish it as out-

lined in step 5 or replace the rotor,

if required.

7.
Visually check the caliper. If the

caliper housing is leaking it should be

replaced. If a seal is leaking the cali-

per must be disassembled and new

.seals installed. If a piston is seazed

in the bore a new caliper housing is

required.

On Lincoln Continental models the

two halves of the caliper assembly

should never be separated. Damage or

failure of one requires replacement of

both as a unit.

Check the brake hoses for signs of

cracking, leaks or abrasion. Replace

them if necessary.

DISC BRAKE SERVICE

PRECAUTIONS

1.
Grease or any other foreign ma-

terial must be kept off the caliper as-

sembly, surfaces of the rotor and ex-

ternal surfaces of the hub during serv-

ice operations. Handling of the rotor

and caliper assemblies should be done

in a way to avoid deformation of the

brake rotor and nicking or scratching

of brake linings.

2.
If a caliper piston is removed for

any reason, the piston seal must be re-

placed.

3.
During removal and installation

of a wheel assembly, exercise care not

to interfere with and damage the cali-procarmanuals.com

02-02-39
Brake System

02-02-39

MAJOR REPAIR OPERATIONS

BRAKE DRUM REFINISHING

Minor scores on a brake drum can

be removed with sandpaper. A drum

that is excessively scored or shows a

total indicator runout of over 0.007

inch should be turned down. Remove

only enough stock to eliminate the

scores and true up the drum. The refi-

nished diameter must not exceed 0.060

inch oversize.

Check the inside diameter of the

brake drum with a brake drum mi-

crometer (Tool FRE-14^1).

If the drum diameter is less than

0.030 inch oversize after refinishing^

standard lining may be installed. If

the drum diameter is 0.030—0.060

inch oversize after refinishing, oversize

lining must be installed.

After a drum is turned down, wipe

the refinished surface with a cloth

soaked in clean denatured alcohol. If

one drum is turned down, the opposite

drum on the same axle should also be

cut down to the same size.

ROTOR REFINISHING

Rotunda Disc Brake Attachment,

FRE-2249-2, is the only recommended

tool to refinish the disc brake rotors.

The step-by-step resurfacing procedure

provided with the tool must be ad-

hered to.

The finished braking surfaces of the

rotor must be flat and parallel within

0.0007 inch; lateral runout must not

exceed 0.003 inch total indicator read-

ing, and the surface finish of the brak-

ing surfaces are to be 80/15 micro

inches. The minimum limiting dimen-

sions (Figs. 11 and 12, Part 2-1) from

the inboard bearing cup to the out-

board rotor face and from the inboard

bearing cup to the inboard rotor face

must be observed when removing ma-

terial from the rotor braking surfaces.

On all models except Lincoln Con-

tinental, the limiting dimensions are to

be measured with a ball and gage bar

(Rotunda Kit FRE-70160).

BRAKE SHOE RELINING

Brake linings that are worn to with-

in 1/32 inch of the rivet head or are

less than 0.030 inch thick (bonded lin-

ing) or have been contaminated with

brake fluid, grease or oil must be re-

placed. Failure to replace worn linings

will result in a scored drum. When it
is necessary to replace linings, they

must also be replaced on the wheel on

the opposite side of the vehicle.

Inspect brake shoes for distortion,

cracks, or looseness. If this condition

exists,
the shoe must be discarded. Do

not attempt to repair a defective brake

shoe.

1.
Wash the brake shoes thoroughly

in a clean solvent. Remove all burrs

or rough spots from the shoes.

2.
Check the inside diameter of the

brake drum with a brake drum mi-

crometer (tool FRE-1431). If the di-

ameter is less than 0.030 inches over-

size,
standard lining may be installed.

If the diameter is 0.030—0.060 inches

oversize, oversize lining should be in-

stalled.

3.
Position the new lining on the

shoe.
Starting in the center, insert and

secure the rivets, working alternately

towards each end. Replacement lin-

ings are ground and no further grind-

ing is required.

4.
Check the clearance between the

shoe and lining. The lining must seat

tightly against the shoe with not more

than 0.008 inch clearance between any

two rivets.

RETAINER - 2B245
DUAL MASTER CYLINDER

DISASSEMBLY

1.
Clean the outside of the master

cylinder and remove the filler cover

and diaphragm. Pour out any brake

fluid that remains in the cylinder. Dis-

card the old brake fluid.

2.*
Remove the secondary piston

stop bolt from the bottom of the cyl-

inder (Figs. 40 and 41).

3.
Remove the bleed screw, iL re-

quired.

4.
Depress the primary piston and

remove the snap ring from the retain-

ing groove at the rear of the master

cylinder bore (Fig. 42). Remove the

push rod and the primary piston as-

sembly from the master cylinder bore.

Do not remove the screw that retains

the primary return spring retainer, re-

turn spring, primary cup and protec-

tor on the primary piston. This assem-

bly is factory pre-adjusted and should

not be disassembled.

5.
Remove the secondary piston as-

sembly. Do not remove the outlet tube

seats,
outlet check valves and outlet

SECONDARY SYSTEM

BRAKE OUTLET
COVER -2166

GASKET-2167

MASTER CYLINDER -2155

SNAP RING -7821

BOOT

PUSH ROD

PRIMARY PISTON

ASSEMBLY - 2169

tTUBE SEAT-

2B220
* SECONDARY PISTON

ASSEMBLY - 2A502

• NOT USED ON POWER BRAKE EQUIPPED VEHICLES

fNOT SERVICED

•REPLACE AS AN ASSEMBLY ONLY

H 1499-B

FIG. 40— Dual Master Cylinder Disassembled—Except Disc Brakesprocarmanuals.com

03-01-04

Suspension — Steering, Wheels And Tires — General Service

03-01-04

Tool
- T 65 P -
3000
B or C

1266-B

FIG. 5—Typical Rear Alignment

Spacer Installation—Cougar,

Fairlane, Falcon, Montego,

Mustang

ment. In the absence of such equip-

ment, portable equipment may be

used and the work may be performed

on a level floor. The floor area should

be level within 1/4 inch from front to

rear of the vehicle and within 1/8 inch

from side to side. Alignment height

spacers (Figs. 4, 8 and 9) are used to

check caster and camber. The spacers

should be omitted when checking toe-

in.

1.
Check the runout of each front

wheel and tire using a dial indicator

against the rim outer band. If the ru-

nout exceeds 1/8 inch, correction may

be made by rotating the wheel on the

drum. When the minimum runout has

been obtained, mark the point of

greatest runout so the wheels can be

positioned as shown in Fig. 10 when

checking the front end alignment.

Hold a piece of chalk against the

wheel rim or the tire sidewall while

spinning the wheels. The chalk will

mark the rim or tire at the point of

greatest runout.

2.
Drive the vehicle in a straight

line far enough to establish the

straight ahead position of the front

wheels, and then mark the steering

wheel hub and the steering column

collar (Fig. ll).Do not adjust the

steering wheel spoke position at this

time. If the front wheels are turned at

any time during the inspection, align

the marks to bring the wheels back to

the straight-ahead position.

3.
With the vehicle in position for

the front end alignment inspection and

adjustment, install the suspension

alignment spacers as follows to esta-

blish the curb height.
F1432-A

FIG. 6—Alignment Spacer

Installation—Rear—Ford,

Mercury, Meteor, Thunderbird,

Continental Mark III

|F1258-Af

FIG. 7— Alignment Spacer

Installation — Rear Lincoln Continental

Tool-T65P-3000-B or -C

F1431-A

FIG. 8—Alignment Spacer

Installation—Front—Ford,

Mercury, Meteor, Thunderbird,

Continental Mark III
F 1499-A

FIG. 9—Alignment Spacer

Installation—Front—Lincoln

Continental

CHALK MARK IN THIS POSITION

WHEN CHECKING TOE-IN AND TOE-OUT

ON TURNS

CHALK MARK IN THIS POSITION

WHEN CHECKING CASTER AND CAMBER

LOCATION OF POINT OF GREATEST

LATERAL RUN-OUT ON FRONT

WHEaS WHEN CHECKING

ALIGNMENT FACTORS

F1215-A

FIG. 70—Front Wheel Position

For Checking Alignment

Lift the front of the vehicle and

position the alignment spacers be-

tween the suspension lower arm and

the frame spring pocket as shown in

Figs.
4, 8 and 9. Be sure the spacer

pin is placed in the correct hole for

the vehicle being checked. The lower

end of the alignment spacers should

be placed over the head of the strut

front attaching bolt. Remove the

bumpers from the right and left rear

side rails. Position the rear alignment

spacers between the rear axle and the

rear side rails as shown in Figs. 5, 6

and 7.

4.
Install the wheel alignment

equipment on the vehicle. Whicheverprocarmanuals.com

03-01-08
Suspension
—
Steering,
Wheels
And
Tires
—
General Service

03-01-08

3.
Remove the lower (upper on

Mustang and Cougar) cover- to-

housing attaching bolt.

4.
With a clean punch or like in-

strument, clean out or push inward

the loose lubricant in the filler plug

hole and cover to housing attaching

bolt hole.
5.
Slowly turn the steering wheel to

the left stop, lubricant should rise

within the lower cover bolt hole; then

slowly turn the steering wheel to the

right stop, lubricant should rise within

the filler plug hole. If lubricant does

not rise in both the cover bolt hole
and the filler plug hole, add lubricant

until it comes out both holes during

this check.

6. Install the lower (upper on

Mustang and Cougar) cover- to-

housing attaching bolt and the filler

plug.

CLEANING
AND
INSPECTION

FRONT
END
GENERAL

INSPECTION

Do not check and adjust front

wheel alignment without first making

the following inspection for front-end

damage, or wear.

1.
Check for specified air pressures

in all four tires.

2.
Raise the front of the vehicle off

the floor. Shake each front wheel

grasping the upper and lower surfaces

of the tire. Check the front suspension

ball joints and mountings for loose-

ness,
wear, and damage. Check the

brake backing plate mountings. Tor-

que all loose nuts and bolts to specifi-

cation. Replace all worn parts as out-

lined in Part 3-2.

3.
Check the steering gear mount-

ings and all steering linkage connec-

tions for looseness. Torque all mount-

ings to specifications. If any of the

linkage is worn or bent, replace the

parts as outlined in Part 3-5.

4.
Check the front wheel bearings.

If any in-and-out free play is noticed,

adjust the bearings to specifications.

Replace worn or damaged bearings as

outlined in Part 3-12.

5.
Spin each front wheel with a

wheel spinner, and check and balance

each wheel as required.

6. Check the action of the shock

absorbers. If the shock absorbers are

not in good condition, the vehicle may

not settle in a normal, level position,

and front wheel alignment may be af-

fected.

WHEEL INSPECTION

Wheel hub nuts should be inspected

and tightened to specification at pre-

delivery. Loose wheel hub nuts may

cause shimmy and vibration. Elongat-

ed stud holes in the wheels may also

result from loose hub nuts.

Keep the wheels and hubs clean.

Stones wedged between the wheel and

drum and lumps of mud or grease can

unbalance a wheel and tire.
Check for damage that would affect

the runout of the wheels. Wobble or

shimmy caused by a damaged wheel

will eventually damage the wheel bear-

ings.
Inspect the wheel rims for dents

that could permit air to leak from the

tires.

UPPER BALL JOINT

INSPECTION

Ford,
Mercury,
Meteor,

Thunderbird,

Lincoln Continental
and

Continental Mark
III

1.
Raise the vehicle and place floor

jacks beneath the lower arms.

2.
Ask an assistant to grasp the

lower edge of the tire and move the

wheel in and out.

3.
As the wheel is being moved in

and out, observe the upper end of the

spindle and the upper arm.

4.
Any movement between the

upper end of the spindle and the upper

arm indicates ball joint wear and loss

of preload. If any such movement is

observed, replace the upper ball joint.

During
the
foregoing
check,
the

lower ball joint will
be
unloaded
and

may
move.
Disregard
all
such
move-

ment
of the
lower ball
joint.
Also,
do

not mistake loose wheel bearings
for a

worn ball
joint.

Cougar,
Fairlane,
Falcon,

Montego
and
Mustang

1.
Raise the vehicle on a frame

contact hoist or by floor jacks placed

beneath the underbody until the wheel

falls to the full down position as

shown in Fig. 18. This will unload the

upper ball joint.

2.
Adjust the wheel bearings as de-

scribed in Part 3-12.

3.
Attach a dial indicator to the

upper arm and position the indicator
so that the plunger rests against the

inner side of the wheel rim adjacent to

the upper arm ball joint.

4.
Grasp the tire at the top and

bottom, and slowly move the tire in

and out (Fig. 18). Note the reading

(radial play) on the dial indicator. If

MAXIMUM TOLERANCE

F
1500-A

FIG.
T8—Measuring Upper Ball

Joint Radial Play

MAXIMUM TOLERANCE

F14
35-A

FIG.
79—Measuring Lower Ball

Joint Radial Playprocarmanuals.com

03-01-09
Suspension — Steering, Wheels And Tires — General Service

03-01-09

the reading exceeds specifications

(Part 3-13), replace the upper ball

joint.

LOWER BALL JOINT

INSPECTION

Ford,
Mercury, Meteor,

Thunderbird, Lincoln Continental

and Continental Mark III

1.
Raise the vehicle and place

jacks under the lower arms as shown

in Fig. 12. This will unload the lower

ball joints.

2.
Adjust the wheel bearings as des-

cribed in Part 3-12.

3.
Attach a dial indicator to the

lower arm and position the indicator

so that the plunger rests against the

inner side of the wheel rim adjacent to

the lower ball joint.

4.
Grasp the tire at the top and

bottom and slowly move the tire in

and out (Fig. 19). Note the reading

(radial play) on the dial indicator. If

the reading exceeds specifications

(Part 3-13), replace the lower ball

joint.

Cougar, Fairlane, Falcon,

Montego, Mustang

1.
Raise the vehicle on a frame

contact hoist or by floor jacks placed

beneath the underbody until the wheel

falls to the full down position.

2.
Ask an assistant to grasp the

lower edge of the tire and move the

wheel in and out.

3.
As the wheel is being moved in

and out, observe the lower end of the

spindle and the lower arm.

4.
Any movement between the

lower end of the spindle and the lower

arm indicates ball joint wear and loss

of preload. If any such movement is

observed, replace the lower arm.

During the foregoing check, the

upper ball joint will be unloaded and

may move. Disregard all such move-

ment of the upper ball joint. Also, do

not mistake loose wheel bearings for a

worn ball joint.

POWER STEERING GEAR

CLEANING

Disassembly and assembly of the

steering gear and. the sub-assemblies

must be made on a clean workbench.

As in repairing any hydraulically op-

erated unit, cleanliness is of utmost
importance. The bench, tools, and

parts must be kept clean at all times.

Thoroughly clean the exterior of the

unit with a suitable solvent and, when

necessary drain as much of the hy-

draulic fluid 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.

INSPECTION

1.
Check the sector shaft contact

surface in the cover for wear. If worn,

replace the cover.

2.
Inspect the input shaft bearing

for cracked races and the balls for

looseness, wear, pitting, end play or

other damage. Check the fit of the

bearing on the input shaft. Replace

the bearing, if required.

3.
Inspect the valve housing for

wear, scoring or burrs.

4.
Inspect the tube seats in the

pressure and return ports in the valve

body for nicks, etc. If necessary, re-

move and replace.

5.
Check the sector shaft contact

surface in the housing for wear. If

worn, replace the bushing or the hous-

ing.

6. Check all fluid passages for ob-

struction or leakage.

7.
Inspect the steering gear housing

for cracks, stripped threads, and mat-

ing surfaces for burrs. Inspect the pis-

ton bore of the housing for scoring or

wear. If necessary, replace the hous-

ing.

8. Check the input shaft bearing

after installation to be sure that it ro-

tates freely.

9. If the valve spool is not free in

the valve housing, check for burrs at

the outward edges of the working

lands in the housing and remove with

a hard stone. Check the valve spool

for burrs and if burrs are found, stone

the valve in a radial direction only.

Check for freedom of the valve again.

10.
Check the piston rack teeth and

sector shaft teeth for nicks and burrs.

FLUSHING THE POWER

STEERING SYSTEM—ALL EXCEPT

LINCOLN CONTINENTAL AND

CONTINENTAL MARK III

Should it be necessary to replace an

inoperative power steering pump, the

need for flushing the steering system

is required when installing the new

pump.
1.
Remove the power steering pump

and remove the pulley as outlined in

Part 3-10.

2.
Install the pulley on a new

pump. Install the pump and connect

only the pressure hose to the pump

(Part 3-10).

3.
Place the fluid return line in a

suitable container and plug the reser-

voir return pipe.

4.
Fill the reservoir with lubricant

(C1AZ-19582-A).

5.
Disconnect the coil wire to pre-

vent the engine from starting and raise

the front wheels off the ground.

6. While approximately two quarts

of steering gear fluid are being poured

into the reservoir, turn the engine over

using the ignition key, at the same

time cycle the steering wheel from

stop to stop.

7.
As soon as all of the lubricant

has been poured in, turn off the igni-

tion key, and attach the coil wire.

8. Remove the plug from the reser-

voir return pipe, and attach the return

hose to the reservoir.

9. Check the reservoir fluid level; if

low, add fluid to the proper level. Do

not overfill.

10.
Lower the vehicle.

11.
Start the engine and cycle the

steering from stop to stop to expel

any trapped air from the system.

POWER STEERING PUMP—ALL

EXCEPT LINCOLN

CONTINENTAL AND

CONTINENTAL MARK III

CLEANING

Wash all parts (except seals) in a

Naptha or Chlorinated-type solvent

and dry with compressed air.

Punch or Rod

RELIEF VALVE PLUNGER

G1607-A

FIG.
20—Cleaning Pump Relief Valveprocarmanuals.com

03-01-10
Suspension — Steering, Wheels And Tires — General Service

03-01-10

The following procedure should be

followed when cleaning the relief valve

which is a part of the pump valve as-

sembly.

1.
Using a punch or rod of suitable

diameter, apply an even pressure in a

straight line to the tip of the relief

valve pin (Fig. 20). Depress the valve

two or three times to exhaust the oil

which is trapped in the assembly. Do

not hammer on the valve pin or hous-

ing.

2.
Submerge the assembly in a con-

tainer of clean solvent. Again applying

an even pressure to the tip of the relief

valve pin, (a sudden strong force could

push the pin through the relief valve

spool) move the valve in and out sev-

eral times, thereby thoroughly flushing

the assembly. Pressure created within

the valve bore when the valve is moved

inward should force the cleaning fluid

out through the sensing orifice. If this

does not occur, the sensing orifice

should be cleaned with a piece of wire.

The valve must move freely and even-

ly. If the pin is bent or damaged, or if

the valve binds, the pump valve must

be replaced.

INSPECTION

The following describes the compo-

nents of the power steering pump

which must be replaced regardless of

condition and how to determine when

other components should be replaced.

The outlet fitting hex nut may be

reused if the corners of the hex are

not rounded. The housing bolts may

be reused if the threads are not dam-

aged.

All gaskets and seals must be re-

placed with new components except

the rotor shaft seal which should be

reused unless it was leaking.

The reservoir assembly may be

reused if the reservoir seal and gasket

areas are not damaged (dents, scratch-

es,
etc.). The soldered joints of the re-

turn and fill tubes must not be loose

or bent. Be sure to check for a broken

baffle.

The housing or housing assembly

may be reused if there is no damage

(scratches, etc.) at reservoir gasket,

outlet fitting or cover seal areas.

If the outlet fitting is damaged, the

pump housing must be replaced. The

pressure plate springs may be reused

providing they are not bent, broken or

have not taken a set.

Do not reuse the retainer end plate

if it is burred or damaged. The upper

pressure plate may be reused if there

is no scoring on the wear surface. It is

acceptable to polish the phosphate

coating.
The rotor and cam assembly can be

reused if there is no wear other than

the removal of the phosphate coating

on the cam contour. Do not disas-

semble the rotor and cam assembly.

Push the rotor part way out the cam

insert taking care not to let the slip-

pers and springs fall out. Check the

cam ID for scoring and burning.

Check the rotor faces and OD for

scoring and chipping. Do not attempt

to repair or refinish the lower and

upper pressure plates, cam or rotor

assembly. When wear or burning is

encountered, replace, them with new

components.

Install a new rotor and cam assem-

bly if the slippers are worn. Replace

the springs if they are bent or broken.

Polishing the phosphate coating of the

slipper sealing surface is permissable.

The rotor shaft can be reused if the

front and rear thrust faces, the bush-

ing diameter and the shaft seal diame-

ter are not excessively worn or scored.

The housing plate and bushing as-

sembly may be reused if all of the

threaded holes are not damaged

beyond repair and the bushing diame-

ter is not scored or worn .0005 inch

over the maximum dimension of .6897

inch. Threaded holes can be repaired

by drilling out the damaged threads

and installing a helicoil insert. If the

bushing is scored or excessively worn,

a new plate and bushing assembly

must be installed.

With Tool T69P-3D608-A (using a

dial indicator) check the squareness of

the fixed dowel pin in the plate (Fig.

21).
The pin must be square with the

adjacent surface within .001 inch per

inch through a 180 degree arch.

A bent or broken dowel pin can be

replaced as follows:
1.
Hold the plate assembly in a

horizontal position and grip at least

an inch of the dowel pin in a vise. Tap

the plate with a plastic or a rubber

hammer to pull the pin from the

plate.

2.
Insert the support guide (Tool

T69P-3D608-B) over a dowel pin (Fig.

22) and press the pin into the plate to

a height of 1.68 inch (See Fig. 23).

The support guide tool will serve as a

stop guide. Be careful not to bend the

new dowel pin during installation.

3.
Again use Tool T69P-3D608-A

(with a dial indicaator) to check the

dowel pin squareness as outlined

above.

POWER STEERING PUMP

INSPECTION—LINCOLN

CONTINENTAL AND

CONTINENTAL MARK III

1.
Wash all parts in clean solvent

and dry them with clean cloths or

compressed air.

2.
Inspect the rotor shaft for wear,

scoring, nicks, or burrs. Replace the

shaft if it is damaged or if the inner

keyway is damaged.

Tool
T69P-3D608-B

G1609-A

FIG. 22—Dowel Pin Insertion

Tool
T69P-3D608-A

G1608-A

FIG. 21—Dowel Pin Squareness

Check
FIG. 23 — Replacing Dowel Pinprocarmanuals.com

03-05-02
Steering Columns
And
Linkage

03-05-02

which also will shear away during
im-

pact.

TILT STEERING COLUMNS

The steering column
is of the col-

lapsible type
to
lessen
the
possibility

of injury
to the
driver
of the
vehicle

should
he
become involved
in an
acci-

dent.
The
lower
end of the
steering

column tube
at the
bellows area will

collapse approximately
six
inches

upon
a
hard impact.

The shift tube
and the
steering shaft

are provided with plastic dowels
and

will shear
and
allow them
to
collapse

in proportion
to the
outer tube upon

impact.

Once
the
steering column
has
been

collapsed,
a
complete
new
column
must
be
installed.

The tilt column features nine driv-

ing positions (four
up and
four down

from
a
center position).
The
.column

also features
a
turn signal switch with

a lane-changer position turn indicating

position
and
emergency warning flash-

er control.

TILT-AWAY STEERING COLUMNS

The tilt-away steering column
fea-

tures nine driving positions (four
up

and four down from
a
center position)

and
a
tilt-away position that
is
auto-

matically accomplished
on
Mustang

and Cougar models when
the
ignition

key
is
turned
to the
OFF
position
and

the left door
is
opened.
On
Thunder-

bird models,
the
tilt-away occurs when
the shift lever
is
placed
in
PARK
and

the driverns door
is
opened.

The steering column
is of the col-

lapsible type
to
lessen
the
possibility

of injury
to the
driver
of the
vehicle

should
he
become involved
in an
acci-

dent.
The
lower
end of the
steering

column tube
at the
bellows area will

collapse approximately
six
inches

upon
a
hard impact.

The shift tube
and the
steering shaft

are provided with plastic dowels
and

will shear
and
allow them
to
collapse

in proportion
to the
outer tube upon

impact.

Once
the
steering column
has
been

collapsed,
a
complete
new
column

must
be
installed along with mounting

brackets which will also shear away

during impact.

IN-VEHICLE ADJUSTMENTS
AND
REPAIRS

STEERING WHEEL SPOKE

POSITION ADJUSTMENT

When
the
steering gear
is on the

high point,
the
front wheels should
be

in
the
straight-ahead position
and the

steering wheel spokes should
be in

their normal position with
the
Pitman

arm pointing directly forward.
If the

spokes
are not in
their normal posi-

tion, they
can be
adjusted without
dis-

turbing
the
toe-in adjustment (Part

3-1).

STEERING WHEEL

REPLACEMENT

1.
Disconnect
the
negative cable

from
the
battery.

2.
Working from
the
underside
of

the steering wheel spoke, remove
the

crash
pad
attaching screws. Lift
the

crash
pad
from
the
wheel.
(On
Conti-

nental Mark
III
models,
pry out the

crash
pad
insert
and
remove
the two

screws that secure
the
crash
pad. Re-

move
the
crash
pad. On
models

equipped with steering wheel mounted

speed controls, refer
to
Group
16 for

removal instructions). Remove
the

horn ring
(if so
equipped)
by
turning

it counterclockwise.

3.
Remove
the
steering wheel
nut,

and then remove
the
steering wheel

with tool T67L-3600-A
(Fig. 1). Do

not
use a
knock-off type steering

wheel puller
or
strike
the end of the

steering shaft with
a
hammer. Striking

the puller
or
shaft will damage
the

bearing
or the
collapsible column.

4.
Transfer
all
serviceable parts
to

the
new
steering wheel.

5.
Position
the
steering wheel
on

the shaft
so
that
the
alignment mark
on
the hub of the
wheel
is
adjacent
to

the
one on the
shaft. Install
a new

locknut
and
torque
it to
specifications.

6. Install
the
horn ring
(if so

equipped)
and
crash
pad.

STEERING COLUMN UPPER

BEARING REPLACEMENT

STATIONARY COLUMNS

Removal

1. Disconnect
the
horn wire
and the

turn indicator wires
at the
connector.

2.
Working from
the
underside
of

the steering wheel spoke, remove
the

two crash
pad
attaching screws. Lift

the crash
pad
from
the
wheel.
(On

Continental Mark
III
models,
pry out

the crash
pad
insert
and
remove
the

two screws that secure
the
crash
pad.

Remove
the
crash
pad. On
models

equipped with steering wheel mounted

speed controls, refer
to
Group
16 for

7oo/-T67L-3600-A
removal instructions). Remove
the

horn ring
(if so
equipped)
by
turning

it counterclockwise.

3.
Remove
the
steering wheel
at-

taching
nut.
Remove
the
steering

wheel using tool T67L-3600-A
(Fig.

1).
Do not use a
knock-off type steer-

ing wheel puller
or
strike
the end of

the steering shaft with
a
hammer.

Striking
the
puller
or
shaft will
dam-

age
the
bearing
or the
collapsible
col-

umn.

4.
Remove
the
turn indicator lever.

5.
Remove
the
turn signal switch

attaching screws. Lift
the
switch over

the
end of the
steering shaft
and
place

it
to one
side.

6. Remove
the
snap ring from
the

top
of the
steering shaft.

7.
Loosen
the two
flange-to-steering

column tube attaching bolts
to
disen-

gage them from
the
tube.

8. Raise
the
flange upward while

BEARING
AND

INSULATOR

Spacer

G 1502 -B

FIG.
1—Removing
Steering Wheel
G 1497-A

FIG. 2—Installing Upper Bearingprocarmanuals.com

04-01-05

General Axle Service

04-01-05

Integral Carrier Type Axle

1.
Thinner shim with
the
backlash

set
to
specifications moves
the
pinion

farther from
the
ring gear.

2.
Thicker shim with
the
backlash

set
to
specifications moves
the
pinion

closer
to the
ring gear.

If
the
patterns
are not
correct,

make
the
changes
as
indicated.
The

differential case
and
drive pinion will

have
to be
removed from
the
carrier

casting
to
change
a
shim. When
re-

installing
the
pinion
and
ring gear
of a

non-hunting
or
partial non-hunting

gear
set, be
sure that
the
marked

tooth
on the
pinion indexes between

the marked teeth
on the
ring gear

(Fig.
51,
Part
4-2).
Refer
to
Pinion

and Ring Gear Tooth Contact Adjust-

ment, Section
2.

REAR AXLE COMPANION

FLANGE RUNOUT CHECK

ALL AXLES EXCEPT

THUNDERBIRD
AND

CONTINENTAL MARK
III

1.
Raise
the
vehicle
on a
hoist that

supports
the
rear axle (twin-post

hoist).

2.
Remove
the
driveshaft assembly

(Group
5).

3.
Check
the
companion flange

damage
to the
universal joint bearing

locating lugs.
If the
universal joint

bearing locating lugs
on the
compan-

ion flange
are
shaved (worn)
or dam-

aged, replace
the
companion flange

(Fig.
5).

PROPERLY SEATED
CUP SHAVES LUG

E 1621-A

FIG. 5—Checking Companion

Flange

4.
The
rear axle companion flange

runout
is
checked with
a
modified uni-

versal joint (checking tool)
a
dial indi-

cator with
1.000
inch minimum travel,
and
a
cup-shaped dial indicator adapt-

er tool
(Fig. 6). To
fabricate
the

checking tool, modify
a
universal joint

assembly
by
removing
two
bearing

cups that are opposite each other, and

cuttting
or
grinding
off
one
of
the uni-

versal joint bearing flanges (Fig. 6).

5.
Install
the
cup-shaped adapter
on

the dial indicator stem. Install
the
dial

indicator
on the
pinion retainer
or pi-

nion nose bumper bracket. Position

the indicator
to
allow
an
indication
at

the ends
of the
universal joint bearing

cups
and the
remaining exposed jour-

nal
of the
cross-shaft.

6. Turn
the
companion flange
so

that
the
dial indicator cup-type adapt-

er rests
on the
machined surface
of

the bearing
cup (Fig. 6).
Rotate
the

companion flange side-to-side slightly

to obtain
a
reading indicating that
the

bearing
cup
surface
is
perpendicular
to

the indicator cup-type adapter. This

will
be the
point
at
which
the
dial
in-

dicator
cup is
closest
to the
center
of

companion flange rotation.
It is
also

the point
at
which
the
dial indicator

hand will reverse direction
as
the com-

panion flange
is
turning.
Set the
dial

indicator
to
zero.

oo/-6565,
Used

'With Bracket From

Too!-4201-C

MOUNT HERE

Tool-4201-C

E
1622-
A

FIG. 6—Flange Bearing
Cup

Run-out Check—Typical
7.
Carefully retract
the
dial indica-

tor stem
and
rotate
the
companion

flange 180 degrees
to
position
the ma-

chined surface
of the
opposite univer-

sal bearing under
the
dial indicator

adapter tool. Again, slightly rotate
the

flange side-to-side
to
position
the

bearing perpendicular
to the
dial indi-

cator adapter. Again, this
is the
point

at which
the
indicator hand will
rev-

erse direction
as the
flange
is
rotated.

Record
the
flange bearing
cup
runout

reading obtained from
the
indicator

(Fig.
7).

Rotate
the
companion flange
90

degrees
and
position
the
dial indicator

adapter
on the
machined
end of the

exposed journal
(Fig. 8). Be
sure
the

end surface
of the
exposed journal
is

perpendicular
to the
indicator
cup-

type adapter. This requires that
the

cross-shaft
be
moved fore
and aft on

the flange bearing cups. Note
the

point
at
which
the
indicator hand rev-

erses direction. Rotate
the
flange
as-

sembly side-to-side until
the
cross-

shaft
is
perpendicular
to the
pinion

shaft axis,
and the
indicator hand
re-

verses direction. Zero the dial indicator

and check the zero point again by

Tool-6565, Used

With Bracket
Fro

Tool-4201 -C
MOUNT HERE —

Too/-4207-C

E 1624-A

FIG. 8—Cross Shaft Runout

Check—Typical

INDICATOR

READING

1

2

3

Average
FLANGE

BEARING CUP

RUNOUT—INCH

0.C04

0.002

0.003

0.003
DRIVESHAFT UNIVERSAL

CROSS-SHAFT

RUNOUT—INCH

0.005

0.004

0.003

0.004

FIG. 7—Flange Bearing
Cup and
Cross Shaft Runout Averaging

Chart—Typical Readingsprocarmanuals.com

04-01-06
General Axle Service

04-01-06

FLANGE BEARING

CUP RUNOUT

0.000

0.001

0.002

0.003

0.004

0.005

0.006

0.007

0.008
DRIVE SHAFT UNIVERSAL CROSS-SHAFT RUNOUT-INCH

0.000

0.000

0.001

0.002

0.003

0.004

0.005

0.006

0.007

0.008
0.001

0.001

0.0013

0.0022

0.0032

0.0042

0.0051

0.0061

0.0071

0.0081
0.002

0.002

0.0022

0.0027

0.0036

0.0045

0.0053

0.0062

0.0073

0.0082
0.003

0.003

0.0032

0.0037

0.0042

0.005

0.0058

0.0068

0.0075

0.0087
0.004

0.004

0.0042

0.0045

0.005

0.0057

0.0063

0.0072

0.0081

0.009
0.005

0.005

0.0051

0.0053

0.0058

0.0064

0.0071

0.0078

0.0087

0.0094
0.006

0.006

0.0061

0.0062

0.0067

0.0072

0.0078

0.0085

0.0093

0.010
0.007

0.007

0.0071

0.0072

0.0077

0.0081

0.0087

0.0092

0.0099

0.0104
0.008

0.008

0.0081

0.0082

0.0085

0.009

0.0094

0.010

0.0103

0.011

The total (combined) companion flange runout
is
located
in the
square where
the
columns containing
the
flange bearing cup runout

and universal cross shaft runout readings intersect.

FIG. 9—Companion Flange Combined Runout Chart

slightly moving the cross-shaft fore

and aft, then rotate the companion

flange from side-to-side.

8. With the indicator at zero, care-

fully retract the dial stem and rotate

the flange 180 degrees. Rotate the

cross-shaft 180 degrees on the flange

bearing cups to position the exposed

journal under the dial indicator adapt-

er. Rock the cross-shaft fore and aft

and the companion flange side-to-side

to establish the point at which the in-

dicator hand reverses direction. This

will determine the driveshaft universal

cross-shaft run-out. Record this read-

ing (Fig. 8).

9. Repeat steps 5 through 8 at least

three times and average the indicator

readings obtained (Fig. 7).

10.
To determine the total (com-

bined) companion flange runout, it

will be necessary to use the combined

runout chart (Fig. 9). Position a

straight edge at the amount of flange

bearing cup runout indicated on the

left hand column of the chart. Posi-

tion another straight edge vertically at

the amount of driveshaft universal

cross-shaft runout indicated on the top

of the chart. The point at which the

straight edges cross the chart indicates

the combined rear axle flange runout.

For example:

With an indicated 0.003 inch flange

bearing cup runout and an indicated

0.004 inch universal cross-shaft runout

(Fig. 9), the combined companion

flange runout will be 0.005 inch as in-

dicated in the square on the chart

(Fig. 9).

11.
If the reading obtained in Step

10 exceeds specifications, reposition

the companion flange 180 degrees on

the pinion shaft and repeat steps 1

through 10.

12.
If the repeat readings still ex-

ceed specifications, re-position the

flange an additional 90 degrees on the
pinion shaft and check the runout

(Steps 4 through 10).

13.
If the runout is still excessive,

replace the companion flange and

check the runout. If necessary, rotate

the new flange on the pinion shaft

until an acceptable runout is obtained.

If excessive runout is still evident

after replacement of the companion

flange, it will be necessary to replace

the ring and pinion gear, and repeat

the above checks until runout is within

specifications.

14.
Install the driveshaft assembly

(Group 5). Make sure the universal

joint bearing cups are properly posi-

tioned between the companion flange

lugs.

15.
Lower the vehicle. Road test

the vehicle. If drive shaft vibrations

are evident during the road test, re-

move the driveshaft from the compan-

ion flange and rotate it 180 degrees.

Road test the vehicle again.
THUNDERBIRD AND

CONTINENTAL MARK III

1.
Raise the vehicle on a hoist that

supports the rear axle (twin-post

hoist).

2.
Remove the driveshaft assembly

(Group 5).

3.
Check the companion flange for

damage.

4.
To check radial runout, set up

dial indicator as shown in Fig. 10.

5.
Rotate the companion flange

with the dial indicator in place. If the

runout exceeds specifications, remove

the flange and reinstall it 180 degrees

from original position. Follow the

procedure in Part 4-2 for companion

flange installation.

6. If the runout is still excessive, re-

move and reinstall the flange an addi-

tional 90 degrees and recheck runout.

7.
To check lateral (face) runout,

set up the dial indicator as shown in

Fig. 11. Repeat steps 5 and 6.

FLANGE
MOUNT HERE

Too/-4207-C

Too/-6565 USED WITH BRACKET FROM Tool-4201

FIG. 10—Checking Companion Flange Radial Runout—

Thunderbird and Continental Mark III
E1697-Aprocarmanuals.com

04-01-07
General Axle Service

04-01-07

Tool-4201-
C

Tool-6565 USED WITH BRACKET

FROM Too/^*207-C

FLANGE

E1743-A
procedure under Backlash and Differ-

ential Bearing Preload Adjustments.

If the tooth pattern indicates a change

in shim thickness, follow the proce-

dure under Pinion Location.

REMOVABLE CARRIER

TYPE AXLE

The shim location for the removable

carrier type axle is between the pinion

retainer and the carrier (Fig. 13).

When adjusting this type carrier re-

ducing shim thickness will move the

pinion toward the ring gear; increas-

ing shim thickness will move the pi-

nion away from the ring gear (Fig.

13).

FIG. 11—Checking Companion Flange Lateral Runout—

Thunderbird and Continental Mark III
INTEGRAL CARRIER

TYPE AXLE

8. If the runout is still excessive, re-

place the companion flange and check

the runout. If necessary, rotate the

new flange on the pinion shaft until an

acceptable runout is obtained.

If excessive runout is still evident

after replacement of the companion

flange, it will be necessary to replace

the ring and pinion gear, and repeat

the above checks until runout is within

specifications.

9. Install the driveshaft assembly

(Group 5).

PINION LOCATION

ADJUSTMENT

BACKLASH

ADJUSTMENT,

LEFT

ADJUSTING

NUT

E1476-A

FIG. 12—Pinion and Ring Gear

Tooth Contact Adjustment
—

Integral Carrier Type Axles
PINION AND RING GEAR

TOOTH CONTACT

ADJUSTMENT

Two separate adjustments affect pin-

ion and ring gear tooth contact.

They are pinion location and backlash

(Figs.
12 and 13).

Individual differences in matching

the differential housing and the gear

set require the use of shims to locate

the pinion for correct contact with the

ring gear.

When adjusting either type axle,

shim thickness should be increased or

reduced only as indicated by the tooth

pattern check described in the fore-

going Section 1.

If the tooth pattern check indicates

a change in backlash only, follow the

PINION

LOCATION

ADJUSTMENT

SHIMS

LEFT

ADJUSTING

NUT
RIGHT

ADJUSTING

BACKLASH NUT

ADJUSTMENT El 409-A

FIG. 13—Pinion and Ring Gear

Tooth Contact Adjustment—

Removable Carrier Axles
The shim location for the integral

carrier type axle, is between the pi-

nion gear and the pinion rear bearing

cone (Fig. 12). When adjusting this

type axle, increasing shim thickness

moves the pinion toward the ring

gear; reducing shim thickness moves

the pinion away from the ring gear

(Fig. 12).

BACKLASH AND DIFFERENTIAL

BEARING PRELOAD

ADJUSTMENTS (ALL AXLES)

On a Light-Duty (WER) Axle, it is

necessary to remove the rear axle

shafts prior to performing the adjust-

ment procedures. Refer to Rear Axle

Shaft Wheel Bearing and Oil Seal Re-

placement—Light-Duty (WER), Axle,

Part 4-4, Section 2.

To secure a more uniform control

of differential side bearing preload in

service repairs, a dial indicator set-up

such as shown in Fig. 12 is used.

In both types of axle (Fig. 11 and

12),
the ring gear is moved away from

or toward the pinion as described in

the following procedure.

1.
Remove the adjusting nut locks,

loosen the differential bearing cap

bolts,
then torque the bolts to 15 ft-lbs

on integral carrier type axle; 20 ft-lbs

on removable carrier type axles before

making adjustments.

2.
The left adjusting nut is on the

ring gear side of the carrier. The right

nut is on the pinion side. Loosen the

right nut until it is away from the cup.

Tighten the left nut until the ring gear

is just forced into the pinion with

0.000 backlash then rotate the pinion

several revolutions to be sure no bind-

ing is evident. (Recheck the right nutprocarmanuals.com