wheel size FORD MUSTANG 1969 Volume One Chassis

02-01-08
Brakes

02-01-08

BEARING CUP

DIMENSION "B"

0.755 MINIMUM

DIMENSION "A'

0.395 MINIMUM

H1532-B

FIG. 12—Disc Brake Rotor Service

Limits—Lincoln Continental

per splash shield or the bleeder screw

fitting.

4.
Front wheel bearing end play is

critical and must be within specifica-

tions.

5.
Be sure the vehicle is centered on

the hoist before servicing any front

end components, to avoid bending or

damaging the rotor splash shield on

full right or left wheel turns.

6. The proportioning valve should

not be disassembled or adjustments

attempted on it.

7.
Riding of the brake pedal (com-

mon on left foot applications) should

be avoided during vehicle operation.

8. The wheel and tire must be re-

moved ' separately from the brake

rotor, unlike drum brakes where the
wheel, tire and drum are removed as a

unit.

9. On floating caliper type disc

brakes whenever the caliper is re-

moved the caliper locating pins should

be inspected for wear or damage.

10.
On floating caliper type disc

brakes, the caliper assembly must be

removed from the spindle prior to re-

moval of the shoe and lining assem-

blies.

11.
On floating caliper type disc

brakes the calipers must not be inter-

changed from one side to the other.

When the caliper is installed on its

proper anchor plate and spindle, the

bleeder screw will point to the rear of

the vehicle (Fig. 22). If a caliper is in-

stalled on the wrong side of the vehi-

cle,
it is not possible to bleed the sys-

tem properly.

12.
Do not attempt to clean or re-

store oil or grease soaked brake lin-

ings.
When contaminated linings are

found, brake linings must be replaced

in complete axle sets.

DRUM BRAKES

1.
Remove the wheel from the

drum, and remove the drum as out-

lined in Part 2-2, Section 2.

2.
Brush all dust from the backing

plates and interior of the brake

drums.

3.
Inspect the brake shoes for ex-

cessive lining wear or shoe damage. If

the lining is worn within 1/32 inch of

the rivet heads or if the shoes are

damaged, they must be replaced. Re-

place any lining that had been con-

taminated with oil, grease or brake
fluid. Replace lining in axle sets. Prior

to replacement of lining, the drum di-

ameter should be checked to deter-

mine if oversize linings must be in-

stalled.

4.
Check the condition of brake

shoes,
retracting springs, hold-down

springs, and drum for signs of over-

heating. If the shoes have a slight blue

coloring, indicating overheating, re-

placement of the retracting and hold-.

down springs is strongly recommended.

Overheated springs lose their pull and

could cause the new lining i:o wear

prematurely, if they are not replaced.

5. If the vehicle has 30,000 or more

miles of operation on the brake linings

or signs of overheating are present

when relining brakes, the wheel cylin-

ders should be disassembled and in-

spected for wear and entrance of dirt

into the cylinder. The cylinder cups

should be replaced, thus avoiding fu-

ture problems.

6. Inspect all other brake parts and

replace any that are worn or dam-

aged.

7.
Inspect the brake drum and, if

necessary, refinish. Refer to Part 2-2,

Section 4 for refinishing.

BRAKE BOOSTER

Check the booster operation as

noted in Part 2-1, Section 1, Power

Brake Functional Test. If the brake

booster is damaged or defective, re-

place it with a new booster. The brake

booster is serviced only as an assem-

bly.procarmanuals.com

02-02-08
Brake System

02-02-08

Tool-HRE-8650

JUST SET TO DRUM

DIAMETER HERE . . .
FIND CORRECT BRAKE

SHOE DIAMETER HERE

H1416-A

FIG.
7
7—Adjusting Brake Shoes Using Tool HRE-8650

BOOT

BOOT

PISTON
. BLEEDER .

CYLINDER
SCREW RETURN SPRING PIST0N

H1385-B

FIG. 72—Brake Wheel Cylinder—Typical

DISASSEMBLY

1.
Remove the links and the rubber

boots from the ends of the brake cyl-

inder. Remove the pistons, cups, and

return spring from the cylinder bore

(Fig. 12).

2.
Remove the bleeder screw from

the cylinder.

INSPECTION

1.
Wash all parts in clean brake

fluid. Dry with compressed air.

2.
Replace scored pistons. Always

replace the rubber cups and dust

boots.
3.
Inspect the cylinder bore for

score marks or rust. If either condi-

tion is present the cylinder bore must

be honed. However, the cylinder

should not be honed more than 0.003

inch beyond its original diameter.

4.
Check the bleeder hole to be sure

that it is open.

ASSEMBLY

1.
Apply a light coating of heavy-

duty brake fluip! to all internal parts.

2.
Thread the bleeder screw into the

cylinder and tighten securely.

3.
Insert the return spring, cups,

and pistons into their respective posi-

tions in the cylinder bore (Fig. 12).
Place a boot over each end of the cyl-

inder. Bleed the brake system.

HYDRAULIC LINE REPAIR

Steel tubing is used throughout the

brake system with the exception of the

flexible hoses at the front wheels and

at the fear axle housing brake tube

connection (Figs. 17 thru 21).

Always bleed the applicable pri-

mary or secondary brake system after

primary or secondary brake system

hose or line replacement. Centralize

the pressure differential valve after

bleeding the system.

BRAKE TUBE

REPLACEMENT

If a section of the brake tubing be-

comes damaged, the entire section

should be replaced with tubing of the

same type, size, shape and length.

Copper tubing should not be used in a

hydraulic system. When bending

brake tubing to fit underbody or rear

axle contours, be careful not to kink

or crack the tube.

All brake tubing should be double

flared properly to provide good leak-

proof connections. Clean the brake

tubing by flushing with clean brake

fluid before installation.

When connecting a tube to a hose,

tube connector, or brake cylinder,

tighten the tube fitting nut to specified

torque with Milbar tool 1112-144 or

equivalent.

BRAKE HOSE

REPLACEMENT

A flexible brake hose should be re-

placed if it shows signs of softening,

cracking, or other damage.

When installing a new front brake

hose,
position the hose to avoid con-

tact with other chassis parts. Place a

new copper gasket over the hose fit-

ting and thread the hose assembly into

the front wheel cylinder. Engage the

opposite end of the hose to the brack-

et on the frame. Install the horsesho-

e-type retaining clip, and connect the

tube to the hose with the tube fitting

nut (Figs. 17 thru 21).

A rear brake hose should be in-

stalled so that it does not touch the

muffler outlet pipe or shock absorber.

Thread the hose into the rear brake

tube connector. Engage the front end

of the hose to the bracket on the

frame. Install the horseshoe-type re-

taining clip, and connect the tube to

the hose with the tube fitting nut.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

02-03-02
Specifications

02-03-02

BORE DIAMETERS-BRAKE DRUM, WHEEL CYLINDER AND MASTER

Models

Ford,

Mercury

and

Meteor

Mont ego

and

Fairlane

Falcon

Mustang

and Cougar

Thunderbird

Continental Mark
III

Lincoln Continental
Taxi and Station Wagon

Other

Pass, except Conv. 250, 302 CID Engines

Pass, and Conv. 351, 390, 428 CID Eng.

Convertible 250, 302 CID Engines

Station and Ranchero

9 Inch Brake
-
Passenger Car

10 Inch Brake
•
Station Wagon

10 Inch Brake
•
Passenger Car

200 CID Engine

351,
390, 428 CID Engine

250,
302, CID Engine
CYLINDER

Brake Drum

Inside

Diameter

11.030

11.030

10.000

10.000

10.000

10.000

9.000

10.000

10.000

9.000

10.000

10.000

11.030

11.030

11.090
Boring Umit

(Max.)
®

11.090

11.090

10.060

10.060

10.060

10.060

9.060

10.060

10.060

9.060

10.060

10.060

11.090

11.090

11.130
Wheel Cylinder Bore Dia.

Front
0

1.094

L_ U25

1.125

1.094

1.094

1.094

1.062
0

1.094

1.125

1.062
®

1.094

1.125

N/A

N/A

N/A
Rear
®

0.938

0.938

0.875

0.875

0.875

0.938

0.844®

0.938

0.875

0.844®

0.875

0.875

0.938

0.938

0.938
Master Cylinder Bore Dia.

With Power

Brake
®

1.000

1.000

0.9375

0.9375

0.9375

0.9375

0.9375

0.9375

0.9375

1.000

1.000

1.000

1.000

1.000

1.000
Less Power

Brake
®

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

N/A

N/A

N/A

©Max. Runout
0.007

(DMax. Allowable Hone
0.003

CD2.755 For
Ford,
Mercury, Meteor with Disc Brakes.

2.381 For Fairlane, Montego, Falcon, Mustang, Cougar with Disc Brakes.

SHOE AND LINING DIMENSIONS-

DISC BRAKES-INCHES
® Front Wheel Cylinder cannot be honed on Falcon or Mustang with
9
inch Brakes.

Lining Material

Lining Size

Lining Area
-
Square Inches

per Segment

Lining Thickness • Nominal

Lining Wear Limit (Front

Surface
of
Shoe)
•
Max.

Lining Taper -Max.

Lining to Rotor Clearance

(Brakes Released)
Ford,
Mercury, Meteor

Thunderbird, Continen-

tal Mark
III

Bonded

7.38x2.27
Outer

5.36x2.03
Inner

12.25 Outer

8.44 Inner

0.394

0.030

0.125

0.000-0.010
Fairlane, Montego

Falcon,
Mustang,

Cougar

Bonded

6.82 x 1.80 Outer

4.90x1.84 Inner

11.30 Outer

8.80 Inner

0.333
Outer

0.362
Inner

0.030

0.125

0.000
• 0.010
Lining Material

Lining Size

Lining Area

Shoe and Lining Thickness

Lining Thickness

Shoe and Lining Maximum

Wear Limit

Lining Maximum Wear Limit

(from front surface
of
shoe)

Lining to Rotor Clearance

(brakes released)
Lincoln Continental

Riveted Fomoco

5.36x1.90

10.03 Sq. In/segment

0.600
nominal

0.436
nominal

0.231

0.066

0.000-0.010

CALIPER CYLINDER BORE DIAMETER -INCHES

TORQUE LIMITS-HUB TO SPINDLE

Ford,
Mercury, Meteor, Thunderbird, Continental Mark

2.755

Mustang, Cougar, Falcon, Fairlane and Montego

2.381

Lincoln Continental

1.938

ROTOR DIMENSIONS

Car Line

Ford,
Mercury, Meteor

Thunderbird, Continental Mark
III

Fairlane, Falcon, Montego, Mustang

and Cougar

Lincoln Continental
Norn.

Thickness

1.180

1.180

0.935

1.240
Diameter

Outside

11.72

11.72

11.29

11.960
Inside

7.785

7.785

7.355

7.785
Description

Hub and Drum or Rotor Assembly to

Front Wheel Spindle
Ft-Lbs

Rotate
hub
while torquing

to 17-25 ft-lbs. Backoff

the adjusting nut 1/2 turn

and retighten to 10-15

inch pounds while rotat-

ing wheel Selectively
posi-

tion
nut
retainer
on ad-

justing nut
so
that a set

of slots are in line with

cotter pin hole. Adjusting

nut should not be rotated

in this operation. Lock
ad-

justing nut and nut retain-

er with cotter pin so that

the cotter
pin end
does

not interfere with seating

of wheel static collector

in spindle hole.procarmanuals.com

03-02-09
Suspension

03-02-09

WOOD BLOCK
F
1287-A

FIG. 9—Upper
Arm
Support—

Montego, Falcon
and
Fairlane

Tool-T62F-3006-A

ARM SUPPORT

LOWER BALL JOINT
SLEEVE

Too/-T57P-3006-A

F 1157-C

FIG. TO—Loosening Ball Joint

Studs
in
Spindle—Typical

from
the
spindle.
Do not
loosen
the

stud with tool pressure alone. Raise

the stud
out of the
spindle bore.

6. Using
a
large chisel,
cut off the

three upper ball joint retaining rivets

and remove
the
ball joint.

7.
Clean
the end of the arm, and

remove
all
burrs from
the
hole edges.

Check
for
cracks
in the
metal
at the

holes,
and
replace
the arm if it is

cracked.

8. Attach
the new
ball joint
to the

upper
arm. Use
only
the
specified

bolts,
nuts,
and
washers.
Do not
rivet

the
new
ball joint
to the
arm. Torque

the nuts
to
specification (Part 3-13).

9. Position
the
lower ball joint stud

in
the
spindle bore,
and
torque
the at-

taching
nut to
specification. Install
a

new cotter
pin and
tighten
the nut if

necessary
to
line
up the
cotter
pin

hole.
Install
a new
cotter
pin in the

lower ball joint
if it was
removed.
1495-A

FIG. 11 —Shaft Centered
in

Arm—Typical

F 1494- A

FIG. 12—Torque Upper
Arm

Inner Shaft Bushings—Typical

10.
Lubricate
the
ball joint,
and in-

stall
the
wheel
and
tire. Torque
the

lug nuts
to
specification (Part 3-13).

11.
Remove
the
safety stands,
and

lower
the
vehicle.

12.
Remove
the
support from
be-

tween
the
upper
arm and
frame.

13.
Check
and, if
necessary, adjust

caster, camber,
and
toe-in.

UPPER ARM SHAFT AND/OR

BUSHING REPLACEMENT

COUGAR, FAIRLANE,

FALCON, MONTEGO,

MUSTANG

1.
Remove
the
shock absorber
and

upper mounting bracket
as an
assem-

bly.

2.
Raise
the
vehicle
on a
hoist,
in-

stall safety stands,
and
remove
the

wheel cover
or hub cap.

3.
Remove
the
grease
cap
from
the

hub;
then, remove
the
cotter
pin, nut

lock, adjusting
nut and
outer bearing

from
the hub.

4.
Pull
the
wheel, tire,
and the hub

and drum
off the
spindle
as an
assem-

bly.
5.
Install
the
spring compressor

tool (Figs.
20, 21 and 22).

6. Remove
2
upper arm-to-spring

tower attaching nuts
and
swing
the

upper
arm
outboard from
the
spring

tower.

7.
Rotate
the
inner shaft
so
that
the

studs
can be
removed. Remove
the

studs with
a
soft mallet.

8. Unscrew
the
bushings from
the

shaft
and
suspension
arm;
then,
re-

move
the
shaft from
the arm.

9. Position
the
shaft
in the. arm,

apply grease
to the new
bushings
and

O-rings,
and
install
the
bushings loose

on
the
shaft
and
arm. Turn
the
bush-

ings
so
that
the
shaft
is
exactly
cen-

tered.
The
shaft will
be
properly
cen-

tered when dimensions
A and B in

Fig.
11 are
equal.

10.
Fabricate
a
spacer from
a sec-

tion
of
3/4-inch diameter pipe
or

metal
of
comparable size
and

strength.
The
spacer should
be 6

15/16 inches long.

11.
Position
the
spacer parallel with

the inner shaft,
and
force
the
spacer

between
the
flanges
of the
upper
arm

(Fig.
12).

If
the
spacer cannot
be
forced
be-

tween
the arm
flanges due
to
excessive

distortion, replace
the
upper
arm as-

sembly.

12.
With
the
spacer positioned
in

the
arm,
torque
the
bushings
to
speci-

fication. Move
the arm on the
shaft
to

be sure that
no
binding exists, then
re-

move
the
spacer.

13.
Attach
the
suspension upper

arm
to the
underbody. Release
the

front spring.

14.
Remove
the
spring compressor

and position
the
wheel, tire,
and hub

and drum
on the
spindle.

15.
Install
the
bearing, washer,
ad-

justing
nut and nut
lock. Adjust
the

wheel bearing
as
outlined
in
Part
3-12

and install
the
cotter
pin,
grease
cap

and
hub cap or
wheel cover.

16.
Lower
the
vehicle
and
install

the shock absorber
and
upper mount-

ing bracket.

17.
Check caster, camber,
and toe-

in,
and
adjust
as
necessary (Part 3-1).

LOWER BALL JOINT

REPLACEMENT-

ARM
IN
VEHICLE

FORD, MERCURY,

METEOR, THUNDERBIRD,

CONTINENTAL MARK
III

1.
Raise
the
vehicle high enough
to

provide working space, leaving
theprocarmanuals.com

03-07-04
Ford Design Non-Integral Power Steering System

03-07-04

12.
Stop the engine, and check the

control valve and hose connections for

fluid leaks. Correct the cause of any

leaks.

13.
Check the fluid level, and refill

the reservoir if necessary.

14.
With the engine running check

the position of the steering wheel

when the front wheels are in the

straight-ahead position.Do not make

any adjustments until toe-in is

checked.

15.
Keep the engine running, and

check toe-in. If either toe-in or steer-

ing wheel position is not correct make

all necessary adjustments (Part 3-1) at

the spindle connecting rod sleeves.

16.
Check the effort to turn the

wheels in both directions. The effort

should be about equal in both direc-

tions.

POWER CYLINDER

REMOVAL

1.
Disconnect the two fluid lines

from the power cylinder and allow

them to drain into a container.
CENTER LINK

POWER CYLINDER

Tool- T64P-3590-F

G 1654-A

FIG. 5—Disconnecting Power

Cylinder Stud

2.
Remove the 'pal nut, attaching

nut, washer and the insulator from the

end of the power cylinder rod.

3.
Remove the cotter pin and cas-

tellated nut that secures the power

cylinder stud to the center link.

4.
Disconnect the power cylinder

stud from the center link as shown in

Fig. 5.

5.
Remove the insulator sleeve and

washer from the end of the power cyl-

inder rod.
6. Inspect the tube fittings and the

seats in the power cylinder for nicks,

burrs or damage. Replace the seats in

the cylinder or the tubes as required.

INSTALLATION

1.
Install the washer, sleeve and the

insulator on the end of the power cyl-

inder rod.

2.
Extend the rod as far as possible.

Insert the rod in the bracket on the

frame and compress the rod as neces-

sary to insert the stud in the -center

link. Secure the stud with a castellat-

ed, nut and a cotter pin.

3.
Secure the power cylinder rod

with an insulator, washer, nut and a

pal nut.

4.
Connect each of the two fluid

lines to its respective port in the cylin-

der.

5.
Fill the reservoir to the correct

level.

6. Start the engine and turn the

steering wheel to each end of its travel

several times to cycle the system. Stop

the engine.

7.
Check the fluid level and fill as

necessary. Install the dipstick and cap.

8. Start the engine and check for

leaks.

MAJOR REPAIR OPERATIONS

CONTROL VALVE

DISASSEMBLY

1.
Wipe all fluid and loose dirt

from the outside of the control valve.

2.
Remove the centering spring cap

from the valve housing (Fig. 6).

When holding the control valve for

disassembly, use a soft-jawed vise, and

clamp the valve only around the sleeve

flange to prevent damage to the hous-

ing, spool, or sleeve.

3.
Remove the nut from the end of

the valve spool bolt. Remove the

washers, spacer, centering spring,

adapter, and bushing from the bolt

and the valve housing.

4.
Remove the two bolts that hold

the valve housing and the sleeve to-

gether, and separate the housing from

the sleeve.

5.
Remove the plug from the valve

sleeve.

6. Push the valve spool out of the

centering spring end of the valve hous-

ing, and remove the seal from the

spool.

7.
Remove the spacer, bushing, and

seal from the sleeve end of the valve

housing.
8. Drive the stop pin out of the

travel regulator stop with a punch and

hammer (Fig. 7). Pull the head of the

valve spool bolt tightly against the

travel regulator stop before driving the

pin out of the stop.

9. Turn the travel regulator stop

counterclockwise in the valve sleeve to

remove the stop from the sleeve.

10.
Remove the valve spool bolt,

spacer, and rubber washer from the

travel regulator stop.

11.
Remove the rubber boot and

clamp from the valve sleeve.

12.
Slide the bumper, spring, and

ball stud seat out of the valve sleeve,

and remove the ball stud socket from

the sleeve.

13.
After removing the return port

hose seat, remove the return port re-

lief valve.

14.
After removing the spring plug

and O-ring, remove the reaction limit-

ing valve (Fig. 8).

Tube Seat Replacement

If a hose seat is worn or damaged it

should be replaced. It can be removed

with an Easy-Out tool, or by using a

bolt of appropriate size as a puller.
1.
Tap the existing hole in the hose

seat, using a starting tap of suitable

size.
Be sure to remove all metal chips

from the hose seat port after tapping.

2.
Place a nut and large flat washer

on a bolt of the same size as the

tapped hole. The washer must be large

enough to cover the hose seat port.

3.
Insert the bolt in the tapped

hole,
and using the nut as a puller, re-

move the hose seat.

4.
Place a new hose seat in the

port, and thread a bolt of suitable size

into the port. Tighten the bolt enough

to bottom the seat in the port.

ASSEMBLY

Before assembling the control valve,

coat all parts except the seals with

Automatic Transmission Fluid. Coat

the seals with lubricant COAZ-

19553-A.

1.
Install the reaction limiting

valve, the spring, and the plug.

2.
Install the return port relief valve

and the hose seat.

3.
Insert one of the ball stud seats

(flat end first) into the ball stud sock-

et, and insert the threaded end of the

ball stud into the socket.procarmanuals.com

03-08-01
Ford Design Integral Power Steering Gear

03-08-01

PART
3-8
Ford Design Integral Power

Steering Gear

COMPONENT INDEX

STEERING GEAR

Adjustments

Cleaning
and
Inspection
(See

Part 03-01)

Description

Disassembly
and
Assembly

Overhaul

Removal
and
Installation

VALVE CENTERING SHIM

Removal
and
Installation

VALVE SPOOL CENTERING CHECK
MODEL APPLICATION
All Models
Ford

08-02

08-01

08-05

08-06

08-03

08-03

08-02
Mercury
08-02

08-01

08-05

08-06

08-03

08-03

08-02
Meteor
08-02

08-01

08-05

08-06

08-03

08-03

08-02
Cougar
N/A

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

N/A
Falcon
N/A

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

N/A
Mustang
N/A

N/A

N/A

N/A

N/A

N/A

N/A
Lincoln-
Continental
08-02

08-01

08-05

08-06

08-03

08-03

08-02
Thunderbird
08-02

08-01

08-05

08-06

08-03

08-03

08-02
Continental-
Mark
III
08-02

08-01

08-05

08-06

08-03

08-03

08-02

DESCRIPTION

The Ford integral power steering

unit
(Fig. 1) is a
torsion-bar type
of

hydraulic assisted system. This system

furnishes power
to
reduce
the
amount

of turning effort required
at the
steer-

ing wheel.
It
also reduces road shock

and vibrations.

The torsion
bar
power steering unit

includes
a
worm
and
one-piece rack

piston, which
is
meshed
to the
gear

teeth
on the
steering sector shaft.
The

unit also includes
a
hydraulic valve,

valve actuator, input shaft
and
torsion

bar assembly which
are
mounted
on

the
end of the
worm shaft
and
operat-

ed
by the
twisting action
of the tor-

sion
bar.

The torsion-bar type
of
power steer-

ing gear
is
designed with
the one
piece
rack-piston, worm
and
sector shaft
in

one housing
and the
valve spool
in an

attaching housing
(Fig. 1).
This makes

possible internal fluid passages
bet-

ween
the
valve
and
cylinder, thus
eli-

minating
all
external lines
and
hoses,

except
the
pressure
and
return hoses

between
the
pump
and
gear assembly.

The power cylinder
is an
integral

part
of the
gear housing.
The
piston
is

double acting,
in
that fluid pressure

may
be
applied
to
either side
of the

piston.

A selective metal shim located
in

the valve housing
of the
gear
is for the

purpose
of
tailoring steering gear
ef-

forts.
If
efforts
are not
within specifi-

cations they
can be
changed
by in-
creasing
or
decreasing shim thickness

as follows:

Efforts heavy
to the
left—Increase

shim thickness.

Efforts light
to the
left—Decrease

shim thickness.

A change
of one
shim size will
in-

crease
or
decrease steering efforts
ap-

proximately
1 1/2
in-lbs.

Shims
are
available
in the
following

thicknesses
and are
notched
on the

outside diameter
for
identification:

0.0057-0.0063 inch—0 notch

0.0077-0.0083 inch—1 notch

0.0097-0.0103 inch—2 notches

0.0117-0.0123 inch—3 notches

0.0137-0.0143 inch—4 notches

Do
not use
more than
one
shim.
procarmanuals.com

04-02-02

Rear Axle — Removable Carrier Type

04-02-02

COMPONENT INDEX

PINION SPACER (Solid)

Determining Spacer Size

Removal and Installation

REAR WHEEL BEARINGS AND SEALS

Cleaning and Inspection

Removal and Installation

TRACTION-LOK DIFFERENTIAL

Cleaning and Inspection

Description

Disassembly and Overhaul

Removal and Installation

U-JOINT FLANGE

Cleaning and Inspection

Removal and Installation
MODEL APPLICATION
All
Models

02-18

02-18

01-10

02-04

01-10

02-07
Ford
N/A

N/A

N/A

N/A
Mercury
N/A

N/A

N/A

N/A
Meteor
N/A

N/A

N/A

JN/A
Cougar
01-10

02-03

02-22

02-13
Fairlane
01-10

02-03

02-22

02-13
Falcon
01-10

02-03

02-22

02-13
Montego
01-10

02-03

02-22

02-13
Mustang
01-10

02-03

02-22

02-13
Lincoln-
Continental
N/A

02-03

N/A

N/A
Thunderbird
N/A

N/A

N/A

N/A
Continental-
Mark
III
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.

1 DESCRIPTION

CONVENTIONAL AXLE

The rear axle is of the banjo-

housing, hypoid gear type using an 8
3/4, 9 or 9 3/8 inch ring gear, in

which the centerline of the pinion is

mounted below the centerline of the

ring gear (Fig. 1).
The pinion gear and the pinion

bearings are assembled in a pinion re-

tainer, which is bolted to the carrier.

The pinion is straddle mounted; that

LEFT AXLE SHAFT

4235

DRIVE PINION

4209

TAPERED ROLLER

BEARINGS 4621

SEAL - 4676

FIG.
1
—
Rear
Axle Assembly—Integral Pinion Gear and Shaft—8-3/4, 9, or 9-3/8 Inch Ring Gear—Typical
procarmanuals.com

04-05-03
Specifications

04-05-03

SHIM PACK THICKNESS CHART TRACTION-LOK DIFFERENTIAL

Feeler

Gauge

Reading

0.001

0.002

0.003

0.004

0.005

0.006

0.007

0.008

0.009

0.010

0.011

0.012

0.013

0.014

0.015

0.016

0.017

0.018

0.019

0.020

0.021

0.022

0.023

0.024

0.025

0.026

0.027
Remove Shim(s)

From

Nominal

None

0.005

0.010

0.015

0.020

0.025
Total Req'd

Shim Pack

Thickness®

0.050

0.045

0.040

0.035

0.030

0.025
Feeler

Gauge

Reading

0.028

0.029

0.030

0.031

0.032

0.033

0.034

0.035

0.036

0.037

0.038

0.039

0.040

0.041

0.042

0.043

0.044

0.045

0.046

0.047

0.048

0.049

0.050
Remove Shim(s)

From

Nominal

0.030

0.035

0.040

0.045

0.050
Total Req'd

Shim Pack

Thickness ®

0.020

0.015

0.010

0.005

0.000

©Service Shims are available in 0.010" and 0.005" Thicknesses.

ADJUSTMENT TORQUE SPECIFICATION -(BY AXLE RING GEAR DIAMETERS

Description

Minimum torque required to tighten

pinion flange nut to obtain

correct pinion bearing preload

7 1/4" & 8 1/2"

8", 8 3/4" & 9"

9 3/8"

Pinion Bearing Preload-

collapsible spacer)®

Original Bearings 7 1/4"

8", 8 1/2", 8 3/4", 9"

New Bearings 7 1/4"

8", 8 1/2", 8 3/4", 9"

Pinion Bearing Preload-

(Solid Spacer) 9 3/8" Only
Torque

Lbs.
In.

6-12

8-14

17-32

22-32

15-35
. Lbs. Ft.

140®

175®

180-220
Description

Lockers Only • Minimum rotating

Torque required to turn axle

shaft and side gear with one

wheel on ground:

Limited Slip 7 1/4"

All other R. G. Sizes

Traction-Lok-All

Lockers only-Rotating Torques

required during bench check

after assembly:

Original Clutch Plates-

Limited Slip 71/4",

All other R. G. Sizes

Traction-Lok-(All)

New Clutch Plates-

Limited Slip 7 1/4"

All other R. G. Sizes

Traction-Lok-All
Torque

Lbs.
In.
Lbs.
Ft.

50

75

40

50 Min.

75 Min.

40 Min.

100-125

155-195

100-250G

©If pinion bearing preload exceeds specification before this torque is obtained, install a new spacer.

©With Oil Seal.

©Rotating torque may fluctuate up to 40 Lbs. Ft.procarmanuals.com

05-02-03
General Clutch Service
05-02-03

in the direction of the face runout

arrow and its center line is parallel to

the center line of the face runout

arrow.

18.
Determine the amount of the

face runout on the B arrow scale.

19.
The value of the circular line

beneath the amount of face runout

will be the desired reading. If the

reading is in excess of 0.014 inch the

housing alignment is unacceptable.

20.
Remove the Dia-L-lgner gauge

from the flywheel housing.

21.
Install the spark plugs and con-

nect the wires.

ENGINE IN VEHICLE

Since any change in face alignment

will change bore alignment, it may be

possible to correct bore alignment by

changing face alignment. Face align-

ment can be changed by shimming be-

tween the flywheel housing and en-

gine.
Fig. 4 shows the type of shim

which can be fabricated.

Not more than 0.010 inch thickness

shims may be used between the fly-

wheel housing and engine. If a 0.010-

inch shim will not bring face and bore

alignment within limits, replace the

flywheel housing.

The shim required is one half the

maximum (—) indicator reading, and

should be located at the point of max-

imum minus (—) indicator reading.

If both the bore and face alignment

are out of limits, shim between the

flywheel housing and engine to bring

face alignment within limits. Check

the bore alignment.

If the bore alignment is out of lim-

its and the face alignment is within

limits,
shim the flywheel housing to

the limit of face misalignment and

check the bore alignment. If it is not

within limits, replace the housing.

ENGINE OUT OF VEHICLE

The same procedure to correct

alignment may be used with the en-

gine out of the vehicle or in the vehi-

cle,
up to the point of replacing the

flywheel housing. If the bore align-

ment cannot be brought within limits

by shimming, follow this procedure:

dure:

1.
Remove the flywheel housing

from the engine and remove the dowel

pins.
Install the flywheel housing and

tighten the attaching bolts.

2.
Install the dial indicator (Fig. 1).

Check the face alignment, and shim as
C2068-A

. 3—Dia-L-lgner Gauge Installed

required to bring face alignment with-

in limits.

3.
Position the indicator to check

the bore alignment. If the bore align-

ment is not within limits, reduce the

tension on the flywheel housing at-

taching bolts so that the housing can

be moved by striking it with a lead

hammer or a block of wood and a

steel hammer.

4.
The lateral alignment should be

brought within limits so that an indi-

cator reading is within limits between

the 9 o'clock and the 3 o'clock posi-

tions on the bore circle. When the lat-

eral alignment is within limits the

housing usually can be moved straight

up or down without disturbing the lat-

eral alignment. When alignment is

within limits, torque the housing bolts

and recheck bore alignment.

5.
If the flywheel housing cannot be

moved enough to bring the alignment

within limits, mark the holes restrict-

ing movement, and then remove the

housing and drill the marked bolt

holes 1/32 inch larger.

6. When the flywheel housing bore

alignment is within limits and the at-

taching bolts are at normal torque,
C 178 4-A

FIG. 4— Fabricated Flywheel

Housing Shim

hand ream the dowel pin holes 1/32

inch larger. Use a straight reamer and

ream from the flywheel housing side.

Oversize dowel pins can be made from

drill rod stock.

7.
Remove the flywheel housing

and then install the oversize dowel

pins in the cylinder block. Complete

the assembly in the usual way.

8. Recheck the flywheel housing

with the Dia-L-lgner gauge to make

sure that the housing is within the spe-

cified limits.procarmanuals.com