differential FORD MUSTANG 1969 Volume One Chassis

02-02-38
Brake System

02-02-38

2.
Disconnect the actuator solenoid

and warning switch harness connectors

from the control module.

3.
Remove the two wiring harness

grommets from the dash panel and

push the wiring harness and connec-

tors through the openings in the dash

panel.

4.
Working in the engine compart-

ment loosen the hose clamp and re-

move the air hose from the air filter.

5.
Remove the engine air cleaner-

Loosen the hose clamp and remove

the vacuum hose from the vacuum

manifold fitting.

6. Raise the vehicle on a hoist.

7.
Disconnect the exhaust pipes

from the exhaust manifold and sup-

port with wire to provide access to the

actuator assembly.

8. Remove the bolt retaining the

actuator ground wire to the rear outer

corner of the engine right bank.

9. Loosen the tube nuts and discon-

nect the brake system hydraulic tubes

from the hydraulic valve housing.

10.
Remove the three nuts retaining

the actuator assembly to the actuator

support bracket.

11.
Remove the three bolts that re-

tain the actuator mounting bracket to

the side rail and remove the mounting

bracket.

12.
Remove the actuator assembly

from the vehicle and place it on a

bench.

13.
Remove the air and vacuum

hoses from the actuator.

INSTALLATION

1.
Install the air and vacuum hoses

on the new actuator.

2.
Place the actuator assembly into

position under the vehicle, routing the

air and vacuum hoses up between the

engine and fender apron and inserting

the solenoid leads through the holes in

the firewall.

3.
Position the ground wire to the

rear of the engine block and install re-

taining bolt.

4.
Position the actuator mounting

bracket to the frame side rail and in-

stall the three retaining bolts.

5.
Position the actuator assembly

to the mounting bracket and install

the three retaining nuts.

6. Connect the hydraulic tubes to

the hydraulic valve assembly and

tighten the tube nuts to specifications.

7.
Connect the exhaust pipes to the

exhaust manifolds.

8. Lower the vehicle.

9. Pull the actuator solenoid and

brake warning switch wiring harness
through the two holes in the dash

panel from inside the car. Seat the

wiring harness grommets in the dash

panel.

10.
Connect the actuator solenoid

and brake warning switch wiring har-

ness connectors to the control mo-

dules.
'

11.
Position the control module in

the bracket under the glove box and

install the retaining screw.

12.
In the engine compartment con-

nect the air hose to the air filter and

position the hose clamp.

13.
Connect the vacuum hose to the

engine vacuum manifold fitting. In-

stall the engine air cleaner.

14.
Bleed the rear brake system and

centralize the pressure differential

valve.

15.
Raise the rear wheels. Apply

the brakes with the rear wheels turn-

ing to verify proper operation of the

anti-skid control system.

ANTI-SKID CONTROL MODULE

REMOVAL

Refer to Fig. 39.

1.
Remove the retaining strap hold-

ing the harnesses.

2.
Remove the screw that attaches

the forward end of the control module

retainer to the support assembly.

3.
Lower the forward end of the

control module and retainer from the

support assembly; move the module

and retainer forward slightly until the

flange clears the slot in the support

assembly.

4.
Disconnect the five wiring har-

ness plugs from the control module.

5.
Remove the control module from

the vehicle.

INSTALLATION

1.
Connect the five wiring harness

plugs to the control module. Only one

arrangement is possible.

2.
Position the control module in

the retainer, orienting the module per

the markings on it, and insert the re-

tainer flange into the slot at the rear

of the support assembly.

3.
Pivot the retainer and control

module upward and align the screw

hole in the forward end of the retainer

with the hole in the support bracket

assembly. Install the retaining screw.

4.
Test the vehicle on the hoist to

verify correct operation of the skid

control system.
5.-
Secure the wiring to the module

support extension with the retaining

strap.

ANTI-SKID CONTROL SENSOR

REMOVAL

Refer to Fig. 39.

1.
Raise the vehicle on a hoist.

2.
Remove the rear wheel and tire

assembly.

3.
Remove the three Tinnerman

nuts (3) and remove the brake drum.

4.
Disconnect the sensor lead from

the rear wiring harness.

5.
Unseat the sensor lead grommet

pushing it to the inside of the brake

assembly.

6. Remove the four nuts that retain

the sensor to the backing plate and

pull the axle shaft, sensor assembly

and wheel bearing assembly from the

axle housing.

7.
Press the wheel bearing retainer

and wheel bearing off the axle shaft

(Refer to Part 4-2).

8. Remove the sensor assembly and

press the rotor off the shaft with tool

T69P-2B384-A Detail 2 and TOOL

1225-DA.

INSTALLATION

1.
Press a new rotor onto the axle

shaft. Install a new sensor assembly

on the shaft with tool T69P-

2B384-ADetail 1 and TOOL 1225-

DA, and press the bearing and bear-

ing retainer onto the shaft (Refer to

Part 4-2).

2.
Insert the axle shaft assembly in

the rear axle housing onto the four

backing plate retaining bolts, feeding

the sensor lead through the hole in the

backing plate.

3.
Seat the sensor lead grommet in

the backing plate.

4.
Install the four nuts on the re-

taining bolts and tighten to specifica-

tions.

5.
Connect the sensor lead to the

rear wiring harness and install two re-

taining straps.

6. Install the rear brake drum and

retain with the Tinnerrhan drum re-

taining nuts.

7.
Install the rear wheel and tire as-

sembly and tighten the wheel nuts to

specifications.

8. Test the vehicle on the hoist to

verify proper operation of the skid

control system.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

03-02-25
Suspension

03-02-25

pivot bolts and nuts to specification

(Part 3-13).

5.
Connect the track bar to the

frame bracket with a new nut and

bolt. Torque the nut to specification

(Part 3-13).

6. Remove the alignment spacers

and jack stands and lower the vehicle.

REAR SUSPENSION-

UPPER ARM

FORD, MERCURY,

METEOR, THUNDERBIRD,

CONTINENTAL MARK HI

Removal

1.
Raise the vehicle and support the

frame side rails with jack stands.

2.
Support the rear axle, then dis

connect the track bar from the frame

bracket.

3.
Lower the axle and support axle

under differential pinion nose, as well

as under axle.

4.
Remove the nut, bolt and two

washers that attach the upper arm to

the axle housing. Disconnect the arm

from the housing.

5.
Remove the nut and bolt that se-

cures the upper arm to the crossmem-

ber and remove the arm.

Installation

1.
Hold the upper arm in place on

the crossmember and install a new at-

taching bolt, a new lockwasher and a

new nut. Do not tighten the nut at this

time.

2.
Secure the upper arm to the axle

housing with a new attaching bolt,

two washers and a new nut. Do not

tighten the nut at this time.

3.
Install alignment spacers be-

tween the rear axle housing and

frame.

4.
Connect the track bar to the

frame bracket with a new nut and

bolt. Torque the nut to specifications.

5.
Torque the upper arm front nut

to specification. Remove the align-

ment spacers and the jack stands.

6. Adjust the pinion angle and tor-

que the rear nut to specification.

7.
Lower the vehicle.

TRACK BAR

FORD, MERCURY,

METEOR, THUNDERBIRD,

CONTINENTAL MARK HI

1.
Raise the vehicle on an axle con-

tact hoist.
FRONT PIVOT BOLT
LOWER ARM
REAR PIVOT BOLT NUT

F1439-A

FIG. 33—Rear Suspension Lower Arm Installed

Tool-T64K-5781-B4 (Thrust
Washer)

FIG. 34—Rear Spring Front Bushing Removal—Typical
F 1485. A

2.
Remove rubber cover at axle at-

tachment on track bar.

3.
Remove the nut and washer at-

taching the track bar to the upper arm

bracket and disengage the track bar

from the mounting stud (Fig. 33).

4.
Remove the nut and bolt attach-

ing the track bar to the frame side rail

and remove the track bar.

5.
Position the track bar to the

frame side rail and install a new at-

taching bolt and new nut.

6. Position the track bar on the

upper arm bracket mounting stud and

install a new washer and a new at-

taching nut. Torque the track bar at-

taching bolt and nuts to specification

(Part 3-13). Lubricate rubber cover

with synthetic rubber lubricant and in-

sert over end of stud onto washer.

Then, lower the vehicle.
REAR SPRING AND/OR BUSHING

COUGAR, FAIRLANE,

FALCON, MONTEGO,

MUSTANG

Removal

1.
Raise the vehicle on a hoist and

place supports beneath the underbody

and under the axle.

2.
Disconnect the lower end of the

shock absorber from the spring clip

plate and push the shock out of the

way. Remove the supports from under

the axle.

3.
Remove the spring clip plate

nuts from the U-bolts; then, remove

the plate (Fig. 31). Raise the rear axle

just enough to remove the weight from

the spring.

4.
Remove the two attaching nuts,

and rear shackle bar, and the two

shackle inner bushings.procarmanuals.com

04-01-01
General Axle Service

04-01-01

GROUP

4

PART
4-1
PAGE

General Axle Service 04-01-01

PART 4-2

Rear Axle
—
Removable Carrier Type ... 04-02-01

PART
4-3

Rear Axle
—
Integral CarrierType

(Except Ford Light Duty WER) 04-03-01
PART 4-4

Rear Axle
—
Ford

Light-Duty (WER)

PART
4-5

Soecifications
PAGE

04-04-01

04-05-01

PART
4-1
General Axle Service

COMPONENT INDEX

ADJUSTING DIFFERENTIAL BEARING

PRELOAD AND BACKLASH

Locating Pinion-Integral Carrier

Locating Pinion-Removable Carrier

ADJUSTING PINION AND RING GEAR

TOOTH CONTACT

Integral Carrier

Removable Carrier

BEARING CONE AND ROLLER

ASSEMBLIES

Cleaning
and
Inspection

BEARING CUPS

Cleaning
and
Inspection

CARRIER HOUSING

Cleaning
and
Inspection

CHECKING GEAR TOOTH PATTERNS

CHECKING LIMITED SLIP
OR
TRACTION

LOK DIFFERENTIAL OPERATION

CHECKING REAR AXLE COMPANIOM

FLANGE RUNOUT

DIFFERENTIAL BEARING ADJUSTING

NUTS

Cleaning
and
Inspection

DIFFERENTIAL CASE

Cleaning
and
Inspection

GEARS (ALL)

Cleaning
and
Inspection

IDENTIFICATION

INSPECTION BEFORE DISASSEMBLY
OF

CARRIER

LIMITED SLIP AND TRACTION-LOK

DIFFERENTIAL PARTS

Cleaning
and
Inspection
MODEL APPLICATION
All
Models

01-07

01-08

01-07

01-07

01-10

01-10

01-10

01-10

01-09

01-09

01-03

01-02

01-10

01-10

01-10

01-10

01-09

01-09

01-02

01-09

01-10

01-10
Ford
01-08

01-07

01-05
Mercury
N/A

N/A

01-05
Meteor
01-08

01-07

01-05
Cougar
01-08

01-07

01-05
Fairlane
01-08

01-07

01-05
Falcon
01-08

01-07

01-05
Montego
01-08

01-07

01-05
Mustang
01-08

01-07

01-05
Lincoln-
Continental
N/A

N/A

01-05
Thunderbird
N/A

N/A

01-06
Continental-
Mark
III
N/A

N/A

01-06

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.
procarmanuals.com

04-01-02
General Axle Service

04-01-02

COMPONENT INDEX
MODEL APPLICATION

o

3
I

i

Ji

LUBRICANT LEVEL CHECK

01-10

PINION RETAINER

01-10

Cleaning and Inspection

01-10

SHIM AND BACKLASH CHANGES
01-03

Integral Carrier

Removable Carrier
01-04
N/A

01-04
01-04

01-04

01-04
01-04
01-04

N/A
N/A
N/A

U-JOINT FLANGE
01-10

Cleaning and Inspection
01-10

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
COMMON ADJUSTMENTS
AND
REPAIRS

IDENTIFICATION

The AXLE code on the vehicle

Warranty Plate (Fig. 1) identifies the

rear axle type (conventional or

limited-slip differential) and gear

ratio.

A metal tag (Fig. 2) stamped with

the model designation and gear ratio

is secured to one of the rear cover-

to-housing bolts (integral carrier-type)

or to one of the carrier-to-housing

bolts (removable carrier-type).

The spaces on the top line provide

the axle model identification code.

This code, such as WDT-AN4,

WDC-AS4, WEG-C2, etc. indicates a

specific combination of the following

factors: conventional or limited slip

differential; diameter of ring gear;

small or large wheel bearings; and the

gear ratio. Refer to the specifications

group of this manual for the car-line

rear axle ratios, gear and code
identif-

ication.

The second line on the tag is used

for gear ratio, the production date

code and the production plant identifi-

cation code.
It is important to use the model

designation when obtaining correct re-

placement parts.

LIMITED-SUP
OR

TRACTION-LOK DIFFERENTIAL

OPERATION CHECK

A limited-slip or Traction-Loc dif-
ferential can be checked for proper

operation without removing the carrier

from the axle housing.

Jack up one rear wheel and remove

the wheel cover. Install the tool on the

axle shaft flange studs as shown in

Fig. 3.

AXLE MODEL

PLANT CODING

DATE (YEAR, MONTH, WEEK)

RATIO (CONVENTIONAL)

(LIMITED SLIP WOULD
BE
3L00)

E 1918-A

FIG.
2—Rear
Axle Model Identification
Tag

NOT
FOR
TITLE
OR
REGISTRATION

9G5IVI0000I
WARRANTY NUMBER

E1917-A
CONVENTIONAL

2

3

4
.

5

6

7

A

c
LIMITED SLIP

K

L

M

/

/

p
_ —

R
— —

c

—
u

V
RATIO

2.75:1

2.79:1

— 2.80:1

2.83:1

-
3.00:1

3.10:1

—
3.25:1

3.50:1

3.08:1

3.91:1

— 4.30:1

FIG.
1
— Rear Axle Gear Ratio
and
Type Identificationprocarmanuals.com

04-01-03
General Axle Service

04-01-03

Tool-759L 4204-A,

T65K 4204-
A,

T66L-4204-A,

OR

Tool-44211-A

E1897-A

FIG. 3—Limited-Slip Differential Check

Using
a
torque wrench
of at
least

200 ft-lbs capacity, rotate
the
axle

shaft.
Be
sure that
the
transmission
is

in neutral,
one
rear wheel
is on the

floor,
and the
other rear wheel
is

raised
off the
floor.
The
torque
re-

quired
to
continuously rotate
the
shaft

should
be at
least
75
ft-lbs
or 40
ft-lbs

(Traction-Lok).
The
initial breakaway

torque
may
be
higher than
the
contin-

uous turning torque,
but
this
is nor-

mal.
The
axle shaft should turn with

^ven pressure throughout
the
check

without slipping
or
binding.

If
the
torque reading
is
less than

specified, check
the
differential
for

improper assembly.

A vehicle equipped with
a
limited-

slip differential will always have both

wheels driving.
If,
while
the
vehicle
is

being serviced, only
one
wheel
is

raised
off the
floor
and the
rear axle

is driven
by the
engine,
the
wheel
on

the floor will drive
the
vehicle
off the

stand
or
jack.

GEAR TOOTH CONTACT

PATTERN CHECK

When rolling
a
tooth pattern,
use

the special compound (tube) packed

with each service ring gear
and
pinion

set.

Paint
all
gear teeth
and
roll
a pat-

tern
as
described
in
Section
3.
After

diagnosing
the
tooth pattern
as ex-

plained here, make
the
appropriate

adjustments
as
outlined
in
Section
2.

In making
a
final gear tooth
con-

tact pattern check,
it is
necessary
to

recognize
the
fact that there
are
three

different types
of
gear sets, hunting,

non-hunting
and
partial non-hunting.

Each type
is
determined
by the num-
ber
of
teeth
in the
gears.
The non-

hunting
and
partial non-hunting types

can
be
identified
by the
paint timing

marks
on the
pinion
and
ring gear

teeth. (Part 4-2,
Fig. 51).
See
Part
4-5

for complete identification specifica-

tions.

ACCEPTABLE TOOTH

PATTERNS (ALL AXLES)

Figure
4
shows acceptable tooth

patterns
for all
axles.
Any
combina-

tion
of
drive
and
coast patterns will
be

acceptable.

In general, desirable tooth patterns

should have
the
following character-

istics:

1.
The
drive pattern should
be
fair-

ly well centered
on the
tooth.

2.
The
coast pattern should
be
fair-

ly well centered
on the
tooth.

3.
Some clearance between
the pat-

tern
and the top of the
tooth
is
desir-

able.

4.
There should
be no
hard lines

where
the
pressure
is
high.

The individual gear
set
need
not

conform exactly
to the
ideal pattern

to
be
acceptable.

Any combination
of
drive
and
coast

patterns shown
in Fig. 4 are
accep-

table.

Hunting Gear
Set

In
a
hunting-type gear
set, any one

pinion gear tooth comes into contact

with
all
ring gear teeth.
In
this type,

several revolutions
of
the
ring gear
are

required
to
make
all
possible gear

combinations.
Any combination
of
drive
and
coast

patterns shown
in
Fig.
4
will
be
acceep-

table.

Non-Hunting Gear
Set

In
a
non-hunting type gear
set, any

one pinion gear tooth comes into
con-

tact with only
a few
ring gear teeth.

In this type, only
one
revolution
of
the

ring gear
is
required
to
make
all
poss-

ible tooth contact combinations.
Any

combination
of
drive
and
coast
pat-

terns shown
in Fig. 4
will
be
accept-

able.

Partial Non-Hunting

Gear
Set

In
a
partial non-hunting type gear

set,
any one
pinion tooth comes into

contact with only part
of
the
ring gear

teeth,
but
more than
one
revolution
of

the ring gear
is
required
to
make
all

possible gear tooth combinations.
Any

combination
of
drive
and
coast
pat-

terns shown
in Fig. 4
will
be
accept-

able.

SHIM
AND
BACKLASH

CHANGES

Since each gear
set
rolls
a
charac-

teristic pattern,
the
patterns shown
in

Fig.
4 are
considered acceptable
and

should
be
used
as a
guide.
The
drive

pattern
is
rolled
on the
convex side
of

the tooth,
and the
coast pattern
is

rolled
on the
concave side.

The movement
of
tooth contact
pat-

terns with changes
in
shimming
can
be

summarized
as
follows:

Removable Carrier Type Axle

1.
Thicker shim with
the
backlash

set
to
specifications moves
the
pinion

further from
the
ring gear:

2.
Thinner 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

pinion need
not be
disassembled
to

change
a
shim.
All
that
is
required
is

to remove
the
pinion, bearing,
and re-

tainer assembly
and
install
a
different

shim. When reinstalling
the
pinion

and retainer assembly
of a
non-
hunt-

ing
or
partial non-hunting gear
set, be

sure that
the
marked tooth
on the pi-

nion indexes between
the
marked teeth

on
the
ring gear
(Fig.
51,
Part
4-2).

Refer
to
Pinion
and
Ring Gear Tooth

Contact Adjustment, Section
2.procarmanuals.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

04-01-07
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

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

04-01-09
General Axle Service

04-01-09

CLEANING AND INSPECTION

INSPECTION BEFORE

DISASSEMBLY OF CARRIER

(ALL AXLES)

The differential case or carrier

should be inspected before any parts

are removed from it. These inspec-

tions can help to find the cause of the

trouble and to determine the correc-

tions needed.

Mount the carrier in the holding

fixture shown in Fig. 15. Wipe the lu-

bricant from the internal working

parts,
and visually inspect the parts

for wear or damage.

Tool-T57L-500-A

FIG. 15
— Bench
Fixture for

Carrier Overhaul—Typical

Rotate the gears to see if there is

any roughness which would indicate

damaged bearings or chipped gears.

Check the gear teeth for scoring or

signs of abnormal wear.

Set up a dial indicator (Fig. 16) and

check the backlash at several points

around the ring gear. Backlash should

be within specifications.
If no obvious defect is noted, check

the gear tooth contact.

To check the gear tooth contact,

paint the gear teeth with the special

compound furnished with each service

ring gear and pinion. A mixture that

is too wet will run and smear. Too dry

a mixture cannot be pressed out from

between the teeth.

As shown in Fig. 17, rotate the ring

gear (use a box wrench on the ring

gear attaching bolts for a lever) five

complete revolutions in both directions

or until a clear tooth contact pattern

is obtained.
DIFFERENTIAL BEARING

CAP BOLTS

E 1776-A

FIG. 76-Backlash Check-

Typical
E
1001 - C

FIG.
7
7—Checking Gear Tooth

Contact—Typical

Certain types of gear tooth contact

patterns on the ring gear indicate in-

correct adjustment. Noise caused by

incorrect adjustment can often be cor-

rected by readjusting the gears. Ac-

ceptable patterns and the necessary

corrections are explained under Tooth

Contact Pattern Check in Section I.

Gear tooth runout can sometimes

be detected by an erratic pattern on

the teeth. However, a dial indicator

should be used to measure the runout

of the back face of the ring gear as

shown in Fig. 18. If this runout ex-

ceeds specifications, disassemble the

carrier and replace necessary parts as

indicated in Part 4-2, Section 4 and

Part 4-3, Section 4.
1699-A

FIG. 18 -Checking Ring Gear

Runout—Typical

Loosen the differential bearing cap

bolts,
and then torque them to 25 ft-

lbs.
Remove the adjusting nut locks.

Carefully loosen one of the adjusting

nuts to determine if any differential

bearing preload remains. If any pre-

load remains, the differential bearings

may be re-used, provided they are not

pitted or damaged.

INSPECTION AFTER

DISASSEMBLY OF CARRIER

(ALL AXLES)

Thoroughly clean all parts. Syn-

thetic seals must not he cleaned, soak-

ed or washed in cleaning solvents.

Always use clean solvent when clean-

ing hearings. Oil the bearings im-

mediately after cleaning to prevent rust-

ing. Inspect the parts for defects.

Clean the inside of the carrier before

rebuilding it. When a scored gear set

is replaced, the axle housing should he

washed thoroughly and steam cleaned.

This can onl\ be done effectively if the

axle shafts and shaft seals are re-

moved from the housing. Inspect indi-

vidual parts as outlined below.

GEARS

Examine the pinion and ring gear

teeth for scoring or excessive wear.

Extreme care must he taken not to

damage the pilot hearing surface of

the pinion.procarmanuals.com