wheel torque FORD MUSTANG 1969 Volume One Chassis

03-12-03

Wheels And Tires

03-12-03

DISC BRAKES

1.
Raise the vehicle until the wheel

and tire clear the floor.

2.
Pry off the wheel cover and re-

move the grease cap (Fig. 2) from the

hub.

3.
Wipe the excess grease from the

end of the spindle, and remove the ad-

justing nut cotter pin and nut lock.

4.
Loosen the bearing adjusting nut

three turns. Then, rock the wheel,

hub,
and rotor assembly in and out

several times to push the shoe and lin-

ings away from the rotor.

5.
While rotating the wheel, hub,

and rotor assembly, torque the adjust-

ing nut to 17-25 ft-lbs to seat the

bearings (Fig. 4).

6. Back the adjusting nut off one

half turn. Then, retighten the adjust-

ing nut to 10-15 in-lbs with a torque

wrench or finger tight.

7.
Locate the nut lock on the ad-

justing nut so that the castellations on

the lock are aligned with the cotter

pin hole in the spindle.

8. Install a new cotter pin, and

bend the ends of the cotter pin around

the castellated flange of the nut lock.

9. Check the front wheel rotation.

If the wheel rotates properly, install

the grease cap and the hub cap or

wheel cover. If the wheel still rotates

roughly or noisily, clean or replace the

bearings and cups as required.

10.
Before driving the vehicle,
pump the brake pedal several times to

obtain normal brake lining to rotor

clearance and restore normal brake

pedal travel.

BALANCING LIFE

GUARD TIRE

Tires fitted with the Life Guard

Safety Spare are balanced in the same

manner as conventional tires. If an ex-

cessive out of balance condition exists

the following procedure can be used to

correct the condition:

1.
Remove the core housing and de-

flate both air chambers.

2.
Install the core housing.

3.
Unseat the beads of tire with the

bead breakers away from the valve

stem as shown in Fig. 5.

F 1383

FIG. 5—Breaking Top Bead of

Tire From Wheel Rim
4.
Rotate tire casing 90 degrees on

the wheel rim.

5.
Rotate the tire casing back and

forth on the rim to center the valve.

6. Inflate both chambers of the tire

following steps 13 through 15 of the

Tire Installation procedure.

7.
Balance the tire in the normal

manner.

CORRECTING VIBRATION

AND SHAKE-

LIFE GUARD TIRE

The condition of excessive vibration

and shake is generally the result of an

incorrect pressure relationship between

the inner and outer air chambers that

may cause the life guard to shift posi-

tion within the tire. The following

procedure should be used to correct

vibration and shake conditions:

1.
Check pressure of the inner and

outer air chambers on all four tires.

2.
If the inner chamber has at least

five psi more pressure than the outer

chamber the pressures should be ad-

justed and the tires rebalanced if nec-

essary.

3.
If the pressures of the inner and

outer air chambers are equal the Air

Container is leaking. To repair the

leaking air container the recommend-

ed procedures for the removal, repair

of air container, mounting, and bal-

ancing should be followed.

REMOVAL AND INSTALLATION

HOISTING INSTRUCTIONS

Damage to steering linkage compo-

nents and front suspension struts may

occur if care is not exercised when po-

sitioning the hoist adapters of 2 post

hoists prior to lifting the vehicle.

If a 2 post hoist is used to lift the

vehicle, place the adapters under the

lower arms or the No. 1 crossmember.

Do not allow the adapters to contact

the steering linkage. If the adapters

are placed under the crossmember, a

piece of wood (2x4x16 inches) should

be placed on the hoist channel be-

tween the adapters. This will prevent

the adapters from damaging the front

suspension struts.

WHEELS AND TIRES

WHEEL AND TIRE

REMOVAL

1.
Pry off the wheel hub cap or
wheel cover. Loosen but do not re-

move the wheel hub nuts.

2.
Raise the vehicle until the

wheel and tire clear the floor.

3.
Remove the wheel hub nuts

from the bolts, and pull the wheel

and tire from hub and drum.

F1424-
A

FIG.
6—Bead
Loosening Tool
REMOVING CONVENTIONAL

TIRE FROM WHEEL

The tire can be demounted on a

mounting machine. Be sure that the

outer side of the wheel is positioned

downward. If tire irons are used, fol-

low the procedure given here.

1.
Remove the valve cap and core,

and deflate the tire completely.

2.
With a bead loosening tool,

break loose the tire side walls from

the wheel (Fig. 6).

3.
Position the outer side of the

wheel downward, and insert two tire

irons about eight inches apart between

the tire inner bead and the back side

of the wheel rim. Use only tire irons

with rounded edges or irons designed

for removing tubeless tires.

4.
Leave one tire iron in position,

and pry the rest of the bead over the

rim with the other iron. Take small

bites with the iron around the tire inprocarmanuals.com

03-12-05
Wheels
And
Tires

03-12-05

and sharp edges from valve hole
in

rim.

8. Mount first tire bead exercising

care
not to
pinch
air
container.

9. Start valve through hole
in rim.

Do
not
pull valve housing into place

at this time.

10.
Mount
the
second bead starting

just past
the
valve
so the
last portion

of
the
bead goes over
the rim at the

valve.

11.
Rotate
the
tire back
and
forth

to center
the
valve housing.

12.
Pull
the
valve housing into

place. Make certain that
the
rubber

valve ridge
is
visible around
thi
valve

housing
(Fig.
12).

13.
Tighten
the
core housing lightly

using pliers.

14.
Thread
the
Inflate-Chek adapt-

er onto
the
core housing.
15.
Inflate
the
inner chamber
to

seat
the
tire beads exercising care
not

to exceed
45 psi
pressure. Adjust this

inner chamber
air
pressure
to 15 psi

higher than
the
recommended tire

pressure.

F 1387
- A

FIG. 12—Valve Installation
16.
Remove
the
Inflate-Chek

adapter
and
adjust tire (outer cham-

ber) pressure
to the
recommended

pressure.

17.
Recheck inner chamber pres-

sure.

18.
Install valve
cap.

WHEEL
AND
TIRE

INSTALLATION

1.
Clean
all
dirt from
the hub and

drum.

2.
Position
the
wheel
and
tire
on

the
hub and
drum. Install
the
wheel

hub nuts
and
tighten them alternately

to draw
the
wheel evenly against
the

hub
and
drum.

3.
Lower
the
vehicle
to the
floor,

and torque
the hub
nuts
to
specifica-

tion.

MAJOR REPAIR OPERATIONS

HOISTING INSTRUCTIONS

Damage
to
steering linkage compo-

nents
and
front suspension struts
may

occur
if
care
is
not
exercised when
po-

sitioning
the
hoist adapters
of 2
post

hoists prior
to
lifting
the
vehicle.

If
a 2
post hoist
is
used
to
lift
the

vehicle, place
the
adapters under
the

lower arms
or the
No.
1
crossmember.

Do
not
allow
the
adapters
to
contact

the steering linkage.
If the
adapters

are placed under
the
crossmember,
a

piece
of
wood (2x4x16 inches) should

be placed
on the
hoist channel
be-

tween
the
adapters. This will prevent

the adapters from damaging
the
front

suspension struts.

FRONT WHEEL GREASE

SEAL
AND
BEARING

REPLACEMENT AND/OR

REPACKING

If bearing adjustment will
not
elimi-

nate looseness
or
rough
and
noisy
op-

eration,
the hub and
bearings should

be cleaned, inspected,
and
repacked

with specified wheel grease.
If the

bearing cups
or the
cone
and
roller

assemblies
are
worn
or
damaged, they

should
be
replaced.

DRUM BRAKES

1.
Raise
the
vehicle until
the
wheel

and tire clear
the
floor.

2.
Remove
the
wheel cover
or hub
cap.
Remove
the
grease
cap
from
the

hub.
Remove
the
cotter
pin,
nut
lock,

adjusting
nut, and
flat washer from

the spindjej, Remove
the
outer bearing

cone
and
roller assembly
(Fig.
1).

3.
Pull
the
wheel,
hub, and
drum

assembly
off the
wheel spindle.

4.
Remove
and
discard
the
grease

retainer. Remove
the
inner bearing

Too/-T69L-J102-A

F1476-A

FIG. 13—Removing Front Wheel

Bearing Cup—Except Lincoln

Continental
cone
and
roller assembly from
the hub

with Tool 1175AE.

5.
Clean
the
lubricant
off the
inner

and outer bearing cups with solvent

and inspect
the
cups
for
scratches,

pits,
excessive wear,
and
other
dam-

age.
If
the
cups
are
worn
or
damaged,

remove them with Tool T69L-1102-A

(Fig.
13).

6. Thoroughly clean
the
inner
and

outer bearing cone
and
roller assem-

blies with solvent
and dry
them thor-

oughly.
Do not
spin
the
bearings with

compressed
air.

Inspect
the
cone
and
roller assem-

blies
for
wear
or
damage,
and
replace

them
if
necessary.
The
cone
and
roller

assemblies
and the
bearing cups

should
be
replaced
as a
unit
if
damage

to either
is
encountered.

7. Thoroughly clean
the
spindle
and

the inside
of the hub
with solvent
to

remove
all old
lubricant.

Cover
the
spindle with
a
clean

cloth,
and
brush
all
loose dust
and

dirt from
the
brake assembly.
To
pre-

vent getting dirt
on the
spindle, care-

fully remove
the
cloth from
the

spindle.

8.
If the
inner and/or outer bearing

cup(s) were removed, install
the re-

placement cup(s)
in the hub
with
the

tool shown
in Fig.
14.
Be
sure
to
seat

the cups properly
in the hub.

9. Pack
the
inside
of the hub
with

specified wheel bearing grease.
Add

lubricant
to the hub
only until
the

grease
is
flush with
the
inside diame-

ter
of
both bearing cups
(Fig.
15).procarmanuals.com

03-12-07
Wheels And Tires

03-12-07

Tool - 7277- K

F 1263-A

FIG. 17—Installing Front Wheel Bearing Cup

13.
Pack the bearing cone and roll-

er assemblies with wheel bearing

grease. A bearing packer is desirable

for this operation. If a packer is not

available, work as much lubricant as

possible between the rollers and cages.

Lubricate the cone surfaces with

grease.

14.
Place the inner bearing cone

and roller assembly in the inner cup.

Apply a light film of grease to the lips

of the grease retainer and install the

new grease retainer with the tool

shown in Fig. 18. Be sure the retainer

is properly seated.

15.
Install the hub and rotor as-

sembly on the wheel spindle. Keep the

hub centered on the spindle to prevent

damage to the grease retainer or the

spindle threads.

16.
Install the outer bearing cone

and roller assembly and the flat wash-

er on the spindle, then install the ad-

justing nut.

17.
Adjust the wheel bearings as

outlined in Section 2, and install a

new cotter pin. Bend the ends of the

cotter pin around the castellations of

the nut lock to prevent interference

with the radio static collector in the

grease cap. Install the grease cap.

18.
Install the caliper to the spindle

and torque the attaching bolts to spe-

cifications as detailed in Group 2.

19.
Install the wheel and tire on the

hub.

20.
Install the hub cap or wheel

cover.

21.
Before driving the vehicle,

pump the brake pedal several times to

obtain normal brake lining to rotor

clearance and restore normal brake

pedal travel.
FRONT HUB AND DRUM

ASSEMBLY REPLACEMENT

When the hub and drum assembly

is replaced, new bearings and a grease

retainer must be installed in the new

assembly. The new grease retainer

should be soaked in light engine oil at

least 30 minutes before installation.

1.
Raise the vehicle until the wheel

and tire clears the floor. Pry off the

hub cap or wheel cover, and remove

the wheel and tire from the hub and

drum assembly.

2.
Remove the grease cap from the

hub.
Remove the cotter pin, nut lock

adjusting nut, and flat washer from

the spindle. Remove the outer bearing

cone and roller assembly (Fig. 1).

3.
Pull the hub and drum assembly

off the wheel spindle.

4.
Remuve the grease retainer and

the inner bearing cone and roller as-

sembly from the hub with Tool

1175AE.

5.
Remove the protective coating

from the new hub and drum with car-

buretor degreaser.

6. Pack the inside of the hub with

specified wheel bearing grease. Add

lubricant to the hub only until the

grease is flush with the inside diame-

ter of both bearing cups (Fig. 15).

7.
All old grease should be com-

pletely cleaned from the bearings be-

fore repacking them with new grease.

Pack the bearing cone and roller

assemblies with wheel bearing grease.

A bearing packer is desirable for this

operation. If a packer is not available,

work as much lubricant as possible

between the rollers and cages. Lubri-

cate the cone surfaces with grease.
8. Place the inner bearing cone and

roller assembly in the inner cup, and

install the new grease retainer with the

reverse end of the tool shown in Fig.

6. Be sure that the retainer is properly

seated.

9. Adjust the brake shoes as out-

lined in Group 2.

10.
Install the new hub and drum

assembly on the wheel spindle. Keep

the hub centered on the spindle to pre-

vent damage to the grease retainer.

11.
Install the outer bearing cone

and roller assembly and the flat wash-

er on the spindle; then, install the ad-

justing nut (Fig. 1).

12.
Position the wheel and tire on

the new hub and drum assembly. In-

stall the wheel hub nuts and tighten

them alternately in order to draw the

wheel evenly against the hub and

drum.

13.
Adjust the wheel bearings as

outlined in Section 2, and install a

new cotter pin. Bend the ends of the

cotter pin around the castellations of

the nut lock to prevent interference

with the radio static collector in the

grease cap. Install the grease cap.

14.
Install the hub cap or wheel

cover.

FRONT HUB AND ROTOR

ASSEMBLY REPLACEMENT

When the hub and rotor assembly is

replaced, new bearings and a grease

retainer must be installed in the new

assembly.

1.
Raise the vehicle until the wheel

and tire clear the floor. Pry off the

hub cap or wheel cover, and remove

the wheel and tire from the hub and

rotor assembly.

2.
Remove 2 bolts and washers that

attach the caliper to the spindle. Re-

move the caliper from the rotor and

wire it to the underbody to prevent

damage to the brake hose.

3.
Remove the grease cap from the

hub.
Remove the cotter pin, nut lock,

adjusting nut, and flat washer from

the spindle; then, remove the outer

bearing cone and roller assembly,

(Fig. 2).

4.
Pull the hub and rotor off the

spindle.

5.
Remove the protective coating

from the new hub and rotor with car-

buretor degreaser.

6. Grease and install the inner

bearing cone and roller assembly in

the inner bearing cup. Apply a light

film of grease on the grease retainerprocarmanuals.com

03-13-02
Specifications

03-13-02

POWER STEERING PUMP

SERVICE
SPECIFICATIONS

Description

Pump Rotor Shaft End Play

Max. Torque Allowed
to

Rotate Rotor Shaft

Stamped Housing to Plate

Assy. Screw and Washer Assy.

Reservoir
to
Stamped Housing

Nut

Cam Ring to Pressure Plate

Screw

Housing to Cover Screw
Ford-Thompson

.017 in. Max.-.003 in. Min.

15 In-Lb.

28-32 Ft.-Lb.

43-47 Ft.-Lb.

_

-
Eaton

—

_

-

—

20 In-Lb.

15-20 Ft,-Lb.

FORD-THOMPSON POWER STEERING

PUMP
TORQUE
LIMITS (FT-LBS)

Description

Pump Rear Mounting Nut

Pressure Hose Nut

Pump Attaching Nuts

Bracket
to
Engine Attaching Nuts
6-Cyl.

302-351 CID

390,427,428,429 CID

Bracket
to
Cylinder Head

Belt Adjustment Bolt

Rear Support Bracket Attaching Nuts

Bracket
to
Engine Adapter

Engine Adapter
to
Engine

Engine Adapter
to
Pump
240 CID

170-200 CID

170-200 CID

250 CID

250 CID
Ford,
Mercury,

Meteor,

Thunderbird

14-18

20-30

25-35

1216

18-25

30-40

25-35

-

45-60

-

-

-

-
Cougar, Falcon,

Fairlane, Montego,

Mustang

20-30

20-30

30-40

7-10

18-25

30-40

25-35

25-35

-

25-35

17-25

30-40

25-35

INTEGRAL
POWER
STEERING GEAR SPECIFICATIONS

Description

Type

Ratio

Turns of Steering Wheel (Lock
to
Lock-Linkage Disconnected)

Fluid Specifications

Fluid Capacity (Included in Pump Reservoir Fill)

Phosphorescent Dye Additive (For Leak Detection)

Sector Shaft End Play -Linkage Disconnected

Sector Shaft Mesh Load. Total Over Mechanical Center

Position.
Must beCDGreater Than Worm

Bearing Preload Torque, Shown Below

Worm Bearing Preload

Clearance Between Valve Spool
&
Retaining Ring

Pressure Variation Between Right
&
Left Turn (At 250
P.S.I.)
-

Check Efforts Each Side
of
Center

Clearance Between Inner Sector Seal and Housing
Ford Design

(XR-«0)
Saginaw

Design

Recirculating Ball Torsion Bar

17:1

4
17.5:1

41/8

M-2C33-F

1.6 Pints (Approx.)

M99B103-A(4 0z. per quart)

None

14 In Lb (Max)

(Exc. Lincoln)

17
In
Lb (Max.)

(Lincoln)

2-7 la
U)

.0035-.0005"

Preferable .002"

4
In
Lb Max.

Variation

.025"
.002"
Max.

14
In
Lb (Max)

4-7 In Lb®

_

—

-

©8-9 In Lb (XR-50 Exc. Lincoln) 11-12 In Lb
for
Uncoln,
4-8 In
Lb
for
Saginaw Gear.

® 3 In Lb in Excess of Valve Assy. Drag Total Worm Bearing Preload and Seal Drag
not to
Exceed
8 In
Lb.procarmanuals.com

03-13-04

Specifications

03-13-04

STEERING LINKAGE TORQUE LIMITS (FT-LBS)

Description

Cylinder Mounting Bracket
to
(Side Hole)

Underbodyor Frame (Bottom Hole)

Power Cylinder
to
Bracket

Power Cylinder
to
Bracket Lock
Nut

Steering
Tie Rod End to
Spindle
Arm

Idler
Arm
Mounting Bracket
to

Underbody
or
Frame

Pitman Arm
to
Control Valve (Power Steering)

Steering Gear
to
Side Rail
or
Frame

Pitman
Arm to
Sector Shaft

Idler
Arm to
Pitman Arm-to-ldler
Arm Rod

Spindle Connecting
Rod
Clamp
to
Adjusting

Sleeve

Pitman
Arm to
Steering Arm-to-ldler
Arm Rod

Steering Spindle
Arm
Connecting
Rod to

Arm-to-ldler
Arm Rod
Cougar, Fairlane,

Falcon,
Mont
ego,

Mustang

28-35

35-43

18-24

3-5

30-40
©

28-35

35-47
©

50-65

150-225

60-80®

10-14

35-47
©

30-40
©
Ford,

Mercury,

Meteor

-

-

-

-

35-47®

28-35

-

50-65

150-225

60-80
®

8-13

35-47
©

35-47
®
Continental

Mark
III

Thunder bird

-

-

-

-

35-47
©

28-35

-

50-65

150-225

60-80
©

8-13

35-47
©

35-47
©
Lincoln

Continental

-

-

-

-

40-55

20-30

-

50-65

150-200

40-55

19-26

40-55

40-55

CD
Torque
to low
limit
of
specification;
then,
tighten
the nut to the
nearest cotter
pin
slot
and
insert
the
cotter
pin.

STEERING COLUMN TORQUE LIMITS (FT-LBS)

Description

Column Lower Bracket
to
Column Upper Bracket

Intermediate Bracket
to
Brake Pedal

Support Bracket

Lower Trim Shroud
to
Upper Trim Shroud

Flex Coupling
to
Steering Gear

Flex Coupling
to
Steering Shaft Flange

Flex Coupling
to
Steering Shaft

Tee Plate
to
Instrument Panel

Steering Wheel Attaching
Nut

Brake Pedal Support Bracket
to
Brake

Pedal Support

Column Upper Bracket
to
Instrument Panel

Column Upper Bracket
to
Lower Clamp
Ford,

Mercury,

Meteor

Upper
9-20

Lower
8-12

9-20

5-10

24-37

10-18

-

8-13

30-40

_

-

-
Fairlane,

Falcon,

Mont
ego

10-20

_

-

24-37

12-18

-

3-8

30-40

28-42

10-16

-
Cougar,

Mustang

8-15

_

-

24-37

10-18

-

5-15

30-40

13-25

-

-
Lincoln

Continental

_

_

-

25-35

-

25-35

4-9

20-30

_

10-15

8-12
Continental

Mark
III

Thunder bird

_

_

-

25-35

-

25-35

4-9

30-40

28-42

7-12

7-1?procarmanuals.com

03-13-05

Specifications

03-13-05

TORQUE LIMITS-FRONT SUSPENSION

MONTEGO, FALCON,
FAIR
LANE,
MUSTANG AND COUGAR

Description

Shock Absorber Upper Attachment

Shock Absorber Upper Bracket to Body

Front Suspension Compression Bumper to Body

Brake Backing Plate to Spindle

Upper Arm and Inner Shaft to Body

Spring Seat to Upper Arm

Shock Absorber to Spring Seat

Ball Joint to Spindle (Upper and Lower)

Wheel Bearing Adjusting Nut

Strut to Lower Arm

Lower Arm to Underbody

Stabilizer Bar Mounting Bracket to Underbody

Strut to Underbody

Stabilizer Bar to Lower Arm

Caliper to Spindle (Disc Brake) • Upper

- Lower

Strut to Underbody Slotted Nut
Ft • Lbs

Montego, Falcon, Fairlane

20-28

15-25

12-17

9-14 (Disc) 25-45 (Drum)

75-100

30-40

8-12

60-90 ©

17-25 ©

75-105

75-100

17-25

60-80

5-10

110-140

55-75
Mustang and Cougar

10-15

22-34

12-17

9-14 (Disc) 28-45 (Drum)

75-100

25-40

8-12

60-90 ©

17-25 ©

70-105

75-100

17-25

60-80

8-12

110-120

55-75

50-70 | 50-70

©Torquethe adjusting nut to 17-25 ft-lb. Locate nut lock on adjusting nut so ,ctstellations are aligned with cotter pin hole in spindle. Then,

backoff adjusting nut and nut lock so the next castellation aligns with the cotter pin hole.

TORQE LIMITS-fRONT SUSPENSION

FORD,
MERCURY, METEOR

Description

Lower Arm to No. 2 Crossmember

Upper Arm to Frame

Upper Arm Bumper

Brake Backing Plate and Cylinder Assembly

to Spindle

Stabilizer Bar to Lower Arm

Ball Joint to Spindle (Upper and Lower)
Ft Lbs

55-75

100-130

15-25

80-106

5-10

60-90®
Description

Brake Backing Plate to Spindle

Strut to Lower Arm

Stabilizer Bar to Frame

Strut to Frame

Shock Absorber Upper Attachment

Shock Absorber Lower Arm

Caliper to Spindle (Disc Brake)
Ft-Lbs

25-45

70-113

18-27

60-90 ©

20-28

8 12

120-130

©Torque to specification, then tighten the nut to the nearest cotter pin slot and insert the cotter pin.

TORQUE LIMITS-FRONT SUSPENSION

THUNDERBIRD, CONTINENTAL MARK

Description

Lower Arm to #2 Crossmember

Upper Arm to Frame

Upper Arm Bumper

Stabilizer Bar to Lower Arm

Ball Joint to Spindle (Upper and Lower)

Strut to Lower Arm

Stabilizer Bar to Mounting Bracket

Strut to Frame

Shock Absorber Upper Attachment

Shock Absorber to Lower Arm

Brake Splash Shield (Disc) to Spindle

Caliper to Spindle (Disc Brake)

Upper Bolt

Lower Bolt
Torque

Ft-Lbs

60-90

100-150

15-25

5-10

©60-90

70-113

8-12

©60-90

20-23

8-12

9-14

110-140

90-120

©Torque to minimum specification;
then,
tighten the nut to the nearest cotter pin slot and insert the cotter pin.procarmanuals.com

03-13-06

Specifications

03-13-06

TORQUE LIMITS-FRONT SUSPENSION

LINCOLN CONTINENTAL

Description

Brace-Front Suspension to Sidemember (Model 74A Only)

Drag Strut
to
Strut Bracket Assembly

Lower Arm Assembly to Front Crossmember
-
(Attach Bracket)

Lower Arm Assembly to No. 2 Crossmember

Drag Strut
to
Lower Arm Assembly

Wheel Spindle to Lower Arm Ball Joint

Front Wheel Spindle to Upper Arm Ball Joint Assembly

Upper Arm Inner Shaft
to
Upper Arm

Upper Arm and Shaft Assembly to No. 2 Crossmember

Shock Absorber Bracket Assembly to No. 2 Crossmember Bracket

Shock Absorber Assembly to No. 2 Crossmember Assembly (Top End)

Shock Absorber Assembly Lower Arm Spring Seat Reinforcement Assembly

Upper Ball Joint
to
Control Arm

Stabilizer Bar Assembly
to
Underbody

Stabilizer Bar
to
Lower Arm

Jounce Bumper Assembly
to
Strut (Lower Arm)

Front Splash Shield to Spindle

Caliper to Spindle
FtLbs

90-110

70-90

55-75

110-140

70-90

70-90

55-75

25-35

100-125

40-55

20-30

20-30

21-29

20-30

5-10

22-28

9-14

100-140

TORQUE LIMITS-REAR SUSPENSION

FORD, MERCURY, METEOR

Description

Shock Absorber
to
Frame (Upper Attachment)

Upper Arm to Axle Bracket (Nut)

Track Bar to Axle Track Bar Stud

Track Bar Stud to Axle

Track Bar
to
Frame (Bolt Torque)

Track Bar Stud to Axle Bracket (Nut)

Wheel Lug Nut

Brake Backing Plate and Bearing Retainer to Axle-All Cars except those with 240
or
302 CID Engines

Brake Backing Plate and Bearing Retainer to Axle-All Cars with 240
or
302 CID Engines

Shock Absorber to Axle (Lower Attachment)

Bumper Assembly
to
Frame

Lower Arm to Axle-Bolt

Lower Arm to Axle-Nut

Upper Arm
to
Frame-BoU

Upper Arm
to
Frame-Nut

Lower Arm
to
Frame-Bolt

Lower Arm
to
Frame-Nut

Bumper Assembly to No. 4 Crossmember

Universal Joint
U-Bolt
Nut

Air Leveling Compressor
to
Apron

Height Control Valve to Bracket

Height Control Valve Bracket to No. 4 Crossmember
FtLbs

20-28

90-100

80-105

100-130

80-105

80-105

70-115

50-70

20-30

50-35

9-13

90-120

70-90

90-120

70-90

90-120

70-90

9-13

10-15

10-13

17-25

9-13procarmanuals.com

03-13-07

Specifications

03-13-07

TORQUE LIMITS-REAR SUSPENSION

MONTEGO, FALCON, FAIR LANE, MUSTANG AND COUGAR

Description

Spring Shackle Bars to Body and Spring

Shock Absorber
to
Upper Mounting Bracket

Shock Absorber to Spring Clip Plate

Spring to Axle U-Bolt Nut

Wheel Lug Nut 5-Lug Wheel

Spring to Spring Front Hanger
•
Bolt

Spring to Spring Front Hanger
•
Nut

Universal Joint U-Bolt Nut -Std. Trans.

Universal Joint U-Bolt Nut -Auto. Trans.
Mont
ego,
Falcon, Fair lane

15-22

20-28

20-28

35-50

70-115

90-120

40-60

6-11

10-15
Mustang and Cougar

15-22

20-28

20-28

35-50

70-115

60-85

40-60

6-11

10-15

TORQUE LIMITS-REAR SUSPENSION

LINCOLN CONTINENTAL

Description

Brake Backing Plate Bearing Retainer to Axle

Spring Center Bolt

Spring Front Bracket Assembly to Rear Floor Sidemember Assembly

Spring Front Eye Stud and Washer Assembly to Spring Front Hanger Bracket

Spring U-Bolt

Spring Assembly
to
Spring Shackle Assembly

Spring Shackle Assembly
to
Spring Rear Bracket Assembly

Spring Rear Bracket Assembly
to
Rear Floor Sidemember Assembly

Shock Absorber Upper Attaching Bracket
to
Body Crossmember

Shock Absorber Assembly
to
Shock Absorber Upper Attaching Bracket

Shock Absorber Assembly to Axle

Axle Bumper Bracket
to
Underbody

Pinion Bumper Assembly to Axle Carrier
Ft Lbs

30-55

15-20

70-90

76-106

45-65

34-59

34-59

40-67

20-30

20-28

30-45

10-15

18-25

TORQUE LIMITS-REAR SUSPENSION

THUNDERBIRD, CONTINENTAL.MARK
III

Description

Shock Absorber
to
Frame (Upper Attachment)

Upper Arm
to
Axle (Front)

Track Bar to Axle Track Bar Stud

Track Bar Stud to Axle

Track Bar
to
Frame (Bolt Torqe)

Wheel Lug Nut

Brake Backing Plate and Bearing Retainer
to
Axle

Shock Absorber to Axle (Lower Attachment)

Bumper Assembly to Frame

Lower Arm
to
Axle - Bolt

Lower Arm
to
Axle- Nut

Upper Arm
to
Frame -Bolt

Upper Arm
to
Frame
•
Nut

Lower Arm
to
Frame • Bolt

Lower Arm to Frame
-
Nut

Bumper Assembly to No. 4 Crossmember
Ft-Lbs

20-28

70-90

80-105

100-130

70-90

70-115

50-75

50-85

Self-Tapping

90-120

70-80

90-120

70-90

90-120

70-90

Self-Tappingprocarmanuals.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

04-01-07
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