service indicator FORD MUSTANG 1969 Volume One Chassis
[x] Cancel search | Manufacturer: FORD, Model Year: 1969, Model line: MUSTANG, Model: FORD MUSTANG 1969Pages: 413, PDF Size: 75.81 MB
Page 18 of 413
02-01-07
Brakes
02-01-07
CENTRALIZING THE
PRESSURE DIFFERENTIAL
VALVE
After a failure of the primary (front
brake) or secondary (rear brake) sys-
tem has been repaired and bled, the
dual-brake warning light will usually
continue to be illuminated due to the
pressure differential valve remaining in
the off-center position.
To centralize the pressure differen-
tial valve and turn off the warning
light after a repair operation, a pres-
sure differential or unbalance condi-
tion must be created in the opposite
brake system from the one that was
repaired or bled last.
1.
Turn the ignition switch to the
ACC or ON position. Loosen the dif-
ferential valve assembly brake tube
nut at the outlet port on the opposite
side of the brake system that was
wheel balanced, repaired and/or bled
last. Depress the brake pedal slowly to
build line pressure until the pressure
differential valve is moved to a cen-
tralized position and the brake warn-
ing light goes out; then, immediately
tighten the outlet port tube nut.
2.
Check the fluid level in the mas-
ter cylinder reservoirs and fill them to
within 1/4 inch of the top with the
specified brake fluid, if necessary.
3.
Turn the ignition switch to the
OFF position.
4.
Before driving the vehicle, check
the operation of the brakes and be
sure that a firm pedal is obtained.
CLEANING AND INSPECTION
DISC BRAKES
1.
Remove the wheel and tire and
the shoe and lining assemblies as out-
lined in Part 2-2, Section 2.
2.
On all models except Lincoln
Continental, make thickness measure-
ments with a micrometer across the
thinnest section of the shoe and lining.
If the assembly has worn to a thick-
ness of 0.230-inch (shoe and lining to-
gether) or 0.030-inch (lining material
only) at any one of three measuring
locations or if there is more than
0.125 taper from end to end or if lin-
ing shows evidence of brake fluid con-
tamination, replace all (4) shoe and
lining assemblies on both front wheels.
On Lincoln Continental brakes
make three thickness measurements
with a micrometer across the middle
section of the shoe and lining. Take
one reading at each side and one in
the center. If the assembly has worn
to a thickness of 0.231 inch (shoe and
lining together) or 0.066 inch (lining
material only) at any one of the three
measuring locations, replace all (4)
shoe and lining assemblies on both
front wheels.
3.
Check the caliper to spindle at-
taching bolts torque. Torque them to
specification, if required.
4.
To check rotor runout, first
eliminate the wheel bearing end play
by tightening the adjusting nut. After
tightening the nut, check to see that
the rotor can still be rotated.
5.
Clamp a dial indicator to the
caliper housing so that the stylus con-
tact the rotor at a point approximate-
ly 1 inch from the outer edge. Rotate
the rotor and take an indicator read-
ing. If the reading exceeds 0.003 inch
total lateral runout on the indicator,
replace or resurface the disc brake
rotor. The following requirement must
be met when resurfacing disc brake
rotors:
Rotunda Disc Brake Attachment
FRE-2249-2 is the only approved tool
to be used to refinish the disc brake
rotors.
The step-by-step resurfacing
procedure provided with the tool must
be adhered to.
The finished braking surface of the
rotor must be flat and parallel within
0.0007 inch; lateral runout must not
exceed 0.003 inch total indicator
reading, braking surface are to be 80/15
micro inches.
On all models except Lincoln Con-
tinental the minimum limiting dimen-
sion from the inboard bearing cup to
the inboard rotor face and the mini-
mum rotor thickness dimension, must
be observed when removing material
from the rotor braking surfaces. A
ball and gage bar (Rotunda Kit FRE
70160) is to be used when checking
minimum dimensions (Fig. 11).
FALCON-FAIRLANE
MUSTANG-COUGAR
MONTEGO
.046 MAX-**
.119
MAX.
FORD-MERCURY
METEOR - THUNDERBIRD
875
MIN
H1633-A
1.12
MIN.-^
??
— Disc Brake Rotor
Service Limits—All Models Except
Lincoln Continental
On Lincoln Continental models the
minimum limiting dimension (Fig. 12)
from the inboard bearing cup to the
inboard rotor face (dimension B)
and the outboard rotor surface and
the inboard bearing cup (dimension
A),
must be observed when remov-
ing material from the rotor braking
surfaces.
When the runout check is finished
be sure to adjust the bearings as out-
lined in Group 3, in order to prevent
bearing failure.
6. Check the rotor for scoring. Mi-
nor scores can be removed with a
fine emery cloth. If the rotor is ex-
cessively scored, refinish it as out-
lined in step 5 or replace the rotor,
if required.
7.
Visually check the caliper. If the
caliper housing is leaking it should be
replaced. If a seal is leaking the cali-
per must be disassembled and new
.seals installed. If a piston is seazed
in the bore a new caliper housing is
required.
On Lincoln Continental models the
two halves of the caliper assembly
should never be separated. Damage or
failure of one requires replacement of
both as a unit.
Check the brake hoses for signs of
cracking, leaks or abrasion. Replace
them if necessary.
DISC BRAKE SERVICE
PRECAUTIONS
1.
Grease or any other foreign ma-
terial must be kept off the caliper as-
sembly, surfaces of the rotor and ex-
ternal surfaces of the hub during serv-
ice operations. Handling of the rotor
and caliper assemblies should be done
in a way to avoid deformation of the
brake rotor and nicking or scratching
of brake linings.
2.
If a caliper piston is removed for
any reason, the piston seal must be re-
placed.
3.
During removal and installation
of a wheel assembly, exercise care not
to interfere with and damage the cali-procarmanuals.com
Page 58 of 413
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
Page 69 of 413
03-01-04
Suspension — Steering, Wheels And Tires — General Service
03-01-04
Tool
- T 65 P -
3000
B or C
1266-B
FIG. 5—Typical Rear Alignment
Spacer Installation—Cougar,
Fairlane, Falcon, Montego,
Mustang
ment. In the absence of such equip-
ment, portable equipment may be
used and the work may be performed
on a level floor. The floor area should
be level within 1/4 inch from front to
rear of the vehicle and within 1/8 inch
from side to side. Alignment height
spacers (Figs. 4, 8 and 9) are used to
check caster and camber. The spacers
should be omitted when checking toe-
in.
1.
Check the runout of each front
wheel and tire using a dial indicator
against the rim outer band. If the ru-
nout exceeds 1/8 inch, correction may
be made by rotating the wheel on the
drum. When the minimum runout has
been obtained, mark the point of
greatest runout so the wheels can be
positioned as shown in Fig. 10 when
checking the front end alignment.
Hold a piece of chalk against the
wheel rim or the tire sidewall while
spinning the wheels. The chalk will
mark the rim or tire at the point of
greatest runout.
2.
Drive the vehicle in a straight
line far enough to establish the
straight ahead position of the front
wheels, and then mark the steering
wheel hub and the steering column
collar (Fig. ll).Do not adjust the
steering wheel spoke position at this
time. If the front wheels are turned at
any time during the inspection, align
the marks to bring the wheels back to
the straight-ahead position.
3.
With the vehicle in position for
the front end alignment inspection and
adjustment, install the suspension
alignment spacers as follows to esta-
blish the curb height.
F1432-A
FIG. 6—Alignment Spacer
Installation—Rear—Ford,
Mercury, Meteor, Thunderbird,
Continental Mark III
|F1258-Af
FIG. 7— Alignment Spacer
Installation — Rear Lincoln Continental
Tool-T65P-3000-B or -C
F1431-A
FIG. 8—Alignment Spacer
Installation—Front—Ford,
Mercury, Meteor, Thunderbird,
Continental Mark III
F 1499-A
FIG. 9—Alignment Spacer
Installation—Front—Lincoln
Continental
CHALK MARK IN THIS POSITION
WHEN CHECKING TOE-IN AND TOE-OUT
ON TURNS
CHALK MARK IN THIS POSITION
WHEN CHECKING CASTER AND CAMBER
LOCATION OF POINT OF GREATEST
LATERAL RUN-OUT ON FRONT
WHEaS WHEN CHECKING
ALIGNMENT FACTORS
F1215-A
FIG. 70—Front Wheel Position
For Checking Alignment
Lift the front of the vehicle and
position the alignment spacers be-
tween the suspension lower arm and
the frame spring pocket as shown in
Figs.
4, 8 and 9. Be sure the spacer
pin is placed in the correct hole for
the vehicle being checked. The lower
end of the alignment spacers should
be placed over the head of the strut
front attaching bolt. Remove the
bumpers from the right and left rear
side rails. Position the rear alignment
spacers between the rear axle and the
rear side rails as shown in Figs. 5, 6
and 7.
4.
Install the wheel alignment
equipment on the vehicle. Whicheverprocarmanuals.com
Page 73 of 413
03-01-08
Suspension
—
Steering,
Wheels
And
Tires
—
General Service
03-01-08
3.
Remove the lower (upper on
Mustang and Cougar) cover- to-
housing attaching bolt.
4.
With a clean punch or like in-
strument, clean out or push inward
the loose lubricant in the filler plug
hole and cover to housing attaching
bolt hole.
5.
Slowly turn the steering wheel to
the left stop, lubricant should rise
within the lower cover bolt hole; then
slowly turn the steering wheel to the
right stop, lubricant should rise within
the filler plug hole. If lubricant does
not rise in both the cover bolt hole
and the filler plug hole, add lubricant
until it comes out both holes during
this check.
6. Install the lower (upper on
Mustang and Cougar) cover- to-
housing attaching bolt and the filler
plug.
CLEANING
AND
INSPECTION
FRONT
END
GENERAL
INSPECTION
Do not check and adjust front
wheel alignment without first making
the following inspection for front-end
damage, or wear.
1.
Check for specified air pressures
in all four tires.
2.
Raise the front of the vehicle off
the floor. Shake each front wheel
grasping the upper and lower surfaces
of the tire. Check the front suspension
ball joints and mountings for loose-
ness,
wear, and damage. Check the
brake backing plate mountings. Tor-
que all loose nuts and bolts to specifi-
cation. Replace all worn parts as out-
lined in Part 3-2.
3.
Check the steering gear mount-
ings and all steering linkage connec-
tions for looseness. Torque all mount-
ings to specifications. If any of the
linkage is worn or bent, replace the
parts as outlined in Part 3-5.
4.
Check the front wheel bearings.
If any in-and-out free play is noticed,
adjust the bearings to specifications.
Replace worn or damaged bearings as
outlined in Part 3-12.
5.
Spin each front wheel with a
wheel spinner, and check and balance
each wheel as required.
6. Check the action of the shock
absorbers. If the shock absorbers are
not in good condition, the vehicle may
not settle in a normal, level position,
and front wheel alignment may be af-
fected.
WHEEL INSPECTION
Wheel hub nuts should be inspected
and tightened to specification at pre-
delivery. Loose wheel hub nuts may
cause shimmy and vibration. Elongat-
ed stud holes in the wheels may also
result from loose hub nuts.
Keep the wheels and hubs clean.
Stones wedged between the wheel and
drum and lumps of mud or grease can
unbalance a wheel and tire.
Check for damage that would affect
the runout of the wheels. Wobble or
shimmy caused by a damaged wheel
will eventually damage the wheel bear-
ings.
Inspect the wheel rims for dents
that could permit air to leak from the
tires.
UPPER BALL JOINT
INSPECTION
Ford,
Mercury,
Meteor,
Thunderbird,
Lincoln Continental
and
Continental Mark
III
1.
Raise the vehicle and place floor
jacks beneath the lower arms.
2.
Ask an assistant to grasp the
lower edge of the tire and move the
wheel in and out.
3.
As the wheel is being moved in
and out, observe the upper end of the
spindle and the upper arm.
4.
Any movement between the
upper end of the spindle and the upper
arm indicates ball joint wear and loss
of preload. If any such movement is
observed, replace the upper ball joint.
During
the
foregoing
check,
the
lower ball joint will
be
unloaded
and
may
move.
Disregard
all
such
move-
ment
of the
lower ball
joint.
Also,
do
not mistake loose wheel bearings
for a
worn ball
joint.
Cougar,
Fairlane,
Falcon,
Montego
and
Mustang
1.
Raise the vehicle on a frame
contact hoist or by floor jacks placed
beneath the underbody until the wheel
falls to the full down position as
shown in Fig. 18. This will unload the
upper ball joint.
2.
Adjust the wheel bearings as de-
scribed in Part 3-12.
3.
Attach a dial indicator to the
upper arm and position the indicator
so that the plunger rests against the
inner side of the wheel rim adjacent to
the upper arm ball joint.
4.
Grasp the tire at the top and
bottom, and slowly move the tire in
and out (Fig. 18). Note the reading
(radial play) on the dial indicator. If
MAXIMUM TOLERANCE
F
1500-A
FIG.
T8—Measuring Upper Ball
Joint Radial Play
MAXIMUM TOLERANCE
F14
35-A
FIG.
79—Measuring Lower Ball
Joint Radial Playprocarmanuals.com
Page 74 of 413
03-01-09
Suspension — Steering, Wheels And Tires — General Service
03-01-09
the reading exceeds specifications
(Part 3-13), replace the upper ball
joint.
LOWER BALL JOINT
INSPECTION
Ford,
Mercury, Meteor,
Thunderbird, Lincoln Continental
and Continental Mark III
1.
Raise the vehicle and place
jacks under the lower arms as shown
in Fig. 12. This will unload the lower
ball joints.
2.
Adjust the wheel bearings as des-
cribed in Part 3-12.
3.
Attach a dial indicator to the
lower arm and position the indicator
so that the plunger rests against the
inner side of the wheel rim adjacent to
the lower ball joint.
4.
Grasp the tire at the top and
bottom and slowly move the tire in
and out (Fig. 19). Note the reading
(radial play) on the dial indicator. If
the reading exceeds specifications
(Part 3-13), replace the lower ball
joint.
Cougar, Fairlane, Falcon,
Montego, Mustang
1.
Raise the vehicle on a frame
contact hoist or by floor jacks placed
beneath the underbody until the wheel
falls to the full down position.
2.
Ask an assistant to grasp the
lower edge of the tire and move the
wheel in and out.
3.
As the wheel is being moved in
and out, observe the lower end of the
spindle and the lower arm.
4.
Any movement between the
lower end of the spindle and the lower
arm indicates ball joint wear and loss
of preload. If any such movement is
observed, replace the lower arm.
During the foregoing check, the
upper ball joint will be unloaded and
may move. Disregard all such move-
ment of the upper ball joint. Also, do
not mistake loose wheel bearings for a
worn ball joint.
POWER STEERING GEAR
CLEANING
Disassembly and assembly of the
steering gear and. the sub-assemblies
must be made on a clean workbench.
As in repairing any hydraulically op-
erated unit, cleanliness is of utmost
importance. The bench, tools, and
parts must be kept clean at all times.
Thoroughly clean the exterior of the
unit with a suitable solvent and, when
necessary drain as much of the hy-
draulic fluid as possible. Handle all
parts very carefully to avoid nicks,
burrs,
scratches and dirt, which could
make the parts unfit for use.
Do not clean, wash or soak seals in
cleaning solvent.
INSPECTION
1.
Check the sector shaft contact
surface in the cover for wear. If worn,
replace the cover.
2.
Inspect the input shaft bearing
for cracked races and the balls for
looseness, wear, pitting, end play or
other damage. Check the fit of the
bearing on the input shaft. Replace
the bearing, if required.
3.
Inspect the valve housing for
wear, scoring or burrs.
4.
Inspect the tube seats in the
pressure and return ports in the valve
body for nicks, etc. If necessary, re-
move and replace.
5.
Check the sector shaft contact
surface in the housing for wear. If
worn, replace the bushing or the hous-
ing.
6. Check all fluid passages for ob-
struction or leakage.
7.
Inspect the steering gear housing
for cracks, stripped threads, and mat-
ing surfaces for burrs. Inspect the pis-
ton bore of the housing for scoring or
wear. If necessary, replace the hous-
ing.
8. Check the input shaft bearing
after installation to be sure that it ro-
tates freely.
9. If the valve spool is not free in
the valve housing, check for burrs at
the outward edges of the working
lands in the housing and remove with
a hard stone. Check the valve spool
for burrs and if burrs are found, stone
the valve in a radial direction only.
Check for freedom of the valve again.
10.
Check the piston rack teeth and
sector shaft teeth for nicks and burrs.
FLUSHING THE POWER
STEERING SYSTEM—ALL EXCEPT
LINCOLN CONTINENTAL AND
CONTINENTAL MARK III
Should it be necessary to replace an
inoperative power steering pump, the
need for flushing the steering system
is required when installing the new
pump.
1.
Remove the power steering pump
and remove the pulley as outlined in
Part 3-10.
2.
Install the pulley on a new
pump. Install the pump and connect
only the pressure hose to the pump
(Part 3-10).
3.
Place the fluid return line in a
suitable container and plug the reser-
voir return pipe.
4.
Fill the reservoir with lubricant
(C1AZ-19582-A).
5.
Disconnect the coil wire to pre-
vent the engine from starting and raise
the front wheels off the ground.
6. While approximately two quarts
of steering gear fluid are being poured
into the reservoir, turn the engine over
using the ignition key, at the same
time cycle the steering wheel from
stop to stop.
7.
As soon as all of the lubricant
has been poured in, turn off the igni-
tion key, and attach the coil wire.
8. Remove the plug from the reser-
voir return pipe, and attach the return
hose to the reservoir.
9. Check the reservoir fluid level; if
low, add fluid to the proper level. Do
not overfill.
10.
Lower the vehicle.
11.
Start the engine and cycle the
steering from stop to stop to expel
any trapped air from the system.
POWER STEERING PUMP—ALL
EXCEPT LINCOLN
CONTINENTAL AND
CONTINENTAL MARK III
CLEANING
Wash all parts (except seals) in a
Naptha or Chlorinated-type solvent
and dry with compressed air.
Punch or Rod
RELIEF VALVE PLUNGER
G1607-A
FIG.
20—Cleaning Pump Relief Valveprocarmanuals.com
Page 75 of 413
03-01-10
Suspension — Steering, Wheels And Tires — General Service
03-01-10
The following procedure should be
followed when cleaning the relief valve
which is a part of the pump valve as-
sembly.
1.
Using a punch or rod of suitable
diameter, apply an even pressure in a
straight line to the tip of the relief
valve pin (Fig. 20). Depress the valve
two or three times to exhaust the oil
which is trapped in the assembly. Do
not hammer on the valve pin or hous-
ing.
2.
Submerge the assembly in a con-
tainer of clean solvent. Again applying
an even pressure to the tip of the relief
valve pin, (a sudden strong force could
push the pin through the relief valve
spool) move the valve in and out sev-
eral times, thereby thoroughly flushing
the assembly. Pressure created within
the valve bore when the valve is moved
inward should force the cleaning fluid
out through the sensing orifice. If this
does not occur, the sensing orifice
should be cleaned with a piece of wire.
The valve must move freely and even-
ly. If the pin is bent or damaged, or if
the valve binds, the pump valve must
be replaced.
INSPECTION
The following describes the compo-
nents of the power steering pump
which must be replaced regardless of
condition and how to determine when
other components should be replaced.
The outlet fitting hex nut may be
reused if the corners of the hex are
not rounded. The housing bolts may
be reused if the threads are not dam-
aged.
All gaskets and seals must be re-
placed with new components except
the rotor shaft seal which should be
reused unless it was leaking.
The reservoir assembly may be
reused if the reservoir seal and gasket
areas are not damaged (dents, scratch-
es,
etc.). The soldered joints of the re-
turn and fill tubes must not be loose
or bent. Be sure to check for a broken
baffle.
The housing or housing assembly
may be reused if there is no damage
(scratches, etc.) at reservoir gasket,
outlet fitting or cover seal areas.
If the outlet fitting is damaged, the
pump housing must be replaced. The
pressure plate springs may be reused
providing they are not bent, broken or
have not taken a set.
Do not reuse the retainer end plate
if it is burred or damaged. The upper
pressure plate may be reused if there
is no scoring on the wear surface. It is
acceptable to polish the phosphate
coating.
The rotor and cam assembly can be
reused if there is no wear other than
the removal of the phosphate coating
on the cam contour. Do not disas-
semble the rotor and cam assembly.
Push the rotor part way out the cam
insert taking care not to let the slip-
pers and springs fall out. Check the
cam ID for scoring and burning.
Check the rotor faces and OD for
scoring and chipping. Do not attempt
to repair or refinish the lower and
upper pressure plates, cam or rotor
assembly. When wear or burning is
encountered, replace, them with new
components.
Install a new rotor and cam assem-
bly if the slippers are worn. Replace
the springs if they are bent or broken.
Polishing the phosphate coating of the
slipper sealing surface is permissable.
The rotor shaft can be reused if the
front and rear thrust faces, the bush-
ing diameter and the shaft seal diame-
ter are not excessively worn or scored.
The housing plate and bushing as-
sembly may be reused if all of the
threaded holes are not damaged
beyond repair and the bushing diame-
ter is not scored or worn .0005 inch
over the maximum dimension of .6897
inch. Threaded holes can be repaired
by drilling out the damaged threads
and installing a helicoil insert. If the
bushing is scored or excessively worn,
a new plate and bushing assembly
must be installed.
With Tool T69P-3D608-A (using a
dial indicator) check the squareness of
the fixed dowel pin in the plate (Fig.
21).
The pin must be square with the
adjacent surface within .001 inch per
inch through a 180 degree arch.
A bent or broken dowel pin can be
replaced as follows:
1.
Hold the plate assembly in a
horizontal position and grip at least
an inch of the dowel pin in a vise. Tap
the plate with a plastic or a rubber
hammer to pull the pin from the
plate.
2.
Insert the support guide (Tool
T69P-3D608-B) over a dowel pin (Fig.
22) and press the pin into the plate to
a height of 1.68 inch (See Fig. 23).
The support guide tool will serve as a
stop guide. Be careful not to bend the
new dowel pin during installation.
3.
Again use Tool T69P-3D608-A
(with a dial indicaator) to check the
dowel pin squareness as outlined
above.
POWER STEERING PUMP
INSPECTION—LINCOLN
CONTINENTAL AND
CONTINENTAL MARK III
1.
Wash all parts in clean solvent
and dry them with clean cloths or
compressed air.
2.
Inspect the rotor shaft for wear,
scoring, nicks, or burrs. Replace the
shaft if it is damaged or if the inner
keyway is damaged.
Tool
T69P-3D608-B
G1609-A
FIG. 22—Dowel Pin Insertion
Tool
T69P-3D608-A
G1608-A
FIG. 21—Dowel Pin Squareness
Check
FIG. 23 — Replacing Dowel Pinprocarmanuals.com
Page 115 of 413
03-05-02
Steering Columns
And
Linkage
03-05-02
which also will shear away during
im-
pact.
TILT STEERING COLUMNS
The steering column
is of the col-
lapsible type
to
lessen
the
possibility
of injury
to the
driver
of the
vehicle
should
he
become involved
in an
acci-
dent.
The
lower
end of the
steering
column tube
at the
bellows area will
collapse approximately
six
inches
upon
a
hard impact.
The shift tube
and the
steering shaft
are provided with plastic dowels
and
will shear
and
allow them
to
collapse
in proportion
to the
outer tube upon
impact.
Once
the
steering column
has
been
collapsed,
a
complete
new
column
must
be
installed.
The tilt column features nine driv-
ing positions (four
up and
four down
from
a
center position).
The
.column
also features
a
turn signal switch with
a lane-changer position turn indicating
position
and
emergency warning flash-
er control.
TILT-AWAY STEERING COLUMNS
The tilt-away steering column
fea-
tures nine driving positions (four
up
and four down from
a
center position)
and
a
tilt-away position that
is
auto-
matically accomplished
on
Mustang
and Cougar models when
the
ignition
key
is
turned
to the
OFF
position
and
the left door
is
opened.
On
Thunder-
bird models,
the
tilt-away occurs when
the shift lever
is
placed
in
PARK
and
the driverns door
is
opened.
The steering column
is of the col-
lapsible type
to
lessen
the
possibility
of injury
to the
driver
of the
vehicle
should
he
become involved
in an
acci-
dent.
The
lower
end of the
steering
column tube
at the
bellows area will
collapse approximately
six
inches
upon
a
hard impact.
The shift tube
and the
steering shaft
are provided with plastic dowels
and
will shear
and
allow them
to
collapse
in proportion
to the
outer tube upon
impact.
Once
the
steering column
has
been
collapsed,
a
complete
new
column
must
be
installed along with mounting
brackets which will also shear away
during impact.
IN-VEHICLE ADJUSTMENTS
AND
REPAIRS
STEERING WHEEL SPOKE
POSITION ADJUSTMENT
When
the
steering gear
is on the
high point,
the
front wheels should
be
in
the
straight-ahead position
and the
steering wheel spokes should
be in
their normal position with
the
Pitman
arm pointing directly forward.
If the
spokes
are not in
their normal posi-
tion, they
can be
adjusted without
dis-
turbing
the
toe-in adjustment (Part
3-1).
STEERING WHEEL
REPLACEMENT
1.
Disconnect
the
negative cable
from
the
battery.
2.
Working from
the
underside
of
the steering wheel spoke, remove
the
crash
pad
attaching screws. Lift
the
crash
pad
from
the
wheel.
(On
Conti-
nental Mark
III
models,
pry out the
crash
pad
insert
and
remove
the two
screws that secure
the
crash
pad. Re-
move
the
crash
pad. On
models
equipped with steering wheel mounted
speed controls, refer
to
Group
16 for
removal instructions). Remove
the
horn ring
(if so
equipped)
by
turning
it counterclockwise.
3.
Remove
the
steering wheel
nut,
and then remove
the
steering wheel
with tool T67L-3600-A
(Fig. 1). Do
not
use a
knock-off type steering
wheel puller
or
strike
the end of the
steering shaft with
a
hammer. Striking
the puller
or
shaft will damage
the
bearing
or the
collapsible column.
4.
Transfer
all
serviceable parts
to
the
new
steering wheel.
5.
Position
the
steering wheel
on
the shaft
so
that
the
alignment mark
on
the hub of the
wheel
is
adjacent
to
the
one on the
shaft. Install
a new
locknut
and
torque
it to
specifications.
6. Install
the
horn ring
(if so
equipped)
and
crash
pad.
STEERING COLUMN UPPER
BEARING REPLACEMENT
STATIONARY COLUMNS
Removal
1. Disconnect
the
horn wire
and the
turn indicator wires
at the
connector.
2.
Working from
the
underside
of
the steering wheel spoke, remove
the
two crash
pad
attaching screws. Lift
the crash
pad
from
the
wheel.
(On
Continental Mark
III
models,
pry out
the crash
pad
insert
and
remove
the
two screws that secure
the
crash
pad.
Remove
the
crash
pad. On
models
equipped with steering wheel mounted
speed controls, refer
to
Group
16 for
7oo/-T67L-3600-A
removal instructions). Remove
the
horn ring
(if so
equipped)
by
turning
it counterclockwise.
3.
Remove
the
steering wheel
at-
taching
nut.
Remove
the
steering
wheel using tool T67L-3600-A
(Fig.
1).
Do not use a
knock-off type steer-
ing wheel puller
or
strike
the end of
the steering shaft with
a
hammer.
Striking
the
puller
or
shaft will
dam-
age
the
bearing
or the
collapsible
col-
umn.
4.
Remove
the
turn indicator lever.
5.
Remove
the
turn signal switch
attaching screws. Lift
the
switch over
the
end of the
steering shaft
and
place
it
to one
side.
6. Remove
the
snap ring from
the
top
of the
steering shaft.
7.
Loosen
the two
flange-to-steering
column tube attaching bolts
to
disen-
gage them from
the
tube.
8. Raise
the
flange upward while
BEARING
AND
INSULATOR
Spacer
G 1502 -B
FIG.
1—Removing
Steering Wheel
G 1497-A
FIG. 2—Installing Upper Bearingprocarmanuals.com
Page 192 of 413
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
Page 193 of 413
04-01-06
General Axle Service
04-01-06
FLANGE BEARING
CUP RUNOUT
0.000
0.001
0.002
0.003
0.004
0.005
0.006
0.007
0.008
DRIVE SHAFT UNIVERSAL CROSS-SHAFT RUNOUT-INCH
0.000
0.000
0.001
0.002
0.003
0.004
0.005
0.006
0.007
0.008
0.001
0.001
0.0013
0.0022
0.0032
0.0042
0.0051
0.0061
0.0071
0.0081
0.002
0.002
0.0022
0.0027
0.0036
0.0045
0.0053
0.0062
0.0073
0.0082
0.003
0.003
0.0032
0.0037
0.0042
0.005
0.0058
0.0068
0.0075
0.0087
0.004
0.004
0.0042
0.0045
0.005
0.0057
0.0063
0.0072
0.0081
0.009
0.005
0.005
0.0051
0.0053
0.0058
0.0064
0.0071
0.0078
0.0087
0.0094
0.006
0.006
0.0061
0.0062
0.0067
0.0072
0.0078
0.0085
0.0093
0.010
0.007
0.007
0.0071
0.0072
0.0077
0.0081
0.0087
0.0092
0.0099
0.0104
0.008
0.008
0.0081
0.0082
0.0085
0.009
0.0094
0.010
0.0103
0.011
The total (combined) companion flange runout
is
located
in the
square where
the
columns containing
the
flange bearing cup runout
and universal cross shaft runout readings intersect.
FIG. 9—Companion Flange Combined Runout Chart
slightly moving the cross-shaft fore
and aft, then rotate the companion
flange from side-to-side.
8. With the indicator at zero, care-
fully retract the dial stem and rotate
the flange 180 degrees. Rotate the
cross-shaft 180 degrees on the flange
bearing cups to position the exposed
journal under the dial indicator adapt-
er. Rock the cross-shaft fore and aft
and the companion flange side-to-side
to establish the point at which the in-
dicator hand reverses direction. This
will determine the driveshaft universal
cross-shaft run-out. Record this read-
ing (Fig. 8).
9. Repeat steps 5 through 8 at least
three times and average the indicator
readings obtained (Fig. 7).
10.
To determine the total (com-
bined) companion flange runout, it
will be necessary to use the combined
runout chart (Fig. 9). Position a
straight edge at the amount of flange
bearing cup runout indicated on the
left hand column of the chart. Posi-
tion another straight edge vertically at
the amount of driveshaft universal
cross-shaft runout indicated on the top
of the chart. The point at which the
straight edges cross the chart indicates
the combined rear axle flange runout.
For example:
With an indicated 0.003 inch flange
bearing cup runout and an indicated
0.004 inch universal cross-shaft runout
(Fig. 9), the combined companion
flange runout will be 0.005 inch as in-
dicated in the square on the chart
(Fig. 9).
11.
If the reading obtained in Step
10 exceeds specifications, reposition
the companion flange 180 degrees on
the pinion shaft and repeat steps 1
through 10.
12.
If the repeat readings still ex-
ceed specifications, re-position the
flange an additional 90 degrees on the
pinion shaft and check the runout
(Steps 4 through 10).
13.
If the runout is still excessive,
replace the companion flange and
check the runout. If necessary, rotate
the new flange on the pinion shaft
until an acceptable runout is obtained.
If excessive runout is still evident
after replacement of the companion
flange, it will be necessary to replace
the ring and pinion gear, and repeat
the above checks until runout is within
specifications.
14.
Install the driveshaft assembly
(Group 5). Make sure the universal
joint bearing cups are properly posi-
tioned between the companion flange
lugs.
15.
Lower the vehicle. Road test
the vehicle. If drive shaft vibrations
are evident during the road test, re-
move the driveshaft from the compan-
ion flange and rotate it 180 degrees.
Road test the vehicle again.
THUNDERBIRD AND
CONTINENTAL MARK III
1.
Raise the vehicle on a hoist that
supports the rear axle (twin-post
hoist).
2.
Remove the driveshaft assembly
(Group 5).
3.
Check the companion flange for
damage.
4.
To check radial runout, set up
dial indicator as shown in Fig. 10.
5.
Rotate the companion flange
with the dial indicator in place. If the
runout exceeds specifications, remove
the flange and reinstall it 180 degrees
from original position. Follow the
procedure in Part 4-2 for companion
flange installation.
6. If the runout is still excessive, re-
move and reinstall the flange an addi-
tional 90 degrees and recheck runout.
7.
To check lateral (face) runout,
set up the dial indicator as shown in
Fig. 11. Repeat steps 5 and 6.
FLANGE
MOUNT HERE
Too/-4207-C
Too/-6565 USED WITH BRACKET FROM Tool-4201
FIG. 10—Checking Companion Flange Radial Runout—
Thunderbird and Continental Mark III
E1697-Aprocarmanuals.com
Page 194 of 413
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