All Rights Reserved. No part of this book may be used or reproduced in any manner whatsoever without written permission of Forel Publishing Company, LLC. For information write to Forel Publishing Company, LLC, 3999 Peregrine Ridge Ct., Woodbridge, VA 22192
1966 Comet Fairlane Falcon and Mustang Shop Manual
EAN: 978-1-60371-222-4
ISBN: 1-60371-222-4
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3999 Peregrine Ridge Ct. Woodbridge, VA 22192
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This publication contains material that is reproduced and distributed under a license from Ford Motor Company. No further reproduction or distribution of the Ford Motor Company material is allowed without the express written permission of Ford Motor Company.
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Disclaimer
Although every effort was made to ensure the accuracy of this book, no representations or warranties of any kind are made concerning the accuracy, completeness or suitability of the information, either expressed or implied. As a result, the information contained within this book should be used as general information only. The author and Forel Publishing Company, LLC shall have neither liability nor responsibility to any person or entity with respect to any loss or damage caused, or alleged to be caused, directly or indirectly by the information contained in this book. Further, the publisher and author are not engaged in rendering legal or other professional services. If legal, mechanical, electrical, or other expert assistance is required, the services of a competent professional should be sought.
VEHICLE IDENTIFICATION
BRAKES
SUSPENSION-STEERING-WHEELS & TIRES
REAR AXLE
CLUTCH-DRIVELINE
MANUAL TRANSMISSION
AUTOMATIC TRANSMISSION
ENGINE
IGNITION SYSTEM
FUEL SYSTEM
COOLING SYSTEM
EXHAUST SYSTEM
CHARGING SYSTEM
STARTING SYSTEM
FOREWORD
This shop manual provides the Service Technician wzth complete information for the proper servicing of the 1966 Comet, Falcon, Fairlane and Mustang cars.
The information is grouped according to the type of work being performed, such as diagnosis and testing, frequently performed adjustments repairs, in-vehicle adjustments, overhaul, etc. Specifications recommended special tools are included.
Refer to the opposite page for important vehicle identification data.
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The descriptions and specifications in this manual were in effect at the time this manual was approved for printing. The Ford Motor Company reserves the right to discontinue models at any time, or change specifications or design, without notice and without incurring obligation.
SERVICE PUBLICATIONS
1-2 VEHICLE IDENTIFICATION
FIG. 3-Fairlane Warranty
FIG. 4-Mustang Warranty Plate
VEHICLE IDENTIFICATION
Figures 1, 2, 3 and 4 illustrate the Comet, Falcon, Fairlane and Mustang Warranty Plates. The warranty plate is located on the rear face (lock face) of the left front door.
The official Vehicle Identification Number, for title and registration purposes, is stamped on the top upper flange of the left front fender apron for Falcon. Comet and Mustang (Fig. 5) and on the vertical face of the left front fender apron near the top for the Fairlane (Fig. 6l. Do not use the Vehicle Warranty Number, which appears on the warranty plate, for title or registration purposes.
VEHICLE DATA
The vehicle data appears in a line across the top of the warranty plate (Figs. 1, 2, 3 and 4l. The first two letters and a number identify the Body Style. The following one or two letters identify the Exterior Paint Color. The next code consisting of two numbers, or a letter and a number, identifies the Interior Trim. The Date Code showing the date the car was manufactured, follows the Trim Code and consists of two numbers and a letter. The next code gives the district in which the car was ordered and consists of two numbers. The next to the last code is the Axle Ratio Code and is designated by a number for a conventional axle or a letter for an Equa-Lock axle. The last code in the vehicle data is the Transmission Code and consists of one number. The charts that follow, list in detail the various vehicle data codes.
VEHICLE WARRANTY NUMBER
The vehicle warranty number is the second line of numbers letters appearing on the Warranty Plate (Figs. 1, 2, 3 and 4). first number indicates the model year. The letter following the model year indicates the assembly plant at which the car was manufactured. The next two numbers designate the Body Serial Code. The letter following the Body Serial Code designates the Engine Code. The remaining numbers indicate the Consecutive Unit Number. The charts that follow, list the various Vehicle Warranty Number codes.
The two-digit numeral which follows the assembly plant code identifies the body series. This two-digit number is used in conjunction with the Body Style Code, in the Vehicle Data, which consists of a two-digit number with a letter Suffix. The following chart lists the Body Series Codes, Body Style Codes and the Model.
single letter code designates a solid body color and two letters denote a two-tone-the first letter, the lower color and the second letter, the upper color.
A number signifying the date precedes the month code letter. A second-year code letter will be used if the model exceeds 12 months.
January
February
March
April
May
June
DISTRICT CODES (DSO)
Units built on a Domestic Special Order. Foreign Special Order, or other special orders will have the complete order number in this space. Also to appear in this space is the two-digit code number of the District which ordered the unit. If the unit is a regular production unit, only the District code number will appear.
White Vinyl W/Silver
H2 White Vinyl W;Blue
H4 White Vinyl W/Emberglo
VEHICLE IDENTIFICATION
REAR AXLE RATIO CODES
A number designates a conventional axle, while a letter designates a Locking differential.
ASSEMBLY PLANT CODES
MODEL YEAR CODE
The number 6 designates 1966
CONSECUTIVE UNIT NUMBER
Each model year, each assembly plant begins production with the number 100001 (falcon, Fairlane or Mustang) or 500001 (Comet) and continues on for each unit built.
BRAKES
2-1 GENERAL BRAKE SERVICE
D DIAGNOSIS AND TESTING
PRELIMINARY TESTS
FLUID LEVEL
Check the fluid in the master cylinder, and add Rotunda (R-103-A (B7 AZ-19542-A) heavy-duty brake fluid.
AUTOMATIC ADJUSTERS
Push the brake pedal down as far as it will go while the car is s tanding If the car is equipped with power brakes, th e engine should be running while m aking this test. If the brake pedal travels more than half-way between the released position and the floor, check the automatic adjusters for being inoperative. To check adjuster operation, inspect the brake shoes and the adjuster components for binding or improper installation and follow the procedure described under Bra ke Shoe Adjustments in Part 2-2, Section 2.
Make several reverse stops to ensu re uniform adjustment a t all wheels.
HYDRAULIC SYSTEM
If the car is equipped with power brakes, s hut off the engine and ex-
haust all vacuum from the booster system before performing this test. Depress the brake pedal and hold it in the applied position. If the pedal gradually falls away under this pressure, the hydraulic system is leaking Check all tubing, hoses, and connections for leaks.
If the brake pedal movement feels spongy, bleed the hydraulic system to remove air from the lines and cylinder. See H ydraulic Sys tem Bleeding, Section 2. Al so, check for leaks or insufficient fluid.
BOOSTER
With the transmi ssion in neutral, stop the engine and apply the parking brake. D epress the se rvice brake pedal several times to exhaust all vacuum in the system. Then , depress the pedal and hold it in the applied position. Start the engine If the vacuu m system is operating, the pedal will tend to fall away under foot pressure and less press ure will be required to hold the pedal in the applied position. If no action is felt, the vacuum boos ter system is not functioning. Follow th e procedures in the Booster Di agnosis Guide.
For boos ter removal and insta llation procedures, refer to Part 2-2, Section 3. For disassembly and assembly procedures, refer to Part 2-2 Section 4. For cleaning and inspection r efer to Part 2-1, Section 3.
LOCKED BRAKE S
Should one of the brakes be locked and the car must be moved, open the brake cylinder bleeder screw long enough to Jet out a few drops of brake fluid. This bleeding operation will rel ease the brakes, but it w ill n ot correct th e ca use of the troubl e
ROAD TEST
The ca r s hould be road teste d only if the brakes will safely stop the car. Apply the brakes at a speed of 25-30 mph to check for the existence of the trouble sy mpcoms Listed in T able I , with the exception of those resolved in the preliminary tests and brake chatter. For each of the symtoms encountered, check and eliminate the causes which are also listed in Table 1. To check for brake chatter or surge, apply the brakes lightly from approximately 50 mph.
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TABLE 1-Disc Brake Trouble Symptoms and Possible Causes
TROUBLE SYMPTOMS
Shoe and Lining Knock-back after violent cornering or rough road travel x
Piston and Shoe and Lining Assembly Not Properly Seated or Positioned
Air Leak or Insufficient Fluid in System or Caliper
Loose Wheel Bearing Adjustment
Damaged or Worn Caliper Piston Seal
Excessive Lateral Run-out of Rotor x
Rotor Excessively Out of Parallel x
Frozen or Seized Pistons
Brake Fluid, Oil or Grease on Linings
Shoe and Lining Worn Below Specifications
Proportioning Valve Malfunction
Caliper Out of Alignment with Rotor
Loose Caliper Attachment
Shoe Hold-Down Clips Missing or Improperly Positioned
Operator Riding Brake Pedal
Scores in the Cylinder Bore
Corrosion Build-up in the Cylinder Bore or on the Piston Surface
Bleeder Screw Still Open
Lines From Master Cylinder to Proportioning Valve Interchanged x
TABLE 2-Drum
Brake
Trouble Symptoms and Possible Causes
TROUBLE SYMPTOMS
Possible Causes of
Trouble Symptoms
Mechanical Resistance at Pedal or Shoes
Damaged Linkage
Brake Line Restricted
leaks or Insufficient Fluid
Improper Tire Pressure
Improperly Adjusted or Worn Wheel Bearing
Distorted or Improperly Adjusted Brake Shoe
Faulty Retracting Spring
Drum Out of Round
Linings Glazed or Worn
Oil or Grease in Lining
loose Carrier Plate
Loose Lining
Scored Drum x x
Dirt on Drum-Lining Surface
Faulty Wheel Cylinder
Dirty Brake Fluid
Faulty Master Cylinder
Air in Hydraulic System
Self Adjusters Not Operating
Insufficient Shoe-to-Carrier Plate lubrication
Tire Tread Worn
Poor Lining to Drum Contact
Loose Front Suspension
"Threads" left by Drum Turning Tool
Pull Shoes Sideways
Cracked Drum
Sticking Booster Control Valve
2-4
GROUP 2 - BRAKES
BRAKE BOOSTER TROUBLE DIAGNOSIS GUIDE
BOOSTER INOPERATIVEHARD PEDAL
If the preliminary tests show that the booster is inoperative or if a hard pedal condition still exists after eliminating the causes of Hard Pedal listed in Table 2, the trouble may be caused by vacuum leakage. Disconnect the vacuum line (two lines if equipped with an automatic transmission) at the booster, remove the vacuum manifold and check valve assembly, and look for a sticking or faulty check valve. Check all vacuum connections for leakage or obstruction. Check all hoses for a
leaking or collapsed condition. Repair or replace parts as necessary. If the foregoing procedure does not eliminate the trouble, remove the booster from the car. Separate the booster body from the end plate, and check the bellows, booster body, and diaphragm assembly for damage that would cause leaks. When assembling, be sure that the diaphragm assembly is properly positioned. Improper location could cause leakage between the vacuum and atmospheric sides of the diaphragm.
BRAKES DRAG OR GRAB
If the brakes still drag or grab after eliminating the causes listed in Table 1. the condition is probably caused by a sticking valve plunger
assembly. Remove and disassemble the booster. Clean, inspect, and replace parts as necessary.
SELF APPLICATION OF BRAKES WHEN ENGINE STARTS
Remove and disassemble the booster. Check diaphragm for being out radii in the housing. Check sticking or un-
EJ COMMON ADJUSTMENTS REPAIRS
PARKING BRAKE LINKAGE ADJUSTMENT MUSTANG
Check the parking brake cables when the brakes are fully released. If the cables are loose, adjust them as follows:
1. Fully release the parking brake by turning the handle counterclockwise and pushing it inward.
2. Pull the parking brake handle outward to the third notch from its normal released position.
3. Raise the car.
4. Turn the locking adjustment nut forward against the equalizer (Fig. I) until a moderate drag is felt when turning the rear wheels in the direction of forward rotation.
S. Release the parking brake, and make sure that the brake shoes return to the fully released position and no drag is felt when turning the rear wheels.
COMET-J'ALCON-F AIRLA NE
Check the parking brake cables when the brakes are fully released. If the cables are loose, adjust them as follows:
1. Fully release the parking brake pedal.
2. Depress the parking brake
pedal one notch from its normal released position.
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4. Loosen the equalizer lock nut and turn the adjusting nut forward against the equalizer until a moderate drag is felt when turning the rear wheels (Fig. 2). Tighten the lock nut.
S. Release the parking brake, and make sure that the brake shoes return to the fully released position.
POWER BRAKE MASTER CYLINDER PUSH ROD ADJUSTMENT
The push rod is provided with an adjustment screw to maintain the correct relationship between the booster control valve plunger and the master cylinder piston. Failure to maintain this relationship will prevent the master cylinder piston from completely releasing hydraulic pressure and can cause the brakes to drag, or cause excessive brake pedal travel.
To check the adjustment of the screw, fabricate a gauge of the dimension shown in Fig. 3. Then place the gauge against the master cylinder mounting surface of the booster body as shown in Fig. 4 or 5. The push rod screw should be adjusted so
seated atmospheric valve. Clean, inspect, and replace parts as necessary. Be sure that the diaphragm is properly located when assembling.
that the end of the screw just touches the inner edge of the slot in the gauge. Do not set up side forces on the push rod. Side forces may break the valve plunger.
This is an approximate adjustment only. The push rod should not move more than 0.015 inch as it contacts the master cylinder piston. No movement (exact contact) is ideal.
HYDRAULIC SYSTEM BLEEDING
When any part of the hydraulic system has been disconnected for repair or replacement, air may get into the lines and cause spongy pedal action. Bleed the hydraulic system after it has been properly connected to be sure that all air is expelled from the brake cylinders or disc brake calipers, and lines. The hydraulic system can be bled manually or with pressure bleeding equipment. With disc brakes, more pumping of the pedal is required and more frequent checking of the master cylinder may be necessary while bleeding.
On a car with disc brakes, remove the front wheels and tires to gain access to the bleeder fitting on the disc brake calipers.
FIG. 1-Parking Brake linkage- Mustang EQUALIZER H 1405- A
Bleed the longest lines firs t. K ee p the ma ster cylinder reservoir filled wit h new R o tu nda R- 103-A (B7 AZ19542-A) brake flu id d uri ng the b leedi ng ope r ation.
Ne ve r u se bra k e fluid whi ch h as bee n dra ined fro m th e hy drauli c syste m
3 - Push Rod Gauge Dimensions
FIG. 4 - Push Rod Adjustment -Midland-Ross
P osi tio n a ben t % -in c h box wrench o n t h e b leeder fi tting on the r ig h t r ea r brake whee l cy linder (F ig. 6) Attac h a ru bbe r drain tube to the b leed e r fittin g. T h e end of the tube sh o uld fit snu gly a r ound the bl eed e r fit tin g.
FIG.
FIG. 5-Push-Rod AdjustmentBendix
GROUP 2- BRAKES
4. When the fluid is completely free of air bubbles, close the bleeder fitting and remove the drain tube.
5. Repeat this procedure on the brake cylinders or disc calipers at each wheel in order: left rear. right front. and left front. Refill the master cylinder reservoir after each brake cylinder is bled and when the bleeding operation is completed. The fluid level should be within % inch of the top of the reservoir. The diaphragm-type gasket should be properly positioned in the reservoir cap before the cap is installed.
6. On a car with disc brakes, pump the brake pedal until the front brake pistons are returned to their normal positions and that the shoe and lining assemblies are properly seated.
7. Before driving the car, check the operation of the brakes and be sure that a firm pedal is obtained.
sealed on the master cylinder or leakage will occur.
3. Position a %-inch box wrench on the bleeder fitting on the right rear brake wheel cylinder (Fig. 6). Attach a rubber drain tube to the bleeder fitting. The end of the tube should fit snugly around the bleeder fitting.
4. Open the valve on the bleeder tank to admit pressurized brake fluid to the master cylinder reservoir.
5. Submerge the free end of the tube in a container partially filled with clean brake fluid, and loosen the bleeder fitting.
6. When air bubbles cease to appear in the fluid at the submerged end of the drain tube, close the bleeder fitting and remove the tube.
FIG. 6-Brake Bleeder Wrench
2. Submerge the free end of the tube in a container partially filled with clean brake fluid. Loosen the bleeder fitting approximately turn.
3. Push the brake pedal down slowly through its full travel. Close the bleeder fitting, then return the pedal to the fully-released position. Repeat this operation until air bubbles cease to appear at the submerged end of the tube.
EJ
DISC BRAKES
1. Remove the wheel and tire, caliper splash shield, and the shoes and linings as outlined in Part 2-2, Section 2.
2. 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 0.195-inch (shoe and lining together) at any one of the three measuring locations, replace all (4) shoe and lining assemblies on both front wheels.
PRESSURE BLEEDING
Bleed lines first. Never use brake which has been drained hydraulic system. The should contain enough heavy-duty brake fluid to complete bleeding operation, and it should be charged with 10-30 pounds of air pressure.
1. Clean all dirt from the master cylinder reservoir cap.
2. Remove the master cylinder reservoir cap, install an adapter cap to the reservoir, and attach the bleeder tank hose to the fitting on the adapter cap.
An adapter cap can be fabricated by cutting a hole in the center of a reservoir cap and smoldering a fitting at the hole. The adapter cap must be securely seated and completely
CLEANING AND INSPECTION
3. With the shoe and lining assemblies installed. insert a feeler gauge between the lining and rotor. If the clearnace is not within 0.0020.010-inch, check for shoe and lining assemblies not being properly seated on the caliper bridges. for a piston pushed back in the cylinder bore, for a seized piston, or for malfunction of a piston seal.
Ordinarily, the clearance should he 0.002-0.010 inch. However, if the car was stopped by a brake application just prior to checking the clearance, the brakes may drag slightly.
7. Repeat this procedure on the brake cylinder or disc caliper at each wheel in order: left rear, right front, and left front. Refill the master cylinder reservoir after each brake cylinder is bled.
8. When the bleeding operation is completed, close the bleeder tank valve and remove the tank hose from the adapter fitting.
9. Remove the adapter cap, refill the master cylinder reservoir to within %-inch from the top of the reservoir. Be sure that the diaphragm-type gasket is properly positioned in the reservoir cap, and then install the cap.
10. On a car with disc brakes, pump the brake pedal until the front brake pistons are returned to their normal positions and the shoe and lining assemblies are properly seated.
11. Before driving the car, check the operation of the brakes and be sure that a firm pedal is obtained.
4. To check rotor runout, first eliminate the wheel bearing end play by tightening the adjusting nut. After tightening the nut make certain that the rotor can still be rotated.
5. Clamp a dial indicator to the caliper housing so that the stylus contacts the rotor at a point approximately 1 inch from the outer edge. Rotate the rotor and take an indicator reading. If the reading exceeds 0.0025 inch total indicator runout, replace the rotor. Do not attempt to refinish a rotor that indicates runout
in excess of specification. When the runout check is finished be sure to adjust the bearings as outlined in Group 3. in order to prevent bearing failure.
6. Check the rotor for scoring. Minor scores can be removed with a fine emery cloth. If the rotor is excessively scored, replace it.
7. Visually check the caliper. If it is cracked it should be replaced. If leakage or seized pistons is evident, disassemble and repair the caliper as required.
8. If upon disassembly the caliper is found to be distorted or damaged, or if the cylinder bores are scored or excessively worn, replace the assembly.
The two halves of the caliper assembly should never be separated. Damage or failure of one requires replacement of both as a unit.
DRUM BRAKES
1. Remove the wheel from the drum, and remove the drum as outlined in Part 2-2, Section 2. Wash all the parts except the brake shoes in a cleaning fluid and dry with compressed air.
2. Brush all dust from the carrier plate and interior of the brake drum.
PART 2-1 - GENERAL BRAKE SERVICE
3. Inspect the brake shoes for excessive lining wear or shoe damage. If the lining is worn to within 1 '3'!. inch of the rivet heads or if the shoes are damaged, they must be replaced. Replace any lining that has been oil saturated. Replace the lining in axle sets. Prior to replacement of the lining, the drum diameter should be checked to determine if oversize linings must be installed.
4. Check the condition of the brake shoes, retracting springs, and drum for signs of overheating. If the shoes have a slight blue coloring. or if the springs show a change in free length, indicating overheating, replacement of the retracting and hold down springs is necessary. Overheated springs lose their force and could cause the new lining to wear prematurely if they are not replaced.
S. If the car has 30,000 or more miles of operation on the brake linings, or signs of overheating are present when brakes, the wheel cylinders disassembled and inspected and dirt in the cylinder. cylinder cups and other contained in the overhaul kit replaced, thus avoiding problems.
and replace any that are worn or damaged.
7. Inspect the brake drums and, if necessary, refinish. Refer to Part 2-2, Section 4 for refinishing.
BOOSTER UNITS
Disassembled views of the brake booster are shown in Figs. 40, 49 and 50, Part 2-2.
After disassembly, immerse all metal parts in a suitable solvent. Use-only alcohol on rubber parts or parts containing rubber. After the parts have been thoroughly cleaned and rinsed in cleaning solvent, the metal parts which come in contact with hydraulic brake fluid or rubber parts should be rewashed in clean alcohol before assembly. Use an air hose to blow dirt and cleaning fluid from the recesses and internal passages. When overhauling a power booster, use all parts furnished in the repair kit. Discard all old rubber parts.
Inspect all other parts for damage or excessive wear. Replace damaged or excessively worn parts. If the inside of the booster body is rusted or corroded, polish it with steel wool or fine emery cloth.
6. Inspect all other brake parts
PART 2-2
BRAKE SYSTEM
DESCRIPTION AND OPERATION
Disc brakes are available as optional equipment for the front wheels on Mustang 8-cylinder cars. The hydraulic brake system employs duoservo single anchor, internal expanding and self-adjusting drum brake assemblies on the rear wheels of cars with disc brakes, and of front and rear wheels of all others.
A vacuum booster is available as optional eqipment on all models except Mustangs equipped with disc brakes.
The master cylinder converts physical force from the brake pedal (and booster if so equipped) into hydraulic pressure against the pistons in the calipers (disc brakes) or in the wheel cylinders (drum brakes). The pistons in turn convert hydraulic pressure back into physical force at the brake shoes.
SELF ADJUSTING DRUM BRAKE ASSEMBLIES
The self-adjusting brake mechanism consists of a cable, cable guide, adjusting lever, and adjuster spring (Fig. 1 and 2). The cable is hooked over the anchor pin at the top and is connected to the lever at the bottom. The cable is connected to the sec-
ondary brake shoe by means of the cable guide. The adjuster spring is hooked to the primary brake shoe and to the lever. The automatic adjuster operates only when the brakes are applied while the car is moving rearward and only when the secondary shoe is free to move toward the drum beyond a predetermined point.
With the car moving rearward and the brakes applied, the wraparound action of the shoes following the drum forces the upper end of the primary shoe against the anchor pin. The action of the wheel cylinder moves the upper end of the secondary shoe away from the anchor pin. The movement of the secondary shoe causes the cable to pull the adjusting lever upward and against the end of a tooth on the adjusting screw star-wheel. The upward travel of the lever increases as lining wear increases. When the lever can move upward far enough, it passes over the end of the tooth and engages the tooth. When the brakes are released, the adjusting spring pulls the lever downward causing the star-wheel to turn and expand the shoes. The star-wheel is turned one tooth at a time as the linings pro-
gressively wear.
With the car moving forward and the brakes applied, the secondary shoe is against the anchor pin and the primary shoe is moved toward the drum. Therefore, the adjuster does not operate.
The rear brake assembly is basically the same as the front brake. The conventional parking brake lever, link, and spring are used in the rear brake.
The anchor pins on all brakes are fixed and are non-adjustable.
DISC BRAKE ASSEMBLIES
RELATION AND FUNCTION OF COMPONENT PARTS
The disc brake is a fixed caliper, opposed piston, non-energized, ventilated disc type, actuated by a hydraulic system (Fig. 3). There is no lateral movement of either the disc (rotor) or the caliper. The caliper assembly consists of two caliper housings bolted together with each half containing two cylinder bores of 11-;,/IG inch diameter. Each cylinder bore contains a piston with an attached molded rubber dust boot to
PART 2-2-BRAKE SYSTEM
FIG. 1-Self-Adjusting Brake Assemblies-9 Inch Drum BRAKE CYLINDER
FIG. 2-Self Adjusting Brake Assemblies-10 Inch Drum
seal the cylinder bore from conta minatio n. (Fig. 4). Square-section ru bber pi ston sea ls a r e pos itio ned in grooves in the cylind er bo res . The pis ton seals perform t hree imp o rtant tasks:
1. Th ey provide h y dra ulic sea ling be tw een the cy lind er s and pistons
2. They r etu rn th e pi ston s to r el eased p os iti on, wh e n hydrauli c pr essur e is r eleased.
3. T h ey m ai nta in th e shoe s in corr ect adjustme nt at a ll times (comparable to the a u toma ti c ad j uster s in drum-type brak es).
The cylinder s are conn eced b y-
dra uli call y by m ea n s of int ern al passages in the ca liper hou sing and a n external tra nsfe r tu be b etween the two h alves of the cal ip er asse m b ly. One bleeder scr ew a nd fluid inlet fittin g is provided o n each caliper asse mbl y The sh oe a nd linin g assembli es are
FRONT BRAKE
REAR BRAKE
H13
H1220-A
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FIG. 3-Typical Disc Brake Assembly
loc ate d between paralle l mach in ed abutme nt s within the caliper, a nd a r e s upported radi a ll y by tabs on th e outer ends of th e sh oe assemb li es (Fig. 35). The sho es s lid e ax ia lly in the cal iper a bu tm e nts by means of the tabs which rid e on machined led ges (bridges) wh en hyd r au li c pressu r e is applied to the p is ton (Fig. 19). A shoe and lining assembly consists of friction mate ri al bonded to a metal plate called t he sh oe. It is replaced as a u nit. Brake torque is abso rbed by the mating of the shoe end against the caliper abutments (Fig. 35). A splash shie ld is attached to the top of the caliper to retain the sh oe and l ining assemb lies and r educe contam inat io n The ca lipe r asse m bly is moun ted to a bracket located between the sp ind le and ro tor splash shield , to th e front of th e wheel ver tical cen terl ine . Th e cast iron disc is of the ventilate d rotor type incorporating forty fin s and is staked to , and rota tes with , the wheel hub. The outside diameter of the rotor is 1 1.3 75 inc hes and the in side d ia me te r is 7.375 inch es. Thi s type of design incr eases cooling area and permi ts circulation of ai r through the rotor r esu lting in more rapid cooling of the brake. A splash sh ield bolted to the spindle is us ed primarily to prevent road co ntamina n ts from contacti ng the inboard rotor a n d li n in g surfaces (Fig. 20) . Th e whee l prov ides protection fo r th e ou tboa rd su r face of the rotor.
GROUP 2-BRAKES
FIG. 4-Typical Caliper Assembly-Sectional View
OPERATION
As is depr essed , hydraulic from the ma ster cyl in der piston s out of the calip e r the ir respective shoe assembli es. The force of ins t the s h oes moves in st both s id es of the r evolving rotor to effec t brakin g action
D u ring brake ap plication, t he ru bber seal on each piston stretches as the piston moves agai n st the shoe (Fig. 5). When th e hydraul ic p r essure against the pisto n is r e leased , the sea l relaxes or rolls back. Thi s roll-back ac tion pulls the p iston away from the shoe approximatel y 0.005 inch to r eli eve the fo rce of the lining agai n st th e rotor and, th e reby, provide the required running clearanc e Also, inherent rotor run ou t co ntri b ute s to the maintenan ce of running c leara n ce. Auto-
matic ad ju st ment is achieved by the pistons slid ing in th e seals outwar d fro m the cylinder bor es. Th e piston gradually changes its position relative to the sea l as the lining wears and, thu s, m a in tains the correct adjustmen t locat ion a t all tim es Wh e n the brakes are in the unappl ied pos ition, t here is no h ydrauli c pres sur e to the calipers because th e fluid source at the master cylinder by-passes the residual check valve.
A warning soun d feature is incorporated in th e design of the brake shoes Met al tabs o n the ends o f th e sh oes crea te an audible metallic, scr api ng noise, when th e lin ings become worn eno ugh to allow the tabs to contact the rotor. This metal-tom etal contact warns the driv er that t h e shoes nee d replacing and is not det ri mental to the function of the disc brake.
A proport ioni ng valve located be-
CALIPER DUST BO OT RETA INER
H
PISTO N SEAL STR ETCHED
PISTON
CYL IN DE R BORE
PISTON
tween the master cylinder and the rear brake wheel cylinders provides balanced braking acti on between the front and the rear brakes under a wide r ange of braking cond ition s. (Fig. 21). By r eg ul ating the h yd r aulic pressure app lied to th e rear wheel cylinders, the va lve limits rear braking action when high pressures are r equired at the front brakes. In this mann er , prematu r e rear wheel skid is prevented. The proportioning va lve is serv iced as an assembly and is never adju sted or overh a uled
BOOSTER SYSTEM-BENDIX TYPE
The di ap hragm type brake booster is a self contained va cuum-hydr aulic braking unit mounted on the engi ne side of the dash panel.
The vacuum power chamber consists of a front and rea r she ll locked together. Within the vacuum chamber are the rubber diaphragm and the integra l valve hub and diaphragm plate. The rubber diaphragm fits over the plate, and th e outer bead of the d iaphragm is locked between the front and rear shells (F ig 6) The diaph ragm r eturn spring is loca ted between the diaph ragm plate and the front she ll.
Th e va lv e hub section of the diaphragm plate protrudes from the
PART 2-2 -BRAKE SYSTEM
re a r she ll. A synthetic rubber seal is used between the va lve hub and the r ear shell. The seal a nd the valve hub are protected from dirt by a rubber guard connec ted between the air filt er a t the end of the hub and a fl a nge on the r ear she ll . The control val ve assembl y fit s into the hub a nd is connected to the brake peda l by th e valve operating rod. The control va lve assembly consists of a plun ger, a valv e body which suppor ts a sin g le poppet of flexib le rubber, and two r eturn springs. When the brake pedal is in the r eleased position the valve return spring holds th e valve assemb ly and operating rod away from the di aph r agm plate. In thi s pos ition, the poppet o n the valve body is off the vacuum port sea t whi ch is a part of the diaphragm plate. The poppet r eturn spring likewise holds the poppet against the at mos pheric p or t seat which is a part of th e pl unger.
The hyd cylinder which contain components of the conven cyl inder is bo lted to front shell. The hydrau forms the link between nder piston and the power diap hragm assemb ly. Th e end of the p ush rod , th at enters th e master cylind er piston , is equipped with a selflocking adjusting screw. The oppo -
site end has a piston he ad which enters the diaphragm plate A seal, located in the front she ll , seals the open ing between the h ydraulic push rod and the shell.
E ngine manifold vacu u m is supplied to th e boo ster through a vacuum check va lve loca ted in the front shell. Air is ad mitt ed through the air filter located at th e end of the va lve hu b. The hydraulic push rod is actuated by pedal pr essure assis ted by th e d iaphr agm , which derives power from the pressure differential ex isting between the vacuum on i ts fron t s ide and atmospheric pressure on it s r ear si de A passage in th e dia phragm plate permits vacuum to pa ss from the front to the r ear sid e of th e diaphragm when the vacuum port opens as the brakes are released.
RELEASED POSITION
With the engi ne running and the b r akes released (Fig. 7) , vacuum fro m the intake manifold is admitted through the check va lve to the front (constan t vacuu m) ch ambe r of the power unit. In the r eleased position (no pressure app li ed to the brake p edal), th e valve operating rod and valve p lunger a r e held to the rear in the va lve hub by th e valve return sp ring to C LOSE the atmospheric
REAR SHELL
FIG. 7-Booster in Released Position-Bendix-Type port and OPEN the v ac uum port. With the valve in this po sition, the rear (control vacuum) ch a mber is also open to vacuum through the porting in the diaphragm and valve hug assembly. The di a phragm is then bal anced or suspended in vacuum, si nce vacuum is pr esent on both sides of the power di ap hragm. With the power diaphragm ba lanced in vacuum, the di aphragm r eturn spring holds the diaphragm aud hydraulic push r od in the f ull y r elease d position. With the hydraulic pu sh rod in this position , the h ydrau li c compensa ting port in th e h yd raulic master cylinder is OP EN. The open port p ermits brake fluid to ei th er return from the brake syste m to the flu id reservoir or enter the brake sys tem from the fluid r ese rvoir to compensate for any gain or loss in fluid volume.
APPLIED POSITION
When the brakes are app li ed (Fig. 8), the valve o perat ing rod and v alve plunger move forward in th e va lve h ub section of the diaphragm plate to compress the valve return spring and force the poppet against the vacuum valve seat in the diaphragm plate to CLOSE the vacuum port. Any additional mov em ent of the valve operating rod in th e appl ied direction moves the va lv e plunger away from the poppet valve lo OPEN the atmosp h eri c port and
adm it through th e ai r cleaner in the di aphragm ar s id e of the power With vacuum present on th e front s id e of the diaphr agm and valve housing an d atmo spheric press ure p r esent o n the r ear s ide of the d iap hragm , a force is developed to move the v acuum power diaphragm assemb ly, hydraulic
pus h rod and master cylind er piston fo rwa rd to cl ose the compensating port and for ce hydraulic fl uid under pre ssure through the residual check valve a nd brake tubes into the brake wheel cyl inders. As hydra u lic p r essure is develo ped in the brake master cylinder , a counter force (to the r ear) acting thro ugh the hydraulic pu sh rod , sets up a r eaction force against the power dia phragm assembly and valve plunger through the rubber r eaction disc (located at the end o f th e hyd r aul ic push rod). The ru b ber r eaction disc ac ts similar to a column of fluid to distribute the pressu re between the vacuum power diaphragm assembly and the valve plunger in proportion to their respective contact are as The pressure acti n g against the va lve p lun ger a nd valve hub assemb ly to clo se off the the valve plunger sl ightly to the rea r in relation to the diaphra gm and valve hub assembly to close off the a tmo sp her ic port. The d river is thus assured a feel of the brake, s ince pa r t o f the co unter forc e reacts through the valve p lung er , valv e operating rod , and peda l linka ge against the dri ver's foot. Th is reaction force is in direct propo rtion to the h ydrau lic press ure developed wi thin the brake system.
HOLDING POSITION
D ur ing b r a ke appl ication, the r ea ction force which opposes the
H 1325 -A
force applied by the driver, tend s to close the atmospheric port. When both atmospher ic and vacuum ports are CLOSED , the booster is sa id to be in the holding position (Fig. 9).
PART 2-2-BRAKE SYSTEM
power brake app li cation may be made from the vac uum in the boos ter. With the e ngine off a nd no vacuum in th e power syste m , the brakes can be applied in the conven-
FIG. 9-Booster in Holding Position-Bendix-Type
With both valves closed, any degree of brake application attained will be held unti l either the atmospheric port is r eop e n ed by an increase in pedal pressure to further increa se the brake application or by a decrease in pedal pressure to r eope n the vacuum port to decrease the b r ake appl ication. Whenever the pressure appl ied to the brake peda l is held constant for a moment, the va lve r eturns to its holding position. However, upon reaching the fully app lied position the force appl ied to the brake pedal overrules th e r eact ion force. In this position t h e valve p lunger and atmospher ic va lve seat a re held away from the va lve pop p et to admit maximum atmo sph er ic pressure to the rea r chamber. With the front chamber open to m a nifo ld vacuum , full power application is attained which is referred to as the run-ou t of the power unit. Any increase in h ydrau lic pressure beyond this point mu st be s upplied by physical effort of the driver.
NO POWE R CO NDITION
It should be noted that in case of eng ine fa il ure and conseq u ent loss o f engine vacuum , at least one full
ti onal manner by app lying m o re physical effort to the brake pedal.
BOOSTER SYSTEMMIDLAN D-ROSS
Th e optional power brake booste r is in stalled on th e engine side of th e dash panel and is connected to th e brake peda l through a lever assembly and push rod link.
The booster consists of a vacuum chamber, atmospheric va lve, control valve plunger assembly, diaphragm , and an atmospheric chamber (Figs. 10, 11 and 12).
At m ospheric pre ss ure is pr esent at a ll times in the atmosphe r ic c h a mber at the fron t side of the a t m ospheric va lve. Th e air intake to the at m os pheric chamber is p rotected by an a ir filter. The a tm osp he ric chamber is separated from the vacuum chamber by the bellows assembly within the vacuum chamber.
Vacuum is present a t all times in th a t area of the vacuum chamber forward of the diaph r agm. Vacuum is s upplied through a hose from the intake manifold to th e vacuum manifo ld a nd check va lve on the booster body. Wi th thi s in tegral check va lve
and vacuum chamber, it is possible to obtain several power assisted brake appl ica tions wi th the engine shut off. Thi s arrangemen t makes a vacuum r ese r voir unnecessa r y.
Wither vacuum from the forward side of the diaphragm or air from the bellows (atmosp h e ric chamber) can be connected to the rear side of the d iaph r agm through porting in t h e control va lve hub and t he p lunge r assemb ly.
APPLYI NG POSITION
As the brake pedal is depressed, the valve o perati ng rod and valve plunger assembly move fo r ward compr essing the plunger return spring (F ig. 10). The initial movement of t he plunger closes the porting from the vacuum chamber preventing further evacuation of the area back of the diaphragm. Further moveme n t of the plunger forces the atmospheric valve off it s seat so that atmospheric pres sure from the bellows can enter the hub p orting that l ead s to the r ear side of the d iaphragm.
W i t h vacuum o n the front side of th e d iaphr agm and atmosph eric pressu re o n the back s ide of the diap h ragm , a fo r ce is developed to move the diaphragm, pu sh ro d and master c ylinder piston forward to close the compensating p o rt and force hydraulic fluid under pressu r e through th e r es idu al p r essur e check valve and brake tubes to the wheel bra kes. As h yd raulic pressure is developed in the hydraulic system, a r ea ction counter-force acts agai nst th e reaction lever and ring assembly. Thi s rea c tion lever and r ing assembly is designed to trans mit the r eaction forces back through the actuating control valve assembly to the brake pedal and provide the driver with a resistance that is in proportion to the b r ake hydraulic apply forces. Thi s is the mean s of providing t h e proper driver fee l to t h e power brake unit.
H OLDI NG P OSITION
When the forward motion of the brake pedal is stopped and held , the valve operating rod ceases to move the control valve plunger forward. H oweve r , the unbalanced forces of atmosp h eric pressure and vacuum on each side of the diaphragm will continue to move the outer sleeve of the contr o l valve plunger forward keeping the vacu um p orting closed. At t h e same time , the react ion for ce
VACUUM PORT CLOSED
ATMOSPHERIC CLOSED
H1327 - A
FIG. 10-Booster in Applied Position-Midland-Ross
acting through the reaction ring and lever assembly will tend to move the atmospheric valve to the closed position (Fig. 11). When these combined forces balance, the porting to the vacuum supply will remain closed and the atmospheric valve will cut off any further passage of atmospheric pressure to the area behind the diaphragm. Therefore, the power assist force acting on the master cylinder piston will stabilize and the hydraulic force applying the brakes will be maintained at a constant level.
RELEASED POSITION
When the pedal pressure is released from the valve operating rod and plunger assembly, the plunger return spring moves the plunger away from the atmospheric valve allowing the valve to seat against the hub (Fig. 12). This seating of the
valve closes off the bellows chamber from the hub porting that connects to the rear side of the diaphragm. At the same time, the rearward movement of the plunger opens the porting from the vacuum chamber and draws out the air from the rear side of the power diaphragm. With vacuum on both sides of the diaphragm, the assist force against the master cylinder push rod is eliminated.
Also. a pressure differential is created by the presence of vacuum on the rear (small diameter) side of the valve hub and atmospheric (bellows) pressure on the front (large diameter) side. This pressure differential moves the valve hub and. with it, the valve plunger and diaphragm assembly back to the released position. This releasing action permits the brake shoe retracting springs, acting through the wheel cylinder pistons
and the hydraulic fluid, to return the master cylinder piston and push rod to the released positioned. With the piston and push rod in the released position, the hydraulic compensating port in the master cylinder is open. The open port permits fluid to either return from the brake system to the fluid reservoir, or enter the brake system from the reservoir.
PARKING BRAKES-MUSTANG
An independent hand-operated parking brake control actuates the rear wheel brake shoes through a cable linkage. The operating cable is routed from the parking brake control assembly to the equalizer lever which is attached to the equalizer assembly. The rear brake cables connect the equalizer assembly to the parking brake lever at each rear secondary shoe as shown in Figs. 1 and 2.
When the handle is pulled the primary and secondary brake shoes are forced against the rear brake drums. The handle is held in the applied position by the engagement of a spring loaded pawl with a ratchet. Turning the handle counterclockwise disengages the pawl from the ratchet to release the brakes.
PARKING BRAKE COMET, FAIRLANE AND FALCON
An independent foot-operated parking brake control actuates the rear wheel brake shoes through a cable linkage. The operating cable is routed from the parking brake control assembly to the equalizer. The rear brake cables connect the equalizer assembly to the parking brake lever at each rear secondary shoe (Fig. 1).
When the pedal is depressed the secondary brake shoes are forced against the rear brake drums. The pedal is held in the applied position by the engagement of a spring-loaded pawl with a ratchet in the control assembly (Fig. 29).
The parking brake control assembly is mounted to the cowl inner side panel. The pedal pivots on a stationary pedal mount. A spring-loaded pawl and a release lever are assembled to the pedal. A ratchet is assembled to the upper end of the pedal. The pawl contacts the rachet at such an angle that the rachet teeth will slide over the pawl as the pedal is depressed; however, when
VACUUM PORT
VACUUM
H1357-A
Forel Publishing Company, LLC Woodbridge, VA 22192
www.ForelPublishing.com
FIG. 11-Booster in Holding Position-Midland-Ross
the applying motion stops and the pedal starts to release, the pawl engages the ratchet and thus locks the
brakes in the applied position. When the manual release lever is pulled back. (Fig. 29), the cam ac-
tion of the lever on the pawl cam pin will disengage the pawl from the ratchet to release the brakes.
Forel Publishing Company, LLC Woodbridge, VA 22192
FIG . 1 2-Booster in Released Position-Midland-Ros s
IN-CAR ADJUSTMENTS AND REPAIRS
BRAKE SHOE ADJUSTMENT S
The hydraul ic serv ice brakes a r e sel f-ad justing a nd requ ir e a m anual ad j ustment o n ly after th e brake shoes h ave been r elined , r eplaced, o r wh e n t h e l e n gth of th e adj u stin g screw has been changed wh ile perfo r ming some other service o p erati on The m anual adju stm ent is perfo rmed wi th th e drum s remo ved , u si ng th e tool and th e procedure deta il ed below.
I n case a brake drum cannot be remov ed in th e normal manner, an access knock-out slug is provided in the brake ca rr ie r pla te Knock the slug o ut w ith a punch and then release the br ake sh oe as detailed under Brak e Drum- R e mova l. Re-
move th e drum and kn ock-out slug. (In sta ll a s ta nd ard adj u sting h ole cover in th e ca rr ie r plate when assemb ling).
Wh e n adjusting the rear brake sh oes, check th e pa r k ing brak e cables for proper ad j ust ment. M a ke s ure that the equa l izer operates freely.
To adj us t th e brake shoes:
1. Using R o t unda Too l HRE 8650 , (Fig. 13) determine the insid e diameter of th e drum bra king s urface.
2 . R everse th e tool as shown in Fig. 14 and adjust the brake shoe diameter to fit the gauge. Hold the au to mati c adj u sti ng lever out o f engagement whi le rotating t h e a dj ust-
FIG. 13-Meosuring Drum
ing screw, to pr event burring the screw slo ts. Make sure the adjusting sc rew ro ta tes free ly . If neces-
H 1359-A
FIG 14-Measuring Shoes
sary, lubr ica te the adjusting screw threads with a thin, uniform coating of ClAZ -1 9590-B Grease.
3. Rotate Tool HRE 86 50 around the brake sho es to be sure of the se tti ng.
4 Apply a small qu an tity of high temp era tur e grease to the points where the shoes contact t he carrier plate, being ca r eful not to get th e lubrican t on the linings.
5. In sta ll the wheel on the drum and ti ghten th e m o unt ing nuts to spec ifi ca ti on
6. Co mplete th e adj us tm e nt by app lying the brakes severa l times whi le backing th e car.
7. After the brake sh oes h ave been prop e rl y adj u ste d , c h eck t he operat io n of t he brak es by m ak in g several sto p s whi le operating in a forward direction.
FRONT BRAKE DRUM
REMOVAL
1. Raise the car until t h e w h eel and tire clea r the fl oo r Remove th e wheel cov er or h ub cap, and remove the w h eel and tire from th e drum.
2. Remove th e drum. If th e d rum wi ll not come off, knock th e access slug out of the brake carrier pl a te, using a punch. Insert a narrow screwdriv e r through th e s lo t and d isengage th e ad justing lever from the adjusting screw . Whi le hold ing the adjusting lever a way from th e screw, back off the a dju sti ng sc rew with the bra ke adj u sting tool (Fig. 15). Be very carefu l not to burr, chip, or damage the notches in the adjusting screws; otherwise the selfa djusting mechanism will not function prop erly
3. R e move the g r ease cap from the hub . Remove th e co tt er pin , ou t l ock, adjus ti ng o u t, a nd fl a t wash e r from th e sp ind le. Remove th e o ute r bear ing cone a nd ro ller assembly.
PART 2-2-BRAKE SYSTEM
FIG. 1 5-Backing Off Brake Adjustment
4. Pull the hub and drum asse mbly off the wheel spi ndle.
INSTALLATION
1. If the r ep laced , re m ove the coating from the new drum e tor degreaser. In bearings a nd g r ease retainer. new gr ease reta iner i n a t le as t 30 minute s installation i f retai n er is of a leather compos ition. Ru bber seals n eed n ot be treated wi th o il befo r e in stallation. Pack the w h eel bearings, in stall th e inn e r bearing cone and ro ll er assemb ly in the inner cup, and in sta ll the n e w grease retainer. See Part 3-5, Section 4 for procedure.
If the origina l drum is being insta ll ed, make s ure th at the grease in th e hub is c lea n a nd adequate.
2. Adjust the bra kes and insta ll th e d rum assembly as ou tli ned under "Brake Shoe Adjustm ents" in this section.
3 In stall the outer wheel b ea rin g, washer and adj u sting nut.
4 . Adju st th e w h ee l beari ng as o ut lined in Part 3-5, Section 2, th e n insta ll the co tt e r p in grease cap. Insta ll the wh ee l and h ub cap.
REAR BRAKE DRUM
R E MOVAL
l. Rai se th e car so th a t the whee l is clear of the floor.
2. Remove th e hub cap and w h eel. Remove the thr ee T innerman nuts and remove the brake drum. If the drum wi ll not come off , knock th e excess sl ug out of t he brake carrier p late, using a pun c h In sert a narrow screwdrive r through th e
h o le in the carrier plate, and disengage the adjust ing lever fro m the adju sti ng scr ew. Wh il e ho ld ing the ad ju sti ng lever away from the adjusting screw, back off the adjusting screw with the brake ad justing tool (Fig. 15). Be ver y careful not to burr, chip or damage the notches in the adjusting screw ; otherwise, the se lf-adjusting mec h a nism will not function properly.
If the adjustment was backed off, make sure th at the ad juster lever is prop e r ly seated in the shoe web.
INSTALLATION
1. Re move th e pro tec tive coating from a n ew dru m with carburetor d eg r ease r.
2. Adjust th e b r a kes as outlined und e r Brake Shoe Ad j ustmen t s in th is sect ion.
3 . Place th e drum over th e brake asse mb ly and in to po sition. Install th e three Tinnerm an o u ts and ti gh te n them sec urely . In sta ll the wheel on th e ax le shaft fl a nge studs against the drum , a n d ti ghten th e attaching nuts to speci fi ca tion s.
BRAKE SHOES AND ADJUSTING SCREW
R EMOVAL
1. With the whee l and d rum r emoved, in stall a clamp over the e nds of the w he e l cylinder as shown in Fig. 16. Tool - 2035 -N or 2086- L :!If Tool - LM - 119 H l 146 - B FIG. 16-Retracting Spring Removal - Typical
2. Re m ove the brake retr acti ng sprin gs u sing Tool 2 035-N or 2086 -L (Fig. 16).
3 Disconn ect the brake sh oe h o lddowo springs and re move th e brake sh oe assembli es a long wi th the compl e te a ut o m at ic adjustment m ec hani s m.
4. Disassemb le the brake shoes .
5. On rear brakes, r emove the parking brak e link a nd spring from Forel Publishing Company, LLC Woodbridge, VA 22192 www.ForelPublishing.com
MOVE HAND LE UPWARDS
H1144-B
2-18
the brake assembli es. Disconnect the parking brake cab le from the parking brake lever.
6. After r emov ing th e rear brake shoes disassemble the parking brake lever from the seco nd a r y shoe b y r emoving the retain in g cl ip an d spring washer (Fig I and 2).
INSTALLATION
1. Before in stalling th e r ea r brake shoes, assembl e the parking brake leve r to the seco ndary sho e and secure it with the spr ing washer and ret ai ning clip.
2. Apply a light coating o f hightemperatu re grea se at the points where th e brake sh oes contac t the backing plate.
3 Position the brake sho es on the backing plate and sec ure them with the h o ld down springs. On the rear b r ake, install the p a rking brake link a nd spring. Connect the parkin g b r ake cable to th e pa rking brake lever
Install the ca bl e gu id e on th e secondary shoe web w ith th e flanged h ole properly fitted into the h ole in the secondary shoe web. Insta ll th e seconda r y shoe to a nchor spring (Figs. I an d 2).
S Pl ace th e cab le eye ove r the anc hor pin with th e crimped side toward the back ing plate. In s tall the prima r y shoe to a n c h o r spring with the tool shown in Fig. 17
Tool-IM-1 19 Hl
17-Retracting Spring
6. T hread the cab le around the cab le guide groove.
It is imperative that the cable be positioned in this groove and not between the guide and the shoe web. Be certain that the cable eye is not cocked or binding on the anchor pin when installed. All parts should b e flat on the anch or pin. Re move the brake cylinder clamp.
GROUP 2 - BRAKES
7. Apply a small amount of highte mperature gre ase to th e thre ads a nd th e soc ket end of th e a dju sting sc rew. Turn the adju sting scr ew into th e adj usting pivot n ut to th e lim it of the threads and then back off 1/2 turn.
Interchanging the brake sh oe adjusti ng screw assemblies from one s ide of the car to the other would cause the brake shoes Co retract ralher than expand each time the automatic adjusting m echan is m operat ed. To prevent accid e ntal in stallation of the adjusting sc re w on the wrong side of the car the socket e nd o f th e adj usti ng screw is s tamped with an R or L (F ig . 18). The ad-
FIG. 1 8-Adjusting Screw and Lever Identification
j us ti ng pivo t nuts ca n be d is tingui shed by the numb er of g rooves mac hi ned around the body of the nut. Two grooves indi ca te a r ighth and nut: one gro ove indi ca tes a lefth a nd nut.
8. Pl ace the adjus tin g socket on th e scr ew a nd insta ll thi s asse m b ly be twee n th e shoe en d s w i th the adjus ting sc rew toothed wh eel ne arest th e seco ndary shoe.
9. H ook the cable hoo k in to the h o le in the adjusting le ve r The adjusting lever s ar e stamp ed with an R or L to indicate their in sta ll a tion on a right or left bra ke assembly (F ig. 18).
10. P os ition the h ooked e nd of the ad jus te r s pr ing co mpl e te ly into th e large ho le in the prim ar y shoe web. The last coi l of th e spring sh o uld be a t the edge of the ho le Con nec t the loop en d of th e spring to th e ad juster le ve r h o le (Figs. 1 a nd 2).
11. Pull the ad jus ter leve r , ca b le a n d automatic adjuster sp ring down a n d toward the r ear to en gage the p ivot h ook in th e la rg e ho le in the sec o nd ar y shoe web.
12. After in sta ll at ion , c heck the
ac tio n of the ad just er by pullin g th e sec tion of the cab le betw een the ca b le guide an d th e adjusting leve r tow a rd the secondary shoe web far enough to lift the lever past a tooth on the adjusti n g sc re w wheel. Th e lever shou ld s o ap into position behind the n ex t tooth, and r elease of the cable sh ould cause the adjuster spring to ret urn th e le ve r to its o ri g inal pos itio n. Th is re turn action o f the lever w ill turn the adju sting sc r ew o ne to oth.
If pu ll ing the cable do es not produce the acti o n described, o r if the lever action is s luggi sh inste ad of posi tive and sh arp, ch eck the positio n of the lever on the adju sting sc r ew too th ed w h eel. W ith th e b r ake in a ver ti ca l pos iti on (anchor at the top ), th e lever sh ou ld contact th e a dju st in g wheel 3/16 inch (plus or minu s 1/3 2 inch ) above the centerlin e of the sc r ew. If th e con tact point is below th e centerl ine, the lever will not lock on the teeth in the a djusti ng screw whee l, and th e scr ew will no t be tu rn ed as the lev er is ac tuated by th e cab le.
T o determine th e cause o f this condition:
a. C heck the c able end fittings. T he cable s hould completely fill or extend slightl y beyond the crim ped section of th e fi ttings. If it does not meet th is spec ifica tion, possible damag e is ind icated a nd the cable asse mbly sh o uld be r e pl aced.
b. C h eck the ca b le length. Th e cable sh ould mea s ure 83fis inches on 9 inch brakes or l OVs inches on IO inch bra kes from the end of th e cable an ch or to th e end of th e cable h o ok .
c. Check th e cab le guide for damage. Th e cable gro ove should be parallel to the shoe web , a nd th e body of th e gu ide sh ould lie fi at against the web Rep lace the gu id e if it show s damage.
d C heck the pivot hook on the leve r. Th e h oo k su rfa ces shou ld be squa re wi th the body of the lever for proper pi vo t ing R epl ace th e leve r if th e h ook sh ows damage.
e. See tha t the adj usting screw soc ke t is p rope r ly seated in the n o tch in th e sh oe we b.
DISC BRAKE SHOE AND LINING REPLACEMENT
After any brake service work, pump the brake pedal to obtain a firm pedal before moving the car. Ridin g the brake pedal (com mon on left foot app lications) should be avoided whe n dri ving the car.
FIG.
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PART 2-2-BRAKE SYSTEM
R EMOVAL
1. R emove the wheel and tire from the hub a nd rotor assembly. Be car efu l to avoid damage or interference with t h e caliper splash shield, bleede r scr ew fitting or transfe r tube.
2. Remo ve the two bolts that attach th e ca lip er spl as h shield , a nd r emove the s hield (Fig. 3).
3 To fac ilita te remo va l and install a tion of the sh oe and lin in g assemblies, th e pi sto n s must b e pu sh ed into their bores. Apply a steady inward pre ss ur e aga inst each shoe a nd lining asse mbly toward its respective ca liper hou s ing on each side of th e rotor (Fig. 4). Ma intain the pressur e for at least a minute. If the pi ston s w ill not go in eas il y, force them in with water pump pl iers.
4. Gras p the metal fl a nge on the outer end of the shoe w ith two p a irs of pl ie r s a nd pull the sh o e o ut of the cal ip e r (Fig 19)
FIG. 19-Removing Disc Brake Shoe and Lining AssemblyTypical
CLEAN I NG AND I NS PECTION
Whe n th e shoe and li ning asse mb l ies are repl aced, remove the du st boo ts from th e pis to ns. C heck th e cond iti on o f the boots, and in sp ec t each pi sto n surface for dam age or corrosio n Th oroug hl y clean each du st boot and su rrounding a r ea before ins ta llin g.
INSTALLATION
1. Pos iti o n a n ew sh oe an d lining
assemb ly o n eac h sid e of the ro to r so th at th e l ining faces th e rotor. Be s ure th a t th e tabs o n th e sh oe fl a nges se at full y aga in st the ca li p e r br idges (Fig. 19).
2. I n sta ll th e ca liper sp lash shi e ld a nd sec ure the sh ield to th e ca li per with two re ta ini ng bolt s (Fig 3).
3. Pump th e b r ake peda l several time s until a firm pedal is o btained a nd th e sh oe and lining asse mblies are prop erl y sea ted.
4 I n sta ll th e wheel and tire on th e hub and rotor asse mbl y.
5. Check a n d refill th e m as ter c y linde r reservoir with sp ec ified bra ke fluid as requ ired
6. Road tes t th e ca r.
It should n ot be n ecessary t o bleed the system after a sh oe and lining replaceme nt.
DISC BRAKE CALIPER ASSEMBLY
REMOVAL
h ose sh ou ld be c h ec k ed for correc t routing
4. Bleed the brake sys tem as ou tlin ed in Section 2- 1. C heck the ma ste r cylinder flui d l evel, a nd th e s pe c ifi ed br a ke flui d as r equi red.
5. Pump th e brake pedal several times to actuate th e piston seals a nd to position the s ho e and linin g assemblies.
6. Install the wheel a nd tire.
7 Road tes t th e car.
FRONT WHEEL HUB AND ROTOR ASSEMBLY-DISC BRAKES
R EMOVAL
1. Remove the wheel and tire from th e hub aod r o tor assembly (F ig . 20). Be car efu l to avoid d a mage or interference with the caliper splash shield , bleeder screw fitting or trans fer tube
1. R e m ove a nd tire fr o m the asse mb ly Be ca reful daniage or interference er splash shiel d , bleeder or transfer tube .
2. Di sco nn ect th e fr o nt brake fl exib le ho se from the brake tube a t the br acke t o n the fra m e (Fi g 24)
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3. R e move the two bolts that at tac h th e ca l iper to th e mounting bracke t.
Take care to avoid loosening the bridge bolls that hold th e t wo halves of the ca lip er together.
4. Li ft th e cali p er asse m b ly off th e roto r.
INSTALLATION
1. Positi o n th e caliper asse mbly on th e rot or, a n d mate th e m ou nting bo lt hol es in th e calip e r wi th those in the sp ind l e I t m ay be n ecess ary to push the ca li pe r pi sto ns int o t h e cy lin de r bo r es to ob tai n cleara nce be tw een the sh oe and linin g assemb l ies an d th e rotor. Th e sho e an d lining asse m bli es shou ld be sea ted properl y on the bridges.
2. In stall the cal iper to m oun ting bracke t a tt ac hing bolts a nd torq ue to spec ifi ca ti o n Check to in sure tha t th e rot or run s squarely a nd ce ntrall y b e t wee n the tw o h a lves o ( th e calip e r. Th e r e sh o ul d be a ppr oxi m a te ly 0 .090-0. 120 inch cleara nce be t wee n t h e cal i per a nd th e rotor o uts ide diame te r (F ig. 4)
3. Connec t th e front wheel brake flex ible h ose to the brake tu be al the bra cke t on th e fra me (F ig 24). The
2. R e move th e cal iper assembly from the spindl e a nd the rotor. If th e calipe r doe s no t req u ire servicing , i t is not nec essa r y to d isconnec t the brak e h os e o r r e m ove th e ca liper from th e car. P os ition the cal iper out of the way, a nd s upport it w ith a w ire to avo id damaging th e cal iper or st retching the hose. In sert a clean card boa rd sp ace r be tw ee n the lining s to prevent the pi s ton s from coming out of the cy lin de r bo re s while th e ca lip e r is r e mo ved.
Handle the r otor and caliper assembUes in such a way as to avoid d eformati o n of th e rotor and nicking or sc r a t ching of the brake Unings
3 . R e move t h e grease cap from th e hu b. R e move th e cotter pin , n ut l ock , adjus ting nut , a nd fl at washer from the sp indle. Remove the ou ter bea ring cone and ro ll e r assembly.
4. Rem ove th e h ub a nd rotor assembly from the spind le.
I NSTALLATION
1. If the rotor is be ing rep l aced, re move th e prot ec ti ve coating fr om th e new rotor wi th carb1tretor d egreaser. P ac k a new set of bear ing s wit h specified grease, a nd install th e i n n e r bea r in g cone a nd roll er a ssemb ly in the inn er cup. Pack grease lightly betwee n th e l ips of a n ew g rease reta in er and install the retainer (Fig. 20).
If the orig in a l rotor is being ins ta ll ed. m ake su re tha t the g r ease in th e h ub is clea n and adequ a te, th a t th e inn e r bearing a nd gre ase ret a iner a r c lu br icated and in goo d condit io n, and that th e ro to r braking surfa ces a r c c lea n
1366 - A
FIG. 20-Disc Brake Disa ssembled
2. Install the hub a nd rotor assembly on the spi ndle.
3 Lubricate and install the outer wheel bearing, washer and adjusting out.
4. Adjust the wheel bearings to spec ification , and then in s tall the nut lock, cotter pin, and grease cap. The wheel bearing adjustment is especial ly important with disc brakes.
5. Mount the caliper assembly on the mounting bracket and torque the two mounting bolts to specificat ion If necessary, pu sh the caliper piston s into the cylinder bores to obtain clearance between the shoe and lining assemblies a nd th e rotor . Be sure that the shoe and lining asse mblies are seated on the bridges C heck th e flexible hose for correct routing.
6. In sta ll the wheel and tire on the hub and rotor assembly.
DISC BRAKE ROTOR SPLASH SHIELD
R EMOVAL
1. Remove the caliper a nd the hub and rotor assembly as outlined under Removal in the foregoing procedure.
2 Remove the four nuts th at attach the splash shield to the mounting bracket and remove the shield (Fig 20).
3. Remove the gasket.
GROUP 2 - BRAKES
INSTALLATION
1 Install gasket.
2. If th e shield is bent, straighten it ou t before installation. Position the sh ield to the mounting bracket , install the attaching nut s, a nd torque to specification (Fig 20).
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3. Install the hub and rotor asse mbly and the caliper as outlined under In stall atio n in the for egoing pr o cedure.
PRO PO RT IONIN G VALVE
The proportioning valve is serviced as an assembly and is never adj usted or overha uled
REMOVAL
1. Disconnect and remove the Mas ter cylinder - to - pr o por tioning valve brake tube (Fig. 23).
2. Disconnect the front-to -rear brake tube from the proportioning va lve.
3 Working underneath the left fender, r emove the bolt that attaches the porportioning valve to the fender ap ron and remove the va lve through th e access hole (Fig 21)
INSTALLATION
1. From underneath the left fender, insta ll the proportioning valve through th e access hole in th e fender a pron. Po sition the valve to the
FIG. 21 - Removing or In stalling Proporti on ing Val ve
apron so that the mounting tang extends through the hole in the fender apron as s hown in Fig. 21. In stall th e att ac h ing bolt.
2. Connec t the front-to-rear brake tube to the valve (Fig. 23).
MOUNTIN
3. Position and connect the master cylinder-to-proportioning valve brake tube.
4, Bleed the brake system.
WHEEL CYLINDER REPAIR
It is not necessary to remove the wheel cylinder from th e backing plate to di sassemble, inspect , or hone and overh a ul it. Removal is necessary only when the cylinder is damaged or scored beyond repair.
DISASSEMBLY
1. With the wheel in a raised position, remove the wheel and the drum.
2. Place a clamp over the e nds of the brake cylinder as shown in Fig. 16.
3. Remove the brake sh oe assemblies following procedures outlined in this section.
4. Th e 6-cylinder Falcon and Mustang models are not prov ided with links. Remove the rubber boots from the ends of the pi ston.
On 8-cylinder mode ls and on all Comets a nd Fairlanes, remove the links and rubber boots from the end s of the piston. Remove the pistons, cups, and return spring from the cylinder bore (Fig. 22).
5. Remove the bleeder screw from the c ylinder.
INSPECTION
1. Wash all parts in clean d enatured alcohol. If alcohol is not available, use specified brake fluid. Dry with compressed air.
2. Check all the interna l p arts for excessive wear or damage. If any of
PART 2-2-BRAKE SYSTEM
th e internal parts require replacing, all should be replaced
3. Inspect the cylind er bore for score marks or ru st. If either condition is present, the cylinder bore mu st be honed However, the cylinder should not be honed more than 0.003 inch beyond its original diameter. A baffle in the front wheel cylinder of the 6-cylinder Falcon and Mustang models prevents honing; therefore, the cylinder must be replaced.
4 Check th e bleeder hole to be sure that it is open.
ASSEMBLY
1. Apply a coat ing of heavy-duty br ake fluid to all interna l parts.
2. Thread the bleeder screw into the cylinder and tighten securely.
3. Insert the r eturn spring, cups, and pisto ns into their respective positions in the cy lind er bore (Fig. 22). Pl ace a boot h end of the cylinder. On model Mustangs and ll Comets a nd Fairlanes links in the ends of er s.
2. Place a clamp over the ends of the wheel cylinder as shown in Fig. 16.
3. Remove the brake shoe assemblies , following procedures outlined in this section.
4. Disconnect the brake line from the brake cylinder. On a car with a vacuum brake booster, be sure the engine is stopped and there is no vacuum in the booster system before disconnecting the hydraulic lines.
To di sco nnect the hose at a front cylinder, loosen the tube fi tting that connects the opposite end of the ho se to the brake tube at a bracket on the frame. R emove the horseshoetype retaining clip from the hose and bracket, disengage the ho se from the bracket, then un screw the entire hose assembly from the front w heel cylinde r
4. Install adj u ster assemb lies, then shoes as o utlined in
5. Insta ll the brake drum and wheel, then bleed the br akes as outlined in this sec tion.
WHEEL CYLINDER REPLACEMENT
REMOVAL
1. With the wheel in a raised po sition , remove the wheel and the drum.
At a rear cylinder , unscrew the tub e fitting that connects the tube to th e cylinder. Do not pull the metal tube away from the cylinder. Pulling the tube out of the cylinder connection will bend the metal tube and make installation difficult. The tube will separate from the cylinder when the cylinder is removed from t he carrier plate.
5. Remove the wheel cylinder attach ing bolts and lock washers and remove the cylinder.
INSTALLATION
Wipe the end(s) of the hydraulic line to remove any foreign m at te r before making connections.
1. To install a front cylinder:
a. Position the cylinder in pla ce aga inst the carrier plate. In sta ll the two lock washers a nd attaching bolts. Torqu e them to specification s.
b. Insta ll a new copper gasket over the hose fitting. Thread the hose assembly into the cylinder and tigh ten it secure ly .
c . Engage th e opposite end of the ho se to the br acket on the frame , install the horseshoe-type ret aining clip, and connect the brake tube to the hose with the tube fitting nut. Tighten the nut to specifications.
2. To install a rear cylinder:
a. Position the rear wheel cylinder in place against the carrier pla te. Enter the tubing into the cylinder, a nd start the tub e fitting nut into the threads of the cylinder.
b Secure the cylinder to the carrier plate with the attaching bolts and lock washers.
c. Tighten the tube fitting nut to specifications. Forel
CYLI NDER
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FIG. 23-Hydraulic Brake System-Comet-Fairlane and Falcon
FIG. 24-Hydraulic Brake System-Mustang TUBE
3. Install the links in the ends of the wheel cylinder (8-cylinder models only on Falcon and Mustang and all Comet and Fairlane models).
4. Install the brake shoes as detailed in this section.
5. Adjust the brakes as detailed in Part 2-2, Section 2.
6. Install the brake drums and wheels.
7. Bleed the brakes as detailed in Part 2-1, Section 2.
BRAKE CARRIER PLATE REPLACEMENT
REMOVAL
1. Remove the wheel and brake drum. Disconnect the brake line from the brake cylinder.
2. Remove the brake shoe and adjuster assemblies and the wheel cylinder as outlined in this section. On the rear wheels, disconnect the parking brake lever from the cable.
3. If the rear carrier plate is being replaced, rotate the axle shaft so that the hole in the axle shaft flange lines up with the carrier plate retaining nuts and remove the nuts. Pull the axle shaft assembly out of the housing with tool 4235-C and a slide hammer (Part 4-2), then remove the carrier plate.
If the front carrier plate is being replaced, remove the bolts and nuts that secure the plate to the front wheel spindle and remove the plate.
INSTALLATION
1. Position a new rear carrier plate on the attaching bolts in the
GROUP 2 - BRAKES
axle housing flange. Insert the axle shaft into the housing so that the splines engage the differential side gear with the bearing retainer sliding onto the retaining bolts and against the carrier plate. Install the attaching nuts through the access hole in the axle shaft flange.
Position a new front carrier plate to the wheel spindle and install the attaching bolts and nuts.
2. Install the wheel cylinder and connect the brake line as outlined in this section.
3. Install the brake shoe and adjuster assemblies as outlined in this section. On a rear brake, connect the parking brake cable to the lever.
4. Adjust the brake shoes (Section 2).
5. Install the brake drum and wheel and bleed the brake system as outlined in Part 2-1, Section 2.
HYDRAULIC LINES
brake tubing to fit underbody or rear axle contours, be careful not to kink or crack the tube.
All brake tubing should be flared properly to provide good leak-proof connections. Clean the brake tubing by flushing with clean denatured alcohol, before installation.
When connecting a tube to a hose, tube connector, disc caliper, or brake cylinder, tighten the tube fitting nut to specified torque with Milbar tool 1112-144 or equivalent.
BRAKE HOSE REPLACEMENT
A flexible brake hose should be replaced if it shows signs of softening. cracking, or other damage.
Steel used throughout the brake the exception of the at the front wheels rear axle housing brake (Figs. 23 and 24).
Always entire hydraulic system after any hose or line re· placement.
BRAKE TUBE REPLACEMENT
If a section of the brake tubing becomes damaged, the entire section should be replaced with tubing of the same type, size, shape and length. Copper tubing should not be used in a hydraulic system. When bending
EJ REMOVAL AND INSTALLATION
MASTER CYLINDERSTANDARD BRAKES
REMOVAL
1. Disconnect the rubber boot from the rear end of the master cylinder in the passenger compartment.
2. Disconnect the brake line(s) from the master cylinder (Fig. 27)
3. Remove the bolts that secure the master cylinder to the dash panel and lift the cylinder out and away from the push rod. Remove the rubber boot from the push rod.
INSTALLATION
1. With the rubber boot on the push rod, guide the master cylinder over the end of the push rod, and position the cylinder against the dash panel.
2. Install and torque the mounting bolts to specification.
3. Connect the brake line(s) to the master cylinder fitting, but leave the brake line fitting(s) loose.
4. Fill the master cylinder reservoir with heavy-duty Rotunda brake fluid to within % inch of the top. Install and tighten the filler cap.
5. Bleed the master cylinder to let air escape from the cylinder at the brake line fitting(s). Then tighten the fitting(s).
6. Remove the filler cap and fill the reservoir to the level specified. Be sure that the diaphragm type gasket is properly seated in the cap. Install the cap and wipe off any fluid from the cylinder.
7. Connect the rubber boot to the master cylinder.
When installing a new front brake hose, position the hose to avoid contact with other chassis parts. Place a new copper gasket over the hose fitting and screw the hose assembly into the front brake cylinder. Engage the opposite end of the hose to the bracket on the frame. Install the horseshoe-type retaining clip, and connect the tube to the hose with the tube fitting nut.
A rear brake hose should be installed so that it does not touch the muffler outlet pipe or shock absorber.
Since the rear brake hose is integral with the rear brake tube connector, the entire hose and connector is replaced as an assembly. Mount the connector to the rear axle housing with the retaining bolt (axle vent) and lock washer. Connect the two rear wheel brake tubes to the connector.
MASTER CYLINDERPOWER BRAKES
REMOVAL
1. Disconnect the hydraulic line(s) from the master cylinder.
2. Remove the two nuts and lock washers that attach the master cylinder to the booser.
3. Remove the master cylinder from the vacuum booster.
INSTALLATION
1. Before installing the master cylinder, check the distance from the outer end of the push rod to the master cylinder mounting surface at at the end of the vacuum cylinder (Fig. 4 or 5, Part 2-1). If the push rod dimension is not correct, see Master Cylinder Push Rod Adjust-
ment Part 2-1, Section 2.
2. Position the mas ter cylinde r over the push rod onto th e tw o studs that are integral with the booster body.
3. In stall, but do not tighten the attaching nuts and lock washers.
4. Connect the hydraulic line(s) to the master cylinder
5. Tighten the two m aster cy linder attaching nuts.
6. Tighten all hydraulic lin e fitt ings.
7. Bleed the brake syste m. Fill the m aste r cylinder to :Ya inch from the top of the filler opening. Be sure that the diaphragm t ype gasket is properly seated in th e reservoir cap, a nd install the cap.
BRAKE BOOSTER REMOVAL
1. Working inside the ca r below the instrument pane l, disconnect the stop light switch wires at the con necto r.
2. Remove the hairpin type retain er. Sl ide the stop light sw it c h off the brake pedal pin just for e nough for th e switch outer hole to clear th e pin, an d th e n lower the sw itc h away from the pin. Slide th e ma ter cylinder push rod link and the nylon washers and bushing off from the brake pedal pin (Fig. 25 or 26).
3. Working in the engine compartment, loosen the h ose clamp, and disconnect th e vacuum hose from the booster at the check valve.
4 . Remove the two m as ter cylinder attaching nuts and pull the ma ster cylinder from the booste r , witho ut disconnecting the hy draulic lin es. Secure the master cylinder out of the way.
5. Rem ove the fou r mounting bracket-to-dash panel attachi ng bolts.
6. Remove the b ooster and bracket assembly from the d ash panel, sliding the push rod link out from the engine s id e of the d as h panel.
INSTALLATION
1. Mount the booster and bracket assemb ly to the da sh panel by s liding the pu sh rod link in through the hole in the dash panel. In sta ll the four attaching bolts.
2 . Position the brake mas ter cylinde r to the boo ste r asse mbl y and install the attaching nut s
3. Connect the vacuum hose to the boo ste r at the check valve, a nd tighten the hose clamp.
PART 2-2 - BRAKE SYSTEM
25-Vacuum
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FIG. 26-Booster Installation-Mustang
4. Working from inside the ca r , in stall the inner nyl on washer, the ma ster cy lind er push rod lin k, a nd the bus hing on the brake pedal pi n. P osi ti o n the sw itch so th a t it straddles the pu sh rod with the sw it c h slot on the pedal pin a nd the switch outer h o le ju st clearing the pin. Slide the switch completely onto the pin, and in s tall the outer nylon washer as shown in Fig 25 or 26. Secure these
parts to the pin with the h a irpin type retainer.
5 . Co nn ect th e stop l igh t switch wi r es to th e connector, and install the wires in the retaining clip.
BRAKE PEDAL-MANUAL SHIFT TRANSMISSION REMOVAL
1. On a Falcon, Comet or Fairlane, remove the clutch peda l ass ist spring , (Fig. 27).
FIG
Booster lnstallation-Comet-Fairlane-Falcon
BRAC K ET
BOOSTE R ASSY .-2005
NYLON WASHER ' 28 129 2 REQD. BUSH I NG - 2A309
PEDAL-2457 H 1403-A
PEDAL SUPPORT BRACKET FIG.
On a Mustang, remove the pedal bumper and bracket assembly from the pedal support bracket to relieve the tension on the assist spring, and then remove the spring.
2. Disconnect the clutch pedal-toequalizer rod at the clutch pedal by removing the hairpin type retainer and bushing.
3. Disconnect the stop light switch wires at the connector.
4. Remove the switch retainer, and slide the stop light switch off the brake pedal pin just far enough for the switch outer hole to clear the pin. Then lower the switch away from the pin.
5. Slide the master cylinder push rod and the nylon washers and bushing off from the brake pedal pin (Fig. 27).
6. Remove the self-locking pin and washer from the clutch and brake pedal shaft, then remove the clutch pedal and shaft assembly, the brake pedal assembly, and the bushings from the pedal support bracket (Fig. 27).
INSTALLATION
1. Apply a coating of SAE 10 engine oil to the bushings and locate all bushings in their proper places on the clutch and brake pedal assemblies.
·2. Position the brake pedal to the support bracket, then install the clutch pedal and shaft assembly through the support bracket and brake pedal assembly. Install the spring washer and retainer. (Fig. 27).
3. Install the split bushing in the spring groove of the clutch pedal. Hook the clutch assist spring to the groove and to the spring retainer.
4. Connect the clutch pedal to equalizer rod to the clutch pedal assembly with the bushing and the hairpin retainer. Apply SAE 10 engine oil to the bushing.
5. Install the inner nylon washer. the master cylinder push rod. and the bushing on the brake pedal pin. Position the switch so that it straddles the push rod with the switch slot on the pedal pin and the switch outer hole just clearing the pin. Slide the switch completely onto the pin, and install the outer nylon washer as shown in Fig. 27. Secure these parts to the pin with the self-locking pin.
6. Connect the stop light switch wires to the connector, and install the wires to the retaining clip.
PART 2-2-BRAKE SYSTEM
BRAKE PEDALAUTOMATIC TRANSMISSION
REMOVAL
1. Disconnect the stop light switch wires at the connector.
2. Remove the self-locking pin and slide the stop light switch off the brake pedal pin just far enough for the switch outer hole to clear the pin. Then lower the switch away from the pin. Slide the master cylinder push rod and the nylon washers and bushing off from the brake pedal pin (Fig. 27).
3. Remove the self-locking pin and washer from the brake pedal shaft, then remove the shaft, the brake pedal assembly and the bushings from the pedal support bracket.
INSTALLATION
1. Apply a coating of SAElO engine oil to the bushings and locate all the bushings in their proper places on assembly and pedal support (Fig. 27).
INSTALLATION
1. Disengage the locking rod and connect the ball end of the cable to the slot on the control assembly.
2. Assemble the pulley to the control handle and the clevis pin.
3. Position the assembly against the dash panel and instrument panel. Secure the assembly to the instrument panel with the two screws.
4. Install the insulator bracket with the attaching screws (Fig. 28).
5. Working from under the left front fender, install the two lock washers and attaching nuts.
PARKING BRAKE CONTROL ASSEMBLY-FAIRLANE, FALCON, COMET
REMOVAL
2. Position pedal assembly to the then install the pedal through the support bracket pedal assembly. Install self-locking pin.
1. Make sure the parking brake is completely released. Remove the 3 screws (Fig. 29) that attach the control assembly to the cowl inner side panel.
2. Pull the control away from the cowl panel and remove the hairpin lock retaining the parking brake cable housing to the control assembly.
3. Disconnect the ball-end of the parking brake cable from the control and remove the control assembly.
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3. Install the inner nylon washer, the master cylinder push rod, and the bushing on the brake pedal pin. Position the switch so that it straddles the push rod with the switch slot on the pedal pin. and the switch outer hole just clearing the pin. Slide the switch completely onto the pin, and install the outer nylon washer as shown in Fig 27. Secure these parts to the pin with the self-locking pin.
4. Connect the stop light switch wires to the connector, and install the wires in the retaining clip.
PARKING BRAKE HANDLEMUSTANG
REMOVAL
1. Remove the two screws that hold the handle bracket on the instrument panel. Remove the attaching screws and the insulator bracket (Fig. 28).
2. Remove the two nuts and lock washers that secure the control to the dash panel.
3. Remove the clevis pin that secures the pulley to the control handle assembly.
4. Disengage the locking rod and remove the ball on the cable from the slot in the control assembly.
INSTALLATION
1. Connect the ball-end of the parking brake cable to the control.
2. Install the hair-pin cable housing retainer.
3. Position the control assembly to the cowl side panel and install the attaching screws. Torque to 12-20 ft-lb.
PARKING BRAKE EQUALIZER TO HANDLE CABLEMUSTANG
REMOVAL
1. Remove the attaching screws and insulator-bracket from the dash panel (Fig. 28).
2. Remove the parking brake handle assembly and disengage the cable from the handle as outlined in this section.
3. Pull the cable down through the hole in the dash panel.
4. Remove the hairpin retainer, and disengage the cable and housing from the bracket on the crossmember.
5. Disconnect the cable ball from the equalizer lever, and remove the cable from the car.
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2-30
INSTALLATION
1. Connect the cable lower ball to the equalizer lever (Fig. 28).
2. Engage the cable and housing to the bracket on the crossmember and secure with the hairpin retainer.
3. Push the upper end of the cable up through the hole in the dash panel.
4. Connect the cable upper ball to the parking brake handle, and install the handle assembly as outlined in this section.
5. Install the insulator bracket to the dash panel and secure with the two attaching screws.
PARKING BRAKE EQUALIZER TO PEDAL CABLE-FAIRLANE, COMET, FALCON
REMOVAL
1. Remove the two nuts that attach the cable to the equalizer and remove the equalizer and spring (Fig. 29).
2. Remove the hair pin retainer holding the cable housing to the frame bracket at the equalizer.
3. Working from inside the car, remove the hair pin retainer holding the cable housing to the parking brake control assembly.
4. Disconnect the ball end of the cable from the parking brake control arm.
5. Remove the left front cowl side trim panel, roll back the floor mat and pull the cable assembly from the floor.
INSTALLATION
1. Position the cable housing through the opening in the floor and pull the grommet into position from under the car.
2. Install the ball-end of the cable in the parking brake control.
3. Install the hair pin retainer to lock the cable housing in position on the parking brake control.
4. Working from under the car, position the cable housing in the frame bracket and install the retainer.
5. Position the spring and equalizer on the cable and install the adjusting nut.
6. Apply the parking brake one notch from the released position.
7. Tighten the adjusting nut until a light to moderate drag is felt when the rear wheels are rotated.
8. Tighten the check nut securely.
9. Fully release the parking brake. No drag should be felt when the wheels are rotated.
GROUP 2 - BRAKES
10. Position the floor mat and install the cowl side trim panel.
PARKING BRAKE EQUALIZER TO REAR WHEEL CABLE
A single cable passing through the equalizer and cable guides connects both parking brake assemblies on Comet and Fairlane station wagons and on Falcon and Mustang passenger cars. Separate cables for each parking brake are used on Comet and Fairlane passenger cars.
FAIRLANE AND COMET PASSENGER CARS
REMOVAL
1. Remove the equalizer lock nut and adjusting nut, equalizer and spring.
2. With the cables slack, disconnect the ball-ends from the connector (Fig. 29).
FAIRLANE AND COMET STATION WAGONS AND FALCON PASSENGER CAR REMOVAL AND INSTALLATION
1. Generally follow the procedure given above. omitting separation of the cables. since the hand brake cable supplied for these models is in one piece. Removal and installation of both rear wheels, tires and drums will also be required.
MUSTANG
REMOVAL
1. Remove the adjusting lock nut and cable yoke from the equalizer rod (Fig. 28), along with the rear cable assembly.
2. Remove the hairpin retainers and disengage the cable rear housings from the brackets on the underbody.
3. Remove cable from the guide,
4. Remove pin lock retaining housing to the side rail bracket.
5. Remove wheel and tire and the drum as outlined in Section
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6. Disconnect the rear end of the cable from the parking brake lever on the brake shoe. Disengage the cable housing retaining grommet from the carrier plate and withdraw the cable and housing from the inboard side of the carrier plate.
7. Slide the cable and housing out of the side rail bracket.
INSTALLATION
1. Insert the rear end of the cable through the side rail bracket and pull the cable and housing into position.
2. Insert the rear end of the cable and housing through the hole in the carrier plate from the inboard side.
3. Connect the cable to the parking brake lever on the brake shoe, and install the cable housing retaining the grommet in the carrier plate.
4. Position the cable housing in the side rail bracket and install the hair pin type retainer.
5. Position the cable in the guide and install the connector, thus hooking the two cables together.
6. Insert the cable into the equalizer and install the equalizer, spring. adjusting nut and lock nut to the front, parking brake control, cable.
7. Adjust the parking brake as directed in Part 2-1, Section 2.
3. If an 8-cylinder model, remove the single bolt and clamp retaining the cable housing to the underbody immediately behind the cable housing bracket.
4. Remove the two bolts and clamp securing the cable housing to the underbody on all models.
5. Remove the wheels and tires and the rear brake drums as outlined in Section 2.
6. Disconnect the rear ends of the cable from the parking brake levers on the brake shoes. Disengage the cable housing retaining grommets from the carrier plates and withdraw the cable ends and housings from the inboard sides of the carrier plates.
7. Slide the cable housings out of the main side brackets and remove the cable assembly from the car.
INSTALLATION
1. Insert both cable ends and housings through the holes in the carrier plates from the inboard side.
2. Connect the cable ends to the parking brake levers on the brake shoes and engage the cable housing retaining grommets to the carrier plate.
3. Position the cable housings in the main side brackets and install the hairpin retainers.
4. Install the front clamp with one bolt, if an 8-cylinder model.
5. Install the rear clamp with two bolts.
6. Position the cable yoke and cable on the equalizer rod and install the adjusting locknut.
7. Adjust the parking brake as directed in Part 2-1, Section 2.
a MAJOR REPAIR OPERATIONS
BRAKE DRUM REFINISHING
T he 6-cyl inder Falcon and Mustang m od els a r e eq ui pp ed wi th 9in c h brake drum s. A ll o th e r m odels ar e equ ipped w ith 10-i nc h d rum s.
Mi nor scor es on a brak e drum ca n be r e moved w ith a fine e m ery cl oth
A d rum that is excessively scored or sh ows a tota l ind icator runout of ove r 0 .007 in c h should b e turned down . Remov e o n ly e n o ugh s tock to elimi nate the sco r es and true up th e d ru m. Th e refin ish ed diameter mu st n ot exceed 0.060 i n c h over size.
If the d ru m d ia meter is less than 0 .030 in c h over size (9.03 0 i nches 6-cylind er Falcon or Mustan g , or 10.030 inches on other models after r efi nish ing, stan d a r d lini ng m ay be install ed. If th e d r um d iam e te r is more th a n 9.030 in c h es or 10.030 in ch es, oversize l in ings mu st be insta ll ed
A fte r a drum is turn ed down, wip e the r efini s h ed sur face with a cloth so ak ed in cl ean dena tured a lc o hol. If on e drum is t urned down , the o ppos ite d rum on th e same ax le sh o uld a lso be cut dow n to the sa m e size.
BRAKE SHOE RELINING
Brake l in ings th a t a r e worn to wi thin 1/32 in ch of any rivet or h ave been sa tu rated wi th grease or o il sho u ld be r ep laced. Fa ilure to replace worn li n ings wi ll r esul t in a scored drum. When it is necess ary to r eplace linings, the y must also be replaced on the wheel on the opposite side of the car
Insp ect brak e sh oes for disto r tion , cracks, or looseness. If this condition exists, t h e sh oe sh ould be d isca r ded Do not r epair a d ef ective brak e shoe.
1. Was h th e br ake sh oes thorough ly in a clea n so lvent. R e m ove all burrs o r roug h spo ts fro m the sh oes.
2. C h eck the inside d ia m e ter o f th e br ak e d rum If the d ia m e te r is less tha n 9.030 or 10.030 inch es, standard l ini n g may be in stalled. If th e d iam eter is 9.030 to 9.060 o r 10.030 to 10.060 inc h es, over size lining sho ul d be ins ta ll ed
3. P osi tio n the n ew lini n g on t h e sh oe. Sta rti ng in th e cen ter , in ser t a n d sec ure th e r ivets working a lt ern ate ly towa r ds each e n d In stall a ll parts su p p lied in the ki t. Genuin e replacement linin gs are ground and no furthe r grinding is r equfred.
4. C h eck the cleara nce be tween the shoe and lining. T h e lin ing must seat tightly against the shoe wi th not m o r e tha n .005 inch cleara n ce betwee n any t wo r ive ts.
MASTER CYLINDEREXCEPT CARS WITH DISC BRAKES
DISASSEMBLY
1. C lea n th e o u tside of th e c yl ind er , and r emove the fille r cap a n d gasket Pou r out a ny brake fl u id t h at m ay re m ai n in t he cy lin de r or r ese r vo ir.
2. R emove th e sn ap rin g from th e bo r e at t h e r ear of t h e cyl inder w ith tool 3362 1 (Fig. 32).
3 Wh e n d isasse mb li n g a m aster cy lind e r u sed wi th t he s ta nd ard brake sys tem, re m ove th e p iston asse m bly , cu p, s p r ing, c h ec k va lve , and valve seat fr om th e cy lin de r bo r e (F ig 30 ).
Whe n di sasse m bl in g a m as te r cylin de r u sed wi th a boos ter , r emove t h e p isto n asse m b ly, cup, and t h e sp ri ng and c h eck va l ve assembly fr o m th e cy lin der b o re. R e m ove th e 0 -r in g fr o m the pisto n (Fig . 31 ) .
ASSEMBLY
1 Dip a ll part s except the mas ter cylinder body in clean Rotunda I 0 3- A h eavy -duty brake fluid
2 Insta ll the bra k e line fitting (s) on the cylinder and tighten them secu r ely.
3. When asse mbling a master cylinder u sed w ith the standard brake sys te m , in sta ll th e val ve seat , check valve, sp ring , c u p, a nd pis ton assembl y in the cy linder bore (Fi g. 30).
When asse mbling a master cyl inder used w ith a boost er, install the 0-ring on the pi ston. In stall t he sp ring and check va lve assemb ly, cup, a nd piston in the cylinder bore (Fig. 3 1).
4. Install th e snap-ri ng in the back of the bore (Fig . 32).
GROUP
FIG. 33-Master Cylinder
Used
With Disc Brakes- Disassembled
th e snap ring in the groove i n the c y linder bore.
DISC BRAKE CALIPER DISASSEMBLY
Do not r e move the bridge bolts that hold the t wo halves of the calip e r toge ther. The two caliper hou sings a re s h own sepa r a ted in Fig. 35 for illus tration purposes onl y
1. R emove the ca l ip e r assembl y from the c a r as out lined in Sec tion 2.
2. R e m ove th e t wo reta inin g bo lts and the ca l iper sp las h shield Fi g. 3 5.
3 Remov e the two shoe a nd l inin g assembl ies.
4 R e move th e fl exib le b r ake ho se fr o m the ca l iper.
5. R e move t he external transfer tube.
6. Remove t h e four dust boots from th e ca l iper hou si ngs and pi ston grooves
7. Clamp the ca lip er in a vise and sec ure it by the mounti n g flanges o n t h e inboa rd housi ng (F ig. 34).
FIG. 32-Removing Snap Ring
From Master Cylinder-Typical
MASTER CYLINDERWITH DISC BRAKES
DISASSEMBLY
1. Press in agai n st the piston wh il e r emoving the s nap ring r eta iner , and then remove the p iston assembly , cup , sp ring , r es idual check va lv e and seat. (Fig 33 )
2 Remove seco nd a r y c up from the p iston. Remove the cover by releas in g the sp r ing c lips on the sides, and r e mo ve the d iaphragm.
ASSEMBLY
1. Clam p the ma ster cylinder h ousing in a v ise Dip the h ydraulic cylinder parts in brake flu id and assemb le th e c h eck va lve sea l, res idual ch ec k va lve , a nd pi ston re tu rn spr ing in th e b ore of th e cy li nder in th e orde r sh ow n in Fig. 33
2. If th e secondary piston cu p was r emoved from th e piston , d ip th e cup in bra ke fl u id a nd assemble the cup in t h e groove of the pis ton wi th t he l ip of th e cup as sh ow n.
3 Place th e pr im ary cup on t h e e nd of the pi sto n asse m b l y, and gu ide it into th e cy lin der bore.
4. Press in against the pis ton to com pre ss th e s pr in g w h ile seat in g
5. In aphragm (only if th e defective) in th e cov er, cover to t he cyl ind er clip s
MASTER CLEANING AND
1. Clea n all master cylinde r parts in clean denatured a lcoho l, a nd insp ec t th e part s fo r wear or dam age , r e p laci n g th e m as required When u sing a m aster cyli nder r e pair kit, install a ll of the p arts supplied
2. C h eck the ports and vents in the ma ster c yl inder to m ake sure that all are open and free o f fore ign matte r. C h ec k the co ndition of the d iaphr agm type gasket
3 A l eaf-type va lve is riv eted t o th e front e ncl of the pi sto n in a m as ter cyli nd er u sed wi th th e s ta ndard br a ke syste m (F ig. 30). If this va lve is loose or h as moved so th a t th e pis ton por ts are op en, repl ace the pi ston.
Whe n in spec ti ng a m as te r cylinder u sed w ith a boo ste r , c hec k the por ts in th e p is ton to m a ke s ure that th ey a re open a nd free of fo rei gn m aterial (F ig. 31 ).
4. In sp ect th e cy l inder wa ll s fo r scor es or rust , and recon d ition th e m i f necessary. Hone the cylind er walls no more th a n n ecessary (0.003 inch m ax imum) Oversize pistons a nd c up s a r e no t ava ilabl e for exce ssively hon ed cylin d ers.
5 R e move any b urrs or loos e meta l that m ay h ave res u lt ed from t h e honing opera ti on , and cl ea n th e cylinder wi th dena tured alcoho l.
FIG. 34- Removing or Installing Pistons
8 . Remove the fou r pis tons from th e cy linde r bo r es with the speci al tool sh ow n in Fig. 34. To p r ev e n t coc kin g w ith con seque n t d a m age to th e pi sto n o r bore, r otate t h e pi sto n w i t h t h e too l whi le pu lling it outward at the sa m e tim e. Be ca r eful to avoid sc ratching o r dama ging the outside diame t er s urfa ce o r dus t boot r e ta ining gr oove of the p iston. Such damage ca uses poo r sealing. If a p isto n is so comple tely se ized in the cylind e r bore th at i t can n ot be re mo ved wi th th e special too l, force th e cy lin der out of th e bore by po siti o n ing t wo sc r ewdr ive rs in th e p iston du st boo t r e tain ing groove and p r yin g ou t ward. T o prevent
H1291-A
cocking, tap the end of the piston light ly arou nd the c ircumference wi th a ham m er, while the prying force is being ap pl ied. Be ca r eful to avo id damaging the dust boot retai ner in the caliper housing (Fig. 35). If this m ethod of r emova l is used, the pistons must be replaced. If the calipe r dust b oot retain er or retaining groove is damaged o r scratched, pry the retainer out of th e caliper hou sing with screwdrivers.
9. Remove the rubber piston sea ls from the grooves in the cylinde r bores by carefu ll y inserting the point of a small knife or other pointed instrum ent under the seal and raising the seal up fa r enough to be pull ed out with the fingers.
CLEANING AND INSP ECTION
Clean all metal parts with alcoh ol or a suitable solvent (Fig. 35). Use clean, dry comp ressed air lo clean out and dry the grooves and passageways. Be sure that the caliper bore and com ponent parts are completely free of a n y foreign material. Check the cy linder bores and pistons for damage or excessive wear. Replace the pi ston if it is p itted, scored, or th e c hrome pl at ing is worn
PART 2-2-BRAKE SYSTEM
off Check the ca li per dust boot r etainer for wear or damage.
ASSEMBLY
l. Cla mp the caliper in a vise and sec ure it by the mounting flange on the in board housing.
2. If a new cal iper dust boot retainer is to be inst alled, thoroughly cl ean t he contact a rea on the ca liper h ousing and apply Loc tit e Sea lant, Grade H to the retainer surface th at seats in the h ousing. Install the reta iner in the caliper housing.
3 . Apply a film of cl ea n brake fluid to new caliper piston sea ls and in stall them in the grooves of the cyl in der bore. The sea l sho uld be positioned at one area in the groove and gently worked around . Do n ot use the old seals
4 Coat the outside d ia meter of the pistons with brake fluid and insta ll them in th e cylinde r bores so that the open end of the piston and the boot reta face out of the bore . To cocking, locate the piston bor e and apply a slow, pressure If a pist on will all th e way into the bore, an d thoro ughl y inspect bore, the
CALIPER ABUTMENT S
piston sea l and the installation of the seal. If the piston still will not go in w ith bore in good condition and t he p iston seal properly installed , use th e too l shown in Fig. 34. Rotate the piston w ith the tool while pushing it inward at the same time.
5. Carefully install four new dust boots on the ca lipe r housings and pistons. Be su re that each boot is fully seated in the groove of its r espective caliper hou s ing and piston (Fig. 35) Do not use the old du st b oots.
6. Ins ta ll the externa l tr a n sfer tube .
7 Install the flexible brake hose to th e cal iper.
8. In stall the caliper assembly on t he sp ind le, and ins tall the shoe and lining assemb li es and the sp lash shield as outlined in Sect io n 2.
9. Check the caliper fo r fluid leaks under maximum pedal pressures. Do not mov e th e car until a firm brake pedal is obtained.
DISASSEMBLY OF BOOSTERBENDIX TYPE
1. R emove the speed n uts th at attach t h e mount ing p la te t o t he rear sh ell and remove the pl ate . On a Mu stang, r emove th e reta ining nut s and lockwas h ers an d remove the mounting brackets from t h e r ear shell (F ig. 40.)
2. Pull the hydraulic push rod and front seal (Fig. 3 6) from the front shell.
3. Scribe an index mark across the front and rear sh ell s.
4. Place the b ooster in a vise as show n in Fig 37. Press dow nward on t he r ear shell and at the same t ime, turn it counterclockwise w i th a ft. at b a r to r elease it from the fron t shel l. Re lease th e press u re o n the r ear shell slowly to prevent the dia-
FIG. 37-Separating Boos ter Shells-Be ndix Booster
phragm plate return sp ring from fl ying out.
5 Sepa r ate the two sh ell s and r emove the return spriug .
6. Withdraw th e di aphragm plate a nd diaphragm from th e rea r sh ell. Remove the dust sh ield.
7 Remove th e diaphragm from the diaphragm plate as shown in Fig. 38.
8. Pry the fi lter retain er off the diaphragm plate being ca r efu l not to chip or damage the plate.
FILTER RETAINER
6 - A
FIG . 38 - Removing Diaphragm -Be ndix Booster
9. H old the diaphragm plate so that the va lve r etainer is facing downward. Press th e valve push rod in ward to release the ten sion on the retain er and all ow i t to drop out of the plate
FIG . 39-Removing or Ins talling Valve Reta iner-Bendi x Boo ster
sh ell with a punch or sc rewdri ver. (Fig 40). Di scard the sea l.
10. Withdr valve and rod from th 11. Pre reaction d isc out of the diaphragm 12 Driv out of the rear
13. Working from the insid e of the front sh ell , cut the bead off the c h eck valve grommet. R emove the check va lve.
ASSEMBLY OF BOOSTERBENDIX - TYPE
1. Pla ce the rear shell on two
wood blocks as shown in Fig. 4 1 Press a new seal, plastic side first, into the rece ss on the in s ide of the shell to a depth of 1,4 inch.
2 . Dip a new check valve grommet (Fig. 40) in alcoho l and install it in the front she ll making sure that the beveled edge is toward the inside. Make sure that the grommet is seated. Dip the shoul der of the check valve in alcohol a nd insta ll it in the grommet. Press the check valve into the grommet until the flange contacts th e grommet.
3. Apply silicone grease to the outer surface of the diaphragm plate hub of the diaphragm plate. Push su r faces of the valve .
4. Insert the valve a nd rod into the b u b of the d iaphragm plate. Push the rod inward unti l the r eta in ing groove is a ligned with the slot, and then slide the r eta ine r into the groove (Fig. 39).
5 Tuck the filter into p lace in the plate bu b. Press the filter retainer onto the hub being careful not to chip or dam age the pla stic . (Fig. 38)
6 . In sta ll the diap hrag m on the diaphragm plate, making sure that th e diaphragm li p is tucked in all around the r ecess between the hub and the plate (Fig. 38).
7. Place the r ea r shell in a vise. Apply sil icone lubricant generou sly to the top outer fl ange of the she ll . Apply silicone grease to the seal in t he r ear s he ll.
8 Carefully g uid e th e valve rod and diaphragm p late bub throug h the sea l in the r ea r shel l.
9. Center th e large end of th e ret urn spring on the diaphragm plate
10. Align the index mark on the front shell wit h th e one on th e r ear shel l. Place a flat ba r on the fron t
PART 2- 2 -BRAKE SYSTEM
she ll and compress the s prin g until the t a ngs on the rear sh ell contact the notched sections of th e front shell, and the n rotate it clockwise to lock it in place.
11. Apply lubricant sparingly to the stem of the hydraulic push rod keeping it away fr o m the adjusting screw area. Apply s il icone grease lib er a lly to the piston area of the pu sh rod and to the r eaction disc.
12. Center the reaction disc o n the push rod pi ston. Guide th e di sc and push rod into the base of the diaphragm plate, and press the rod inward until the disc is bottomed (Fig. 42).
5. Di sconnect the lever assembly from the end plate bracke ts b y remov ing the reta ine r clip and pivot pin.
6 D isconnect the push rod link from the lever assembly by r emoving the retainer and conn ecting pin
7 . Remove the attaching nuts, and disassemble the brac k ets from the e nd plate.
8 . R e mov e the rubb er boot from t he va lve opera ti ng rod.
SEPARATION OF MA JOR COMPONENTS
1. Scribe a line across the booster body, clamp band, and end p late.
2. Remove the c l amp band scr ew and nut, and separate th e clamp band, booster body, and end plate (Fig. 49).
FI G . 42
ion Disc , Pus h R ont Seal - Bendix B
13 . Press a new front sea l into the front shell unt il it bottoms in the recess (Fig. 42).
14 . Insta ll a new dust seal over the push rod a n d onto the rear shell.
15. On a Comet , position the mount ing p late on the rear sh e ll and secure it in p lace with speed nuts
On a Mu stang, position th e two mounting brackets on the rear she ll studs, and install the retaining nuts and lock washers (Fig. 40).
D IS ASSEMBL Y O F BOOSTE RM IDLAND-ROS S TYPE
REMOVAL OF EXTERNAL PARTS
1. Remove the two at tachi ng o uts and loc kwa sh ers, and separa te the master cylinder from the booster body.
2. Rem ove the air filter assembly fr o m the booster body. Separate the cover a nd retaine r , a nd remove the a ir fi lt er (Fig. 49).
3. R emove the vac uum m an ifo ld and c h eck valve assembly a nd th e ru bbe r grommet from the booster body (Fig. 49).
4. Di sconnect the va lve operat ing rod from the lever assembly by r emoving the r e tainer clip and connect in g p in (Fig. 49).
3 Push the bellows assembly into the vacuu m c h amber (Fig. 43 ), and separa t e th e bellows , con t rol valve, diaphragm asse mbl y, and e nd plat e from the boos te r body.
BOOSTER BODY
FIG. 43 - Bellows to Booster Body Engag ement - Midland-Ross
4. Push the v a lv e , ta il stock, and diaphragm assemb ly out of the e nd p late.
5 Remove the rear sea l from th e end plate (Fig 44).
DISASSEMBLY
OF BELLOWS, PUSH ROD AND VALVE ASSEMBLY F ROM DIAPHR AGM
1. Remove the la rge bellows clamp an d sepa r ate th e bellows, bellows supp ort rin gs, a nd bellows protector from t h e di aphragm and va lve asse m b ly ( F ig 45)
2 Remove th e two support rings and the prot ec t o r from the bellows
3. R emove the push rod assembly and the r eac tion lever assembly from th e con t ro l hu b (Fig 46)
FIG . 41-lnstallin g Rear Sh ell Seal-B end ix Booster
FRONT SHELL
GROUP 2 - BRAKES
'()1 >
H1363-A
FIG. 44-Removing or Installing Rear Seal to End Plate -Midland-Ross
H1395-A
FIG. 45-Removing or Installing the Bellows Assembly -Midland-Ross
4. Remove the two plastic guides from the push rod. Remove the reaction cone retainer and the cone from th e push rod (Fig. 46).
5. Remove the valve operating rod from the plunger. To remove, hold the rod firmly aod force the plunger off the rod breaking the plastic retainer. If the plunger is to be used again, remove all the broken pieces of the plastic retainer from the groove in the plunger.
6. Turn the control hub and plunger assembly clockwise to separate it from the diaphragm, and then remove th e tail stock and 0-ring from th e diaphragm (Fig. 47).
7. Remove the retainer that holds the plunger to th e control hub (Fig. 48) Separa te the control hub and plunger assembly. It may be necessary to file the burr from the pro-
Assembly, Reaction Lever and Control Hub-Midland-Ross
FIG. 47-Removing or Installing Control Hub and Plunger Assembly-Midland-Ross
truding end of the plunger before it can be separated from the control hub.
DISASSEMBLY OF CONTROL VALVE PLUNGER
1. Compress th e spring tow ard s the rubber valve a nd remove the spri ng r eta in er
2. Remove the spring, valve plate,
FIG. 48-Removing or Installing Plunger to Control Hub Retainer-Midland-Ross
rubber valve, 0-ring, and fiber washer from the p lun ger (Fig. 49).
ASSEMBLY OF BOOSTERMIDLAND-ROSS TYPE
CONTROL VALVE PLUNGER
1. Assemble the rubber valve, valve plate, spr ing, 0-riog , and fib er washer on the plu nger.
2. Compress th e spring towa rds the rubber valve and assemble the spring r eta i ner on the pl unger with the flange towards th e sp r in g (Fi g. 49).
Hl396-A
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FIG. 49-Booster Unit Disassembled-Midland-Ross
ASSEMBLY OF VALVE ASSEMBLY, PUSH ROD, AND BELLOWS TO DIAPHRAGM
1. Assemble the control valve plunger assembly into the control hub so that the round holes in the rubber valve index with the raised projections on the hub, and the flat on the valve plate indexes with the flat projection on the hub (Fig. 50). Compress the valve spring, and install the retainer in the plunger groove to secure the control valve plunger to the control hub (Fig. 48).
2. Assemble the tail stock over the plunger with the flat on the tail stock indexing with the flat on the hub.
3. Assemble the 0-ring over the tail stock and into the "V" groove formed by the tail stock and hub.
4. Assemble the tail stock and the plunger and control hub assembly to the diaphragm, and turn the hub counterclockwise to secure these parts together (Fig. 4 7).
5. Install the lever assembly in the control hub with the rubber protrusions toward the hub (Fig. 46).
6. Assemble the reaction cone, re-
tainer, and two plastic push rod guides on the push rod. Install the push rod assembly in the valve hub so that the push rod indexes in the valve plunger.
7. Install the two bellows support rings and bellows protector on the bellows. The support rings are positioned in the two larger folds of the bellows and the protector in the smaller fold.
8. Assemble the bellows on the control hub so that the lip of the bellows indexes in the groove on the hub. Secure the bellows to the hub by assembling the large bellows clamp on the diaphragm end of the bellows approximately 1 '3'2 inch from the end of the bellows (Fig. 45).
ASSEMBLY OF MAJOR COMPONENTS
1. Assemble the rear seal in the end plate (Fig. 44) and position the diaphragm, the control valve components, and the bellows as an assembly into the end plate.
2. Install the rubber grommet in the booster body with the large diameter side to be outside of the booster. Force the vacuum manifold
and check valve assembly through the grommet (Fig. 49).
3. Assemble the booster body to the end plate. Make sure that the lip of the diaphragm is evenly positioned on the retaining radius of the end plate and the booster body. Pull the front lip of the bellows through the booster body and position it evenly around the hole in the booster body (Fig. 46).
4. Install the clamp band over the lips of the booster body and end plate. Align the scribe lines, compress the assembly together, and secure with the clamp and band bolt. Tap the clamp band with a fibre hammer around its circumference as the bolt is being tightened. Tighten to 15 inch-pounds of torque.
INSTALLATION OF EXTERNAL PARTS
1. Install the rubber boot to the valve operating rod and assemble the plastic retainer to the end of the rod. Insert the rod into the plunget so that the retainer engages the groove in the plunger. Install the lip of the boot in the groove of the rear seal (Fig. 49).
PUSH ROD LINK
BOOT
H1362·B
2. Connect the valve operating rod to th e uppe r end of th e lever, a nd connect the push rod lin k to the ce n ter of th e lever with the co nn ecting p in s and cl ips
3. Pos ition the mounting b rac kets to the end plate and install the retaining nuts.
4. Connec t the lever assembly to the lowe r e n d of th e m ou nting bracke ts w ith the p ivo t pi n a nd clip
S Position th e a ir filt er in the p lastic filter cove r and th e n soap the cover a n d filter on the metal bub with th e filte r be t ween
6. Assemble the cove r , filter , a nd hub assembly to the boos te r body w ith the met al hub against the boos ter body.
7. A ssemb le th e master cy linder to the boos ter body . T orque th e ma s ter cy lind e r mounting nu ts to sp ecification.
MATCHING HO LES
FIG. SO-Assembling Valve Plunger to Hub-Midland-Ros s
Wheel Brake Cylinders on Cars with 9" Brakes cannot be Honed
2-40 GROUP 2-BRAKES
AND ADJUSTMENTS.-INCHES (Continued)
FRONT WHEEL DISC BRAKE (RP0-8 CYLINDER ENGINE)
Lining Maximum Wear Limit (From Top of Rivets)
Lining Maximum Clearance to Shoe (Midway Between Rivets)
Pedal Ratio Pedal Travel-Standard
Pedal Travel-Power
Push Rod Adjustment-Power Brakes Bendix Midland-Ross
Hydraulic Line Diameter
Parking Brake-Type Hand Operated with Handle Mounted on Lower Left Side of the Instrument Panel
Lining Thickness:
Lining Maximum Wear Limit (From Surface of Shoe)
Lining to Rotor Clearance !Brakes Released)
Pedal Travel (Non Power)
Pedal Ratio
Forel Publishing Company, LLC Woodbridge, VA 22192 www.ForelPublishing.com
Lining Maximum Wear Limit (From Top of Rivets or Shoe Rim)
Lining Maximum Clearance to Shoe (Midway Between Rivets)
Pedal Travel-Standard Pedal Travel-Power
Push Rod Adjustment-Power Brakes Bendix Midland-Ross
Hydraulic Line Diameter
Parking Brake-Type Foot Operated With Pedal Mounted Below Left Side of the Instrument Panel
PART 2-3-SPECIFICATIONS
TORQUE
LIMITS--BRAKES
Brake Cylinder to Brake Carrier Plate Bolt
Brake Control Assembly to Instrument Panel Bolt
Master Cylinder to Dash Panel Bolt
Tube Connector to Master Cylinder
Master Cylinder Cover
Parking Brake Control Assembly to Dash Panel Bolt
Brake Hose Bolt
Brake Pedal Support Bracket to Dash Panel Bolt
Brake Pedal Support Bracket to Instrument Panel Nut
FRONT DRUM BRAKES ONLY
Assembly to Wheel Hub and Drum Assembly Nut
Lug-6 Cyl.
Cyl. Wheel, Hub and Drum Assembly to Wheel Spindle Nut<D
Drum to Axle Shaft Assembly Speednut Hand Push Fit Wheel Assembly to Axle Shaft to Drum Assembly Nut
Brake line Connection to Axle Housing Bolt
Bleeder Screw to Wheel Cylinder
Vacuum Manifold to Booster Body Mounting Bolt 8-10
Forel Publishing Company, LLC Woodbridge, VA 22192 www.ForelPublishing.com
CD.0005 to .0065 Bearing end play at assembly.
TORQUE LIMITS--DISC BRAKES
Caliper Assembly to Mounting Bracket 45-60
Mounting Bracket to Spindle 35.45
Caliper Bleeder Screw 10 (120 in-lbs maximum)-
Caliper Splash Shield Must be leak proof 7.9
Caliper Bridge Bolts 65-75
Rotor Splash Shield to Spindle 10·20
Hub and Rotor Assembly to Front 17-25-Rotate rotor while Wheel Spindle torquing.@
Wheel Assembly to Front Wheel 75·110 ft-lbs
Hub and Rotor Assembly
Brake Tube Fitting Nuts to Propor- 70 in-lbs-maximumtioning Valve Must be leak proof
<D.0005" to .0065" maximum bearing end play with torque specification of 17-25 ft.fibs.
SUSPENSION,
Forel Publishing Company, LLC
Woodbridge, VA 22192 www.ForelPublishing.com
D DIAGNOSIS AND TESTING
MANUAL STEERING
Table 1 lists various steering gear and linkage trouble symptoms and possible causes. Several of these symptoms are also common to suspension frame, and wheel and tire troubles. For this reason, be sure that the cause of the trouble is in the steering gear or linkage before adjusting, repairing, or replacing any of the steering parts.
POWER STEERING
PRELIMINARY T ESTS
The following preliminary checks should always be made before performing any trouble-shooting operations.
Check Pump Belt
If the pump belt is broken, glazed, or worn, replace with a new belt. Use only the specified type of belt.
Check The Belt Tension
If the belt is too loose or too tight, it should be adjusted to the proper tension as outlined in Part 3-4. A " u sed belt" is one that bas run 15 minutes or longer.
Check Fluid Level
Start the engine, turn the steering wheel all the way to the left and right several times, and shut off the engine.
Check the fluid level in the reservoir. If the level is low, add enough
fluid to raise the level to the base of the filler neck. Do not overfill the reservoir.
Check For Fluid Leaks
1. If the power steering fluid does not already include yellowish green dye, pre-mix one teaspoonful of oilsoluble aniline dye with 2 pints of automatic transmission fluid CIAZ19582-A. Then refill the reservoir with the dye solution.
2. With the engine running at idle speed, turn the s teering wheel all the way to the right stop and to the left stop several times to distribute the dye solution throughout the hydraulic system. Do not hold the wheel against
3 -2
GROUP 3- SUSPENSION
eac h wheel sto p for more th an 3 to 5 seconds.
3. Shut off th e engine, and c h ec k for leaks.
F itting and T ube Sea t Lea k. S in ce mos t fluid leaks occur a t the fitt ings and co nn ections in a powe r stee r i ng h y draul ic syste m , th ese pa rt s sh ou ld be checked befo r e any other pa rt is repl aced.
1. With t he engine running a t idl e speed, rai se th e ca r on a hoist.
2. Clean th e outside of the co ntrol valve and th e p ower cy linde r , the bottom surfaces o f the pump , and a ll lines and fittin gs. Dirt , oi l, and g r ease should be r emoved from a ll areas wher e leaks may exist.
3 . Tighten all fitting s, using a special 5-ftat tube wrench. Do n o t ti gh ten th e fittin g with a s ta ndard o p en e nd w rench. If a proper ly tightened fitting l eaks, r eplace the scat.
P ump , C on t ro l V alve, a nd Power Cylinde r L eak. If the fitt ings and connec tio ns do no t leak , check the othe r pa rt s of the syste m.
Check the hose connection at th e pump for le a k s, and tight e n the hose clamp if n ecessar y.
P ump Leaks. If lea k age occurs a t the pump re servo ir seal, p u mp out let va lve sea ls, or the support st ud sea l, c h eck the to rque of the outlet valve n ut and the suppo rt st u d nut. If torque is within specifications , replace the reservoir sea l, ou tlet va lve sea ls, or th e suppo r t stud sea l, whichever is required if lea ks a re ev id e nt other than the line s.
Control V al ve Leaks. If the con t ro l valve is leaking (so mewhere othe r than t he tube seat s) , repl ace all the seals, using a control valve sea l kit. Use all the p arts in th e k it , and be sure they are correctl y in sta ll ed . Wh en assembling th e new sea ls in th e valve, a n application o f s ilico ne grease to the internal part s w ill help to provide a be tte r sea l agains t futu r e leakage. Apply grease to the cen te ring spring a rea, especially on the cap a nd spacer mating su r faces. Coat the thread s of t he cap r e t ain ing bo lts with g rease . The rubber boot sea ls, t he actuator assembly , a nd the metal cup seals in th e control va lve sh o uld al so be coated with s ilic o ne grease.
Som e oil
r e m a ining from th e m a nufacturing processes may be found in the sleeve nea r the ba ll s tud. Do not confuse this oil with leaking fluid from the h yd rau lic syste m
P ower Cylind e r Leaks. The power cylinder may leak at th e pis ton r od
sea ls. A power cylinder sea l kit sh ould be used to correct leakage. Do n o t r epl ace the p owe r cylinder asse mbly unl ess the pi ston r o d is s cor ed o r h as a duU gr ay fi nis h in stead o f a hi gh lus ter chrome fini sh.
Ch e ck Turning Effor t With the fr o nt whee ls properly aligned and tire pressures correct, check th e eff ort r equired to turn the steering wheel.
1. With the car on dry co ncrete , se t the parking b r akes.
2 With the e n gine warmed up a n d running at idle speed, turn the stee ring w hee l to the left and right several times to wa rm the fluid.
3. Attach a torqu e wren c h to the stee ring whee l hub (Fig. I ). C h eck
the effo rt r eq uired to turn the wheel at leas t o n e com ple te r evolution in bo th di re ctio n s. See P a rt 3-6 fo r the spec ifi ed to rque which shou ld be a pprox im ately equal in bo th directions.
Pump-Fluid Pressure Test
A fluid pressure test will show whe th er the pump or some o th er un it in th e powe r steering system is causing trouble in the syste m. Steps outli ned be low should be fo ll owed to determine th e ca u se of the troub le.
1. Mea sure t he pu mp belt tension. Wh e n a dju stin g t he b elt ten sion o n t h e power s t eering p ump , do no t p ry against t h e pump to obta in th e p r o per belt l oad
A h a lf -i nch cast boss h as b een inco rp o r a ted on the front face of th e p ump cover pla te o nto whi ch a 0/rn in c h ope n e nd wr e n c h ca n be fitt ed to p ry th e pump and obtai n the prop er b elt te n sio n.
2 . Di sco nnect the pressure line hose from the pump outlet, and install a 0-2000 ps i pressure gauge a nd shu t off valve between the end of th e hose and th e pump out let (F ig. 2).
B e s ure tha t th e press ure ga u ge is b e tween the pump a nd the sh ut off valve, a ll co nnecti on s a r e tight, a nd the shu t off valve is fully op e n
3. Connect a tachom eter.
4. Start the engine a nd oper at e it at id le sp eed for a t least two minutes to wa rm u p the fluid.
5. Cycle the steer ing whee l from s top -to-stop seve ral t im es to expel any
Torque Wrench (In. Lb.)
PART 3-1 -SUSPENSION,
air from the system; stop the engine. Remove the reservoir filler cap and check the fluid level in the reservoir. If necessary, add lubricant CIAZ19582-A to the proper level.
6. With the engine running at approximately 500 rpm and no steering effort applied, and the lubricant at normal operating temperature, the pressure gauge should show a pressure of less than SO psi. If the pres-
STEERING, WHEELS AND TIRES GENERAL SERVICE
sure is higher, inspect the hoses for kinks and obstructions.
7. Increase the engine speed to 1000 rpm; then, slowly close the gauge shut-off valve. With the valve fully closed, the pump pressure should be 750 to 900 psi.
Do not close the valve for more than a few seconds (maximum S seconds), as this would abnormally increase the lubricant (fluid) temper-
STEERING TROUBLE DIAGNOSIS GUIDE
BINDING OR POOR RECOVERY
If the steering wheel binds or sticks when turned, or if poor recovery to the straight-ahead position occurs, check the Pitman arm ball stud in the control valve sleeve. If the ball stud is rubbing against the edge of the sleeve slot, the roll pin may be missing.
If either of the idler arm bushings are worn or damaged, replace both bushings.
ature and cause undue pump and/ or steering gear wear. Engine rpm should not exceed fast idle during this test.
If pressure is more or less than specification, replace the pump assembly. If pressure is as specified and steering efforts are heavy, the gear and/ or control valve could be at fault.
check the spool adjustment. If the adjustment is correct, overhaul or replace the control valve.
Check the control valve travel regulator stop adjustment. If the stop is drawn up too tightly, the ball stud will bind in the seats. Adjust the stop as required.
Check the steering adjustment (Section 2).
Check the operation control valve spool in housing. If the spool is binding housing,
If the effort required to turn the steering wheel is greater than normal for the entire travel of the front wheels, check the tire pressure then, test the fluid pressure. Be sure that there are no leaks, that the reservoir is properly filled, and that the belt is properly adjusted. If the pump output pressure is low, the pump may be defective and should be replaced.
If the pressure test shows that the trouble is in the control valve or power cylinder, remove and inspect these units. Repair or replace any damaged parts.
If the pressure test indicates that the pressures throughout the system are within specifications, check the following items in the order given: Check the control valve spool cen-
If excessive free play or lost motion is noticed when steering, check the steering gear preload and mesh adjustment.
Check for excessive clearance between the steering arm ball stud and the ball stud seats. If the ball stud is loose in the seats, adjust the control
Check the control valve sleeve and the socket tube for damage. Replace parts that show signs of damage, and adjust the travel regulator stop.
Check for possible interference between the steering wheel and the steering column.
tering spring adjustment. Adjust if required (Section 2).
Check the control valve spool for movement. If the spool does not move freely, check for, and eliminate, interference between the socket tube and the valve sleeve. If the spool is sticking in the housing, remove the spool and check the spool lands for burrs. Small burrs may be removed with crocus cloth if the edges of the valve lands are not rounded in the process. If the spool cannot be repaired, replace the control valve.
Check the control valve ball stud for free movement in the ball stud seats. If the stud is binding in the seats, adjust the travel regulator stop.
If the hard steering still persists. check the front end alignment.
valve travel regulator stop.
Check the control valve centering spring adjustment. If the spring adjustment nut is loose, tighten the nut until it is snug. and then back off the nut not more than 1,4 turn. Excessive tightening may damage the stop pin.
GROUP 3- SUSPENSION, STEERING, WHEELS AND
TIRES
STEERING TROUBLE DIAGNOSIS GUIDE (Continued)
NOISE
STEERING CHATTER
RATTLES
LOSS OF POWER ASSIST
Check the pump belt tension. A loose or glazed belt can cause belt squeal. A glazed belt, even when properly adjusted, may slip.
Excessive torque at the pressure line joints may distort the tube seats
A loose pump belt or air in the fluid can cause chatter against the wheel stops during an extremely sharp turn. Check the belt tension, and adjust it to specifications or fill the reservoir if necessary.
Check for looseness in the idler arm rod connection. Looseness at this point may be due to worn mounting
Check the control valve spool centering spring adjustment. If the adjustment is loose, tighten the nut until snug. and the nut not more than Excessive tighten-
and cause noise.
Noise may result if the specified hose is not used or if it is improperly routed. If noise still exists with the specified hose properly installed and routed, the pump should be replaced.
bushings or improper mounting nut torque. Replace the bushings if worn. Torque the nut to specification.
Check the power cylinder piston rod insulators for looseness. If the insulators are worn. replace them. If the mounting nut is loose, torque it to specification, and torque the locknut to specification.
ing may damage the stop pin.
FRONT WHEEL ALIGNMENT CHECKS
Do not attempt to check and adjust front wheel alignment without first making a preliminary inspection of the front-end parts.
Check all the factors of front wheel alignment except the turning angle before making any adjustments. The turning angle should be checked only after caster, camber, and toe-in have been adjusted to specification.
The front wheel alignment specifications, given in Part 3-6 are correct only when the car is at "Curb Height." Before checking or adjusting the alignment factors, the suspension alignment spacers (Tool T65P3000-B or C) must be installed to obtain the curb heights.
Check for looseness between the control valve ball stud and the ball stud seats. If the stud is loose in the seats. adjust the travel regulator stop.
Check system for damage, replacing necessary. Tighten belt.
Test the to determine whether the trouble is in the pump, the control valve, or the power cylinder.
If the pressure test indicates that the pump is at fault, replace the pump.
If the pressure test indicates that the control valve or power cylinder is at fault, check as follows:
Disconnect the power cylinder piston rod from the idler arm bracket. Operate the piston by hand to check
EQUIPMENT INSTALLATION
Equipment used for front wheel alignment inspection must be accurate. Alignment height spacers (Figs. 3 and 4) are used to check caster. camber. The spacers should be omitted when checking toe-in.
1. Drive the car in a straight line far enough to establish the straightahcad position of the front wheels, and mark the steering wheel hub and the steering column collar (Fig. 5). 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.
for resistance to movement. If the piston moves easily with little or no resistance, the internal parts of the power cylinder are broken or damaged. Replace the power cylinder if broken or damaged.
Maladjustment of the control valve spool centering spring can cause a loss of either right or left power assist. Check the adjustment, and readjust if necessary. Replace all defective parts.
Check the operation of the control valve check valve. If the check valve does not operate freely, replace the check valve assembly.
adjustment, install the alignment spacers as follows to establish the curb height.
Insert the pin in the spacer hole marked for the model being checked (Mustang rear does not use the pin).
Raise the front of the car and position the alignment spacers between the suspension upper arm and the spring tower as shown in Fig. 3. The lower end of the spacer should be placed over the head of the ball joint front outside attaching rivet. Position the alignment spacers for the rear of the car between the rear axle and the side rail as shown in (Fig. 4).
3. Install the w h e e I alignment equipment on the car. Whichever type of equipment is used. follow the installation and inspection instrucForel
2. With the car in position for the front end alignment inspection and
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TABLE 1-Trouble Symptoms and Possible Causes
POSSIBLE CAUSES OF TROUBLE
1. Incorrect Tire Pressure x x
2. Tire Sizes Not Uniform x x x
3. Overloaded or Unevenly Loaded Vehicle
4. Power Steering Fluid Level Low-Leak
5. Sagging or Broken Spring
6. Glazed, Loose or Broken Power Steering Pump Belt x x
7. Rear Spring Tie Bolt Off Center
8. Broken Rear Spring Tie Bolts
9. Rear Spring Front Hanger Mislocated
10. Bent Spindle Arm x x x x
11. Bent Spindle x x x x
12. Lack of Lubrication
13. Air in Power Steering System
14. Obstruction in Power Steering Lines
15. Loose or Weak Shock Absorber
16. Loose or Worn Suspension Arm Bushings
17. Binding Front Suspension Ball Joints or Steering Linkage
18. Loose, Worn, or Damaged Steering Linkage or Connections
19. Loose Steering Gear Mountings
20. Insufficient Steering Pump Pressure
21. Incorrect Steering Gear Adjustment
22. Incorrect Brake Adjustment
23. Incorrect Front Wheel Bearing Adjustment
24. Wheel Out of Balance
25. Incorrect Front Wheel Alignment
26. Out-of -Round Wheel or Brake Drum
27. Frame or Underbody Out of Alignment
28. Bent Rear Axle Housing x x x x
29. Excessive Wear of Steering Pump Internal Parts
30. Steering Gear Valve Spool Binding or out of Adjustment
31. Obstruction Within Steering Gear
FIG . 3-Typical Front Alignment Spacer Installation
FIG. 4-Typical Rear Alignment Spacer Installation
tion s provided by the equipment manufacturer.
FIG. 5-Straight Ahead Position Marks-Typical CASTER
C h eck the caste r ang le at eac h front wheel.
Cas te r is the forwa r d or r ea rward tilt of the top of th e wh ee l spind le (Fig 6). If the sp indl e tilt s to the r ear, caster is positive. If the sp indl e ti lts to the front, cas ter is negative. Th e cor ng le , or ti lt , is sp ecifi Th e maximum differenc both front whee l caster not exceed 1h 0 However e of not more than
CAMBER
Check the camber a ngle at each front wheel.
Camber is the a mount th e fron t wheel s a r e tilted at the top (Fig. 6). If a wheel tilt s outward , camber is positive. If a whe el tilt s inward , camber is negative. The co rrect camber angle , o r outward (pos itive ) tilt , is sp ec ifi ed in P a rt 3-6. Th e m a ximum differe n ce between both front wh eel camber a ngles shoul d not exceed 1h 0 • However, a difference of not m or e th a n 1/,i 0 is preferred.
TOE-IN
Alignment height spacers are n o t
COMMON ADJUSTMENTS AND REPAIRS
After front wheel a lignm e nt factors have been checked , m ake th e n ecessary ad j ustments. Do not attempt to adjust the front wheel alignment by bending the su spension or steering parts.
CASTER AND CAMBER ADJUSTMENTS
MUSTANG
Be sure all the equipmen t listed in
Equipm e nt In sta llation is in stalled before ad justing the cas ter a nd camber. Caster a nd cambe r can be ad juste d by removing or in sta ll ing shims betw een the inn er shaft of th e front suspension upper a rm a nd th e und e rbody (Fig. 7)
Both caster a nd camber a djus tm e nt can be made at t h e sa m e time by loosening the outs on the two bolt s that fasten the inn e r sha ft to the underb ody Afte r the r eq uired shim s
CAMBER _! i-J NE GATIVE -, j f-- POSITIVE I: CA STER CASTER ,<;:L OF TIRE
FIG. 6-Caster and Camber Angles
used to check a nd adju st toe -in Toein should on ly be checked and adju sted after th e caster and ca m be r h as been ad ju sted to spec ific at io n.
C heck the toe-in with the front wheels in t h e straig ht- ahead pos iti o n. Run the engin e so that the power s teering control valve will be in the center (neutral) position (if so equipped). Mea sur e t he dis tance bet ween t he extreme fro n t and also between the ext reme rear of both front wheel s Th e diffe r e n ce between these two d istances is the toe-in.
Correct toe -in, or inwa rd p o int in g of bo th front wh eels at the front , is speci fied in P art 3-6.
FRONT WHEEL TURNING ANGLE
When the inside wheel is t urned 20 °, the turning a ng le of t he outs ide whee l shou ld be as specified in P art 3 -6. Th e turn ing ang le cannot be adjusted d ir ectl y , because it is a resu lt of th e combin ation of caster , cam ber, and toe- in adjustments and sh ould , therefore, be measured o nl y af ter these adju stmen ts have been made If th e t urning angle does not m ea su re to specifica t io ns , check the spi n dle or other suspen s io n p arts fo r a bent condition
h ave been removed or in sta ll ed , to rque the nu ts to sp ec ificat io n . Caster and cambe r adj u sting shims are avai lable in 1/n -in ch and Vs -inch t h ick ness.
The 1/3 2 inch shims should be placed again st the fender h o u sing s h ee t metal or between th e Vs inc h shim s.
CASTER
To adjust caster, remove or install
Fl267-B
ADJUSTIN G SHIMS F 1082- C
FIG. 7-Caster and Camber Adjustments-Mustang
shims a t e ither the front bolt or the r ear bolt (Fig. 7).
The removal of shim s at the front bol t or the insta ll a tion of shim s at the rear bolt wi ll cause the upper ball joint to move forward. The remova l of shim s at th e re a r bo lt o r the in st a ll ation of shims a t the front bol t w ill cause the ball jo int to move r earw a rd. A 1/32-inc h c h ange of shim t h ic kness at e ithe r bolt will c h a nge the caste r angle approximately V2 °. The diffe rence between the shim stack th ickness at the two bolts shou ld n o t exceed 1/ 16 inch (Fig. 7).
CAMB
E R
To adjust camber , remove or install equa l shim t hi ckness a t bo th bo lt s (Fig. 7).
T he removal of equ al sh im s at bot h bolts will m ove th e upp er ba ll joint inw ard. The in st a ll atio n of equal shim s at both bolts will move the ba ll joi n t o ut ward A 1/io- in c h c han ge of shim thic kn ess a t both bo lts w ill c hange the cambe r angle VJ 0 • The tota l shim stac k thic kness a t each bo lt s ho u ld n ot exceed 0/ 10- in c h (Fig. 7).
COMET, FALCON, AN D
FA IRL ANE
Caster is controll ed by the fron t suspens ion st rut (F ig. 8). To obta in positive caste r , loose n the s trut fron t nut and tight en the strut rear nut agains t the bushing. To obt ai n n ega t ive caster, loosen the s trut rea r nut and ti ghten the strut front nut aga in st th e b ushing.
Ca mb er is co ntro ll ed by t h e eccen t r ic cam located a t th e l owe r a r m a ttac hm e n t to t he side ra il (F ig. 8).
To adj us t the camber , loose n the eccentri c bol t nu t and rotate th e bolt a n d eccent ri c clockw ise from th e h ig h position to increase ca m be r or cou nte rcl ockwise to decrease ca mbe r.
After th e caster and camber h as been adju sted to spec ifica tio n , torque t h e l ower arm eccen tric bol t nut and the stru t front nut to spec ifica tio n
TOE-IN AND STEERING WHEEL ALIGNMENT ADJUSTMENTS
C h eck the steering whee l s poke posit ion when the fron t whee ls are in th e str a ight -ahead position. I f the spokes arc not in th e ir n o rm a l position, th ey can be properl y a djusted whi le toe- in is be ing adjusted.
1. Loose n th e two clamp bo lts o n eac h sp indle con n ect in g rod sleeve (F ig. 9) .
2 . Adjust toe- in. If th e steeri n g wh eel spoke s a r e in th eir no rm al positio n , leng th e n or s hort en both rods equally to ob tain correct toe-i n (Fig. I 0). If th e s teering wh ee l spo ke s are not in th e ir Do rm al position, make t h e n ecessa ry rod adjust ments to ob tain correct toe -in and steer ing wheel
CLAMP BOLTS F1083 -B
FIG. 9-Spindle Connecting Rod Sleeve- Typical spoke alignment (Figs 11 and 12)
3. Recheck toe- in and steering whee l spoke alignment. If toe-in is correct and t h e s teeri ng wheel spokes are sti ll not in t h ei r n orm al positio n , turn bo t h co nnec ting rod s leeves upward or downward th e sa me num be r of t urns to mo ve the steeri ng whee l spokes (Fig. 11 and 12).
4 . W h en toe-in and s teering wheel spo k e a li gnmen t a r e bo t h corre c t, torque the c lamp bo lts o n both connec ti ng rod s leeves to spec ifi ca tion
GREASE PLUG
FIG. 8-Caster and Camb er Ad justments- Comet, Falcon , and Fairlane
SLEEVE
GROUP
TURN DOWNWARD TO INCREASE ROD LENGTH TURN UPWARD TO DECREASE
3
- SUSPENSION, STEERING, WHEELS AND TIRES
TURN UPWARD TO INCREASE ROD LENGTH
SLEEVE
FIG. 10-Spindle Connecting Rod Adiustment
WHEN TOE-IN IS CORRECT
TURN BOTH CONNECTING ROD SLEEVES UPWARD TO ADJUST SPOKE POSITION
WHEN TOE-IN NOT CORRECT
LENGTHEN LEFT ROD TO INCREASE TOE -IN
SHORTEN RIGHT ROD TO DECREASE TOE-IN
TURN BOTH CONNECTING ROD SLEEVES DOWNWARD TO ADJUST SPOKE POSITION
The sleeve position should be as shown in Fig. 13 when the clamp bolts are tightened.
STEERING GEAR LUBRICANT CHECKING PROCEDURE
MUSTANG
1. Center the steering wheel.
2. Remove the steering gear housing filler plug.
3. Remove the upper cover-tohousing attaching bolt.
4. With a clean punch or like instrument, clean out or push inward the loose lubricant in the filler plug hole and cover to housing attaching bolt hole.
TO DECREASE TOE -IN
LENGHTEN RIGHT ROD INCREASE TOE -IN ADJUST BOTH RODS EQUALLY TO MAINTAIN NORMAL
FIG. 11-Toe-ln and Steering Wheel Spoke Adjustments-Comet, Falcon, and Fairlane
WHEN TOE-IN IS CORRECT:
TURN BOTH CONNECTING ROD SLEEVES UPWARD TO ADJUST SPOKE POSITION
TURN BOTH CONNECTING ROD SLEEVES DOWNWARD TO ADJUST SPOKE POSITION
S. Slowly turn the steering wheel to the right stop, lubricant should rise within the upper cover bolt hole; then slowly turn the steering wheel to the left 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 upper cover-to-housing attaching bolt.
COMET, FALCON, AND FAIRLANE
1. Center the steering wheel.
2. Remove the steering gear housing filler plug.
3. Remove the lower cover-tohousing attaching bolt.
4. With a clean punch or like instrument, clean out or push inward the loose lubricant in the filler plug hole and cover to housing attaching bolt hole.
WHEN TOE-IN IS NOT CORRECT:
LENGTHEN LEFT ROD TO INCREASE TOE-IN
SHORTEN RIGHT ROD TO DECREASE TOE-IN
SHORTEN LEFT ROD TO DECREASE TOE-IN
LENGTHEN RIGHT ROD TO INCREASE TOE-IN
FIG. 12-Toe-ln and Steering Wheel Spoke Adjustments-Mustang
S. Slowly turn the steering wheel to the left stop, Iubricant 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 cover-to-housing attaching bolt and the filler plug.
EJ CLEANING AND INSPECTION
STEERING GEAR CLEANING AND INSPECTION
Wash all parts in a cleaning solvent and dry with a lint-free cloth. The bearing should not be spun dry with compressed air. Inspect the shaft and worm for scoring, cracks or checks, and for straightness of the shaft. Check the splines and the threads on the sector shaft for wear and burrs. Inspect the gear teeth for scoring, pitting and other wear. Inspect the ball bearings for free movement, and the cups for wear or irregular surfaces. Check the housing for cracks and the sector shaft needle bearing for free movement or other wear.
Check the power steering pump pressures. If the pump pressures are not to specification and there are no external fluid leaks, replace the pump. If the pump has a visible leak, replace the reservoir seal, outlet valve seals, or support stud seal, whichever is required.
FLUSHING THE POWER STEERING SYSTEM
Should a power steering pump become inoperative, the shaft and pulley should be checked for freedom of rotation. If the pump shaft does not turn freely (binding), it is an indication that there is wear on the pump internal components and the need for flushing the steering system, when ina new pump.
1. Remove the power steering pump and pulley as outlined in Part 3-4.
2. Install and connect only the pressure the pump (Part 3-4).
3. Place line in a suitable container plug the reservoir return
4. Fill the lubricant CIAZ-19582-A.
5. Disconnect the coil wire to prevent the engine from starting and raise the front wheels off the ground.
the floor. Shake each front wheel grasping the upper and lower surfaces of the tire to check the front suspension ball joints and mountings for looseness, wear, and damage. Check the brake backing plate mountings. Torque all loose nuts and bolts to specifications. Replace all worn parts as outlined in Part 3-2.
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6. While approximately two quarts of steering gear lubricant 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 ignition key, and attach the coil wire.
8. Remove the plug from the reservoir 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 car.
11. Start the engine and cycle the steering wheel from stop to stop to expel any trapped air from the system.
FRONT END GENERAL INSPECTION
Do not check and adjust front wheel alignment without first making the following inspection for front-end maladjustment, damage, or wear.
1. Check for specified air pressures in all four tires.
2. Raise the front of the car off
3. Check the steering gear mountings and all steering linkage connections for looseness. Torque all mountings to specifications. If any of the linkage is worn or bent, replace the parts as outlined in Part 3-3.
4. Check the front wheel bearings. If any in-and-out free play is noticed, adjust the bearing to specification (Part 3-5). Replace worn or damaged bearings as outlined in Part 3-5.
S. 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 car may not settle in a normal, level position. and front wheel alignment may be affected.
WHEEL INSPECTION
Wheel lug nuts should be tightened to specification at the predelivery inspection. Loose wheel lug nuts may cause shimmy and vibration. Elongated stud holes in the wheels may also result from loose lug 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.
FIG. 13-Spindle Connecting Rod Sleeve Clamp Position
GROUP
Check for damage that would affect the runout of the wheels. Wobble or shimmy caused by a damaged wheel will cause premature tire wear and eventually damage the wheel bearings. Inspect the wheel rims for dents that could permit air to leak from the tires.
WHEEL BALANCING
See the instructions provided with the Rotunda Wheel Balancer.
UPPER BALL JOINT INSPECTION
1. Raise the car 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. 14. This will unload the upper ball joint.
MAXIMUM TOLERANCE
3- SUSPENSION,
STEERING, WHEELS AND TIRES
3. Attach a dial indicator to the upper arm. Position the indicator so that the plunger rests against the underside of the spindle at the upper ball joint stud.
4. With the dial indicator attached to the upper arm, position the indicator so that the plunger rests against the inner side of the wheel rim adjacent to the upper arm ball joint.
5. Grasp the tire at the top and bottom, and slowly move the tire in and out (Fig. 14). Note the reading (radial play) on the dial indicator. If the reading exceeds specifications (Part 3-6), replace the upper ball joint.
LOWER BALL JOINT INSPECTION
1. Raise the car on a frame contact hoist or by floor jacks placed beneath the underbody until the wheel falls to the full down position.
SHOCK ABSORBERS
Passenger cars and station wagons are equipped with hydraulic shock absorbers of the direct-acting type and are nonadjustable and nonrefillable, and cannot be repaired.
Before replacing a shock absorber, check the action of the shock absorbers by grasping the bumper and jouncing the car up and down. If the shock absorbers are in good condition the car will immediately settle to a normal position after the bumper is released.
TESTING
To check a shock absorber removed from a car proceed as follows:
F123S-A
FIG. 14-Measuring Upper Ball Joint Radial Play
2. Adjust the wheel bearings as described in Part 3-5.
2. Ask to grasp the lower and move the wheel
3. As being moved in and out, lower end of the spindle lower arm.
4. Any 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.
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During the foregoing check, the upper ball joint will be unloaded and may move. Disregard all such movement of the upper ball joint. Also, do not mistake loose wheel bearings for a worn ball joint.
1. Hold the shock absorber in the vertical position w i t h the piston in the same position, push in the piston rod until the shock is extended to its full length.
2. With the shock absorber held in the same position, push in the piston rod until the shock is compressed to its shortest length.
3. Repeat steps 1 and 2 several times until all the air is expelled.
4. Clamp the lower end (small diameter) in a vise in a vertical position.
5. Extend the shock to its full length and then compress it to its shortest length. There should be a constant drag during the complete cycle. Any sudden loss of drag indicates air in the system, loss of fluid, or faulty internal valve operation. Replace defective shock absorbers.
2
PART 3·2 SUSPENSION
3
DESCRIPTION AND OPERATION
Each front wheel rotates on a spin d le. The upp er and lower end s of the spind le are attac h ed to upper and lower ba ll join ts which are mounted to an upper and lower arm respec tively. The upper a rm pivots on a b u shing and s haft assembly wh ich is bolted to the underbody. The lower a rm pivots on a bolt that is located in a n underbody bracket (Figs. 1 and 14).
A coil spring sea ts between the upper arm and the top of the spring housin g A double acting shock absorber is bolted to the a rm an d th e top of the spring ho us ing
The sw iveling ac tion of the ball joints allow the wheel and spindle assemblies to move up and down wi th ch a n ges in road surface. The swiveling ball joi nts also permit th e spind les a nd wheels to be turned to the left or right by the steering gear and l inkage.
T he pivoting action of the susp e nsion aqn s provides an up and down mov ement for the spindle s and wh ee ls as r equired by bumps or depressio n s in the road surface. The coil sprin gs, shock absorbers and s tabilizer bar control th e front suspension up a nd down movements. The struts, which are connected between the suspensio n lower a rms and the underbo d y prevent th e su spens ion arms from moving forwar d a nd backwa rd .
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NUT
STABI LIZER BAR STRUT FRONT
FIG. 1- Front Suspension - Typical
REAR SUSPENSION
Ea ch rear wh eel, hub, and brake drum assembl y is bolted to the rear axle sh aft fl an g e. The wheel a nd axle sh a ft a ssembly r otates in the rear axle hou sing Two spring pads integral with the axle housi ng , rest on two leaf ty pe s pring s. The axle hous ing is fastened to the springs by spring clips (U-bolt s), spring clip plates and outs (Figs 2 and 18). Ea ch spring is suspended from the underbody side rail b y a hanger a t th e front and a shackle at the rear The upper end of each shock absorber is mounted to a bracket in th e underbody . The lower end is mounted to the spring clip plate
Th e springs a nd shock absorbers provi de for up and down movement of the r ea r axle and wheels as requir ed b y cha nges in the road surface. Th ey also cushion road shock s.
EJ IN -CAR ADJUSTMENTS AND REPAIRS
HOISTING INSTRUCTIONS
Da mag e to suspension and / or stee ring linkage components may occur if care is not exercis ed when positioning the hoist adapters of 2 post ho ists prior to lifting the car.
If a 2 post hoist is used to lift the ca r , p lace the adapter s u nder the front suspension lower arms. D o not allow the a d apters to con tact th e steerin g linkage.
UPPER BALL JOINT REPLACEMENT
1. Posi tion a support between the upper arm and frame side rail as s hown in Figs. 3 a nd 4; then, raise the car and position safety stands.
2. Re move the w heel and tir e.
3. Remove t he cotter pin a nd n ut from the upper ball joint stud.
4 Posit ion the ba ll joint remover tool as shown in Fig. 5 T h e to ol sh ould seat fi rmly agai nst the en ds of bo th studs, and not against th e lower stud nut. It may be necessary to remove th e lower ba ll joint cotter pin if i t prev ents the too l fro m seati ng o n the lower s tud.
5. Turn the tool with a wr en ch unti l both studs are under tens ion, and then, with a h ammer, tap the spind le near the u pper stud to loose n the stud from the spindle . Do no t loose n th e s tud with tool press ur e alo ne. Raise the stud out of the spindle bo r e
6 Using a lar ge chi sel, c ut off the
th ree upper ba ll joint retaining r ivets and remove the ball joi nt.
7 . C lean th e end of the ar m , and remove a ll burrs from the ho le edges. Check for cracks in the metal a t the ho les, and r eplace the arm if it is cracked.
8 Att ach the new ball joint to the upper arm. Use o nly th e specifi ed bolts, nut s, and washers. D o no t rivet th e n ew ball joi n t to the a rm . To r que the nut s to specification (Part 3-6) .
9 Pos ition th e ba ll joint s tud in
the spindle bore, and torque the reta ini ng nut to specification. Install a new cotter pin, tighten the nut if necessary to line up the cotter pin ho le.
10. Lubric a te the ball joint, a nd in stall the wheel an d tire Torque th e lug nuts to specifica tion (Part 3-6)
11 Remove the safe ty stands, and lowe r the c ar
1 2. R emove the support from between the upp er a rm and frame .
13 C heck and, if necessary, adju st cas ter, camber , and to e-in.
F 1085- D
FIG. 2 - Rear Suspens ion-Typical
7'e " COLD RO LL ED STEEL
F1090 - B
FIG. 3-Upper Arm Support-Mustang
WOOD BLOC K F 1287- A
FIG 4-Upper Arm Support -Comet, Falcon, and Fairlane
FIG. 5-Loosening Ball Joint Studs in Spindle- Typical UPPER ARM SHAFT AND / OR BUSHING RELACEMENT
1. Remove the shock absorber a nd upper mounting bracket as an assembly.
2. Raise the car on a hoist, in sta ll safety sta nds , and remove the whe el cover or hub cap.
3. Remove the grease cap from the hub; then, remove the cotter pin, nut lock , adjusting nut and outer bear ing from the hub.
4. Pull the wheel , tire, a nd the hub and drum off the sp indl e as a n assembly.
5. In stall the spring compr essor, Tool T63P -5 310-A or the Co met T ool 5310-C and compress th e spr ing (Section 3)
6. Remove 2 upp er arm to sp ring tower retaining nut s a nd swin g the
PART 3-2-SUSPENSION
upper arm outboa rd fro m the spr ing tower.
7 , R otate the inner shaft so th at t h e retaining studs can be removed. Rem ove th e retaining studs with a soft mallet (Mustang Only).
8. U nscrew the bushings from the sh aft an d suspe nsion arm; th en, rem ove the sh aft from the arm.
9. Position the sh aft in t h e arm, app ly grease to the new bushings and 0-ring s, a nd in stall the bushings loose on th e sh aft and a rm. Turn the bushings so that the shaft is exactly center ed in th e arm. The shaft will be properly centered when dimen sions A and B in Fig. 6 a re equa l.
FIG. 6-Shafl Centered in Arm-Typical
10 Fabricate a spacer fr om a secti on of 34 -inch dia meter pipe or m etal of comparab le size and strength. On a Mu stang the spacer sh oul d be 7 7fi6 inch es long. On a Com et, Falcon, or Fairlane, the spacer sh ould b e 6 15fia inches Jong.
11. Posi ti on th e sp acer parallel wi th the inn er shaft, and for ce th e s pace r between the flanges of the upp e r arm (Fig. 7).
If the spacer ca n not be for ced betwee n the arm flang es due to excessive dis tortion , replace t h e upper arm assemb ly
12. With the spacer positioned in the arm, torque the bushings to specificati o n Move the arm on th e shaft to be sure tha t no b indin g exists, then remove th e spacer.
13 Co nnect the suspension u pper a rm to the under body. In sta ll the adj us ti ng shim s (Must a n g onl y) and release th e front sp ring.
14. Re move the spring compressor a nd po sition th e wheel, tire, a nd hub a n d drum o n the sp indle
15. I ns tall the be a ring , wash er, adjus ting n u t and nut loc k. Ad ju st t h e w h eel bearing as outlined in Part 3-5
FIG. 7-Torque
Upper Arm Inner Shaft
a nd insta ll th e cotter p in , gre ase cap and hu b cap or wheel c over.
16. L ower th e car and install the sh ock absorber and u pper mount in g bracket.
17. Check caster, camber , and toein and ad j ust as n ecessary (Part 3-1).
STABILIZER REPLACEMENT
1. R a ise the car h igh enough to provide working space, and place supports und er both front wheels.
2. D isco n nect the stabilizer from each link. Di sco nnect b o t h stabilizer retai n ing b r ackets, a nd r emov e t he stabi li zer.
3. Coat th e ne cessary par ts of the stab ilizer w ith RUG LYDE or a comparab le l u b ri cant, a nd slide new insulators on to the s tabil izer.
4. Conn ec t th e stabilizer r etai ning brackets , and connect the stabilizer to both l inks. Torque th e bracket reta ining sc r ews a nd the link bolt nu t to specificat ion.
5. R emove t h e supports a nd lower t h e car.
LOWER ARM STRUT AND/OR BUSHING REPLACEMENT
MUSTANG
1. Position the blo ck as sh own in F ig. 3 under th e upper arm fo r support.
2. Raise th e ca r , pos ition safety sta nd s, a nd r e m ove t h e wheel and t ir e.
3. R e move the s trut - to - bracket forwa rd retaining n ut, wash e r and insu lator bush ings (Fig 14).
4. R e move the 2 stru t -to -l ower a rm r eta ining nu ts and bo lts; then ,
3-14
GROUP 3 -S USPENSION, STEERING , WHEELS AND TIRES
lift the strut with rear ins ulator bus hing and wa sh e r from the car.
5 . Install the new rear washer and insulator bushing on the forward end of the strut rod
6 . Position the strut ioto the mouotiog bracket aod to the lower suspension arm Install the strut-toa rm ret a ioiog bolt s aod out s, a od torque to spec ificati o n ·
7 In stall th e forward insulator bushing , washer, a od out to th e forward eod of the st rut aod torque th e strut rod out to spec ific a tion
8. Iostall th e wheel aod tire, remove the safety sta nd s and lower the
car. Remove the tool su pporting the upper arm.
COMET, FALCON, AND FAIRLANE
Removal
1. Rai se the car aod install safety stand s.
2. R e move the lower arm strut front retaining nut , washer and bushing at the frame b r acket (14).
3. R emove 2 bolts and nuts a ttaching the s trut to the lower arm and remove th e strut.
4 . R emove the bushing , washer an d out from the strut.
EJ REMOVAL AND INSTALLATION
HOISTING INSTRUCTIONS
Damage to suspensio n and I or steering linkage components may occur if care is not exercised when positi on ing the hoist adapter s of 2 post hoists prior to lifting the c ar.
If a 2 post hoi st is used to lift the car , place the adapte rs under th e front suspension lower arms. Do not allow the adapters to contact th e steering linkage.
FRONT SPRING
MUSTANG
Removal
1. Raise t he front of th e car, position safety s tands under the frame, and lower the car slightly.
2. Remove the whee l and t ire assembly.
3. Remove the shock absorber lower r etaining nuts and was h ers.
4. Remove the s hock absorber upper mounting bracket retaining nuts, and remove th e sh ock abso rb er and bracket as an assembly (Fig. 15)
5. On all 8-cy linder cars, remove the ai r cleaner to obtain access for tool installation.
6. Position the upper plate (Tool T64K-5310-A) a t the sp ring upper seat; place the bearing of tool T63P5310-A on th e plate a nd insert the tool shaft (detail A 1) through the bearing and upper p late wi th the tool nut (detail A2) against the bear ing as s hown in Fig. 8.
7. In sta ll the tool lowe r plate (detail A3) under the third coil from the bo tt om (F ig. 9) Secure the plate to the sh aft screw (detail Al) with th e retainer (detail A4) The retaine r en-
FIG. 8-Compressing or Releasing Spring on Mustang-Upper View
ga ge s the groove in the s haft sc rew below the p late as shown The tang of the r e tainer e ng a ges the cut-out in th e plate.
8. In sert a Yi -i nch square drive fl exhandle wrench in the drive hole in th e low er pla te to prevent the tool a nd spring from turning (Fig. 9). While thu s holding th e tool, compress
Installation
1. In st all th e nut , washer and bushing on the strut.
2 Position the strut to the front bu shing bracket and to the lower arm. Insta ll the strut to lower arm attaching bolts and nuts and torque to specification.
3. Position the strut front bushing and washer o n the strut and i nstall the adju s ting nut.
4. Tighten th e strut adjusting nuts again st the stru t frame bracket.
5. Lower the car and check caster, camber and toe-in and adjust as necessary.
FIG 9-Compressing or Releasing Spring on MustangLower View
the spring by turning the tool shaft nut clockwise (Fig. 8) unti l the spring clears the su spension upper arm.
9 Remove the upper suspension arm inn er sh aft ret ain ing outs from the engine compartment, and pull the arm, sh aft, and retaining bolts away from the underbody. Measure a nd note the total shim thickness a t each inn er shaft retaining bolt. Swing the upper arm and sh aft assembly 180 ° out to provide clearance for spring remo va l (Fig. 10).
10. Turn the tool shaft nut countercloc kwi se until the spring is released (Fig. 8). Hold the tool lower plat e from turning during spring re· l ease Use a lh -inch squ are dri ve ftexh a ndle wrench (Fig . 9).
FIG. 10-Removing or Installing Spri ng-Musta ng
11. Remove the components of the spring compressing tool; then, remove the spring as shown in Fig. 10.
In s tallat io n
1. With the upper arm turned out of the way for clearance, install the spring in the housing (Fig. I 0).
2. Insta ll the spring compressor tool and compres s the spring.
3. Swing the suspension upper arm assembly inboard, and insert the arm inner shaft retaining bolts thro u gh the mounting holes in the underbody.
4 From inside the engine compartment, install but do not tighten the nuts and lockwasher s on the two inner shaft retaining bolts. The sp ecifie d keys ton e ty p e l ock wash e r s mu st b e u sed
5 . Install the adjusting shims on both bolts between the inner shaft and the underbody. Install the sam e shi m thicknesses t hat were r e m oved from each bolt when t h e a rm was disconnecte d Torque the inner shaft retaining nuts to specification
6 Turn the tool shaft nut counterclockwise to r elea se the spring (Fig. 8). As the spring is being release d, guide the spring into it s lower seat.
7. Remove the compo nents of the spring too l.
8. Position the shock absorber in the spring housing so that the holes in the upper mounting bracket engage the upper r e taining studs in the housing (Fig. 15). The lower r e taining bolts go through the mounting holes in the spring lower seat.
9. Install the bracket retaining
PAR T 3 - 2-SUSPENSION
nuts , and torque to specification. Install the s hock absorber lower retaining nut s on the bolts at the underside of the spring lower seat and torque to specificatio n.
10. Install the wheel and tire assembly, remove the sa fety stands and lower the car.
11. Check and, if necessary, adjust caster, camber, and toe-in.
COMET, FALCON, AND FAIRLANE
Re moval
1. Remove the sho ck absorber and upper mounting bracket as an assembly.
2 Raise the car on a hoi st, install sa fety s tands , and remove the wheel cover or hub cap .
3. R e move the grease cap from th e hub; then, remove the cotter pin, nut l ock, ad j usting nut and outer bearing from the hub.
tower retaining nuts and sw ing the upper arm outboard from the spring tower (Fig 13).
7. Relea se the spring compressor tool and remove the tool from the spring. Then , remove the spring from the car (Fig. 10).
Installati on
1. P lace the spring upper insulator on the spring and secure in p la ce with tape.
2. Position the spring in the spring tower. Install the spring compressor, Tool T63P-5310-A and compress the spring.
3 Swing the upp er arm inboard and insert the bolts through the holes in the side of the spring tower. Then , install the retaining nuts and torque them to specification.
4. Pull the and the hub and drum off an assembly.
5. Install compressor, Tool T63P - the Comet Tool 5310-C compress the spring (Figs. Either tool can be u sed.
6. Remove 2 upper arm to spring
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4. Release the spri ng pressure and guide the spring into the upper a rm spring seat. T h e e n d of t h e spring must sea t agai n st the tab on th e spring seat.
5 Remove the spring compressor and position the wheel, tire, and h ub and drum on the spind le.
6. Insta ll the b eari ng , washer , adju sting nut and nut Jock. Adjust t h e wheel bearing as outlined in Par t 3-5 and install the cotter pin, g r ease cap , a n d hub cap or w h eel cover.
7. Lower t h e car and install the shock absorber and upper mounting br acket.
8 Check ca ster , camber, and toein and adjust as n ecessar y (Pa r t 3-1 ).
FRONT SUSPENSION UPPER ARM
MUSTANG
Removal
1 Raise the front of the car, position safety stands under th e frame, and l ower the car slightly.
2. Remove the wh eel and ti re assembly.
3. Remove the sh ock absorber lower retaining n uts and washers.
4. Remove the shock absorber upper mounting bracket retaining nuts , and remov e the shock absor ber and bracket as an assembly (Fig 15).
O n all 8-cylinder cars, remove the air cleaner to obtain access for tool installation.
5 Install the spring compressor, Tools T63P-5310-A and T64K-5310A and compress the spring (Figs. 8 and 9).
6 Posi tio n a safety stand under the lower a r m.
7. Remove the cotter pin from the
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