1969 FORD MUSTANG tires

03-01-08
Suspension
—
Steering,
Wheels
And
Tires
—
General Service

03-01-08

3.
Remove the lower (upper on

Mustang and Cougar) cover- to-

housing attaching bolt.

4.
With a clean punch or like in-

strument, clean out or push inward

the loose lubricant in the filler plug

hole and cover to housing attaching

bolt hole.
5.
Slowly turn the steering wheel to

the left stop, lubricant should rise

within the lower cover bolt hole; then

slowly turn the steering wheel to the

right stop, lubricant should rise within

the filler plug hole. If lubricant does

not rise in both the cover bolt hole
and the filler plug hole, add lubricant

until it comes out both holes during

this check.

6. Install the lower (upper on

Mustang and Cougar) cover- to-

housing attaching bolt and the filler

plug.

CLEANING
AND
INSPECTION

FRONT
END
GENERAL

INSPECTION

Do not check and adjust front

wheel alignment without first making

the following inspection for front-end

damage, or wear.

1.
Check for specified air pressures

in all four tires.

2.
Raise the front of the vehicle off

the floor. Shake each front wheel

grasping the upper and lower surfaces

of the tire. Check the front suspension

ball joints and mountings for loose-

ness,
wear, and damage. Check the

brake backing plate mountings. Tor-

que all loose nuts and bolts to specifi-

cation. Replace all worn parts as out-

lined in Part 3-2.

3.
Check the steering gear mount-

ings and all steering linkage connec-

tions for looseness. Torque all mount-

ings to specifications. If any of the

linkage is worn or bent, replace the

parts as outlined in Part 3-5.

4.
Check the front wheel bearings.

If any in-and-out free play is noticed,

adjust the bearings to specifications.

Replace worn or damaged bearings as

outlined in Part 3-12.

5.
Spin each front wheel with a

wheel spinner, and check and balance

each wheel as required.

6. Check the action of the shock

absorbers. If the shock absorbers are

not in good condition, the vehicle may

not settle in a normal, level position,

and front wheel alignment may be af-

fected.

WHEEL INSPECTION

Wheel hub nuts should be inspected

and tightened to specification at pre-

delivery. Loose wheel hub nuts may

cause shimmy and vibration. Elongat-

ed stud holes in the wheels may also

result from loose hub nuts.

Keep the wheels and hubs clean.

Stones wedged between the wheel and

drum and lumps of mud or grease can

unbalance a wheel and tire.
Check for damage that would affect

the runout of the wheels. Wobble or

shimmy caused by a damaged wheel

will eventually damage the wheel bear-

ings.
Inspect the wheel rims for dents

that could permit air to leak from the

tires.

UPPER BALL JOINT

INSPECTION

Ford,
Mercury,
Meteor,

Thunderbird,

Lincoln Continental
and

Continental Mark
III

1.
Raise the vehicle and place floor

jacks beneath the lower arms.

2.
Ask an assistant to grasp the

lower edge of the tire and move the

wheel in and out.

3.
As the wheel is being moved in

and out, observe the upper end of the

spindle and the upper arm.

4.
Any movement between the

upper end of the spindle and the upper

arm indicates ball joint wear and loss

of preload. If any such movement is

observed, replace the upper ball joint.

During
the
foregoing
check,
the

lower ball joint will
be
unloaded
and

may
move.
Disregard
all
such
move-

ment
of the
lower ball
joint.
Also,
do

not mistake loose wheel bearings
for a

worn ball
joint.

Cougar,
Fairlane,
Falcon,

Montego
and
Mustang

1.
Raise the vehicle on a frame

contact hoist or by floor jacks placed

beneath the underbody until the wheel

falls to the full down position as

shown in Fig. 18. This will unload the

upper ball joint.

2.
Adjust the wheel bearings as de-

scribed in Part 3-12.

3.
Attach a dial indicator to the

upper arm and position the indicator
so that the plunger rests against the

inner side of the wheel rim adjacent to

the upper arm ball joint.

4.
Grasp the tire at the top and

bottom, and slowly move the tire in

and out (Fig. 18). Note the reading

(radial play) on the dial indicator. If

MAXIMUM TOLERANCE

F
1500-A

FIG.
T8—Measuring Upper Ball

Joint Radial Play

MAXIMUM TOLERANCE

F14
35-A

FIG.
79—Measuring Lower Ball

Joint Radial Playprocarmanuals.com

03-01-09
Suspension — Steering, Wheels And Tires — General Service

03-01-09

the reading exceeds specifications

(Part 3-13), replace the upper ball

joint.

LOWER BALL JOINT

INSPECTION

Ford,
Mercury, Meteor,

Thunderbird, Lincoln Continental

and Continental Mark III

1.
Raise the vehicle and place

jacks under the lower arms as shown

in Fig. 12. This will unload the lower

ball joints.

2.
Adjust the wheel bearings as des-

cribed in Part 3-12.

3.
Attach a dial indicator to the

lower arm and position the indicator

so that the plunger rests against the

inner side of the wheel rim adjacent to

the lower ball joint.

4.
Grasp the tire at the top and

bottom and slowly move the tire in

and out (Fig. 19). Note the reading

(radial play) on the dial indicator. If

the reading exceeds specifications

(Part 3-13), replace the lower ball

joint.

Cougar, Fairlane, Falcon,

Montego, Mustang

1.
Raise the vehicle on a frame

contact hoist or by floor jacks placed

beneath the underbody until the wheel

falls to the full down position.

2.
Ask an assistant to grasp the

lower edge of the tire and move the

wheel in and out.

3.
As the wheel is being moved in

and out, observe the lower end of the

spindle and the lower arm.

4.
Any movement between the

lower end of the spindle and the lower

arm indicates ball joint wear and loss

of preload. If any such movement is

observed, replace the lower arm.

During the foregoing check, the

upper ball joint will be unloaded and

may move. Disregard all such move-

ment of the upper ball joint. Also, do

not mistake loose wheel bearings for a

worn ball joint.

POWER STEERING GEAR

CLEANING

Disassembly and assembly of the

steering gear and. the sub-assemblies

must be made on a clean workbench.

As in repairing any hydraulically op-

erated unit, cleanliness is of utmost
importance. The bench, tools, and

parts must be kept clean at all times.

Thoroughly clean the exterior of the

unit with a suitable solvent and, when

necessary drain as much of the hy-

draulic fluid as possible. Handle all

parts very carefully to avoid nicks,

burrs,
scratches and dirt, which could

make the parts unfit for use.

Do not clean, wash or soak seals in

cleaning solvent.

INSPECTION

1.
Check the sector shaft contact

surface in the cover for wear. If worn,

replace the cover.

2.
Inspect the input shaft bearing

for cracked races and the balls for

looseness, wear, pitting, end play or

other damage. Check the fit of the

bearing on the input shaft. Replace

the bearing, if required.

3.
Inspect the valve housing for

wear, scoring or burrs.

4.
Inspect the tube seats in the

pressure and return ports in the valve

body for nicks, etc. If necessary, re-

move and replace.

5.
Check the sector shaft contact

surface in the housing for wear. If

worn, replace the bushing or the hous-

ing.

6. Check all fluid passages for ob-

struction or leakage.

7.
Inspect the steering gear housing

for cracks, stripped threads, and mat-

ing surfaces for burrs. Inspect the pis-

ton bore of the housing for scoring or

wear. If necessary, replace the hous-

ing.

8. Check the input shaft bearing

after installation to be sure that it ro-

tates freely.

9. If the valve spool is not free in

the valve housing, check for burrs at

the outward edges of the working

lands in the housing and remove with

a hard stone. Check the valve spool

for burrs and if burrs are found, stone

the valve in a radial direction only.

Check for freedom of the valve again.

10.
Check the piston rack teeth and

sector shaft teeth for nicks and burrs.

FLUSHING THE POWER

STEERING SYSTEM—ALL EXCEPT

LINCOLN CONTINENTAL AND

CONTINENTAL MARK III

Should it be necessary to replace an

inoperative power steering pump, the

need for flushing the steering system

is required when installing the new

pump.
1.
Remove the power steering pump

and remove the pulley as outlined in

Part 3-10.

2.
Install the pulley on a new

pump. Install the pump and connect

only the pressure hose to the pump

(Part 3-10).

3.
Place the fluid return line in a

suitable container and plug the reser-

voir return pipe.

4.
Fill the reservoir with lubricant

(C1AZ-19582-A).

5.
Disconnect the coil wire to pre-

vent the engine from starting and raise

the front wheels off the ground.

6. While approximately two quarts

of steering gear fluid are being poured

into the reservoir, turn the engine over

using the ignition key, at the same

time cycle the steering wheel from

stop to stop.

7.
As soon as all of the lubricant

has been poured in, turn off the igni-

tion key, and attach the coil wire.

8. Remove the plug from the reser-

voir return pipe, and attach the return

hose to the reservoir.

9. Check the reservoir fluid level; if

low, add fluid to the proper level. Do

not overfill.

10.
Lower the vehicle.

11.
Start the engine and cycle the

steering from stop to stop to expel

any trapped air from the system.

POWER STEERING PUMP—ALL

EXCEPT LINCOLN

CONTINENTAL AND

CONTINENTAL MARK III

CLEANING

Wash all parts (except seals) in a

Naptha or Chlorinated-type solvent

and dry with compressed air.

Punch or Rod

RELIEF VALVE PLUNGER

G1607-A

FIG.
20—Cleaning Pump Relief Valveprocarmanuals.com

03-01-10
Suspension — Steering, Wheels And Tires — General Service

03-01-10

The following procedure should be

followed when cleaning the relief valve

which is a part of the pump valve as-

sembly.

1.
Using a punch or rod of suitable

diameter, apply an even pressure in a

straight line to the tip of the relief

valve pin (Fig. 20). Depress the valve

two or three times to exhaust the oil

which is trapped in the assembly. Do

not hammer on the valve pin or hous-

ing.

2.
Submerge the assembly in a con-

tainer of clean solvent. Again applying

an even pressure to the tip of the relief

valve pin, (a sudden strong force could

push the pin through the relief valve

spool) move the valve in and out sev-

eral times, thereby thoroughly flushing

the assembly. Pressure created within

the valve bore when the valve is moved

inward should force the cleaning fluid

out through the sensing orifice. If this

does not occur, the sensing orifice

should be cleaned with a piece of wire.

The valve must move freely and even-

ly. If the pin is bent or damaged, or if

the valve binds, the pump valve must

be replaced.

INSPECTION

The following describes the compo-

nents of the power steering pump

which must be replaced regardless of

condition and how to determine when

other components should be replaced.

The outlet fitting hex nut may be

reused if the corners of the hex are

not rounded. The housing bolts may

be reused if the threads are not dam-

aged.

All gaskets and seals must be re-

placed with new components except

the rotor shaft seal which should be

reused unless it was leaking.

The reservoir assembly may be

reused if the reservoir seal and gasket

areas are not damaged (dents, scratch-

es,
etc.). The soldered joints of the re-

turn and fill tubes must not be loose

or bent. Be sure to check for a broken

baffle.

The housing or housing assembly

may be reused if there is no damage

(scratches, etc.) at reservoir gasket,

outlet fitting or cover seal areas.

If the outlet fitting is damaged, the

pump housing must be replaced. The

pressure plate springs may be reused

providing they are not bent, broken or

have not taken a set.

Do not reuse the retainer end plate

if it is burred or damaged. The upper

pressure plate may be reused if there

is no scoring on the wear surface. It is

acceptable to polish the phosphate

coating.
The rotor and cam assembly can be

reused if there is no wear other than

the removal of the phosphate coating

on the cam contour. Do not disas-

semble the rotor and cam assembly.

Push the rotor part way out the cam

insert taking care not to let the slip-

pers and springs fall out. Check the

cam ID for scoring and burning.

Check the rotor faces and OD for

scoring and chipping. Do not attempt

to repair or refinish the lower and

upper pressure plates, cam or rotor

assembly. When wear or burning is

encountered, replace, them with new

components.

Install a new rotor and cam assem-

bly if the slippers are worn. Replace

the springs if they are bent or broken.

Polishing the phosphate coating of the

slipper sealing surface is permissable.

The rotor shaft can be reused if the

front and rear thrust faces, the bush-

ing diameter and the shaft seal diame-

ter are not excessively worn or scored.

The housing plate and bushing as-

sembly may be reused if all of the

threaded holes are not damaged

beyond repair and the bushing diame-

ter is not scored or worn .0005 inch

over the maximum dimension of .6897

inch. Threaded holes can be repaired

by drilling out the damaged threads

and installing a helicoil insert. If the

bushing is scored or excessively worn,

a new plate and bushing assembly

must be installed.

With Tool T69P-3D608-A (using a

dial indicator) check the squareness of

the fixed dowel pin in the plate (Fig.

21).
The pin must be square with the

adjacent surface within .001 inch per

inch through a 180 degree arch.

A bent or broken dowel pin can be

replaced as follows:
1.
Hold the plate assembly in a

horizontal position and grip at least

an inch of the dowel pin in a vise. Tap

the plate with a plastic or a rubber

hammer to pull the pin from the

plate.

2.
Insert the support guide (Tool

T69P-3D608-B) over a dowel pin (Fig.

22) and press the pin into the plate to

a height of 1.68 inch (See Fig. 23).

The support guide tool will serve as a

stop guide. Be careful not to bend the

new dowel pin during installation.

3.
Again use Tool T69P-3D608-A

(with a dial indicaator) to check the

dowel pin squareness as outlined

above.

POWER STEERING PUMP

INSPECTION—LINCOLN

CONTINENTAL AND

CONTINENTAL MARK III

1.
Wash all parts in clean solvent

and dry them with clean cloths or

compressed air.

2.
Inspect the rotor shaft for wear,

scoring, nicks, or burrs. Replace the

shaft if it is damaged or if the inner

keyway is damaged.

Tool
T69P-3D608-B

G1609-A

FIG. 22—Dowel Pin Insertion

Tool
T69P-3D608-A

G1608-A

FIG. 21—Dowel Pin Squareness

Check
FIG. 23 — Replacing Dowel Pinprocarmanuals.com

03-01-11
Suspension — Steering, Wheels And Tires — General Service

03-01-11

3.
Inspect the rotor, rollers, cam

ring, pressure plate, cover, and bush-

ing in the pressure plate for wear or

scoring. If damaged, replacement of

the pump (less housing) is required.

4.
Make sure the inner faces of the

cover and the housing are free of

paint, nicks, or burrs. Check all fluid

passages for restrictions.

5.
Inspect the valving surfaces

(areas where the rotor and rollers con-

tact) for wear or scoring. Replace the

pressure plate or the cover if worn or

scored. Inspect the bushing in the

pressure plate for wear or scoring, and

replace the plate if necessary.

6. Inspect the control valve for

scores, nicks, or burred edges. Re-

place the valve if damaged. Do not dis-

assemble the valve. Check the valve

for free movement in the housing

bore.

7.
Inspect the tube seat in the hous-

ing. If damaged, remove it with an

E-Z-Out and install a new seat.

SHOCK ABSORBER CHECKS

All vehicles are equipped with hy-

draulic shock absorbers of the direct-

acting type and are nonadjustable and

nonrefillable. They cannot be repaired.
Before replacing a shock absorber,

check the action of the shock absor-

bers as follows:

ON VEHICLE TESTS

1.
Check the shock absorber to be

sure it is securely and properly in-

stalled. Check the shock absorber in-

sulators for damage and wear.

Replace any defective insulators and

tighten attachments to the specified

torque (on a shock absorber which in-

corporates integral insulators, replace

the shock absorbers).

2.
Inspect the shock absorber for

evidence of fluid leakage. A light film

of fluid is permissible. Be sure any

fluid observed is not from sources

other than the shock absorber.

Replace the shock absorber if leak-

age is severe.

3.
Disconnect the lower end of the

shock absorber. Extend and compress

the shock absorber as fast as possible,

using as much travel as possible.

Action should become smooth and

uniform throughout each stroke.

Higher resistance on extension than

on compression is a normal condition.

Faint swish noises are also normal.

Remove the shock absorber for a

bench test if action is erratic. If the
action is smooth, but the shock absor-

bers are suspected of being weak fol-

low step 4:

4.
Repeat step 3 on the mating

shock absorber installed on the oppo-

site side of the vehicle, and compare

results of both tests. If the action is

similar, it is unlikely that either shock

absorber is defective. Reconnect both

shock absorbers.

Replace the shock absorber having

the lower resistance. Ensure that the

part number of the replacement is the

same as that of the original shock ab-

sorber. The replacement shock absor-

ber resistance will appear to be higher

than either original due to initial fric-

tion of the rod seal.

BENCH TEST

With the shock absorber right side

up (as installed in vehicle), extend it

fully. Then turn the shock absorber

upside down and fully compress it.

Repeat this procedure at least three

times to ensure that any entrapped air

has been expelled. Now place the

shock absorber right side up in a vise,

and hand stroke the shock absorber as

described in On Vehicle Tests, step 3.

If action is not now smooth and uni-

form, install a new shock absorber.procarmanuals.com

03-12-01

Wheels
And
Tires

03-12-01

PART
3-12
Wheels
And
Tires

COMPONENT INDEX

FRONT
HUB AND
DRUM ASSEMBLY

Removal
and
Installation

FRONT
HUB AND
ROTOR ASSEMBLY

Removal
and
Installation

FRONT WHEEL ASSEMBLY DESCRIPTION

FRONT WHEEL BEARING ADJUSTMENT

FRONT WHEEL GREASE SEAL
AND

BEARING

Removal, Installation, Repacking

HOISTING INSTRUCTIONS

LIFE GUARD TIRE

Balancing

Correcting Vibration
and
Shake

Description

Repairs

REAR WHEEL ASSEMBLY DESCRIPTION

WHEELS AND TIRES (Conventional)

Removal
and
Installation
MODEL APPLICATION
All
Models

12-07

12-07

12-01

12-02

12-05

12-02

12-01

12-03
Ford
N/A

N/A

N/A

N/A
Mercury
N/A

N/A

N/A

N/A
Meteor
N/A

N/A

N/A

N/A
Cougar
N/A

N/A

N/A

N/A
Fairlane
N/A

N/A

N/A

N/A
Falcon
N/A

N/A

N/A

N/A
Montego
N/A

N/A

N/A

N/A
Mustang
N/A

N/A

N/A

N/A
Lincoln-
Continental
12-03

12-03

12-02

12-08
Thunderbird
12-03

12-03

12-02

12-08
Continental-
Mark
III
12-03

12-03

12-02

12-08

A page number indicates that
the
item
is for the
vehicle listed
at the
head
of the
column.

N/A indicates that
the
item
is not
applicable
to the
vehicle listed.

DESCRIPTION

FRONT WHEEL ASSEMBLY

Each front wheel
and
tire
is
bolted

to
its
respective front
hub and
brake

drum
or
rotor assembly.
Two
opposed

tapered roller bearings
are
installed
in

each
hub. A
grease retainer
is in-

stalled
at the
inner
end of the hub to

prevent lubricant from leaking into

the drum
or on the
rotor.
The
entire

assembly
is
retained
to its
spindle
by

the adjusting
nut, nut
lock
and
cotter

pin (Figs.
1 and 2).

REAR WHEEL ASSEMBLY

The rear wheel
hub and
brake drum

assembly
is
attached
to
studs
on the

rear axle shaft flange
by
three speed

nuts.
The
wheel
and
tire mounts
on

the same rear axle shaft flange studs

and
is
held against
the hub and
drum

by
the
wheel nuts.
The
rear wheel

bearing
is
pressed onto
the
axle shaft

just inside
the
shaft flange,
and the
entire assembly
is
retained
to the
rear

axle housing
by the
bearing retainer

HUB
AND
BRAKE

DRUM
ASSEMBLY
plate which
is
bolted
to the
housing

flange.

ADJUSTING

NUT

GREASE

CAP
OUTER

BEARING

OUTER
CUP

BEARING

CONE
AND

ROLLER

NUT
INNER BEARING

CONE
AND

ROLLER

WHEEL

ASSEMBLY

HUB
BOLT'
^£=3^
F1422-A

FIG.
1
—
Front
Hub,
Bearing
and
Grease Retainer Drum Brakes
procarmanuals.com

03-12-02
Wheels
And
Tires

03-12-02

LIFE GUARD TIRE

The Goodyear Power Cushion Tire

(available
on
Thunderbird, Lincoln

and Continental Mark
III
models)
fit-

ted with
the
Life Guard Safety Spare
provides
a
tire within
a
tire with
two

separate
air
chambers
(Fig.
3). If the

outer tire casing should
be
punctured

or otherwise damaged causing
it to go

flat,
the
Life Guard Safety Spare will

carry
the
load
of the
vehicle
and
will
allow driving
at
speeds
up to 40 mph

with good control
up to a
distance
of

40 miles.
A
Safety-Signal built into

the Life Guard tread produces
a
lope

or vibration indicating
the
outer tire

has lost pressure.

HUB AND ROTOR

ASSEMBLY
INNER

BEARING

CUP
GREASE

RETAINER

ADJUSTING

NUT

OUTER

BEARING

CONE
AND

ROLLER

INNER BEARING

CONE
AND

ROLLER

WHEEL

ASSEMBLY

F1416-A

F- 1380 •
A

FIG. 2—Front
Hub and
Rotor Bearing
and
Grease

Retainer Disc Brakes—Typical
FIG. 3—Life Guard Safety

Tire—Sectional View

IN-VEHICLE ADJUSTMENTS AND REPAIRS

HOISTING INSTRUCTIONS

Damage
to
steering linkage compo-

nents
and
front suspension struts
may

occur
if
care
is
not
exercised when
po-

sitioning
the
hoist adapters
of 2
post

hoists prior
to
lifting
the
vehicle.

If
a 2
post hoist
is
used
to
lift
the

vehicle, place
the
adapters under
the

lower arms
or
the No. 1
crossmember.

Do
not
allow
the
adapters
to
contact

steering linkage.
If the
adapters
are

placed under
the
crossmember,
a
piece

of wood (2x4x16 inches) should
be

placed
on the
hoist channel between

the adapters. This will prevent
the

adapters from damaging
the
front
sus-

pension struts.

FRONT WHEEL BEARING

ADJUSTMENT

The front wheel bearings should
be

adjusted
if the
wheel
is
loose
on the

spindle
or if the
wheel does
not
rotate

freely.
The
following procedures will

bring
the
bearing adjustment
to
speci-

fication.

DRUM BRAKES

1.
Raise
the
vehicle until
the
wheel

and tire clear
the
floor.
2.
Pry off the hub cap or
wheel

cover
and
remove
the
grease
cap (Fig.

1) from
the hu6.

3.
Wipe
the
excess grease from
the

end
of the
spindle,
and
remove
the

cotter
pin and nut
lock.

4.
While rotating
the
wheel,
hub,

and drum assembly, torque
the
adjust-

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

bearings
(Fig.
4).

5.
Locate
the nut
lock
on the ad-

justing
nut so
that
the
castellations
on

the lock
are
aligned with
the
cotter

pin hole
in the
spindle.

6. Using
a 1
1/8-inch
box
wrench,

WITH WHEEL ROTATING

TORQUE ADJUSTING
NUT

TO 17-25 FT. LBS.
BACK ADJUSTING

NUT
OFF
1/2
TURN
back
off the
adjusting
nut one
half

turn. Retighten
the
adjusting
nut to

10-15 in-lbs with
a
torque wrench
or

finger tight.

7.
Position
the
lock
on the
adjust-

ing
nut and
install
a new
cotter
pin.

Bend
the
ends
of
the
cotter
pin
around

the castellated flange
of the nut
lock.

8. Check
the
front wheel rotation.

If
the
wheel rotates properly, install

the grease
cap and the hub cap or

wheel cover.
If the
wheel still rotates

roughly
or
noisily, clean, inspect
or

replace
the
bearings
and
cups
as re-

quired.

TIGHTEN ADJUSTING

NUT
TO
10-15 IN.-LBS.
INSTALL THE LOCK

AND
A
NEW COTTER
PIN

F1417-A

FIG. 4— Front Wheel Bearing Adjustmentprocarmanuals.com

03-12-03

Wheels And Tires

03-12-03

DISC BRAKES

1.
Raise the vehicle until the wheel

and tire clear the floor.

2.
Pry off the wheel cover and re-

move the grease cap (Fig. 2) from the

hub.

3.
Wipe the excess grease from the

end of the spindle, and remove the ad-

justing nut cotter pin and nut lock.

4.
Loosen the bearing adjusting nut

three turns. Then, rock the wheel,

hub,
and rotor assembly in and out

several times to push the shoe and lin-

ings away from the rotor.

5.
While rotating the wheel, hub,

and rotor assembly, torque the adjust-

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

bearings (Fig. 4).

6. Back the adjusting nut off one

half turn. Then, retighten the adjust-

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

wrench or finger tight.

7.
Locate the nut lock on the ad-

justing nut so that the castellations on

the lock are aligned with the cotter

pin hole in the spindle.

8. Install a new cotter pin, and

bend the ends of the cotter pin around

the castellated flange of the nut lock.

9. Check the front wheel rotation.

If the wheel rotates properly, install

the grease cap and the hub cap or

wheel cover. If the wheel still rotates

roughly or noisily, clean or replace the

bearings and cups as required.

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

obtain normal brake lining to rotor

clearance and restore normal brake

pedal travel.

BALANCING LIFE

GUARD TIRE

Tires fitted with the Life Guard

Safety Spare are balanced in the same

manner as conventional tires. If an ex-

cessive out of balance condition exists

the following procedure can be used to

correct the condition:

1.
Remove the core housing and de-

flate both air chambers.

2.
Install the core housing.

3.
Unseat the beads of tire with the

bead breakers away from the valve

stem as shown in Fig. 5.

F 1383

FIG. 5—Breaking Top Bead of

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

the wheel rim.

5.
Rotate the tire casing back and

forth on the rim to center the valve.

6. Inflate both chambers of the tire

following steps 13 through 15 of the

Tire Installation procedure.

7.
Balance the tire in the normal

manner.

CORRECTING VIBRATION

AND SHAKE-

LIFE GUARD TIRE

The condition of excessive vibration

and shake is generally the result of an

incorrect pressure relationship between

the inner and outer air chambers that

may cause the life guard to shift posi-

tion within the tire. The following

procedure should be used to correct

vibration and shake conditions:

1.
Check pressure of the inner and

outer air chambers on all four tires.

2.
If the inner chamber has at least

five psi more pressure than the outer

chamber the pressures should be ad-

justed and the tires rebalanced if nec-

essary.

3.
If the pressures of the inner and

outer air chambers are equal the Air

Container is leaking. To repair the

leaking air container the recommend-

ed procedures for the removal, repair

of air container, mounting, and bal-

ancing should be followed.

REMOVAL AND INSTALLATION

HOISTING INSTRUCTIONS

Damage to steering linkage compo-

nents and front suspension struts may

occur if care is not exercised when po-

sitioning the hoist adapters of 2 post

hoists prior to lifting the vehicle.

If a 2 post hoist is used to lift the

vehicle, place the adapters under the

lower arms or the No. 1 crossmember.

Do not allow the adapters to contact

the steering linkage. If the adapters

are placed under the crossmember, a

piece of wood (2x4x16 inches) should

be placed on the hoist channel be-

tween the adapters. This will prevent

the adapters from damaging the front

suspension struts.

WHEELS AND TIRES

WHEEL AND TIRE

REMOVAL

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

move the wheel hub nuts.

2.
Raise the vehicle until the

wheel and tire clear the floor.

3.
Remove the wheel hub nuts

from the bolts, and pull the wheel

and tire from hub and drum.

F1424-
A

FIG.
6—Bead
Loosening Tool
REMOVING CONVENTIONAL

TIRE FROM WHEEL

The tire can be demounted on a

mounting machine. Be sure that the

outer side of the wheel is positioned

downward. If tire irons are used, fol-

low the procedure given here.

1.
Remove the valve cap and core,

and deflate the tire completely.

2.
With a bead loosening tool,

break loose the tire side walls from

the wheel (Fig. 6).

3.
Position the outer side of the

wheel downward, and insert two tire

irons about eight inches apart between

the tire inner bead and the back side

of the wheel rim. Use only tire irons

with rounded edges or irons designed

for removing tubeless tires.

4.
Leave one tire iron in position,

and pry the rest of the bead over the

rim with the other iron. Take small

bites with the iron around the tire inprocarmanuals.com

03-12-04

Wheels And Tires

03-12-04

order to avoid damaging the sealing

surface of the tire bead.

5.
Stand the wheel and tire upright

with the tire outer bead in the drop

center well at the bottom of the wheel.

Insert the tire iron between the bead

and the edge of the wheel rim, and

pry the wheel out of the tire.

MOUNTING CONVENTIONAL

TIRE TO WHEEL

1.
If a used tire is being installed

remove all dirt from the tire.

If a tire is being mounted to the

original wheel, clean the rim with

emery cloth or fine steel wool. Check

the rim for dents.

If a new wheel is being installed,

coat a new valve with RUGLYDE or

similar rubber lubricant and position

the valve to the new wheel. Use a rub-

ber hammer or a valve replacing tool

to seat the valve firmly against the in-

side of the rim.

2.
Apply RUGLYDE or a similar

rubber lubricant to the sealing surface

on both tire beads. With the outer

side of the wheel down, pry the beads

over the wheel rim with two tire irons.

Do not use a hammer or mallet to

force the beads over the rim.

3.
Align the balance mark on the

tire with the valve on the wheel.

4.
Hold the beads against the rim

flanges by positioning a tire mounting

band over the tire (Fig. 7). If a

mounting band is not available, tie a

tourniquet of heavy cord around the

circumference and in the center of the

tire.
Tighten the cord with a tire iron.

Center the tire on the wheel with a

rubber mallet.

F1425- A

FIG. 7—Tubeless Tire

Mounting Band

5.
Give the tire a few quick bursts

of air to seat the beads properly, then

inflate the tire to 40 psi pressure.

Check to see that the bead positioning

rings (outer rings near the side walls)

are evenly visible just above the rim

flanges all the way around the tire. If

the rings are not even, deflate the tire

completely and inflate it again.

6. When the rings are properly po-

sitioned, deflate the tire to the recom-

mended pressure.
RUBBER VALVE HOUSING

AIR CONTAINER

VALVE STEM

Ilk-
VALVE GROOVES

F 1382 . A

FIG. 8—Core Housing Disassembled

REMOVING LIFE GUARD

TIRE FROM WHEEL

1.
Mark the valve stem location on

the tire sidewall.

2.
Remove the core housing (Fig. 8)

and deflate both air chambers.

3.
Unseat the beads of the tire with

the bead breakers working away from

the valve stem (Fig. 5).

4.
Starting at the valve stem, work

the top bead of the tire over the rim

of the wheel.

5.
Pull the air container valve stem

out of the rubber valve housing (Fig.

9).

F 1384- A

FIG. 9—Removing Air Container

Valve Stem

6. Remove the air container before

attempting to remove the tire from the

wheel.

7.
Lift the lower bead over the

wheel rim to remove the tire.

8. Remove the rubber valve housing

from the wheel rim.

INSTALLING LIFE GUARD

TIRE ON WHEEL

1.
Apply Silicone Lubricant

(COAZ-19553-A) as the anti-friction

treatment uniformly over the crown

and shoulder area inside the tire or

outside the life guard.

2.
Fold the life guard as shown in

Fig. 10.
1385-
A

FIG. 70—Folding Life Guard

For Installation In Tire

3.
Insert life guard into tire casing.

4.
Install a new rubber valve hous-

ing on the air container valve stem

and thread the core housing into

place. It is not necessary to install a

new core housing.

5.
Insert air container into the life

guard with the valve grooves to the

outboard side of the tire. Place the

valve at the valve stem location

marked on the sidewall during remov-

al as shown in Fig. 11.

F 1386 • A

FIG.
7
7—Aligning Valve With

Reference Mark on Tire

6. Apply a soap solution to the

beads and the rubber valve housing.

7.
Place the wheel on the mounting

machine with the valve hole away

from bead breakers. Remove all burrsprocarmanuals.com