1969 FORD MUSTANG section 18

03-10-04
Ford-Thompson Power Steering Pump

03-10-04

OUTLET FITTING

GASKET
Wood Block

0-RING SEAL

G1345-
-500-
A

G1603- A

FIG. 6—Gasket Locations
FIG.
7—Installing
Reservoir

on Pump—Typical
2.
Apply vaseline to the reservoir

O-ring seal and to the inside edge of

the new reservoir flange. Do not twist

the O-ring seal.

3.
Position the reservoir over the

pump and align the notch in the reser-

voir flange with the notch in the outer

diameter of the plate and bushing as-

sembly.

4.
Install the reservoir on the pump

and O-ring seal with a plastic or rub-

ber hammer and a block of wood as

shown in Fig. 7. Tap at the rear of the

reservoir and on the outer edges only.

5.
Inspect the assembly to be sure

the reservoir is evenly seated on the

pump housing plate.

6. Position the service identification

tag on the outlet fitting and install the

outlet fitting hex nut. Torque the nut

to specification (Part 3-13). Do not

exceed specification.

MAJOR REPAIR OPERATIONS

DISASSEMBLY

Disassembly of the pump and its

subassemblies must be made on a

clean work bench. In repairing any

hydraulically operated unit, cleanliness

is of utmost importance. Clean the ex-

terior of the unit with a suitable sol-

vent and drain as much of the fluid as

possible.

If only the reservoir is to be re-

moved, plug the inlet and outlet open-

ings with masking tape or plugs. Do

not immerse the shaft oil seal in sol-

vent. If only the rotor shaft seal is to

be replace, see Rotor Shaft Seal Re-

placement outlined in this section.

1.
Assemble the adapter plate (Tool

T69P-3A674-A) to the bench mount-

ed holding fixture Tool T57L-5OO-A

(Fig. 8).

2.
Position the pump assembly,

with pulley assembled, on the adapter

plate, pulley facing down.

3.
Remove the outlet fitting nut and

the service identification tag.

4.
Invert the pump assembly and,

using a block of wood and a rubber or

plastic hammer, remove the pump res-

ervoir and seal by tapping around the

flange of the reservoir and on the und-

erside of the filler neck.

5.
Again invert the pump assembly,

loosen and remove the pump housing

retention bolts and remove the pump

housing.
6. If necessary, remove the fol-

lowing components from the pump

housing: the housing cover, the O-ring

seal and the pressure springs. These

components normally will remain in

the pump housing when it is removed.

7.
Remove and discard the pump

cover gasket.

8. Remove the retainer end plate

and upper pressure plate (in some

pumps, the end plate and upper pres-

sure plate are integral).

9. Remove the loose fitting dowel

pin. Be careful not to bend the fixed

dowel pin which remains in the hous-

ing plate assembly.

10.
Remove the rotor assembly

being careful to prevent the springs

and slippers from falling out and be-

coming lost. Do not disassemble fur-

ther unless the lower pressure plate,

housing plate, rotor shaft and/or seal

is to be replaced.

11.
Invert the pump assembly and,

using Tool T63L-1O3OO-B, remove the

pulley.

12.
Clean any rust, road dirt, burrs,

scoring, etc. from the pulley end of

the rotor shaft prior to removal of the

shaft from the housing plate. The

shaft must come out without restric-

tions to prevent scoring or damage to

the bushing. Remove the pump rotor

shaft.

13.
Remove the lower pressure

plate.
PARTS REPAIR OR

REPLACEMENT

ROTOR SHAFT

SEAL REPLACEMENT

Removal

1.
Remove the pulley from the

rotor shaft as described under Power

Steering Pump Pulley Removal.

2.
Position the pump assembly in

T57L-500-A

T69P-3A674-A

•
G1604-A

FIG. 8—Adapter Plate Installationprocarmanuals.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

03-12-06

Wheels And Tires

03-12-06

Tool-T56P-1217-A

INNER CUP

INSTALLATION
OUTER CUP

INSTALLATION

F1464-A

FIG. ^.Installing Front Wheel

Drum Bearing Cups

LUBR

F1427. A

FIG. 75—Front Wheel Hub

Lubrication

10.
All old grease should be com-

pletely cleaned from the bearings and

surrounding surfaces before repacking

them with new grease (C1AZ-

19590-B). The new lithium base grease

is not compatible with sodium base

grease which may have been present

on the bearing surfaces. Pack the

bearing cone and roller assemblies

with wheel bearing grease. A bearing

packer is desirable for this operation.

If a packer is not available, work as

much lubricant as possible between

the rollers and cages. Lubricate the

cone surfaces with grease.

11.
Place the inner bearing cone

and roller assembly in the inner cup,

Apply a light film of grease to the

lip(s) of the grease retainer and install

the new grease retainer with the rev-

erse end of the tool shown in Fig. 6.
Be sure that the retainer is properly

seated.

12.
Adjust the brake shoes as out-

lined in Group 2.

13.
Install the wheel, hub, and

drum assembly on the wheel spindle.

Keep the hub centered on the spindle

to prevent damage to the grease re-

tainer or the spindle threads.

14.
Install the outer bearing cone

and roller assembly and the flat wash-

er on the spindle, then install the ad-

justing nut (Fig. 1).

15.
Adjust the wheel bearings as

outlined in Section 2, and install a

new cotter pin. Bend the ends of the

cotter pin around the castellations of

the nut lock to prevent interference

with the radio static collector in the

grease cap. Install the grease cap.

16.
Install the hub cap or wheel

cover.

DISC BRAKES

1.
Raise the vehicle until the wheel

and tire clear the floor.

2.
Remove the wheel cover or hub

cap from the wheel.

3.
Remove the wheel and tire from

the hub and rotor.

4.
Remove 2 bolts and washers that

attach the caliper to the spindle. Re-

move the caliper from the rotor and

wire it to the underbody to prevent

damage to the brake hose.

5.
Remove the grease cap from the

hub.
Remove the cotter pin, nut lock,

adjusting nut, and flat washer from

the spindle. Remove the outer bearing

cone and roller assembly (Fig. 2).

6. Pull the hub and rotor assembly

off the wheel spindle.

7.
Remove and discard the old

grease retainer and the inner bearing

cone and roller assembly from the

hub.
8. Clean the lubricant off the inner

and outer bearing cups with solvent

and inspect the cups for scratches,

pits,
excessive wear, and other dam-

age.
If the cups are worn or damaged,

remove them with Tool T69L-1102-A

(Fig. 13).

On Lincoln Continental models, re-

move worn or damaged cups with the

tools shown in Fig. 16.

9. Thoroughly clean the inner and

outer bearing cones and rollers with

computer solvent, and dry them

thoroughly. Do not spin the bearings

dry with compressed air.

Inspect the cones and rollers for

wear or damage, and replace them if

necessary. The cone and roller assem-

blies and the bearing cups should be

replaced as a set if damage to either is

encountered.

10.
Thoroughly clean the spindle

and the inside of the hub with solvent

to remove all old lubricant.

Cover the spindle with a clean

cloth, and brush all loose dust and

dirt from the dust shield. To prevent

getting dirt on the spindle carefully re-

move the cloth from the spindle.

11.
If the inner and/or outer bear-

ing cup(s) were removed, install the

replacement cup(s) in the hub with the

tools shown in Fig. 17. Be sure to seat

the cups properly in the hub.

12.
Pack the inside of the hub with

the specified wheel bearing grease.

Add lubricant to the hub only until

the grease is flush with the inside di-

ameter of both bearing cups.

It is important that all old grease

be removed from the wheel bearings

and surrounding surfaces because the

new Lithium base grease C1AZ-

19590-B is not compatible with Sodi-

um base grease which may already be

present on the bearing surfaces.

F 1502-A

FIG. 16—Removing Front Wheel Bearing Cup—Lincoln Continentalprocarmanuals.com

03-12-07
Wheels And Tires

03-12-07

Tool - 7277- K

F 1263-A

FIG. 17—Installing Front Wheel Bearing Cup

13.
Pack the bearing cone and roll-

er assemblies with wheel bearing

grease. A bearing packer is desirable

for this operation. If a packer is not

available, work as much lubricant as

possible between the rollers and cages.

Lubricate the cone surfaces with

grease.

14.
Place the inner bearing cone

and roller assembly in the inner cup.

Apply a light film of grease to the lips

of the grease retainer and install the

new grease retainer with the tool

shown in Fig. 18. Be sure the retainer

is properly seated.

15.
Install the hub and rotor as-

sembly on the wheel spindle. Keep the

hub centered on the spindle to prevent

damage to the grease retainer or the

spindle threads.

16.
Install the outer bearing cone

and roller assembly and the flat wash-

er on the spindle, then install the ad-

justing nut.

17.
Adjust the wheel bearings as

outlined in Section 2, and install a

new cotter pin. Bend the ends of the

cotter pin around the castellations of

the nut lock to prevent interference

with the radio static collector in the

grease cap. Install the grease cap.

18.
Install the caliper to the spindle

and torque the attaching bolts to spe-

cifications as detailed in Group 2.

19.
Install the wheel and tire on the

hub.

20.
Install the hub cap or wheel

cover.

21.
Before driving the vehicle,

pump the brake pedal several times to

obtain normal brake lining to rotor

clearance and restore normal brake

pedal travel.
FRONT HUB AND DRUM

ASSEMBLY REPLACEMENT

When the hub and drum assembly

is replaced, new bearings and a grease

retainer must be installed in the new

assembly. The new grease retainer

should be soaked in light engine oil at

least 30 minutes before installation.

1.
Raise the vehicle until the wheel

and tire clears the floor. Pry off the

hub cap or wheel cover, and remove

the wheel and tire from the hub and

drum assembly.

2.
Remove the grease cap from the

hub.
Remove the cotter pin, nut lock

adjusting nut, and flat washer from

the spindle. Remove the outer bearing

cone and roller assembly (Fig. 1).

3.
Pull the hub and drum assembly

off the wheel spindle.

4.
Remuve the grease retainer and

the inner bearing cone and roller as-

sembly from the hub with Tool

1175AE.

5.
Remove the protective coating

from the new hub and drum with car-

buretor degreaser.

6. Pack the inside of the hub with

specified wheel bearing grease. Add

lubricant to the hub only until the

grease is flush with the inside diame-

ter of both bearing cups (Fig. 15).

7.
All old grease should be com-

pletely cleaned from the bearings be-

fore repacking them with new grease.

Pack the bearing cone and roller

assemblies with wheel bearing grease.

A bearing packer is desirable for this

operation. If a packer is not available,

work as much lubricant as possible

between the rollers and cages. Lubri-

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

roller assembly in the inner cup, and

install the new grease retainer with the

reverse end of the tool shown in Fig.

6. Be sure that the retainer is properly

seated.

9. Adjust the brake shoes as out-

lined in Group 2.

10.
Install the new hub and drum

assembly on the wheel spindle. Keep

the hub centered on the spindle to pre-

vent damage to the grease retainer.

11.
Install the outer bearing cone

and roller assembly and the flat wash-

er on the spindle; then, install the ad-

justing nut (Fig. 1).

12.
Position the wheel and tire on

the new hub and drum assembly. In-

stall the wheel hub nuts and tighten

them alternately in order to draw the

wheel evenly against the hub and

drum.

13.
Adjust the wheel bearings as

outlined in Section 2, and install a

new cotter pin. Bend the ends of the

cotter pin around the castellations of

the nut lock to prevent interference

with the radio static collector in the

grease cap. Install the grease cap.

14.
Install the hub cap or wheel

cover.

FRONT HUB AND ROTOR

ASSEMBLY REPLACEMENT

When the hub and rotor assembly is

replaced, new bearings and a grease

retainer must be installed in the new

assembly.

1.
Raise the vehicle until the wheel

and tire clear the floor. Pry off the

hub cap or wheel cover, and remove

the wheel and tire from the hub and

rotor assembly.

2.
Remove 2 bolts and washers that

attach the caliper to the spindle. Re-

move the caliper from the rotor and

wire it to the underbody to prevent

damage to the brake hose.

3.
Remove the grease cap from the

hub.
Remove the cotter pin, nut lock,

adjusting nut, and flat washer from

the spindle; then, remove the outer

bearing cone and roller assembly,

(Fig. 2).

4.
Pull the hub and rotor off the

spindle.

5.
Remove the protective coating

from the new hub and rotor with car-

buretor degreaser.

6. Grease and install the inner

bearing cone and roller assembly in

the inner bearing cup. Apply a light

film of grease on the grease retainerprocarmanuals.com

03-12-08

Wheels And Tires

03-12-08

Tool -
7
775 - AH

F1443-A

FIG.
18
— Installing Grease

Retainer
and install the grease retainer.

7.
Install the new hub and rotor as-

sembly to the wheel spindle. Keep the

hub centered on the spindle to prevent

damage to the grease retainer.

8. Install the outer bearing cone

and roller assembly and the flat wash-

er on the spindle; then, install the ad-

justing nut.

9. Install the caliper to the spindle

and tighten the attaching bolts to spe-

cifications as detailed in Group 2.

10.
Position the wheel and tire on

the new hub and rotor. Install the

wheel hub nuts and tighten them alter-

nately in order to draw the wheel

evenly against the hub and rotor.

11.
Adjust the wheel bearings as

outlined in Section 2, and install a

new cotter pin. Bend the ends of the

cotter pin around the castellations of

the nut lock to prevent interference

with the radio static collector in the

grease cap. Install the grease cap.

12.
Install the hub cap or wheel

cover.

13.
Before driving the vehicle,

pump the brake pedal several times to

obtain normal brake lining to rotor

clearance and restore normal brake

pedal travel.
LIFE GUARD

TIRE REPAIRS

REPAIR OF OUTER TIRE

Outside Repairs

All outside repairs are made in the

same manner as on conventional tube-

less tires.

Inside Repairs

1.
Remove the anti-friction treat-

ment on the inside of the tire with

rubber solvent.

2.
Buff the inside area of the tire.

3.
Apply a hot cure patch only.

REPAIR OF AIR

CONTAINER

Air containers are repaired in the

same manner as conventional inner

tubes.

REPAIR OF LIFE GUARD

A damaged life guard that may

pinch the air container should be re-

place. No repairs are required for

small punctures in the life guard.procarmanuals.com

04-01-03
General Axle Service

04-01-03

Tool-759L 4204-A,

T65K 4204-
A,

T66L-4204-A,

OR

Tool-44211-A

E1897-A

FIG. 3—Limited-Slip Differential Check

Using
a
torque wrench
of at
least

200 ft-lbs capacity, rotate
the
axle

shaft.
Be
sure that
the
transmission
is

in neutral,
one
rear wheel
is on the

floor,
and the
other rear wheel
is

raised
off the
floor.
The
torque
re-

quired
to
continuously rotate
the
shaft

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

(Traction-Lok).
The
initial breakaway

torque
may
be
higher than
the
contin-

uous turning torque,
but
this
is nor-

mal.
The
axle shaft should turn with

^ven pressure throughout
the
check

without slipping
or
binding.

If
the
torque reading
is
less than

specified, check
the
differential
for

improper assembly.

A vehicle equipped with
a
limited-

slip differential will always have both

wheels driving.
If,
while
the
vehicle
is

being serviced, only
one
wheel
is

raised
off the
floor
and the
rear axle

is driven
by the
engine,
the
wheel
on

the floor will drive
the
vehicle
off the

stand
or
jack.

GEAR TOOTH CONTACT

PATTERN CHECK

When rolling
a
tooth pattern,
use

the special compound (tube) packed

with each service ring gear
and
pinion

set.

Paint
all
gear teeth
and
roll
a pat-

tern
as
described
in
Section
3.
After

diagnosing
the
tooth pattern
as ex-

plained here, make
the
appropriate

adjustments
as
outlined
in
Section
2.

In making
a
final gear tooth
con-

tact pattern check,
it is
necessary
to

recognize
the
fact that there
are
three

different types
of
gear sets, hunting,

non-hunting
and
partial non-hunting.

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

hunting
and
partial non-hunting types

can
be
identified
by the
paint timing

marks
on the
pinion
and
ring gear

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

for complete identification specifica-

tions.

ACCEPTABLE TOOTH

PATTERNS (ALL AXLES)

Figure
4
shows acceptable tooth

patterns
for all
axles.
Any
combina-

tion
of
drive
and
coast patterns will
be

acceptable.

In general, desirable tooth patterns

should have
the
following character-

istics:

1.
The
drive pattern should
be
fair-

ly well centered
on the
tooth.

2.
The
coast pattern should
be
fair-

ly well centered
on the
tooth.

3.
Some clearance between
the pat-

tern
and the top of the
tooth
is
desir-

able.

4.
There should
be no
hard lines

where
the
pressure
is
high.

The individual gear
set
need
not

conform exactly
to the
ideal pattern

to
be
acceptable.

Any combination
of
drive
and
coast

patterns shown
in Fig. 4 are
accep-

table.

Hunting Gear
Set

In
a
hunting-type gear
set, any one

pinion gear tooth comes into contact

with
all
ring gear teeth.
In
this type,

several revolutions
of
the
ring gear
are

required
to
make
all
possible gear

combinations.
Any combination
of
drive
and
coast

patterns shown
in
Fig.
4
will
be
acceep-

table.

Non-Hunting Gear
Set

In
a
non-hunting type gear
set, any

one pinion gear tooth comes into
con-

tact with only
a few
ring gear teeth.

In this type, only
one
revolution
of
the

ring gear
is
required
to
make
all
poss-

ible tooth contact combinations.
Any

combination
of
drive
and
coast
pat-

terns shown
in Fig. 4
will
be
accept-

able.

Partial Non-Hunting

Gear
Set

In
a
partial non-hunting type gear

set,
any one
pinion tooth comes into

contact with only part
of
the
ring gear

teeth,
but
more than
one
revolution
of

the ring gear
is
required
to
make
all

possible gear tooth combinations.
Any

combination
of
drive
and
coast
pat-

terns shown
in Fig. 4
will
be
accept-

able.

SHIM
AND
BACKLASH

CHANGES

Since each gear
set
rolls
a
charac-

teristic pattern,
the
patterns shown
in

Fig.
4 are
considered acceptable
and

should
be
used
as a
guide.
The
drive

pattern
is
rolled
on the
convex side
of

the tooth,
and the
coast pattern
is

rolled
on the
concave side.

The movement
of
tooth contact
pat-

terns with changes
in
shimming
can
be

summarized
as
follows:

Removable Carrier Type Axle

1.
Thicker shim with
the
backlash

set
to
specifications moves
the
pinion

further from
the
ring gear:

2.
Thinner shim with
the
backlash

set
to
specifications moves
the
pinion

closer
to the
ring gear:

If
the
patterns
are not
correct,

make
the
changes
as
indicated.
The

pinion need
not be
disassembled
to

change
a
shim.
All
that
is
required
is

to remove
the
pinion, bearing,
and re-

tainer assembly
and
install
a
different

shim. When reinstalling
the
pinion

and retainer assembly
of a
non-
hunt-

ing
or
partial non-hunting gear
set, be

sure that
the
marked tooth
on the pi-

nion indexes between
the
marked teeth

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

Refer
to
Pinion
and
Ring Gear Tooth

Contact Adjustment, Section
2.procarmanuals.com

04-01-05

General Axle Service

04-01-05

Integral Carrier Type Axle

1.
Thinner shim with
the
backlash

set
to
specifications moves
the
pinion

farther from
the
ring gear.

2.
Thicker shim with
the
backlash

set
to
specifications moves
the
pinion

closer
to the
ring gear.

If
the
patterns
are not
correct,

make
the
changes
as
indicated.
The

differential case
and
drive pinion will

have
to be
removed from
the
carrier

casting
to
change
a
shim. When
re-

installing
the
pinion
and
ring gear
of a

non-hunting
or
partial non-hunting

gear
set, be
sure that
the
marked

tooth
on the
pinion indexes between

the marked teeth
on the
ring gear

(Fig.
51,
Part
4-2).
Refer
to
Pinion

and Ring Gear Tooth Contact Adjust-

ment, Section
2.

REAR AXLE COMPANION

FLANGE RUNOUT CHECK

ALL AXLES EXCEPT

THUNDERBIRD
AND

CONTINENTAL MARK
III

1.
Raise
the
vehicle
on a
hoist that

supports
the
rear axle (twin-post

hoist).

2.
Remove
the
driveshaft assembly

(Group
5).

3.
Check
the
companion flange

damage
to the
universal joint bearing

locating lugs.
If the
universal joint

bearing locating lugs
on the
compan-

ion flange
are
shaved (worn)
or dam-

aged, replace
the
companion flange

(Fig.
5).

PROPERLY SEATED
CUP SHAVES LUG

E 1621-A

FIG. 5—Checking Companion

Flange

4.
The
rear axle companion flange

runout
is
checked with
a
modified uni-

versal joint (checking tool)
a
dial indi-

cator with
1.000
inch minimum travel,
and
a
cup-shaped dial indicator adapt-

er tool
(Fig. 6). To
fabricate
the

checking tool, modify
a
universal joint

assembly
by
removing
two
bearing

cups that are opposite each other, and

cuttting
or
grinding
off
one
of
the uni-

versal joint bearing flanges (Fig. 6).

5.
Install
the
cup-shaped adapter
on

the dial indicator stem. Install
the
dial

indicator
on the
pinion retainer
or pi-

nion nose bumper bracket. Position

the indicator
to
allow
an
indication
at

the ends
of the
universal joint bearing

cups
and the
remaining exposed jour-

nal
of the
cross-shaft.

6. Turn
the
companion flange
so

that
the
dial indicator cup-type adapt-

er rests
on the
machined surface
of

the bearing
cup (Fig. 6).
Rotate
the

companion flange side-to-side slightly

to obtain
a
reading indicating that
the

bearing
cup
surface
is
perpendicular
to

the indicator cup-type adapter. This

will
be the
point
at
which
the
dial
in-

dicator
cup is
closest
to the
center
of

companion flange rotation.
It is
also

the point
at
which
the
dial indicator

hand will reverse direction
as
the com-

panion flange
is
turning.
Set the
dial

indicator
to
zero.

oo/-6565,
Used

'With Bracket From

Too!-4201-C

MOUNT HERE

Tool-4201-C

E
1622-
A

FIG. 6—Flange Bearing
Cup

Run-out Check—Typical
7.
Carefully retract
the
dial indica-

tor stem
and
rotate
the
companion

flange 180 degrees
to
position
the ma-

chined surface
of the
opposite univer-

sal bearing under
the
dial indicator

adapter tool. Again, slightly rotate
the

flange side-to-side
to
position
the

bearing perpendicular
to the
dial indi-

cator adapter. Again, this
is the
point

at which
the
indicator hand will
rev-

erse direction
as the
flange
is
rotated.

Record
the
flange bearing
cup
runout

reading obtained from
the
indicator

(Fig.
7).

Rotate
the
companion flange
90

degrees
and
position
the
dial indicator

adapter
on the
machined
end of the

exposed journal
(Fig. 8). Be
sure
the

end surface
of the
exposed journal
is

perpendicular
to the
indicator
cup-

type adapter. This requires that
the

cross-shaft
be
moved fore
and aft on

the flange bearing cups. Note
the

point
at
which
the
indicator hand rev-

erses direction. Rotate
the
flange
as-

sembly side-to-side until
the
cross-

shaft
is
perpendicular
to the
pinion

shaft axis,
and the
indicator hand
re-

verses direction. Zero the dial indicator

and check the zero point again by

Tool-6565, Used

With Bracket
Fro

Tool-4201 -C
MOUNT HERE —

Too/-4207-C

E 1624-A

FIG. 8—Cross Shaft Runout

Check—Typical

INDICATOR

READING

1

2

3

Average
FLANGE

BEARING CUP

RUNOUT—INCH

0.C04

0.002

0.003

0.003
DRIVESHAFT UNIVERSAL

CROSS-SHAFT

RUNOUT—INCH

0.005

0.004

0.003

0.004

FIG. 7—Flange Bearing
Cup and
Cross Shaft Runout Averaging

Chart—Typical Readingsprocarmanuals.com

04-01-07
General Axle Service

04-01-07

Tool-4201-
C

Tool-6565 USED WITH BRACKET

FROM Too/^*207-C

FLANGE

E1743-A
procedure under Backlash and Differ-

ential Bearing Preload Adjustments.

If the tooth pattern indicates a change

in shim thickness, follow the proce-

dure under Pinion Location.

REMOVABLE CARRIER

TYPE AXLE

The shim location for the removable

carrier type axle is between the pinion

retainer and the carrier (Fig. 13).

When adjusting this type carrier re-

ducing shim thickness will move the

pinion toward the ring gear; increas-

ing shim thickness will move the pi-

nion away from the ring gear (Fig.

13).

FIG. 11—Checking Companion Flange Lateral Runout—

Thunderbird and Continental Mark III
INTEGRAL CARRIER

TYPE AXLE

8. If the runout is still excessive, re-

place the companion flange and check

the runout. If necessary, rotate the

new flange on the pinion shaft until an

acceptable runout is obtained.

If excessive runout is still evident

after replacement of the companion

flange, it will be necessary to replace

the ring and pinion gear, and repeat

the above checks until runout is within

specifications.

9. Install the driveshaft assembly

(Group 5).

PINION LOCATION

ADJUSTMENT

BACKLASH

ADJUSTMENT,

LEFT

ADJUSTING

NUT

E1476-A

FIG. 12—Pinion and Ring Gear

Tooth Contact Adjustment
—

Integral Carrier Type Axles
PINION AND RING GEAR

TOOTH CONTACT

ADJUSTMENT

Two separate adjustments affect pin-

ion and ring gear tooth contact.

They are pinion location and backlash

(Figs.
12 and 13).

Individual differences in matching

the differential housing and the gear

set require the use of shims to locate

the pinion for correct contact with the

ring gear.

When adjusting either type axle,

shim thickness should be increased or

reduced only as indicated by the tooth

pattern check described in the fore-

going Section 1.

If the tooth pattern check indicates

a change in backlash only, follow the

PINION

LOCATION

ADJUSTMENT

SHIMS

LEFT

ADJUSTING

NUT
RIGHT

ADJUSTING

BACKLASH NUT

ADJUSTMENT El 409-A

FIG. 13—Pinion and Ring Gear

Tooth Contact Adjustment—

Removable Carrier Axles
The shim location for the integral

carrier type axle, is between the pi-

nion gear and the pinion rear bearing

cone (Fig. 12). When adjusting this

type axle, increasing shim thickness

moves the pinion toward the ring

gear; reducing shim thickness moves

the pinion away from the ring gear

(Fig. 12).

BACKLASH AND DIFFERENTIAL

BEARING PRELOAD

ADJUSTMENTS (ALL AXLES)

On a Light-Duty (WER) Axle, it is

necessary to remove the rear axle

shafts prior to performing the adjust-

ment procedures. Refer to Rear Axle

Shaft Wheel Bearing and Oil Seal Re-

placement—Light-Duty (WER), Axle,

Part 4-4, Section 2.

To secure a more uniform control

of differential side bearing preload in

service repairs, a dial indicator set-up

such as shown in Fig. 12 is used.

In both types of axle (Fig. 11 and

12),
the ring gear is moved away from

or toward the pinion as described in

the following procedure.

1.
Remove the adjusting nut locks,

loosen the differential bearing cap

bolts,
then torque the bolts to 15 ft-lbs

on integral carrier type axle; 20 ft-lbs

on removable carrier type axles before

making adjustments.

2.
The left adjusting nut is on the

ring gear side of the carrier. The right

nut is on the pinion side. Loosen the

right nut until it is away from the cup.

Tighten the left nut until the ring gear

is just forced into the pinion with

0.000 backlash then rotate the pinion

several revolutions to be sure no bind-

ing is evident. (Recheck the right nutprocarmanuals.com