1969 FORD MUSTANG section 18

02-01-03
Brakes

02-01-03

vacuum system is operating, the pedal

will tend to fall away under foot pres-

sure and less pressure will be required

to hold the pedal in the applied posi-

tion. If no action is felt, the vacuum

booster system is not functioning.

If the brake pedal movement feels

spongy, bleed the hydraulic system to

remove air from the system. Refer to

Hydraulic System Bleeding, Part 1,

Section 2.

VACUUM TESTS—VACUUM

RELEASE PARKING BRAKES

Visually check the operation of the

brake linkage as the brake pedal is

depressed. Then, check the operation

of the brake linkage when the manual

release lever is activiated. These

checks should indicate whether the

manual parking brake control linkage

is operating properly or requires re-

pair or adjustment due to inability of

the parking brake to hold against

moderate vehicle movement. Perform

tests of the parking brake system and

controls after making certain the link-

age and manual controls operate

properly.

When testing a parking brake vacu-

um release system, a minimum of 10

inches of vacuum (Hg.) should be

available at all points where vacuum is

applied. This can be checked with a

Rotunda Fuel Pump Tester Gauge

(ARE345) and two Distributor Tester

hose adapters (Marked Q) connected

together with a coupling. This allows

the Fuel Pump Tester Gauge hose to
be adapted to any other vacuum hose

or rubber connector in the vacuum

systems.

Failure to maintain 10 inches of

vacuum (Hg.) during vacuum system

tests could be caused by a loose hose

connection, resulting in a vacuum

leak. When checking for vacuum be-

tween two points, trace the hose along

the entire routing to be sure it is not

crossed with another hose and con-

nected to the wrong connection.

All of the vacuum parking brake

control checks are to be performed

with the engine running at idle speed.

Leaks in the parking brake hoses or

a disconnected or improperly con-

nected hose can usually be found by

listening for a hissing sound along the

hose routings. Under no circumstances

should air pressure be applied to the

vacuum system as the actuator dia-

phragm in the parking brake vacuum

motor may be damaged.

1.
Start the engine and run it at

idle speed. With the transmission shift

control in neutral, depress the parking

brake pedal to apply the parking

brake. Move the transmission shift

control to D range and observe the

parking brake pedal to see that the

pedal moves upward and the parking

brake releases. If the parking brake

releases, the parking brake vacuum

control is working properly.

2.
If the parking brake does not re-

lease, test for vacuum at the steering

column neutral switch port in the

junction block, vacuum lines and the

parking brake release vacuum motor.

Use the Rotunda Vacuum and Fuel
Pump Tester 345. This can be accom-

plished by removing the hose from

each component and attaching it to

the vacuum gauge. Connect two dis-

tributor tester vacuum hose adapters

together with a coupling as a connec-

tor to attach the gauge. A minimum

of ten inches of vacuum is required to

actuate the parking brake vacuum

motor. Do not remove any of the vac-

uum hoses from the junction block

unless the junction block is being re-

placed, as the plastic nipples are thin

and very brittle and damage may re-

sult. If a minimum reading is not

present when checking each of the

aforementioned components, they

must be replaced.

ROAD TEST

A road test should be conducted

only when the operator is sure the

brakes will stop the vehicle.

If the road test reveals one or more

problem conditions, correct all mal-

functions of the vacuum system, brake

booster and hydraulic system prior to

removing brake drums, brake calipers,

brake shoes and linings or backing

plates.

ANTI-SKID CONTROL

SYSTEM TESTS

No adjustments or repairs are to be

performed on the skid control system.

Damaged or worn parts are to be re-

placed.

Refer to Ford Car and Truck Diag-

nosis Manual for Testing procedures.

COMMON ADJUSTMENTS AND REPAIRS

PARKING BRAKE LINKAGE

ADJUSTMENT

FORD, MERCURY, METEOR,

FAIRLANE, MONTEGO,

FALCON, MUSTANG

AND COUGAR

Check the parking brake cables

when the brakes are fully released. If1

the cables are loose, adjust them as

follows:

1.
Fully release the parking brake

pedal by pulling the release lever.

2.
Depress the parking brake pedal

until it is engaged in the first notch of

the control. On a vacuum release

brake, the first notch will be approxi-

mately two inches of pedal travel.

3.
Raise the vehicle. With the

transmission in neutral, turn the ad-

justing nut forward against the equal-

izer (Figs. 3 and 4) until there is 100
L.H. REAR WHEEL CABLE -2A809> 2A791 (2 REQUIRED)

EQUALIZER-TO-ACTUATOR CABLE-2A815

R.H. REAR WHEEL CABLE-2A635

ADJUSTING NUT-2A812

H 1537-C

FIG. 3—Parking Brake Adjustment—Ford, Mercury, Meteor,

Thunderbird and Continental Mark IIIprocarmanuals.com

02-01-07
Brakes

02-01-07

CENTRALIZING THE

PRESSURE DIFFERENTIAL

VALVE

After a failure of the primary (front

brake) or secondary (rear brake) sys-

tem has been repaired and bled, the

dual-brake warning light will usually

continue to be illuminated due to the

pressure differential valve remaining in

the off-center position.

To centralize the pressure differen-

tial valve and turn off the warning
light after a repair operation, a pres-

sure differential or unbalance condi-

tion must be created in the opposite

brake system from the one that was

repaired or bled last.

1.
Turn the ignition switch to the

ACC or ON position. Loosen the dif-

ferential valve assembly brake tube

nut at the outlet port on the opposite

side of the brake system that was

wheel balanced, repaired and/or bled

last. Depress the brake pedal slowly to

build line pressure until the pressure
differential valve is moved to a cen-

tralized position and the brake warn-

ing light goes out; then, immediately

tighten the outlet port tube nut.

2.
Check the fluid level in the mas-

ter cylinder reservoirs and fill them to

within 1/4 inch of the top with the

specified brake fluid, if necessary.

3.
Turn the ignition switch to the

OFF position.

4.
Before driving the vehicle, check

the operation of the brakes and be

sure that a firm pedal is obtained.

CLEANING AND INSPECTION

DISC BRAKES

1.
Remove the wheel and tire and

the shoe and lining assemblies as out-

lined in Part 2-2, Section 2.

2.
On all models except Lincoln

Continental, make thickness measure-

ments with a micrometer across the

thinnest section of the shoe and lining.

If the assembly has worn to a thick-

ness of 0.230-inch (shoe and lining to-

gether) or 0.030-inch (lining material

only) at any one of three measuring

locations or if there is more than

0.125 taper from end to end or if lin-

ing shows evidence of brake fluid con-

tamination, replace all (4) shoe and

lining assemblies on both front wheels.

On Lincoln Continental brakes

make three thickness measurements

with a micrometer across the middle

section of the shoe and lining. Take

one reading at each side and one in

the center. If the assembly has worn

to a thickness of 0.231 inch (shoe and

lining together) or 0.066 inch (lining

material only) at any one of the three

measuring locations, replace all (4)

shoe and lining assemblies on both

front wheels.

3.
Check the caliper to spindle at-

taching bolts torque. Torque them to

specification, if required.

4.
To check rotor runout, first

eliminate the wheel bearing end play

by tightening the adjusting nut. After

tightening the nut, check to see that

the rotor can still be rotated.

5.
Clamp a dial indicator to the

caliper housing so that the stylus con-

tact the rotor at a point approximate-

ly 1 inch from the outer edge. Rotate

the rotor and take an indicator read-

ing. If the reading exceeds 0.003 inch

total lateral runout on the indicator,

replace or resurface the disc brake

rotor. The following requirement must

be met when resurfacing disc brake

rotors:
Rotunda Disc Brake Attachment

FRE-2249-2 is the only approved tool

to be used to refinish the disc brake

rotors.
The step-by-step resurfacing

procedure provided with the tool must

be adhered to.

The finished braking surface of the

rotor must be flat and parallel within

0.0007 inch; lateral runout must not

exceed 0.003 inch total indicator

reading, braking surface are to be 80/15

micro inches.

On all models except Lincoln Con-

tinental the minimum limiting dimen-

sion from the inboard bearing cup to

the inboard rotor face and the mini-

mum rotor thickness dimension, must

be observed when removing material

from the rotor braking surfaces. A

ball and gage bar (Rotunda Kit FRE

70160) is to be used when checking

minimum dimensions (Fig. 11).

FALCON-FAIRLANE

MUSTANG-COUGAR

MONTEGO

.046 MAX-**

.119
MAX.

FORD-MERCURY

METEOR - THUNDERBIRD
875
MIN

H1633-A

1.12
MIN.-^

??
— Disc Brake Rotor

Service Limits—All Models Except

Lincoln Continental

On Lincoln Continental models the

minimum limiting dimension (Fig. 12)

from the inboard bearing cup to the
inboard rotor face (dimension B)

and the outboard rotor surface and

the inboard bearing cup (dimension

A),
must be observed when remov-

ing material from the rotor braking

surfaces.

When the runout check is finished

be sure to adjust the bearings as out-

lined in Group 3, in order to prevent

bearing failure.

6. Check the rotor for scoring. Mi-

nor scores can be removed with a

fine emery cloth. If the rotor is ex-

cessively scored, refinish it as out-

lined in step 5 or replace the rotor,

if required.

7.
Visually check the caliper. If the

caliper housing is leaking it should be

replaced. If a seal is leaking the cali-

per must be disassembled and new

.seals installed. If a piston is seazed

in the bore a new caliper housing is

required.

On Lincoln Continental models the

two halves of the caliper assembly

should never be separated. Damage or

failure of one requires replacement of

both as a unit.

Check the brake hoses for signs of

cracking, leaks or abrasion. Replace

them if necessary.

DISC BRAKE SERVICE

PRECAUTIONS

1.
Grease or any other foreign ma-

terial must be kept off the caliper as-

sembly, surfaces of the rotor and ex-

ternal surfaces of the hub during serv-

ice operations. Handling of the rotor

and caliper assemblies should be done

in a way to avoid deformation of the

brake rotor and nicking or scratching

of brake linings.

2.
If a caliper piston is removed for

any reason, the piston seal must be re-

placed.

3.
During removal and installation

of a wheel assembly, exercise care not

to interfere with and damage the cali-procarmanuals.com

02-01-08
Brakes

02-01-08

BEARING CUP

DIMENSION "B"

0.755 MINIMUM

DIMENSION "A'

0.395 MINIMUM

H1532-B

FIG. 12—Disc Brake Rotor Service

Limits—Lincoln Continental

per splash shield or the bleeder screw

fitting.

4.
Front wheel bearing end play is

critical and must be within specifica-

tions.

5.
Be sure the vehicle is centered on

the hoist before servicing any front

end components, to avoid bending or

damaging the rotor splash shield on

full right or left wheel turns.

6. The proportioning valve should

not be disassembled or adjustments

attempted on it.

7.
Riding of the brake pedal (com-

mon on left foot applications) should

be avoided during vehicle operation.

8. The wheel and tire must be re-

moved ' separately from the brake

rotor, unlike drum brakes where the
wheel, tire and drum are removed as a

unit.

9. On floating caliper type disc

brakes whenever the caliper is re-

moved the caliper locating pins should

be inspected for wear or damage.

10.
On floating caliper type disc

brakes, the caliper assembly must be

removed from the spindle prior to re-

moval of the shoe and lining assem-

blies.

11.
On floating caliper type disc

brakes the calipers must not be inter-

changed from one side to the other.

When the caliper is installed on its

proper anchor plate and spindle, the

bleeder screw will point to the rear of

the vehicle (Fig. 22). If a caliper is in-

stalled on the wrong side of the vehi-

cle,
it is not possible to bleed the sys-

tem properly.

12.
Do not attempt to clean or re-

store oil or grease soaked brake lin-

ings.
When contaminated linings are

found, brake linings must be replaced

in complete axle sets.

DRUM BRAKES

1.
Remove the wheel from the

drum, and remove the drum as out-

lined in Part 2-2, Section 2.

2.
Brush all dust from the backing

plates and interior of the brake

drums.

3.
Inspect the brake shoes for ex-

cessive lining wear or shoe damage. If

the lining is worn within 1/32 inch of

the rivet heads or if the shoes are

damaged, they must be replaced. Re-

place any lining that had been con-

taminated with oil, grease or brake
fluid. Replace lining in axle sets. Prior

to replacement of lining, the drum di-

ameter should be checked to deter-

mine if oversize linings must be in-

stalled.

4.
Check the condition of brake

shoes,
retracting springs, hold-down

springs, and drum for signs of over-

heating. If the shoes have a slight blue

coloring, indicating overheating, re-

placement of the retracting and hold-.

down springs is strongly recommended.

Overheated springs lose their pull and

could cause the new lining i:o wear

prematurely, if they are not replaced.

5. If the vehicle has 30,000 or more

miles of operation on the brake linings

or signs of overheating are present

when relining brakes, the wheel cylin-

ders should be disassembled and in-

spected for wear and entrance of dirt

into the cylinder. The cylinder cups

should be replaced, thus avoiding fu-

ture problems.

6. Inspect all other brake parts and

replace any that are worn or dam-

aged.

7.
Inspect the brake drum and, if

necessary, refinish. Refer to Part 2-2,

Section 4 for refinishing.

BRAKE BOOSTER

Check the booster operation as

noted in Part 2-1, Section 1, Power

Brake Functional Test. If the brake

booster is damaged or defective, re-

place it with a new booster. The brake

booster is serviced only as an assem-

bly.procarmanuals.com

02-02-03
Brake System

02-02-03

DESCRIPTION

Disc brakes are available as option-

al equipment for the front wheels on

Ford, Mercury, Meteor, Fairlane,

Montego, Falcon, Mustang and Cou-

gar models and are standard on Thun-

derbird, Continental Mark III, and

Lincoln Continental models. The

dual-master cylinder equipped hydrau-

lic brake system employs single an-

chor, internal expanding and
self-

adjusting drum brake assemblies on

the rear wheels of vehicles with disc

brakes, and on the front and rear

wheels of all others.

A vacuum booster is used with the

power disc brake system.

DUAL MASTER CYLINDER

BRAKE SYSTEM

The dual-master cylinder brake sys-

tem has been incorporated in all mod-

els to provide increased safety. The

system consists of a dual-master cylin-

der (Fig. 1), pressure differential valve

assembly and a switch (Fig. 2). The

switch on the differential valve acti-

vates a dual-brake warning light, lo-

cated on the instrument panel.
DISC BRAKE

The disc brake consists of a venti-

lated rotor and caliper assembly. The

caliper used on all models except Lin-

coln Continental is a single piston

floating caliper (Fig. 3). The caliper

used on Lincoln Continental models is

a four piston fixed caliper (Fig. 4).

A proportioning valve in the rear

hydraulic circuit provides balanced

braking action between front and rear

brakes.

On all models except Lincoln a

pressure impulse valve located at the

primary inlet of the pressure differen-

tial valve prevents brake fluid surge

back to the master cylinder reservoir.

On Lincoln Continental models a

metering valve, in the hydraulic line

between the differential valve and the

front wheel disc brakes, prevents the

front brakes from applying until ap-

proximately 125 psi is obtained in the

system (Fig. 21). This delaying action

is required to prevent the front brakes

from performing all the braking ac-

tion on low speed stops and thereby

increasing the rate of lining wear.
FLOATING CALIPER—

ALL MODELS EXCEPT

LINCOLN CONTINENTAL

The caliper asseml.y is made up of

a floating caliper housing assembly

and an anchor plate. The anchor plate

is bolted to .the wheel spindle arm by

two bolts. The floating caliper is at-

tached to the anchor plate by steel

stabilizers on Ford, Mercury, Meteor,

Thunderbird and Continental Mark

III models and by one stabilizer on

Fairlane, Montego, Falcon, Mustang

and Cougar models. The floating cali-

per slides on two locating pins which

also attach to the stabilizers. The

floating caliper contains the single cyl-

inder and piston assembly. The cylin-

der bore contains a piston with a

molded rubber dust boot to seal the

cylinder bore from contamination

(Fig. 5). A square section rubber pis-

ton seal is positioned in a groove in

the cylinder bore and is used to pro-

vide sealing between the cylinder and

piston (Fig. 7).

The outer brake shoe and lining as-

sembly is longer than the inner assem-

bly, and the shoe and lining

DISC BRAKES

RETURN SPRING

(SECONDARY)

RETAINER

PRIMARY SYSTEM BRAKE

FLUID RESERVOIR

BOOT

PUSH ROD

TUBE SEAT |

(SECONDARY)

BRAKE OUTLET

PORT
RESIDUAL \ ^

CHECK \

VALVE \

SECONDARY PISTON

ASSEMBLY
(PRIMARY)

BRAKE OUTLET

PORT
PRIMARY PISTON

ASSEMBLY
H 1545-A

FIG.
I
—
Dual
Master Cylinder—Typicalprocarmanuals.com

BRAKE WARNING LAMP SWITCH

PISTON
BRAKE WARNING LAMP SWITCH

BRAKE WARNING LAMP SWITCH

PLUNGER IN THE ON POSITION

CONNECTOR
BRAKE WARNING LAMP SWITCH

PLUNGER IN OFF POSITION

VALVE PISTON HAS MOVED

TO LOW PRESSURE AREA.

WARNING LAMP SWITCH

PLUNGER IS DEPRESSED,

LIGHTING THE BRAKE

WARNING LAMP

LOW PRESSURE SIDE
U
VALVE PISTON IS

CENTRALIZED. PRIMARY

AND SECONDARY SYSTEM

PRESSURES ARE EQUALIZED

BRAKE WARNING LAMP

SWITCH PLUNGER IN

OFF POSITION
HIGH PRESSURE SIDE

DRUM BRAKES
TJ
CONNEiCTOR

BRAKE FLUID

BRAKE WARNING LAMP I

SWITCH PLUNGER IN

ON POSITION

REAR BRAKE INLET

CONNECTOR

FRONT BRAKE

INLET

FRONT BRAKE

OUTLET
VALVE PISTON IS CENTRALIZED.

PRIMARY AND SECONDARY SYSTEM

PRESSURES ARE EQUALIZED
OUTLET TO

PROPORTIONING VALVE

DISC BRAKES
\
REAR BRAKE

PROPORTIONING

VALVE IS BYPASSED

VALVE PISTON HAS MOVED TO LOW

PRESSURE AREA. WARNING LAMP SWITCH PLUNGER IS

DEPRESSED, LIGHTING THE BRAKE WARNING LAMP H1634-A

FIG. 2—Pressure Differential Valve and Brake Warning Light Switch

CALIPER ASSEMBLY

BLEEDER

SCREW
EXTERNAL

TRANSFERTU3E

H1567-B
HUB

AND

ROTOR

ASSEMBLY

H 1647-A

FIG. 3—Disc Brake Assembly-

Floating Caliper—All Models

Except Lincoln Continental
FIG. 4—Disc Brake Assembly—

Fixed Caliper—Lincoln

Continental
blies are not interchangable (Fig. 23).

The outboard shoe and lining is fixed

to the floating caliper and is retained

by two pins and spring clips. The shoe

and lining assembly consists of fric-

tion material bonded to a metal plate

called the shoe. It is replaced as a

unit.

FIXED CALIPER

LINCOLN CONTINENTAL

The caliper assembly is bolted di-

rectly to the wheel spindle arm by two

bolts.
The caliper assembly consists of

two caliper housings bolted together

with each half containing two cylinder

bores of 1.938 inch diameter. Each

cylinder bore contains a piston with

an attached molded rubber dust boot

to seal the cylinder bore from contam-

ination (Fig. 6). Square-section rubberprocarmanuals.com

02-02-05
Brake System

02-02-05

piston seals are positioned in grooves

in the cylinder bores and are used to

provide hydraulic sealing between the

cylinders and pistons (Fig. 7).

The cylinders are connected hydrau-

lically by means of internal passages

in the caliper housings and an external

transfer tube between the two halves

of the caliper assembly. One bleeder

screw and fluid inlet fitting is provided

on each caliper assembly.

The shoe and lining assemblies are

located in between parallel machined

abutments within the caliper, and are

supported radially by tabs on the

o'uter ends of the shoe assemblies (Fig.

46).
The shoes slide axially in the cali-

per abutments by means of the tabs

which ride on machined ledges (bridg-

es) when hydraulic pressure is applied

to the piston (Fig. 6). A shoe and lin-

ing assembly consists of friction mate-

rial riveted to a metal plate called the

shoe.
It is replaced as a unit. Clips are

attached to the top of the caliper to

retain the shoe and lining assemblies.

The caliper assembly is mounted on

the front wheel spindle to the rear of

the wheel vertical centerline.

ROTOR

The cast iron disc is of the ventilat-

ed rotor-type incorporating forty fins

and is attached to, and rotates with

the wheel hub. A splash shield bolted

to the spindle is used primarily to pre-

vent road contaminants from contact-

ing the inboard rotor and lining sur-

faces.
The wheel provides protection

for the outboard surface of the rotor.

DRUM BRAKE

The drum brake system employs

single anchor, internal expanding ancj

self adjusting brake assemblies.

The self-adjusting brake mechanism

consists of a cable, cable guide, ad-

justing lever, adjusting screw assem-

bly, and adjuster spring (Fig. 8). The

cable is hooked over the anchor pin at

the top and is connected to the lever

at the bottom. The cable is routed

along the webb of the secondary brake

shoe by means of the cable guide. The

adjuster spring is hooked to the pri-

mary brake shoe and to the lever. The

automatic adjuster operates only when

the brakes are applied while the vehi-

cle is moving rearward and only when

the secondary shoe is free to move

toward the drum beyond a predeter-

mined point.
CALIPER
HOUSING

PISTON

SHOE

LINING

PISTON SEAL

FIG. 5—Floating Caliper Assembly—Sectional View

CALIPER
TO
ROTOR
CLEARANCE

CALIPER
HOUSING

PISTON

SHOE

LINING

PISTON SEAL
H 1568-B

TRANSFER
TUBE

PISTON DUST BOOT

RETAINING
GROVE

CALIPER
DUST

BOOT
RETAINER

H 1648-A

FIG.
6—Fixed
Caliper Assembly—Sectional View

PISTON
PISTON SEAL
RELAXED

CALIPER
HOUSING

BRAKES APPLIED

FIG. 7—Function of Piston Seal
BRAKES RELEASED

H1569-Bprocarmanuals.com

02-02-08
Brake System

02-02-08

Tool-HRE-8650

JUST SET TO DRUM

DIAMETER HERE . . .
FIND CORRECT BRAKE

SHOE DIAMETER HERE

H1416-A

FIG.
7
7—Adjusting Brake Shoes Using Tool HRE-8650

BOOT

BOOT

PISTON
. BLEEDER .

CYLINDER
SCREW RETURN SPRING PIST0N

H1385-B

FIG. 72—Brake Wheel Cylinder—Typical

DISASSEMBLY

1.
Remove the links and the rubber

boots from the ends of the brake cyl-

inder. Remove the pistons, cups, and

return spring from the cylinder bore

(Fig. 12).

2.
Remove the bleeder screw from

the cylinder.

INSPECTION

1.
Wash all parts in clean brake

fluid. Dry with compressed air.

2.
Replace scored pistons. Always

replace the rubber cups and dust

boots.
3.
Inspect the cylinder bore for

score marks or rust. If either condi-

tion is present the cylinder bore must

be honed. However, the cylinder

should not be honed more than 0.003

inch beyond its original diameter.

4.
Check the bleeder hole to be sure

that it is open.

ASSEMBLY

1.
Apply a light coating of heavy-

duty brake fluip! to all internal parts.

2.
Thread the bleeder screw into the

cylinder and tighten securely.

3.
Insert the return spring, cups,

and pistons into their respective posi-

tions in the cylinder bore (Fig. 12).
Place a boot over each end of the cyl-

inder. Bleed the brake system.

HYDRAULIC LINE REPAIR

Steel tubing is used throughout the

brake system with the exception of the

flexible hoses at the front wheels and

at the fear axle housing brake tube

connection (Figs. 17 thru 21).

Always bleed the applicable pri-

mary or secondary brake system after

primary or secondary brake system

hose or line replacement. Centralize

the pressure differential valve after

bleeding the system.

BRAKE TUBE

REPLACEMENT

If a section of the brake tubing be-

comes 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

brake tubing to fit underbody or rear

axle contours, be careful not to kink

or crack the tube.

All brake tubing should be double

flared properly to provide good leak-

proof connections. Clean the brake

tubing by flushing with clean brake

fluid before installation.

When connecting a tube to a hose,

tube connector, 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 re-

placed if it shows signs of softening,

cracking, or other damage.

When installing a new front brake

hose,
position the hose to avoid con-

tact with other chassis parts. Place a

new copper gasket over the hose fit-

ting and thread the hose assembly into

the front wheel cylinder. Engage the

opposite end of the hose to the brack-

et on the frame. Install the horsesho-

e-type retaining clip, and connect the

tube to the hose with the tube fitting

nut (Figs. 17 thru 21).

A rear brake hose should be in-

stalled so that it does not touch the

muffler outlet pipe or shock absorber.

Thread the hose into the rear brake

tube connector. Engage the front end

of the hose to the bracket on the

frame. Install the horseshoe-type re-

taining clip, and connect the tube to

the hose with the tube fitting nut.procarmanuals.com

02-02-09
Brake System

02-02-09

REMOVAL AND INSTALLATION

FRONT BRAKE DRUM

REMOVAL

1.
Raise the vehicle until the wheel

and tire clear the floor. Remove the

wheel cover or hub cap, and remove

the wheel and tire from the drum.

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.

3.
Pull the drum off the wheel

spindle.

4.
If the drum will not come off,

pry the rubber cover from the brake

backing plate. Insert a narrow screw-

driver through the slot and disengage

the adjusting lever from the adjusting

screw. While holding the adjusting

lever away from the screw, back off

the adjusting screw with the brake ad-

justing tool (Fig. 13). Be very careful

not to burr, chip, or damage the

notches in the adjusting screw; other-

wise the self-adjusting mechanism will

not function properly.

INSTALLATION

1.
If the drum is being replaced, re-

move the protective coating from the

new drum with carburetor degreaser.

Then, use sandpaper to insure that no

residue remains. Wipe the drum with

a cloth soaked with denatured alcohol.

Install new bearings and grease seal.

Pack the wheel bearings, install the

inner bearing cone and roller assembly

RUBBER PLUG

REMOVED

'MOVE HANDLE UPWARD

TO RETRACT BRAKE SHOES
in the inner cup, and install the new

grease seal see Part 3-5, Section 4.

If the original drum is being in-

stalled, make sure that the grease in

the hub is clean and adequate.

2.
Adjust the brakes and install the

drum assembly as outlined under

Brake Shoe Adjustments in this sec-

tion.

3.
Install the outer wheel bearing,

washer and adjusting nut.

4.
Adjust the wheel bearing as out-

lined in Part 3-7, Section 2, then in-

stall the grease cap. Install the wheel

and hub cap.

REAR BRAKE DRUM

REMOVAL

1.
Raise the vehicle so that the tire

is clear of the floor.

2.
Remove the hub cap and wheel.

Remove the three Tinnerman nuts and

remove the brake drum. If the drum

will not come off, pry the rubber

cover from the backing plate. Insert a

narrow screwdriver through the hole

in the backing plate, and disengage

the adjusting lever from the adjusting

screw. While holding the adjusting

lever away from the adjusting screw,

back off the adjusting screw with the

brake adjusting tool (Fig. 13). Be very

careful not to burr, chip, or damage

the notches in the adjusting screw;

otherwise, the self-adjusting mecha-

nism will not function properly.

INSTALLATION

1.
Remove the protective coating

from a new drum with carburetor de-

greaser; then sand lightly and wipe

with a cloth soaked with denatured al-

cohol.

HI 590-A
H1390-A

FIG. 73—Backing Off Brake

Adjustment
FIG. 14—Retracting Spring

Removal
2.
Adjust the brakes as outlined

under Brake Shoe Adjustments in this

section. Place the drum over the brake

assembly and into position.

3.
Install the three Tinnerman nuts

and tighten securely. Install the wheel

on the axle shaft flange studs against

the drum, and tighten the attaching

nuts to specifications.

BRAKE SHOES AND

ADJUSTING SCREW-

DRUM BRAKES

REMOVAL

1.
With the wheel and drum re-

moved install a clamp over the ends of

the brake cylinder as shown in Fig.

14.

2.
Remove the secondary shoe to

anchor spring with the tool shown in

Fig. 14. With the same tool remove

the primary shoe to anchor spring and

unhook the cable eye from the anchor

pin.

3.
On Ford, Mercury, Meteor,

Thunderbird, Continental Mark III

and Lincoln Continental models, re-

move the shoe guide (anchor pin)

plate (Fig. 8).

4.
Remove the shoe hold-down

springs, shoes, adjusting screw, pivot

nut, socket and automatic adjustment

parts.

5.
On rear brakes, remove the

parking brake link and spring. Dis-

connect the parking brake cable from

the parking brake lever.

*>.
After removing the rear brake

secondary shoe, disassemble the park-

ing brake lever from the shoe by re-

moving the retaining clip and spring

washer (Fig. 8).

INSTALLATION

1.
Before installing the rear brake

shoes,
assemble the parking brake

lever to the secondary shoe and secure

with the spring washer and retaining

clip.

2.
Apply a light coating of high-

temperature grease at the points

where the brake shoes contact the

backing plate.

3.
Position the brake shoes on the

backing plate and secure the assembly

with the hold down springs. On the

rear brake, install the parking brake

link and spring, back off the parkingprocarmanuals.com