Ford - Falcon - Workshop Manual - 1968 - 1968

Copyright © 2006, Forel Publishing Company, LLC, Woodbridge, Virginia All Rights Reserved. No part of this book may be used or reproduced in any manner whatsoever without written permission of Forel Publishing Company, LLC. For information write to Forel Publishing Company, LLC, 3999 Peregrine Ridge Ct., Woodbridge, VA 22192 1968 Cougar, Fairlane, Falcon, Montego and Mustang Shop Manual (Form 7760-68, First printing – November 1967) ISBN: 0-9673211-5-8 EAN: 978-0-9673211-5-8 Forel Publishing Company, LLC 3999 Peregrine Ridge Ct. Woodbridge, VA 22192 Email address: [email protected] Website: http://www.ForelPublishing.com This publication contains material that is reproduced and distributed under a license from Ford Motor Company. No further reproduction or distribution of the Ford Motor Company material is allowed without the express written permission of Ford Motor Company. Disclaimer Although every effort was made to ensure the accuracy of this book, no representations or warranties of any kind are made concerning the accuracy, completeness or suitability of the information, either expressed or implied. As a result, the information contained within this book should be used as general information only. The author and Forel Publishing Company, LLC shall have neither liability nor responsibility to any person or entity with respect to any loss or damage caused, or alleged to be caused, directly or indirectly by the information contained in this book. Further, the publisher and author are not engaged in rendering legal or other professional services. If legal, mechanical, electrical, or other expert assistance is required, the services of a competent professional should be sought. FOREWORD This shop manual provides the Service Technician with information for the proper servicing of the 1968 Cougar, Fairlane, Falcon, Montego and Mustang cars. The maintenance schedule and procedures for maintenance operations are published in the 1968 Passenger Car Maintenance and Lubrication Manual. The information in this manual is grouped according to tlie type of work being performed, such as diagnosis and testing, frequently performed adjustments and repairs, in-vehicle adjustments, overhaul, etc. Specifications and recommended special tools are included. Refer to the opposite page for important vehicle identification data. The descriptions and specifications in this manual were in effect at the time this manual was approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications or design, without notice and without incurring obligation. SERVICE PUBLICATIONS GROUP 1 — Vehicle Identification 1-2 MODEL YEAR CODE COUGAR Body Serial Code The number 8 designates 1968. BODY SERIAL AND STYLE CODES The two-digit numeral which follows the assembly plant code identifies the body series. This two-digit number is used in conjunction with the Body Style Code, in the Vehicle Date, which consists of a two-digit number with a letter suffix. The following charts list the Body Serial Codes, Body Style Codes and the models. MONTEGO Body Style Code 01 65A Sports Coupe r Comet 02 06 07 54A 54B 65B Sports Sedan i 4-DoorSedan > 2-Door Hardtop x =r Montego 10 11 12 11 12 54D 65D 76D 65E 76B 4-DoorSedan v 2-Door Hardtop x s> 2-Door Convertible x 2-Door Hardtop 2 3 2-Door Convertible $ Montego MX 10 11 54C 65C 4-DoorSedan 2-Door Hardtop .« Brougham 15 17 15 17 15 17 63A 65F 63C 65G 63H 65H 2-Door Hardtop ' 2-Door Hardtop ' 3 2-Door Hardtop 2 2-Door Hardtop 2 3 2-Door Hardtop GT 2 2-Door Hardtop GT 2 3 Cyclone 03 08 71B 71C 4-Door Wagon '• 4-Door Wagon x Montego MX Body Type Model 2-Door Hardtop (Bucket Seat) 2-Door Hardtop (Bucket Seat) 2-Door Hardtop (Bench Seat) x Luxury Model FAIRLANE Body Serial Code Body Style Code 31 30 54A 65A 4-Door Sedan ' 2-Door Hardtop x 3) Fairlane 34 33 35 36 35 33 36 54B 65 B 63B 76B 63E 65E 76E 4-Door Sedan x 2-Door Hardtop * 2-Door Hardtop x 2-Door Convertible 2-Door Hardtop a> 2-Door Hardtop s> 2-Door Convertible Fairlane 500 40 41 65C 54C 2-Door Hardtop x * 4-Door Sedan x Torino 42 44 43 63D 65D 76D 2-Door Hardtop ® 2-Door Hardtop $ 3> 2-Door Convertible s> Torino GT 32 37 38 71D 71B 71E ' 4-Door Wagon v 4-Door Wagon ' 4-Door Wagon x Fairlane Fairlane 500 Torina Squire 47 48 48 49 66A 66B 66B 66D 2-Door 2-Door 2-Door 2-Door Ranchero Model Body Type ^ Bucket Seat * c» $ $ Formal Roof Body Style Code 02 01 03 02 01 03 01 02 01 02 63A 65A 76A 63B 65B 76B 65C 63C 65D 63D Body Type 2-Door Fastback x 2-Door Hardtop 1 2-Door Convertible x 2-Door Fastback J) ® 2-Door Hardtop * # 2-Door Convertible 1 2 2-Door Hardtop 2 2-Door Fastback 3) 2-Door Hardtop 2 3 2-Door Fastback * 3 * Bucket Seat 2 Bench Seat 3) Luxury Model Body Serial Code Body Style Code 10 11 62A 54A 2-Door Club Coupe x 4-Door Sedan x Standard 20 21 62B 54B 2-Door Club Coupe x 4-Door Sedan x Futura 22 62C 2-Door Sports Coupe 2 12 71A 4-Door Wagon (Std.) 23 71B 4-Door Wagon (Deluxe) Body Type Model x Bench Seat (?) Bucket Seat CONSECUTIVE UNIT NUMBER Each model year, each assembly plant begins production with number 500001 (Montego or Cougar) or 100001 (Fairlane, Falcon, Mustang) and continues on for each unit built. x v ' 2 2 Body Serial Code FALCON x ' Bench Seat 2 Bucket Seat ® Formal Roof Bench Seat 65A 65B 65C Body Type MUSTANG Body Serial Code x Body Style Code ENGINE CODES Code U.. T.. 2.. C. F.. 6.. J .. Y... X... S.. W.. Low Compression Type .6 Cyl. .6 Cyl. .6 Cyl. x .8 Cyl. .8 Cyl. .8 Cyl. la) .8 Cyl. .8 Cyl. .8 Cyl. .8 Cyl. .8 Cyl. 170 Cu. In. (IV) 200 Cu. In. (IV) 200 Cu. In. (IV) 289 Cu. In. (2V) 302 Cu. In. (2V) 302 Cu. In. (2V) 302 Cu. In. (4V) 390 Cu. In. (2V) 390 Cu. In. (2V)Prem. Fuel 390 Cu. In. (4V) GT 427 Cu. In. (4V) Hi-Perf. GROUP 1 — Vehicle Identification 1-3 DISTRICT CODES (DSO) TRANSMISSION CODES Code Type 1 5 W U 3-Speed Manual 4-Speed Manual Automatic (C-4) Automatic (C-6) Units built on a Domestic Special Order, Foreign Special Order, or other special orders will have the complete order number in this space. Also to appear in this space is the two-digit code number of the District which ordered the unit. If the unit is a regular production unit, only the District code number will appear. FORD Code District 11 REAR AXLE RATIO CODES A number designates a conventional axle, while a letter designates a locking differential. Code Ratio 1 2 4 5 6 7 8 .. 9 2 75-1 2 791 2 83:1 3 001 . 3 201 3.25-1 3 501 3.10:1 Boston New York Newark Philadelphia Washington Atlanta Charlotte Jacksonville Richmond Cincinnati Louisville Cleveland Detroit Indianapolis Lansing Buffalo Pittsburgh Chicago Fargo Milwaukee Twin Cities Davenport Denver Des Moines Kansas City Omaha .. . .St Louis Dallas Houston Memphis New Orleans Oklahoma City Los Angeles SanJose Salt Lake City ... Seattle Phoenix Ford of Canada Government Home Office Reserve .American Red Cross Transportation Services Export 13 Code Ratio 15 16 17 21 22 24 25 27 . 28 32 33 34 E F . G H 3 001 3 201 3 251 3 50-1 DATE CODES 35 37 38 41 42 43 44 45 51 52 53 54 A number signifying the date precedes the month code letter. A second-year code letter will be used if the model exceeds 12 months. 55 61 62 63 Code First Year Code Second Year 65 71 January February March April A N P c Q 73 74 75 D R May E s T u 64 Month 72 June July August September October November December B . . F G H J K V W 81 83 84 85 89 90-99 X L Y M Z MERCURY District Code 11 15 .. . 16 17 21 ASSEMBLY PLANT CODES A B C D E F G H J K 22 23 Code Letter Code Letter Atlanta Oakville (Canada) Ontario Truck Dallas Mahwah Dearborn Chicago Lorain Los Angeles Kansas City L N P R S T U W X Y Z 26 31 Michigan Truck Norfolk Twin Cities San Jose Pilot Plant Metuchen Louisville Wayne St. Thomas Wixom St. Louis 32 33 .. Code 34 41 42 46 51 52 53 54 Boston New York Philadelphia Washington Atlanta Dallas Jacksonville Memphis Buffalo Cincinnati Cleveland 84 90 District Detroit Chicago St. Louis Twin Cities Denver Los Angeles Oakland Seattle .. Home Office Reserve Export FORD OF CANADA Code Bl B2 B3 II thru 17 District Code Central Eastern Atlantic Export B4 B6 B7 Note: Lincoln-Mercury units will use suffix "A" in place of "B1 District Midwestern Western Pacific GROUP 1 — Vehicle Identification 1-4 INTERIOR TRIM CODES-(continued) EXTERIOR PAINT COLOR CODES CODE M-30-J M-32-J A B D F I M N 0 Q R T U W X Y 3 5 6 1724-A 3059-A 3077-A 3065-A 2041-A 16194 921-A 2040-A 1624-A 3067-A 2008-A 1070-A 3120-A 3061-A 3073-A 1730-A 1724-G 1631-A Color Black Maroon Bright Blue Met. Bright Aqua Met. Lime Green Met. White Diamond Blue Light Green Med. Blue Met. Dk. Green Met. Red Med. Aqua Met. Yellow Dark Blue Met. Gold Met. Vermillion LowGloss.Black Lt. Beige INTERIOR TRIM CODES Code Trim Scheme 1A IB 1G IK 1U 1Y 2A 2B 2D 2F 2G 2K 2U 2Y 3A 3A 3B 3B 3D 3G 3K 3U 3U 3Y 4A 4B 4D 4G 4K 4U 4Y 5A 5A 5B 5B 5D 5D 5G 5K 5K 5U 5U 5Y 5Y 6A 6B 6D 6F 6G 6K 6U 6Y 7A 7A Black Cloth and Black Vinyl Med. Blue Cloth and Lt. Blue Vinyl Med. Ivy Gold Cloth and Lt. Ivy Gold Vinyl Lt. Aqua Vinyl Lt. Parchment Cloth and Pastel Parchment Vinyl Lt. Nugget Gold Vinyl Black Vinyl Dk. & Lt. Blue Vinyl Red Vinyl Med. Saddle Vinyl Lt. Ivy Gold Vinyl Lt. Aqua Vinyl Pastel Parchment Vinyl Lt. Nugget Gold Vinyl Black Vinyl (Montego) Black Cloth and Black Vinyl (Fairlane) ..Lt. Blue Vinyl (Montego) Med. Blue Cloth and Lt. Blue Vinyl (Falcon, Fairlane) Dk. Red Vinyl Med. Ivy Gold Cloth and Lt. Ivy Gold Vinyl Med. Aqua Cloth and Lt. Aqua Vinyl Pastel Parchment Vinyl (Montego) Lt. Parchment Cloth and Pastel Parchment Vinyl (Falcon) Lt. Nugget Cloth and Lt. Nugget Vinyl Black Vinyl Lt. Blue Vinyl Dk. Red Vinyl Lt. Ivy Gold Vinyl Lt. Aqua Vinyl Pastel Parchment Vinyl Lt. Nugget Gold Vinyl Black Cloth and Black Vinyl (Montego) Black Vinyl (Fairlane) Med. Blue Cloth and Lt. Blue Vinyl (Montego) D k . & L t . Blue Vinyl (Fairlane) Dk. Red Cloth and Dk. Red Vinyl (Montego) Dk. Red Vinyl (Fairlane) Lt. Ivy Gold Cloth and Lt. Ivy Gold Vinyl Med. Aqua Cloth and Lt. Aqua Vinyl (Montego) D k . & L t . Aqua Vinyl (Fairlane) Lt. Parchment Cloth and Pastel Parchment Vinyl (Montego) Pastel Parchment Vinyl (Fairlane) Lt. Nugget Gold Cloth and Lt. Nugget Gold Vinyl (Montego) Lt. Nugget Gold Vinyl (Fairlane) Black Vinyl D k . & L t . Blue Vinyl Dk. Red Vinyl Med. Saddle Vinyl Med. & Lt. Ivy Gold Vinyl Dk. & Lt. Aqua Vinyl Pastel Parchment Vinyl Lt. Nugget Gold Vinyl Black Vinyl (Cougar) Black Cloth and Black Vinyl (Fairlane, Montego) Code 7B 7B 7B 7D 7G 7K 7Y 8A 8B 8D 8F 8G 8K 8U 8Y 9A 9B 9D 9U 9Y AA AB AD AF AG AK AY BU CU DU EU FA FB FD FF FG FK FU FY HA HB HD HG HK HU HY JU KB KG KU KU 1 A LB LD LU MA MB MD MU OU QA QB QU RA RB RD RU TU UA UB UD UF UG UK UU UY YU ZU Trim Scheme Lt. Blue Vinyl (Cougar) Med. Blue Cloth and Lt. Blue Vinyl (Fairlane) Dk. Blue Cloth and Dk. Blue Vinyl (Montego) Dk. Red Cloth and Dk. Red Vinyl Med. Ivy Gold Cloth and Lt. Ivy Gold Vinyl Med. Aqua Cloth and Lt. Aqua Vinyl Nugget Gold Cloth and Nugget Gold Vinyl Black Vinyl Dk. Blue Vinyl Dk. Red Vinyl Med. Saddle Vinyl with Black Med. & Lt. Ivy Gold Vinyl Dk. & Lt. Aqua Vinyl Pastel Parchment Vinyl ...Nugget Gold Vinyl Black Vinyl Dk. Blue Vinyl Dk. Red Vinyl Parchment Vinyl ..Lt. Nugget Gold*Vinyl Pastel Parchment Vinyl with Black Pastel Parchment Vinyl with Blue Pastel Parchment Vinyl with Red Pastel Parchment Vinyl with Saddle Pastel Parchment Vinyl with Ivy Gold Pastel Parchment Vinyl with Aqua Pastel Parchment Vinyl with Nugget Gold Pastel Parchment Vinyl Pastel Parchment Vinyl Pastel Parchment Vinyl Pastel Parchment Vinyl Pastel Parchment Vinyl with Black Pastel Parchment Vinyl with Blue Pastel Parchment Vinyl with Red Pastel Parchment Vinyl with Saddle Pastel Parchment Vinyl with Ivy Gold Pastel Parchment Vinyl with Aqua Pastel Parchment Vinyl Pastel Parchment Vinyl with Nugget Gold Black Vinyl Dk. & Lt. Blue Vinyl Dk. Red Vinyl Med. & Lt. Ivy Gold Vinyl Dk. & Lt. Aqua Vinyl Pastel Parchment Vinyl Lt. Nugget Gold Vinyl Pastel Parchment Vinyl Med. Blue Cloth and Lt. Blue Vinyl Med. Ivy Gold Cloth and Lt. Ivy Gold Vinyl Lt. Parchment Cloth and Pastel Parchment Vinyl (Montego) Pastel Parchment Vinyl (Fairlane) Black Vinyl Lt. Blue Vinyl Dk. Red Vinyl Pastel Parchment Vinyl Black Vinyl D k . & L t . Blue Vinyl Dk. Red Vinyl Pastel Parchment Vinyl Pastel Parchment Vinyl Black Vinyl Dk. & Lt. Blue Vinyl Pastel Parchment Vinyl Black Vinyl Lt. Blue Vinyl Dk. Red Vinyl Pastel Parchment Vinyl Pastel Parchment Vinyl Parchment Vinyl with Black Parchment Vinyl with Blue Parchment Vinyl with Red Parchment Vinyl with Saddle Parchment Vinyl with Ivy Gold Parchment Vinyl with Aqua Pastel Parchment Vinyl Parchment Vinyl with Nugget Gold Pastel Parchment Vinyl Pastel Parchment Vinyl GROUP 2-Brakes 2-2 STEERING WHEEL RIM CHECKING POINTS STEERING COLUMN' STEEL MEASURING TAPE TOEBOARD OR DASH METAL wear or damage. Repair or replace all worn or damaged parts and nonfunctioning adjusters. Adjust the brake lining outside diameter to the approximate inside diameter of the brake drum with Rotunda Tool HRE 8650 (Figs. 11 and 12, Part 2-2). 7. If all the brake adjusters, brake drums and linings are functional and the brake pedal travel is not within specifications, check the pedal linkage for missing, worn or damaged bushings, or loose attachments. Bleed the brake and centralize the differential valve. POWER BRAKE FUNCTIONAL TEST PEDAL FREE HEIGHT A TYPE VEHICLE FALCON- MONTEGO -FAIRLANE FALCON- MONTEGO -FAIRLANE" PEDAL TRAVEL B NON-POWER DRUM 8.13 6.91 2.73 POWER DISC 7.20 5.82 2.10 MUSTANG-COUGAR NON-POWER DRUM 7.32 6.37 2.68 MUSTANG-COUGAR POWER DISC 6.20 5.33 1.85 NOTE: A DIMENSION TO BE MEASURED TO SHEET METAL B DIMENSION TO BE MEASURED PARALLEL TO THE VERTICAL CENTERLINE OF THt STEERING COLUMN WITH A 50 POUND LOAD APPLIED TO THE CENTERLINE OF THE BRAKE PEDAL PAD. (CHECKS ON POWER BRAKE VEHICLES MADE WITH ENGINE RUNNING) H 1551 - B FIG. 7—Brake Pedal Height and Travel Measurements Tool -WRE -500 -50 H1525-A FIG. 2—Brake Pedal Effort Gauge Installed— Typical allel to the centerline of the steering column. 4. The difference between the brake pedal free height and the depressed pedal measurement under a 50 pound load should be within the specified maximum pedal travel service specification B in Fig. 1. 5. If the pedal travel is more than the specified maximum shown in Fig. 1, dimension B, make several sharp reverse stops (equivalent to 50 pounds pedal pressure) with a forward stop before each. Move the car in reverse and forward for a dis- tance of approximately ten feet; then apply the brakes sharply and hold the brake pedal down until the car is completely stopped. This will actuate the brake self-adjusters. If these stops do not bring the brake pedal travel within specification, make several additional forward and reverse stops as outlined above. 6. If the second series of stops do not bring the brake pedal travel within specification, remove the brake drums and check the brake adjusters to make sure they are functioning. Check the brake linings for 1. With the transmission in neutral, stop the engine and apply the parking brake. Depress the brake pedal several times to exhaust all vacuum in the system. 2. With the engine shut off, depress the brake pedal and hold it in the applied position. If the pedal gradually falls away under this pressure, the hydraulic system is leaking. Check all tubing, hoses, calipers (if so equipped), wheel cylinders and connections for leaks. 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. Also, check for leaks or insufficient fluid. 3. With the engine shut off and all vacuum in the system exhausted, depress the pedal and hold it in the applied position. Start the engine. If the vacuum system is operating, the pedal will tend to fall away under foot pressure and less pressure will be required to hold the pedal in the applied position. If no action is felt, the vacuum booster system is not functioning. LOCKED WHEEL BRAKE Should one of the wheel brakes be locked and the vehicle must be moved, open the bleeder screw long enough to let out a few drops of brake fluid. This bleeding operation will release the brakes but will not correct the cause of trouble. PARKING BRAKE Visually check the operation of the parking brake linkage as the parking brake controls are moved to the applied position. Then, check the operation of the brake linkage when the parking brake controls are moved to 2-3 PART 2-1-General Brake Service the released position. These checks should indicate whether the manual parking brake control linkage is operating properly or requires repair or adjustment due to inability of the parking brake to hold against moderate vehicle movement. ROAD TEST A road test should only be con- 2 ducted when the operator is sure the brakes will stop the vehicle. During a road test, apply the vehicle's brakes at a road speed of 20 mph for all problem conditions listed in Figs. 11 and 12 with the exception of those resolved in the Brake System Tests and brake chatter. To check for brake chatter or surge, apply the brakes lightly at 50 mph. For each of the symptoms encountered, check and eliminate the causes which are listed in Figs. 11 and 12. If the road test reveals one or more problem conditions listed in Figs. 11 and 12, correct all malfunctions of the vacuum system, brake booster and hydraulic system prior to removing brake drums, brake calipers (if so equipped), brake shoes and linings or backing plates. COMMON ADJUSTMENTS AND REPAIRS PARKING BRAKE LINKAGE ADJUSTMENT T00/-T66L-4204-A MUSTANG—COUGAR Check the parking brake cables when the praking brakes are fully released. If the cables are loose, adjust them as follows: 1. Fully release the parking brake by turning the handle counterclockwise and pushing it inward. 2. Pull the parking brake handle outward to third notch from its normal released position. 3. Raise the vehicle. Remove the wheel cover. Install Tool T66L-4204-L on the rear wheel (Fig. 3). 4. Turn the locking adjustment nut forward against the cable guide on the equalizer (Fig. 4) until there is 100 ft-lbs break-away torque at the rear wheel when turning the rear wheels in the direction of forward rotation with a torque wrench (Fig. 3). The torque measurement must be made relative to the centerline of the wheel. 5. Release the parking brake and make sure the brake shoes return to the fully released position and no drag is felt when turning the rear wheels. 6. Remove Tool T66L-4204-L. Install the wheel attaching bolts and torque them to specification. Install the wheel cover. Lower the vehicle. MONTEGO—FALCON— FAIRLANE Check the parking brake cables when the brakes are fully released. If the cables are loose, adjust them as follows: 1. Fully release the parking brake pedal. E1630-A FIG. 3—Checking Parking Brake Break-Away Torque ADJUSTMENT NUT-379930-S2-* _ _ ^^S"^ /S RETAINER 74277-S CABLE ASSEMBLY I 2A604 ' EEQUALIZER-2A602 EQUALIZER-2A602 EQUALIZER L E V E R 2A605 SPRING-2A651 ALL MODELS EXCEPT NUT-33922-S2 CONVERTIBLE PARKING BRAKE CABLE iL*—RETAINER-74277-S AND CONDUIT ^ ASSEMBLY-2853 \ CABLE ASSEMBLY SPRING-2A651 2 A 604 NUT-33923-S8 HI 552-A FIG. 4—Parking Brake Linkage Adjustment — Mustang and Cougar NUT 7-10 LB.FT. EQUALIZER-2 A 602 2. Push the parking brake pedal to the first notch from the normal released position. 3. Raise the vehicle. Loosen the equalizer lock nut (Fig. 5) and turn the nut forward against the cable guide on the equalizer until there is 75-100 pounds tension on the left rear cable or there is 100 ft-lbs breakaway torque when turning the rear TAINER-2A616 CONVERTIBLE ONLY HI 553-A FIG. 5—Parking Brake Linkage Adjustment—Montego, Fairlane and Falcon wheels in the direction of forward rotation with a torque wrench and Tool T66L-4204-L as shown in Fig. 3. 2-4 GROUP 2-Brakes The torque measurement must be made relative to the centerline of the wheel. Tighten the lock nut. 4. Make sure there is no drag when turning the rear wheels. 5. Lower the vehicle. Remove the torque wrench and Tool T66L-4204-L, if required. Install the wheel attaching nuts and torque them to specification. Install the wheel cover. AIR FILTER POWER BRAKE MASTER CYLINDER PUSH ROD ADJUSTMENT The push rod is provided with an adjustment screw to maintain the correct relationship between the booster control valve plunger and the master cylinder pistons. Failure to maintain this relationship will prevent the master cylinder piston from completely releasing hydraulic pressure and can cause the brakes to drag, or cause excessive brake pedal travel. • # 1 6 GAUGE SHEET STEEL H1349-A FIG. 7—Push Rod Adjustment— Midland-Ross the valve plunger. This is an approximate adjustment only. The push rod should not move more than 0.015 inch as it contacts the master cylinder piston. No movement (exact contact) is ideal. HYDRAULIC SYSTEM BLEEDING AND CENTRALIZING OF THE DIFFERENTIAL VALVE When any part of the hydraulic system has been disconnected for repair or replacement, air may enter the system and cause spongy pedal action. Bleed the hydraulic system after it has been properly connected, to be sure that all air is expelled. -t H 1208-C FIG. 6—Push Rod Gauge Dimensions To check the adjustment of the screw, fabricate a gauge of the dimension shown in Fig. 6. Then place the gauge against the master cylinder mounting surface of the booster body as shown in Figs. 7 or 8. The push rod screw should be adjusted so that the end of the screw just touches the inner edge of the slot in the gauge. Do not set up side forces on the push rod. Side forces may break H 1330-B FIG. 8—Push Rod Adjustment— Bendix system. Loosening or removing this screw could result in damage to the secondary piston or stop screw. 2. To bleed the secondary (rear) brake system, position a suitable 3/8 inch box wrench (Fig. 9) on the bleeder fitting on the brake wheel cylinder. Attach a rubber drain tube to the bleeder fitting. The end of the tube should fit snugly around the bleeder fitting. APPROXIMATELY 45° MANUAL BLEEDING The primary and secondary (front and rear) hydraulic brake systems are individual systems and are bled separately. Bleed the longest line first on the individual system being serviced. During the complete bleeding operation, DO NOT allow the reservoir to run dry. Keep the master cylinder reservoirs filled with Rotunda Fluid—Extra Heavy Duty—Part Number C6AZ-19542-A. The extra heavy duty brake fluid is colored blue for identification purposes. Do not mix low temperature brake fluids with the specified fluid during the bleeding operations. Never re-use brake fluid which has been drained from the hydraulic system. 1. Loosen the bleed screw located on the side of the master cylinder. Do not use the secondary piston stop screw, located on the bottom of the master cylinder to bleed the brake HI 300-A FIG. 9—Wrench for Bleeding Brake Hydraulic System 3. Submerge the free end of the tube in a container partially filled with clean brake fluid, and loosen the bleeder fitting approximately 3/4 turn. 4. Push the brake pedal down slowly through its full travel. Close the bleeder fitting, then return the pedal to the fully-released position. Repeat this operation until air bubbles cease to appear at the submerged end of the bleeder tube. 5. When the fluid is completely free of air bubbles, close the bleeder fitting and remove the bleeder tube. 6. Repeat this procedure at the brake wheel cylinder on the opposite side. Refill the master cylinder reservoir after each wheel cylinder is bled PART 2-1-General Brake Service and install the master cylinder cover and gasket. Be sure the diaphragm type gasket is properly positioned in the master cylinder cover. When the bleeding operation is completed, the fluid level should be filled to within 1/4 inch from the top of the reservoirs. 7. If the primary (front brake) system is to be bled, repeat steps 2 through 6 at the right front brake caliper or cylinder and ending at the left front brake caliper or cylinder. 8. On disc brake equipped vehicles be sure that the front brake pistons are returned to their normal positions and that the shoe and lining assemblies are properly seated by depressing the brake pedal several times until normal pedal travel is established. 9. Centralize the pressure differential valve. Refer to the Centralizing the Pressure Differential Valve Procedures which follow. PRESSURE BLEEDING Bleed the longest lines first. The bleeder tank should contain enough new Ford Brake Fluid to complete the bleeding operation. Use Ford brake Fluid—Extra Heavy Duty^Part Number C6AZ-19542-A or equivalent for all brake applications. The brake fluid is colored blue for identification purposes. Do not mix low temperature brake fluid with specified brake fluid during the bleeding operations. Never re-use brake fluid that has been drained from the hydraulic system. The tank should be charged with approximately 10 to 30 pounds of air pressure. Never exceed 50 pounds pressure. 1. Clean all dirt from the master cylinder reservoir cover. 2. Remove the master cylinder reservoir cover and rubber gasket, and fill the master cylinder reservoir with the specified brake fluid. Install the pressure bleeder adapter tool to the master cylinder, and attach the bleeder tank hose to the fitting on the adapter. Master cylinder pressure bleeder adapter tools can be obtained from the various manufacturers of pressure 3 bleeding equipment. Follow the instructions of the manufacturer when installing the adapter. 3. Loosen the primary and secondary tube nuts at the master cylinder and bleed the master cylinder until the fluid flow is free of air bubbles, then tighten the tube nuts to the specified torque. Refer to Figs. 20 and 21, Part 2-2. Do not overtighten the nuts. 4. If the rear wheel cylinders, secondary brake system, are to be bled, position a 3/8 inch box wrench (Fig. 9) on the bleeder fitting on the right rear brake wheel cylinder. Attach a bleeder tube to the bleeder fitting. The end of the tube should fit snugly around the bleeder fitting. 5. Open the valve on the bleeder tank to admit pressurized brake fluid to the master cylinder reservoir. 6. Submerge the free end of the tube in a container partially filled with clean brake fluid, and loosen the bleeder fitting. 7. When air bubbles cease to appear in the fluid at the submerged end of the bleeder tube, close the bleeder fitting and remove the tube. 8. Repeat steps 3 through 7 at the left rear wheel cylinder. 9. If the vehicle is equipped with disc brakes, repeat steps 4 through 7, starting at the right front disc caliper and ending at the left front disc caliper. 10. If the vehicle contains drumtype front brakes and the primary (front) brake system is to be bled, repeat steps 4 through 7, starting at the right front wheel cylinder and ending at the left wheel cylinder. 11. When the bleeding operation is completed, close the bleeder tank valve and remove the tank hose from the adapter fitting. 12. On disc brake equipped vehicles, be sure that the front brake pistons are returned to their normal positions and that the shoe and lining assemblies are properly seated by depressing the brake pedal several times until normal pedal travel is obtained. 13. Remove the Pressure Bleeder Adapter Tool. Fill the master cylinder 2-5 reservoirs to within 1/4 inch from the top. Install the master cylinder cover and gasket. Be sure the diaphragmtype gasket is properly positioned in the master cylinder cover. 14. Centralize the pressure ferential valve as follows: dif- CENTRALIZING THE PRESSURE DIFFERENTIAL VALVE After a failure of the primary (front brake) or secondary (rear brake) system has been repaired and bled, the dual-brake warning light will usually continue to be illuminated due to the pressure differential valve remaining in an offcenter position. To centralize the pressure differential valve and turn off the warning light after a repair operation, a pressure differential or unbalance condition must be created in the opposite brake system from the one that was repaired and bled last. 1. Turn the ignition switch to the ACC or ON position. Loosen the differential valve assembly brake tube nut at the outlet port on the opposite side of the brake system that was repaired and/or bled last. Depress the brake pedal slowly to build line pressure until the pressure differential valve is moved to a centralized position and the brake warning light goes out; then, immediately tighten the outlet port tube nut to the specified torque. Refer to Fig. 18 and 19. 2. Check the fluid level in the master 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 (FRONT) BRAKES 1. Remove the wheel and tire and the shoe and lining assemblies as outlined in Part 2-2, Section 2. 2. Make a thickness measurement with a micrometer across the thinnest section of the shoe and lining. If the assembly has worn to a thickness of 0.230 inch (shoe and lining together) or 0.030 inch (lining material only) at the thinnest point or if the brake lining shows evidence of brake fluid contamination, replace all four shoe and lining assemblies on both front wheels. 3. Check the caliper to spindle attaching bolt and torque. Tighten them to the specified torque, if required. 4. To check rotor runout, first 2-6 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 contacts the rotor at a point approximately 1 inch from the outer edge. Rotate the rotor and take an indicator reading. If the reading exceeds 0.002 inch total lateral runout on the indicator, replace or resurface the disc brake rotor. The following requirements 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 surfaces of the rotor must be flat and parallel within 0.0007 inch; lateral runout must not exceed 0.002 inch total indicator reading, and the surface finish of the braking surfaces are to be 85/15 micro inches. The minimum limiting dimensions (Fig. 10) from the inboard bearing cup to the outboard rotor face (dimension A) and from the inboard bearing cup to the inboard rotor face (dimension B) must be observed when removing material from the rotor braking surfaces. When the runout check is finished, be sure to adjust the bearings as outlined in Group 3, in order to prevent bearing failure. 6. Check the rotor for scoring. Minor scores can be removed with a fine emery cloth. If the rotor is excessively scored, refinish it as outlined in step 5 or replace the rotor, if re- GROUP 2-Brakes LATERIAL RUNOUT 0.002 MAXIMUM TOTAL INDICATOR READING EARING CUP IMENSION " B " 1.117 MINIMUM DIMENSION " A " 0.402 MAXIMUM SURFACE FINISH85/15 MICRO INCHES HI 56 3-A FIG. 10—Disc Brake Rotor Service Limits—Typical quired. 7. Visually check the caliper. If excess leakage is evident, it should be replaced. Slight leakage around the piston or a seized piston indicates the need for removal and disassembly. 8. If upon disassembly the caliper is found to be distorted or damaged, or if the cylinder bore is scored or excessively worn, replace the assembly. DRUM BRAKES 1. Remove the wheel from the drum, then remove the drum as outlined 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 excessive lining wear or shoe damage. If the lining is worn to within 1/32 inch of the rivet heads or if the shoes are damaged, they must be replaced. Replace any lining that has been contaminated with oil, grease or brake fluid. Replace lining, in axle sets. Prior to replacement of lining, the drum diameter should be checked to determine if oversize linings must be installed. 4. Check the condition of the brake shoes, retracting springs, and drum for signs of overheating. If the springs show any loss of load or change in free length indicating overheating, replacement of the retracting and hold down springs and the parking brake cable is necessary. Overheated springs lose their pull and could cause the new lining to wear prematurely if they are not replaced. 5. If the vehicle has 30,000 or more miles of operation, or signs of extreme overheating are present when relining brakes, the wheel cylinders should be disassembled and inspected for wear and dirt in the cylinder. The cylinder cups and other parts contained in the overhaul kit should be replaced thus avoiding future problems. 6. Inspect all other brake parts and replace any that are worn or damaged. 7. Inspect the brake drums and, if necessary, refinish. Refer to Part 2-2, Section 4 for refinishing. BOOSTER UNIT Check the booster operation as noted in Part 2-1, Section 1, Power Brake Functional Test. If the brake booster is damaged or defective, replace it with a new booster. The booster is serviced only as an assembly. 2-7 PART 2-1-General Brake Service Shoe and Lining Knock-back after Violent Cornering or Rough Road Travel Shoe and Lining Assembly not Properly Seated or Positioned Air Leak or Insufficient Fluid in System or Caliper Loose Wheel Bearing Adjustment or Damaged Bearings Damaged or Worn Caliper Piston Seal Improper Power Booster Push Rod Adjustment Excessive Rotor Runout or Out of Parallel Incorrect Tire Pressure Frozen or Seized Pistons Brake Fluid, Oil or Grease on Linings Shoe Not Flat to Specifications Proportioning Valve Malfunction Booster Inoperative Caliper Out of Alignment with Rotor Loose Caliper Attachment Booster Link Not Connected to Brake Pedal Booster Check Valve Leaking Shoe Hold Down Clips Missing or Improperly Positioned Rear Brake Drum Out-of-Round Worn or Cut Insulators or Broken Stabilizers Corrosion Built-Up in the Cylinder Bore or on the Piston Surface Bleeder Screw Still Open or Loose Brake Hose Caliper Out of Parallel with Rotor One Section of Dual Brake System is Inoperative Differential Pressure Valve Is Not Centered Wiring To Warning Lamp or Switch Is Grounded Warning Lamp Switch Is Grounded Warning Lamp Is Burned Out Warning Lamp or Switch Has An Open Circuit Warning Lamp Switch Is Inoperative Wiring To Warning Lamp Has Open Circuit Warning Lamp Does Not Light Warning Lamp Stays Lit Possible Causes Of Trouble Pedal Gradually Moves Toward Floor or Dashpanel Brakes Drag Grabbing or Uneven Braking Action No Braking Effect When Pedal is Depressed Leaky Caliper Rattle or Click Brakes Heat Up During Driving and Fail to Release Grinding or Grating Excessive Pedal Effort Excessive Pedal Travel Brake Roughness or Chatter (Pedal Pumping) Trouble Symptoms X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X FIG. 11 — Front Wheel Disc Brake Trouble Symptoms and Possible Causes X X X X X X X X X GROUP 2-Brakes 2-8 Warning Lamp Stays Lit X X Warning Lamp Does Not Light Brakes For The Respective System Do Not Apply Brakes Do Not Apply Noisy or Grabbing Brakes X Shoe Click After Release Pedal Gradually Goes to Floor X Brakes Uneven Excessive Pedal Travel X Brakes Chatter X One Wheel Locks X Car Pulls to One Side Hard Pedal X Spongy Pedal All Brakes Drag One Brake Drags Trouble Symptoms Possible Causes Of Trouble Mechanical Resistance at Pedal or Shoes Brake Line Restricted Leaks or Insufficient Fluid Improper Tire Pressure Distorted or Improperly Adjusted Brake Shoe Faulty Retracting Spring Drum Out of Round Lining Glazed or Worn Oil or Grease on Lining Loose Carrier Plate Loose Lining Scored Drum Dirt on Drum-Lining Surface Faulty Brake Cylinder Dirty Brake Fluid Faulty Master Cylinder Air in Hydraulic System Self Adjusters Not Operating Insufficient Shoe-to-Carrier Plate Lubrication Tire Tread Worn Poor Lining to Drum Contact Loose Front Suspension Threads Left by Drum Turning Tool Pulls Shoes Sideways Cracked Drum One Section of Dual Brake System Is Inoperative Differential Pressure Valve Is Not Centered Wiring To Warning Lamp or Switch Is Grounded Warning Lamp Switch Is Grounded Warning Lamp Is Burned Out Warning Lamp or Switch Has An Open Circuit Wiring to Warning Lamp Has Open Circuit Warning Lamp Switch Is Inoperative X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X FIG. 12—Drum Brake and General System Trouble Symptoms and Possible Causes X X X X X X X 2-9 PART 2-2—Brake System Section 1 Description and Operation Dual-Master Cylinder Brake System Disc Brakes Hydraulic Self-Adjusting Brake System Booster System Parking Brakes 2 In-Vehicle Adjustments and Repairs Disc Brake Caliper Assembly Front (Disc) Brake Shoe and Lining Replacement Front Wheel Hub and Rotor Assembly Disc Brake Rotor Splash Shield Proportioning Valve Brake Shoe Adjustments—Rear Wheels Rear Brake Drum Rear Brake Shoe Replacement Rear Wheel Cylinder Repair Rear Wheel Cylinder Replacement Rear Brake Backing Plate Replacement 1 Page 2-9 2-9 2-10 2-13 2-14 2-14 2-15 2-17 2-18 2-18 2-18 2-19 2-15 2-15 2-16 2-19 2-19 2-20 Section Hydraulic Lines Brake Tube Replacement Brake Hose Replacement 3 Removal and Installation Dual Master Cylinder —Standard Brakes Dual-Master Cylinder -Power Brakes Pressure Differential Valve Assembly Brake Booster Brake Pedal Parking Brake Control Assembly Parking Brake Equalizer to Control Cable Parking Brake Equalizer to Rear Wheel Cable 4 Major Repair Operations Brake Drum Refinishing Rotor Refinishing Brake Shoe Relining Dual-Master Cylinder Disc Brake Caliper Page 2-13 2-20 2-20 2-23 2-23 2-23 2-23 2-24 2-25 2-26 2-27 2 -28 2-28 2-28 2-29 2-29 2-30 2-30 DESCRIPTION AND OPERATION Disc brakes are available as optional equipment for the front wheels on all models. The dual-master cylinder equipped hydraulic brake system employs single-anchor, 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. DUAL-MASTER CYLINDER BRAKE SYSTEM The dual-master cylinder brake system has been incorporated in all models to provide increased safety. The system consists of a dual-master cylinder, pressure differential valve assembly and a switch. The switch on the differential valve activates a dualbrake system warning light, located on the instrument panel. The dual-master cylinder brake system is similar to a conventional (single) brake master cylinder system. In the dual-system, two master cylinders are combined in a single cast iron casting (Fig. 1). One portion actuates the front brake system and the other actuates the rear brake system (Figs. 18 and 19). Hydraulic fluid leakage or failure of one of the systems does not impair the operation of the other portion of the dualbrake system. A dual-brake warning light signals a failure of either the front or rear brake system. The dual-master cylinder used on Fairlane, Falcon and Montego vehi- cles equipped with power brakes have the master cylinder outlet ports for the rear brake system located on the bottom of the master cylinder body. Master \ cylinder hydraulic system bleed screws are located in the outboard side of those master cylinders having secondary (rear brake) system outlet ports in the bottom of the master cylinder castings (Fig. 21). All Fairlane, Falcon and Montego vehicles equipped with standard drum brakes and all Mustang and Cougar vehicles equipped with power disc, and standard drum brakes have both the primary (front) and secondary (rear) brake system outlet ports located on the outboard side of the dual-master cylinder body castings. These master cylinders do not require master cylinder bleed screws (Figs. 20 and 21). The external appearance of the dual master cylinders for the various vehicles also differ in configuration of the covers. All vehicles having standard drum brake systems have primary and secondary master cylinder cover domes of equal size. Dual master cylinders for all other vehicles equipped with power disc brake systems have large primary (front brake) and smaller secondary (rear brake) cover domes. A code letter is stamped on the side or outer end of each master cylinder body casting for easy service identification. The vehicle application, type of brakes and the identification code are shown in Fig. 2. A brake pressure differential valve assembly (Fig. 3) incorporating an hydraulically operated mechanical switch is utilized to operate a dualbrake warning light, located on the instrument panel. Hydraulic pressure for both front wheel brakes is provided from the primary system (front) brake outlet port and line, located opposite the primary system inlet port of the differential valve. Hydraulic pressure for both rear wheel brakes is provided from the single secondary (rear brake) outlet line, located opposite the secondary system inlet port of the differential valve. On disc brake equipped vehicles, a proportioning valve is located in the secondary (rear brake) system line that leads to the brake hose bracket on the rear axle housing. The brake hose bracket serves as a junction point for the individual brake lines that lead to the wheel cylinders of right and left rear brake components. When the brake pedal is depressed, both the primary (front brake) and secondary (rear brake) master cylinder pistons are moved simultaneously to exert hydraulic fluid pressure on their respective independent hydraulic system. The fluid displacement of the dual-master cylinders is proportioned to fulfill the requirements of each of the two independent hydraulic brake systems (Fig. 1). If a failure of the rear (secondary) brake system should occur, initial GROUP 2-Brakes 2-10 DISC BRAKES RETURN SPRING (SECONDARY) RETAINER PRIMARY SYSTEM BRAKE FLUID RESERVOIR RETURN SPRING (PRIMARY) PUSH ROD TUBE SEAT (SECONDARY) BRAKE OUTLET PORT SECONDARY PISTON ASSEMBLY (PRIMARY) BRAKE OUTLET PORT PRIMARY PISTON ASSEMBLY H 1545-A FIG. 1 — Dual-Master Cylinder brake pedal movement causes the unrestricted secondary piston to bottom in the master cylinder bore. Primary piston movement deplaces hydraulic fluid in the primary section of the dual-master cylinder to actuate the front brake system. Should the front (primary) brake system fail, initial brake pedal movement causes the unrestricted primary piston to bottom out against the secondary piston. Continued downward movement of the brake pedal moves the secondary piston to displace hydraulic fluid in the rear brake system, actuating the rear brakes. On disc brake equipped vehicles, the pressure differential valve will move to the low pressure area of the front system. This movement uncovers the rear brake system outlet passage and provides a direct passage from the rear inlet passage to the outlet passage, by passing the proportioning valve. This provides full hydraulic pressure to the rear brake system. The increased pedal travel and the increased pedal effort required to compensate for the loss of the failed portion of the brake system provides a warning that a partial brake system failure has occured. When the ignition switch is turned to the START position, a dual-brake warning light provides a visual indication the warning lamp is functional. When the ignition switch is turned to the ON or ACC position, a dual-brake warning light on the instrument panel also provides a visual indication if one portion of the dual-brake system has become inoperative. Should a failure of either the front or rear brake hydraulic system occur, the hydraulic fluid pressure differential resulting from the pressure loss of the failed brake system forces the valve toward the low pressure area to illuminate the brake warning light (Fig. 3). A mechanically operated electrical switch is located on the side of the pressure differential valve assembly. The inner-end of the spring loaded switch plunger contacts the bottom of a tapered shoulder groove in the center of the valve (Fig. 3). O-ring seals are retained in the seal ring lands of the valve. Should a failure of the rear brake system occur, hydraulic fluid pressure in the rear brake system would drop. During brake pedal operation the fluid pressure build-up of the front brake system forces the valve to move toward the low pressure area, or toward the rear brake system outlet port (Fig. 3). Movement of the differential valve forces the switch plunger upward over the tapered shoulder of the valve to close the switch electrical contacts and light the dual brake warning lamp, signalling a brake system failure. In the event a front brake system failure should occur, greater pressure from the rear brake system during brake pedal operation forces the valve forward moving the switch plunger upward onto the valve ramp to light the brake system warning lamp. However, failure of either the front or rear system does not impair operation of the other brake system. DISC BRAKE ASSEMBLIES Disc brakes are available as optional equipment for the front wheels. The hydraulic brake system employs single anchor, 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 available as optional equipment. The master cylinder converts physical force from the brake pedal (and booster if so equipped) into hydraulic pressure against the pistons in the calipers (disc brakes) or in the wheel cylinders (drum brakes). The pistons in turn convert hydraulic pressure back into physical force at the brake shoes. PART 2-2-Brake System Car Model Type Of Brake Fairlane and Falcon Mustang Montego Cougar 2-11 RELATION AND FUNCTION OF COMPONENT PARTS Identification Code Power Disc B Standard Drum T Power Disc M Standard Drum T Power Disc B Standard Drum T Power Disc M Standard Drum T The disc brake is a floating caliper, single piston, ventilated disctype, actuated by a hydraulic system. Fig. 4. The caliper assembly is made up of a floating caliper assembly and an anchor plate. The anchor plate is bolted to the wheel spindle arm by two bolts. The floating caliper is attached to the anchor plate through a spring steel stabilizer. The floating caliper slides on two guide pins which also attach to the stabilizer. The floating caliper contains the single cylinder and piston assembly. The cylinder bore contains a piston with a molded rubber dust boot to seal the cylinder FIG. 2 Dual Master Cylinder Identification BRAKE WARNING LAMP SWITCH BRAKE WARNING LAMP SWITCH BRAKE WARNING LAMP SWITCH PLUNGER IN OFF POSITION BRAKE WARNING LAMP SWITCH PLUNGER IN THE ON POSITION PISTON CONNECTOR VALVE PISTON HAS MOVED TO LOW PRESSURE AREA. WARNING LAMP SWITCH PLUNGER IS DEPRESSED, LIGHTING THE BRAKE WARNING LAMP LOW PRESSURE SIDE VALVE PISTON IS CENTRALIZED. PRIMARY AND SECONDARY SYSTEM PRESSURES ARE EQUALIZED CONNECTOR HIGH PRESSURE SIDE BRAKE WARNING LIGHT SWITCH REAR BRAKE OUTLET SEAL / SEAL TO PROPORTIONING VALVE BRAKE FLUID LEFT FRONT OUTLET PROPORTIONING VALVE REAR BRAKE INLET DISC BRAKES FIG. 3—Pressure Differential Valve and Brake Warning Lamp Switch Operation H-1577-A 2-12 GROUP 2-Brakes CALIPER HOUSING- PISTON- SHOE LINING- PISTON SEAL H 1568-A FIG. 5—Typical Caliper Assembly— Sectional View H 1567-A FIG. 4—Typical Disc Brake Assembly PISTON SEAL DISTORTED PISTON PIST0N SEA L RELAXED bore from contamination and also to return the piston to the released position when hydraulic pressure is released. Also a rubber piston seal is used to provide sealing between the cylinder and piston (Fig. 5). The shoe and lining assemblies are mounted in two different ways. The outboard shoe and lining is fixed to the floating caliper and is retained by two pins and spring clips. The inboard shoe and lining attaches to the end of the cylinder piston and is retained by two hold-down clips (Fig. 16). The shoe and lining assembly consists of friction material bonded to a metal plate called the shoe. It is replaced as a unit. The cast iron disc is of the ventilated rotor type incorporating forty fins and is attached to, and rotates with the wheel hub. The outside diameter of the rotor is 11 1/4 inches and the inside diameter is 7 3/8 inches. This type of design increases cooling area and permits circulation of air through the rotor resulting in more rapid cooling of the brake. A splash shield bolted to the spindle is used primarily to prevent road contaminants from contacting the inboard rotor and lining surfaces. The wheel provides protection for the outboard surface of the rotor. As the brake pedal is depressed, hydraulic pressure from the master CALIPER HOUSING BRAKES APPLIED BRAKES RELEASED H 1569-A FIG. 6—Function of Piston Seal cylinder forces the piston out of the bore. The inboard shoe and lining, being attached to the piston, is forced against the rotor. When the inboard shoe is against the rotor hydraulic pressure equalizes and moves the entire floating caliper assembly inward. The outboard shoe and lining assembly attached to the floating caliper assembly is thereby forced against the rotor. Hydraulic pressure forcing the piston-mounted shoe and lining outward and the caliper-mounted shoe and lining inward creates a squeezing action against the rotor, effecting braking action. During braking action the rubber seal stretches as the piston moves outward (Fig. 6). When hydraulic pressure is released the seal relaxes and pulls the inboard shoe and lining away from the rotor. When brakes are applied, hydraulic pressure moves the floating caliper, overcoming the tension of the stabilizer. When hydraulic pressure is released, the stabilizer moves the caliper back to its normal position. Since the outboard shoe and lining is attached to the caliper it is moved away from the rotor. In addition, inherent rotor runout will aid in maintaining running clearances between the rotor and the shoe and lining assemblies. Automatic adjustment is achieved by the piston sliding in the seal outward from the cylinder bores. The piston gradually changes its position relative to the seal as the lining wears and, thus, maintains the correct adjustment location at all times. When the brakes are in the un- PART 2-2-Brake System 2-13 TUBE ASSY. REF:. 2A040 L.H. FENDER APRON REF. TUBE ASSY. REF. 2B113-B PROPORTIONING VALVE PROPORTIONING VALVE C8ZA-2B266-A 379930-S2 2B269ASSY. REF. H 1579-A FIG. 7—Disc Brake Proportion Valve SPRING WASHER PARKING BRAKE LEVER RETAINING CLIP SECONDARY ANCHOR PIN PARKING BRAKE LINK LINK SPRING WHEEL CYLINDER PRIMARY SPRING SECONDARY SHOE PARKING BRAKE CABLE AND HOUSING PRIMARY SHOE SHOE HOLD-DOWN SPRING BACKING PLATE ADJUSTER SPRING PIVOT NUT ADJUSTING SCREW FRONT BRAKE REAR BRAKE FIG. 8—Self-Adjusting Brake Assemblies— 9 Inch Drum applied position, there is no hydraulic pressure to the calipers because there is no residual check valve in the front brake system. A disc brake pressure control valve located between the pressure differential valve and the rear brake wheel cylinders provides balanced braking action between the front and the rear brakes under a wide range of braking conditions (Fig. 7). By regulating the hydraulic pressure applied to the rear wheel cylinders, the valve limits rear braking action when high pressures are required at the front brakes. In this manner, premature rear wheel skid is prevented. The proportioning valve is serviced as an assembly and is never adjusted or overhauled. HYDRAULIC SELF-ADJUSTING BRAKE SYSTEM The self-adjusting brake mecha- nism consists of a cable, cable guide, adjusting lever, and adjuster spring (Figs. 8 and 9). 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 primary brake shoe and to the lever. The automatic adjuster operates only when the brakes are applied while the car is moving rearward and only when the secondary shoe is free to move toward the drum be on a predetermined point. With the vehicle moving rearward and the brakes applied, the wraparound action of the shoes following the drum forces the upper end of the primary shoe against the anchor pin. The action of the wheel cylinder moves the upper end of the secondary shoe away from the anchor pin. The movement of the secondary shoe causes the cable to pull the adjusting lever upward and against the end of a tooth on the adjusting screw star-wheel. The upward travel of the lever increases as lining wear increases. When the lever can move upward far enough, it passes over the end of the tooth and engages the tooth. When the brakes are released, the adjusting spring pulls the lever downward causing the star-wheel to turn and expand the shoes. The star-wheel is turned one tooth at a time as the linings progressively wear. With the vehicle moving forward and the brakes applied, the secondary shoe is against the anchor pin and the primary shoe is moved toward the drum. Therefore, the adjuster GROUP 2-Brakes 2-14 CABLE ANCHOR PARKING BRAKE LEVER RETAINING CLIP BRAKE CYLINDER ANCHOR PIN CABLE GUIDE PARKING BRAKE LINK WASHER PRIMARY SHOE-TO-ANCHOR SPRING SHOE RETRACTING ASSIST SPRING LINK SPRING PRIMARY SHOE CABLE CABLE HOOK SECONDARY SHOETO- ANCHOR SPRING PARKING BRAKE CABLE HOUSING RETAINING GROMMET PRIMARY SHOE AUTOMATIC ADJUSTER SPRING PIVOT NUT SECONDARY SHOE SOCKET ADJUSTING SCREW PIVOT HOOK ADJUSTING LEVER I PARKING BRAKE CABLE AND HOUSING' FRONT BRAKE AUTOMATIC ADJUSTER SPRING REAR BRAKE H1220-A FIG. 9—Self Adjusting Brake Assemblies—10 Inch Drum does not operate. The rear brake assembly is basically the same as the front brake. The conventional parking brake lever, link and spring are used in the rear brake. The anchor pins on all brakes are fixed and are non-adjustable. BRAKE BOOSTER SYSTEM The diaphragm-type brake booster is a self-contained vacuum-hydraulic braking unit mounted on the engine side of the dash panel. The brake booster is of the vacuum suspended type which utilizes engine intake manifold vacuum and atmospheric pressure for its power. Adjustment of the push rod only service permitted on a booster. The booster unit is exchanged when it is inspected, ed and found to be defective. is the brake to be check- PARKING BRAKES—MUSTANG AND COUGAR An independent hand-operated parking brake control actuates the rear wheel brake shoes through a cable linkage. The operating cable is routed from the parking brake control assembly to the equalizer pivot lever which is attached to the equalizer assembly to the floor pan. The rear brake cables connect the equalizer assembly to the parking brake lever at each rear secondary shoe as shown in Figs. 8, 9 and 30. When the handle is pulled the primary and secondary brake shoes are forced against the rear brake drums. The handle is held in the applied position by the engagement of a spring loaded pawl with a ratchet. Turning the handle counterclockwise disengages the pawl from the ratchet to release the brakes. PARKING BRAKES— MONTEGO, FAIRLANE AND FALCON An independent foot-operated parking brake control actuates the rear wheel brake shoes through a cable linkage. The operating cable is routed from the parking brake control assembly to the equalizer. The rear brake cables connect the equalizer assembly to the parking brake lever at each rear secondary shoe (Fig. 8). When the pedal is depressed the primary and secondary brake shoes are forced against the rear brake drums. The pedal is held in the applied position by the engagement of a spring-loaded pawl with a ratchet in the control assembly (Fig. 32). The parking brake control assembly is mounted to the cowl inner side panel. The pedal pivots on a stationary pedal mount. A spring-loaded pawl and a realese lever are assembled to the pedal. A ratchet is assembled to the upper end of the pedal. The pawl contacts the ratchet at such an angle that the ratchet teeth will slide over the pawl as the pedal is depressed; however, when the applying motion stops and the pedal starts to release, the pawl engages the ratchet and thus locks the brakes in the applied position. When the manual release lever is pulled back (Fig. 32), the cam action of the lever on the pawl cam pin will disengage the pawl from the ratchet to release the brakes. PART 2-2-Brake System 2-15 IN-VEHICLE ADJUSTMENTS AND REPAIRS After any brake service work, obtain a firm brake pedal before moving the vehicle. Riding the brake pedal (common on left foot applications) should be avoided when driving the vehicle. BRAKE SHOE ADJUSTMENTS —DRUM BRAKE The hydraulic service brakes are self-adjusting and require a manual adjustment only after the brake shoes have been relined, replaced, or when the length of the adjusting screw has been changed while performing some other service operation. The manual adjustment is performed with the drums removed, using the tool and the procedure detailed below. where the shoes contact the backing plate and anchor pin, being careful not to get the lubricant on the linings. 5. Install the drums. Install the Tinnerman nuts and tighten securely. Install the wheel on the drum and tighten the mounting nuts to specification. 6. Complete the adjustment by applying the brakes several times with a minimum of 50 lbs pressure on the pedal while backing the car. After each stop, the vehicle must be moved forward. 7. After the brake shoes have been properly adjusted, check the operation of the brakes by making several stops while operating in a forward direction. FRONT BRAKE DRUM REMOVAL H 1411 - B FIG. 10—Measuring Drum When adjusting the rear brake shoes, check the parking brake cables for proper adjustment. Refer to Parking Brake Linkage Adjustment, Part 2-1, Section 2. Make sure that the equalizer operates freely. To adjust the brake shoes: 1. Using Rotunda Tool HRE 8650, (Fig. 10) determine the inside diameter of the drum braking surface. 2. Reverse the tool as shown in Fig. 1 1 and adjust the brake shoe diameter to fit the gauge. Hold the automatic adjusting lever out of engagement while rotating the adjusting screw, to prevent burring the screw slots. Make sure the adjusting screw rotates freely. If necessary, lubricate the adjusting screw threads with a thin, uniform coating of C1AZ-19590-B Grease. 3. Rotate Tool HRE 8650 around the brake shoes to be sure of the setting. 4. Apply a small quantity of high temperature grease to the points 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 hub and drum assembly off the wheel spindle. 4. If the drum will not come off, pry the rubber cover from the brake backing plate. Insert a narrow screwdriver 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 adjusting tool (Fig. 12). Be very careful not to burr, chip, or damage the notches in the adjusting screws; otherwise the self-adjusting mechanism will not function properly. INSTALLATION If the drum is being replaced, remove the protective coating from the new drum with carburetor degreaser; then, sand lightly and wipe with a cloth soaked with denatured alcohol. Install new bearings and grease seal. Apply a light coat of wheel bearing grease to the new seal prior to installing it. Pack the wheel bearings, install the inner bearing cone and roller assembly in the inner cup, and install the new grease seal. See Part 3-5, Section 4 for procedure. If the original drum is being installed, 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 section. 3. Install the outer wheel bearing, washer and adjusting nut, 4. Adjust the wheel bearing as outlined in Part 3-5, Section 2, then install the grease cap. Install the wheel and hub cap or cover. 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 screws. While holding MOVE HANDLE UPWARDS H 1144-C H 1412-B FIG. 7 7—Measuring Shoes FIG. 72—Backing Off Brake Adjustment 2-16 the adjusting lever away from the adjusting screw, back off the adjusting screw with the brake adjusting tool (Fig. 12). Be very careful not to burr, chip or damage the notches in the adjusting screw; otherwise, the self-adjusting mechanism will not function properly. INSTALLATION 1. Remove the protective coating from a new drum with carburetor degreaser; then, sand lightly and wipe with a cloth soaked in denatured alcohol. 2. Adjust the brakes as outlined under Brake Shoe Adjustments in this section. 3. Place the drum over the brake assembly and into position. Install the three Tinnerman nuts and tighten them 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 REMOVAL 1. With the wheel and drum removed, install a clamp over the ends of the wheel cylinder as shown in Fig. 13. 2. Remove the brake retracting springs using Tool 2035-N or 2086L (Fig. 13). 3. Disconnect the brake shoe holddown springs and remove the brake shoe assemblies along with the complete automatic adjustment mechanism. 4. Disassemble the brake shoes. 5. On rear brakes, remove the parking brake link and spring from the brake assemblies. Disconnect the parking brake cable from the parking brake lever. 6. After removing the rear brake shoes disassemble the parking brake lever from the secondary shoe by removing the retaining clip and spring washer (Figs. 8 and 9). INSTALLATION 1. Before installing the rear brake shoes, assemble the parking brake lever to the secondary shoe and secure it with the spring washer and retaining clip. 2. Apply a light coating of hightemperature grease at the points where the brake shoes contact the backing plate. GROUP 2-Brakes 3. Position the brake shoes on the backing plate and secure them with the hold down springs. On the rear brake, install the parking brake link and spring. Connect the parking brake cable to the parking brake lever (Figs. 8 and 9). 4. Install the cable guide on the secondary shoe web with the flanged hole properly fitted into the hole in the secondary shoe web. Install the secondary spring (secondary shoe to anchor spring) (Figs. 8 and 9). 5. Place the cable eye over the anchor pin with the crimped side toward the backing plate. Install the primary shoe to anchor spring with the tool shown in Fig. 14. 6. Thread the cable around the cable guide groove. It is imperative that the cable be positioned in this groove and not between the guide and the shoe web. Be certain that the cable eye is not cocked or binding on the anchor pin when installed. All parts should be flat on the anchor pin. Remove the brake cylinder clamp. 7. Apply a small amount of hightemperature grease (Part Number C1AZ-19580-B) to the threads and the socket end of the adjusting screw. Turn the adjusting screw into the adjusting pivot nut to the limit of the threads and then back off 1/2 turn. Interchanging the brake shoe adjusting screw assemblies from one side of the vehicle to the other would cause the brake shoes to retract rather then expand each time the automatic adjusting mechanism operated. To prevent accidental installation of the adjusting screw on the wrong side of the vehicle the socket end of the adjusting screw is stamped with an R or L (Fig. 15). The adjusting pivot nuts can be distinguished by the number of grooves machined around the body of the nut. Two grooves indicate a righthand nut; one groove indicates a lefthand nut. 8. Place the adjusting socket on the screw and install this assembly between the shoe ends with the adjusting screw toothed wheel nearest the secondary shoe. 9. Hook the cable hook into the hole in the adjusting lever. The adjusting levers are stamped with an R or L to indicate their installation on a right or left brake assembly (Fig. 15)T 10. Position the hooked end of the adjuster spring completely into the large hole in the primary shoe web. The last coil of the spring should be at the edge of the hole. Connect the loop end of the spring to the adjuster lever hole (Figs. 8 and 9). 11. Pull the adjuster lever, cable and automatic adjuster spring down and toward the rear to engage the pivot hook in the large hole in the secondary shoe web. 12. After installation, check the action of the adjuster by pulling the section of the cable between the cable guide and the anchor pin toward the secondary shoe web far enough to lift the lever past a tooth on the adjusting screw wheel. The lever should snap into position behind the next tooth, and release of the cable should cause the adjuster spring to return the lever to its original position. This return action of the lever will turn the adjusting screw one tooth. Tool—2035-N or 2086-L Tool-LM-119 H1146-B FIG. 13—Retracting Spring Removal—Typical Tool-2035-N or 2086-L Tool-LM-119 H1147-B FIG. 14—Retracting Spring Installation—Typical If pulling the cable does not produce the action described, or if the lever action is sluggish instead of positive and sharp, check the position of the lever on the adjusting screw toothed wheel. With the brake in a vertical position (anchor at the top), the lever should contact the adjusting wheel 3/16 inch (plus or minus 1/32 inch) above the centerline of the screw. If the contact point is below the centerline, the lever will not lock on the teeth PART 2-2-Brake System ADJUSTING LEVER WASH'R1 S O « E T PIVOT NUT ^ ^ ADJUSTING SCREW IDENTIFICATION LINES „„,_ D n I 14 o - B d. Check the pivot hook on the lever. The hook surfaces should be square with the body of the lever for proper pivoting. Replace the lever if the hook shows damage. e. See that the adjusting screw socket is properly seated in the notch in the shoe web. DISC BRAKE CALIPER ASSEMBLY FIG. 15—Adjusting Screw and Lever Identification in the adjusting screw wheel, and the screw will not be turned as the lever is actuated by the cable. To determine the cause of this condition: a. Check the cable end fittings. The cable should completely fill or extend slightly beyond the crimped section of the fittings. If it does not meet this specification, possible damage is indicated and the cable assembly should be replaced. b. Check the cable length. The cable should measure 8 13/32 inches on 9 inch brakes or 9 3/4 inches on 10 inch brakes from the end of the cable anchor to the end of the cable hook. c. Check the cable guide for damage. The cable groove should be parallel to the shoe web, and the body of the guide should lie flat against the web. Replace the guide if it shows damage. DISC BRAKE SERVICE PRECAUTIONS 1. After any brake service work, pump the brake pedal to obtain a firm pedal before moving the car. Riding the brake pedal (common on left foot applications) should be avoided when driving the car. 2. Grease or any other foreign material must be kept off the caliper assembly, surfaces of the rotor and external surfaces of the hub during service 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 'inings. 3. If the piston is removed for any reason, the piston seal must be replaced. 4. During removal and installation of a wheel assembly, exercise care not to interfere with and damage the caliper splash shield, or the bleeder screw 2-17 fitting. 5. Front wheel bearing end play is critical and must be within specifications. 6. 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. 7. The proportioning valve should not be disassembled or adjustments attempted on it. 8. The wheel and tire must be removed separately from the brake rotor, unlike drum brakes where the wheel, tire and drum are removed as a unit. 9. Whenever the caliper is removed the caliper guide pin insulators and the stabilizer should be inspected for wear or damage. 10. The caliper assembly must be removed from the spindle prior to removal of the shoe and lining assemblies. 11. Do not attempt to clean or restore oil or grease soaked brake linings. When contaminated linings are found, they must be replaced in complete axle sets. REMOVAL Refer to Fig. 16. 1. Remove the wheel and tire from the hub and rotor assembly. 2. Disconnect the brake line from the caliper. CALIPER PARTS 2B120 R.H. 2B121 L.H. 2B296 381985-S CALIPER ASS'Y. 2B118 R.H. 2B119 L.H. INSULATOR 2B299 SPINDLE 20310-S 34806-S INNER BEARING CONE AND ROLLER 1201 ANCHOR PLATE 2B293 L.H. 2B292 R.H. HUB CONE AND ROLLER CUP 1216 SHOE 2019 SHOE 2018 ROTOR SPLASH SHIEL 2K004-R.H. 2K005-L.H. 1102 FIG. 16—Disc Brake Disassembled COVER-U30 H 1575-A