Ford Econoline 1967, Falcon 1967, Cougar 1967, Bronco 1967 User Manual

Page 1

Page 2

FOREWORD

This car maintenance manual provides the Service Technician with complete information for the maintenance operations on all 1967 Ford, Lincoln and Mercury cars, and the Bronco, Econoline, Falcon Club Wagon and Recreational Vehicles.

The maintenance information is grouped in three parts.. maintenance schedule, maintenance operations, and lubrication charts and specifications. The maintenance operations include in-vehicle

adjustments.

The descriptions and specifications in this manual were in effect

at the time this manual was approved for printing. The Ford

Motor Company reserves theligh.t to discontinue models at any time, or change specifications or design, without notice and with-

out incurring obligation.

SERVICE PUBLICATIONS

Page 3

Page 4

Page 5

Page 6

2-1

Secdoa

1 Engine 2 Transmission...

3 Chassis

Sedioa

4 Body .. 5 Electrical . . . . .

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:.+;., 2-44

P-ce

2 -1

..2-20

.2-23

hicles cannot be covered in complete detail here. If a vehicle is found to have a special component installed that is not fully covered herein, refer to the Shop Manual for that vehicle for complete details.

The maintenance operations described herein are to be considered as minimum operations on vehicles which are in operating condition and require only periodic checkup and service. If, upon inspection, a component requires

more than adjustment, cleaning or simple replacement, refer to the applicable Group No. in the appropriate Shop Manual for complete information.

All variations of all Ford-built ve-

COAT GASKET WITH ENG-..E OIL

filter element. Discard the air cleaner mounting gasket if it is excessively worn or damaged-

On a closed crankcase ventilation system air cleaner, remove the crankcase vent filter aOO gasket from the air cleaner body, if required.

CLEANING FILTER

ELEMENT

The celluk)Se fiber filter element mlWt never be cleaned with a solvent or cleaning solution. Also, oil mlWt Dot be added to the surfaces of the filter element or air cleaner body.

There are two procedures that can be used to clean the air filter element. One method is performed with the use of compressed air. The other is performed by tapping the element on a smooth horizontal surface.

Compressed Air Method

Direct a stream of compressed air through the element in the direction opposite that of the intake air flow, that is, from the inside outward. Extreme care m- be exerc8ed to preYeat rupture of the element material.

Tapping Method

Hold the element in a vertical position and tap it lightly against a smooth, horizontal surface to shake the dust and dirt out. Do not deform the element or damage tile gasket surfacs by tapping too bard. Rotate the filter after each tap until the entire outer surface has been cleaned.

the air cleaner assembly to the carburetor and the air duct.

On a closed crank~ ventilation system equipped car, disconnect the crankcase ventilation system hose at the crankcase vent filter.

2.. Remove the air cleaner assembly from the carburetor. To prevent dirt from enteriag the carburetor, the filter element m1Bt never be removed when the air cleaner body is m(Mlnted on the carburetor.

3. Remove the air cleaner cover and

CHECK ENGINE OIL LEVa

Check the oil level dipstick to be sure it indicates the correct quantity of oil in the crankcase. Be sure the oil is clean.

CHANGE ENGINE OIL AND FILTER

REMOVAL

1. Raise the car.

2. Remove the oil pan drain plug, and allow the engine oil to drain into a container.

3. Place a drip pan under the filter assembly (Fig. 1).

4. Turn the filter counterclockwise and remove it from the adapter.

INSf ALLA nON

1. Clean the gasket surfaces at the adapter.

2. Coat the gasket on the filter with a light film of oil. Screw the filter onto t~ adapter until the gasket contacts the sealing surface, then advance it II,. turn. Do not overtighten the filter.

3. Remove the drip pan and lower the car.

4. Fill the crankCase to its required level with the proper type and grade of lubricant.

5. Start the engine. Operate the engine at fast idle and check for oil

leakage.

6. Add additional lubricant if required.

CLEAN CARBURETOR AIR

CLEANER AND FILTER ELEMENT

REMOVAL

1. Remove the wing nuts retaining

Page 7

2.2

PART 2

Maintenance Operations

CLEAN CRANKCASE OIL FILLER aREA THER CAP

Remove the cap and wash it in a low-volatility, petroleum-base solvent. Probe the breather hole(s) to assure removal of any accumulated deposits. Shake the cap dry and install it. Do not dry with compressed air as air pressure may damage the filter element.

INSPEcriNG FILTER ELEMENT

Hold the filter in front of a back-up light and carefully inspect it for any splits or cracks. If the filter is split or cracked, replace it.

CLEANING BODY AND COVER

Clean the air cleaner body and cover with a solvent or compressed air. Wipe the air cleaner dry if a solvent is used. Inspect the air cleaner body and cover for distortion or damage at the gasket mating surfaces. Replace the cover or body if they are damaged beyond

repair.

the carburetor so that the word Front faces the front of the car.

3. Place the air cleaner filter element

in the air cleaner body.

Make sure the filter is prolK!rly seated. If the word TOP is ilMlicated on the filter element, make sure the word TOP faces up.

4. Install the cover and connect the air in~t duct and valve assembly, if so equipped, to the air cleaner with the wing-type retaining screws. Tighten the screws.

S. On a closed crankcase ventilation system air cleaner, install the crankcase vent filter and gasket in tlM: air cleaner body, if it was previously removed. Connect the crankcase vent hose to the crankcase vent filter and tighten the

hose retaining clamp.

CLEAN AND REFILL OIL BATH

AIR CLEANER-ECONOLINE AND BRONCO

INSfAUADON

1. Install a new air cleaner mount-

ing gasket on t~ carburetor. if nec-

essary .

2. Install the air cleaner body on t~ carburetor so that t~ word Front faces t~ front of t~ car.

3. Place the air cleaner filter element in the air cleaner body. Make sure the element is ..-opeIty leafed. Install the cover and connect t~ air duct to the air cleaner. Tighten the retaining wing DUts.

On a closed crankcase ventilation system air cleaner. install t~ crankcase vent filter and gasket in the air cleaner body. if it was previously removed. Connect the crankcase vent hose to t~ crankcase vent filter and tighten t~ hose retaining clamp.

REMOVAL

1. Remove the carburetor to air

cleaner retaining wing nut.

On a cl~ crankcase ventilation equipped engine, loosen the hose clamp at the air cleaner body and disconnect the hose.

On a 240 Six engine, remove the bolts securing the air cleaner body to the support brackets.

2. Remove the air cleaner. Use care

to prevent on spillage.

CLEANING AND INSPECflON

1. Drain the air cleaner reservoir. Wash the air cleaner components and duct (if so equipped) in cleaning solvent, and dry them with compressed air.

CHECK AND ADJUST VALVE

LASH-MECHANICAL TAPPETS

It is very important that the valve lash be held to the correct specifications because:

If the lash is set too close, the valve will open too early and close too late, resulting in rough engine idle. Burning and warping of the valves will occur also because the valves cannot make firm contact with the seats long enough to cool properly. If the lash is excessive, it will cause the valve to open too late and close too early causing valve bounce. In addition, damage to the crankshaft lobe is likely because the tappet foot will not follow the pattern of the camshaft lobe, causing a shock contact between these two parts.

1. Be sure the engine is at normal operating temperature before attempting to set the valve lash.

If the engine is cold, start and operate it for a minimum of 30 minutes at 1200 rpm to stabilize engine temperatures.

2. Remove the air cleaner and other

obstructing hardware.

3. Remove the valve rocker arm

cover and gaskets.

4. With the engine idling, set the valve lash (Figs. 2, 3 or 4) .-i8g . step. type feeler: gauge only (go and no go). The final (hot) intake and exhaust valve

lash settings are listed in the Specifications Section in Group 8 of the appropriate Shop Manual.

For example, to obtain the correct

2. Inspect the gasket between the oil reservoir chamber and cleaner body and replace it if necessary.

3. Saturate the filter element wittl engine oil.

4. Fill the oil reservoir to the full mark with the recommended engine oil. Do not overfill.

STEP-TYPE fEELER GAUGE

REPLACE CARBURnOR

AIR CLEANER FILTER

REMOVAL

1. Remove the wing nuts retaining the air cleaner assembly to the carburetor and the air duct, if so equipped.

On a closed crankcase ventilation

system equipped car, disconnect the crankcase ventilation system hose at the crankcase vent filter.

2. Remove the air cleaner assembly from the carburetor. To prevent dirt fnMII enteriDg the cariMlretor, the filter element mlBt never be removed when the air cleaner body is mounted on the carburetor.

3. Remove the air cleaner cover and filter element. Discard the air cleaner mounting gasket if it is excessively worn

ordarnaged.

On a closed crankcase ventilation system air cleaner, remove the crankcase vent filter and gasket from the air cleaner body, if required.

INSI' ALLA nON

1. Install a new air cleaner mounting

gasket on the carburetor, if necessary.

2.. Install the air cleaner body on

INST ALLA nON

1. Position the air cleaner on the carburetor and install the retaining wing nut. UR care to ..-eveat oil

spillage.

On a 240 Six engine, ~re the air cleaner to the support brackets with the retaining bolts.

On a closed crankcase ventilation

system air cleaner, connect the ventilation system hose to the air cleaner body and tighten the retaining clamp.

Fig. 2-Valve lash Adjustment-

170 Six Engine

Page 8

PART 2 - Maintenance Operations

2-3

Use the following procedure to run

in a new drive belt:

When installing new belt(s), first adjust to new belt SpeclficatiOlW. (Refer to Part 11-5 of the appropriate Shop

Manual.)

Run the engine for 10 minutes, then check the tension of tbe belts to make certain that they are within the reset spedftca~. Adjust the belts, if required, to used belt spedfications.

Fig. 5-Fan Drive Belt Tension Adjustment

Fig. 3-Valve lash Adjustment289 Hi-Performance V-8

ALTERNATOR

1. On a Lincoln, remove the alter-

nator splash shield.

2. Install the belt tension tool T62L8620-A on the drive belt. Check the tension following the instructions furnished with the tool (Fig. 5).

Due to the inaccessibility of the alternator belt on a Comet equipped with air conditioning and power steering, a belt tension gauge cannot be used. Therefore, it must be tensioned by the dellection method. DeOedion should not exceed 14 inch when thumb pressure is

applied.

3. If adjustment is necessary, loosen the alternator mounting bolts and the alternator adjusting arm bolt. Move the alternator toward or away from the engine until the correct tension is obtained. Remove the gauge. Tighten the alternator adjusting arm bolt first,

mended that a belt tension gauge be used to check and adjust the belt tension.

If any belt is broken, glazed, or worn, replace it with a new belt. Use only the specified type of belt.

If belt is stretched so that it cannot be tightened sufficiently, install a new belt.

On a Lincoln with tandem belts, replace both belts.

Any belt that has operated for a minimum of 10 minutes is considered a ~ed

belt, and, when adjusted, it must be adjusted to the reset tension sbown in the specifications.

S/ep- Type Feeler ~ge A1466-A

Fig. 4-Valve lash Adjustment427 Hi-Performance Engine

setting if the valve lash is 0.019 inch, use a step-type feeler gauge of 0.018 inch (go) and 0.020 inch (no go). The go step should enter, and the no go step should not enter. The resultant setting will be to the rtXIuired setting

(0.019 inch).

5. Examine the valve rocker arm cover gasket. If necessary to replace, clean the old gasket off the valve rocker arm cover. Coat one side of a new valve rocker arm cover gasket with oil resistant sealer. Lay the cemented side of the gasket in place in the cover.

6. Imtall the cover, making sure that the gasket seats evenly around the cylinder head. The cover is tightened in two Steps. First, torque the retaining bolts to specifications. Two minutes after the initial tightening, torque the bolts to the same specification.

7. Install the air cleaner and any hardware previously removed in step 1, above.

170.- SIX

CARaJRETOR

'AIR CLEANER

»9 V..

CHECK ENGINE ACCESSORY

DRIVE BELTS

BELT TENSION

Properly tensioned drive belts minimize noise and also prolong ~rvice life of the belt. Therefore, it is recom-

A 2605-

Fig. 6-0il Filler Cap to Air Cleaner Hoses-Closed Ventilation System-Typical

Page 9

\ \

PART 2 - Maintenance Operations

INTAKE MANIFOl.D

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1700310 SIX

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and then the mounting bolts. Install the tension gauge and check the belt tension.

4. On a Lincoln, install the alter-

nator splash shield.

POWER STEERING

I. Loosen the mounting bolts incorporated on the front face of the pump cover plate (hub side) and the one nut at the rear.

1. Fix a 9/I6-inch open end wrench

on the projecting l/2-inch boss and pry

upward to correct tension. Do DOt pry against the resenoir to obtain proper belt load as it can be deformed and cause a leak.

3. Recheck the belt tension. When the tension has been correctly adjusted, tighten the bolts to specifications.

AIR CONDmONING

Adjust the belt by repositioning the idler pulley if so equipped. Otherwise, follow this procedure:

I. Loosen the bolts securing the compressor to the compressor mounting bracket. On a Lincoln. first remove the bolts securing the compressor to the support bracket that is attached to the cylinder head.

1. Install the tension gauge on the compressor clutch drive belt. Move the compressor toward or away from the engine until the specified belt tension is obtained. Remove the gauge. Tighten the compressor to support bracket bolts. Install the tension gauge and check the belt tension.

THERMACTOR AIR PUMP I. Loosen the air supply pump ad-

justIng arm nut and bolt.

1. Loosen the air supply pump

mounting bracket nut and bolt.

3. Move the air pump toward or

away from the engine until the correct tension is obtained. UE a suitable bar and IWY agalDSt the JKIInp rear cover to hold belt tension while tightening the mounting bolts. Do not IWY agaiDSt the pump boI8ing. Remove the gauge.

Tighten the air pump adjusting arm

and mounting bolts. Install the tension

gauge and check the belt tension.

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CLEAN POSITIVE CRANKCASE VENTILATION SYSTEM COMPONENTS-ALL VEHICLES EXCEPT LINCOLN

Current production vehicles which are equipped with positive crankcase vehtilation systems have the components located at different points on each type of engine. The following procedure is a general procedure. Specific procedures will be found in Group

240 SIX

A~A

Fig. 7-Crankcase Ventilation Regulator Valve, Hoses and Intake InletsTypical Six-Cylinder Installations

Page 10

2-5PART 2

Maintenance Operations

8 of the Shop Manual for the vehicle being serviced .

REMOVAL OF COMPONENfS

Closed Ventilation System

Remove the following components from the crankcase ventilation system. Figs. 6 through 9 show typical components which should be removed. Refer to Group 8 of the appropriate Shop Manual for specific removal

procedures.

1. Remove the oil filler cap and its

connecting hose to the air cleaner.

1.. Remove the air cleaner (and ducts, if so equipped). Refer to Group 10 of the appropriate Shop Manual for specific removal procedures.

3. Remove the hose (Figs. 7 or 8) oj' hose assembly (Fig. 9) from the venti. lator valve in the rocker arm cover. Remove the other end of this hose (or hose assembly) from the intake manifold connection, or carburetor spacer connection, if so connected.

If a hose aSlembly was removed, disassemble the hoses from the tee or hot idle compensator, if so equipped.

4. Pull the ventilator valve from grommet in the rocker arm cover. Discard the ventilator valve 8S8eI8JIy.

Open Ventllotlon System

procedures.

1. Remove the hose (Fias. 7 or 8) or hose assembly (Fig. 9) from the ventilator valve in the rocker arm cover. Remove the other end of this hose (or hose assembly) from the intake manifold connection, or carburetor spacer connection if so connected.

If a hose assembly was removed, disassemble the hoses from the tee or hot idle compensator. if so equipped.

1.. Pull the ventilator valve from the grommet in the rocker arm cover. DiIC8rd die ventilator valve 88emb1y.

CLEANING

Closed Ventilation System

1. Wash the crankcase filler cap in a low-volatility, petroleum-base solvent. Shake the cap dry. Do not dry with ~pressed air. since air ~ may damage the filter element.

2. Remove the crankcase ventilation air filter (screen type) from the carburetor air cleaner body and clean it, using the ~ procedure as in step 1, and re-install it into the air cleaner

body.

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Fig. 8-Crankcase Ventilation Regulator Valve, Hoses and Intake Inlets-

Typical V-8 Installations

Page 11

PART 2 - Maintenance Operations

2-6

HO11DLE C~PENSATOR

CARBURETOR

SPACER CONNECTING

NIPPLE

Open Ventilation System

Follow the same procedure outlined in steps 1 thru 4 for the Closed Ventilation System, above.

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HOT IDLE COMPEHSATOR HOSE ASSEMBLY

Fig. 9-Hose Assemblies-Typical

CLEAN POSITIVE CRANKCASE VENTILATION SYSTEM COMPONENTS-LINCOLN

REMOVAL

Open Ventilation System

1. Remove the air cleaner.

2. Loosen the clamp securing the hose to the regulator valve. Remove the hose and clamp. Remove the ventilator valve from the ventilation tube fitting (Fig. 10) and discard it.

3. Loosen the clamps securing the hose to the ventilation tube and carburetor spacer. Remove the hose and

clamps.

4. Loosen the ventilation tube bracket retaining nuts and washers, then slide the ventilation tube out.

5. Remove the retaining bolts securing the outlet adapter to the valve push rod chamber cover. Remove the outlet

adapter gasket and oil separator element.

Closed Ventilation System

1. Remove the carburetor air

cleaner. When lifting the air cleaner

off the carburetor, raise the rear end of the air cleaner and remove the crankcase vent filter from the air cleaner.

2. Remove the anti-backfire valve vacuum line from the crankcase ventilation tube assembly.

3. Pull the crankcase vent adapter out of the front of the block.

4. Loosen the clamps securing the crankcase vent hose to the crankcase vent filter and the crankcase vent adapter. Remove the hose and clamps.

5. Remove the remaining venti la-

3. Connect one end of the hose (or

hose assembly) to the ventilator valve.

4. Connect the other end of the hose (or hose assembly) to the fitting on the intake manifold, or carburetor spacer (if so connected).

5. Install the carburetor air cleaner (and ducts, if so equipped). Refer to Group 10 of the appropriate Shop

Manual for specific installation pro-

cedures.

6. Install the oil filler cap on the oil

filler pipe. Connect the hose between the oil filler cap and the carburetor air cleaner.

3. Clean the tees and hot idle compensator (if removed in conjunction with a hose assembly) in clean carburetor solvent and dry them with compressed air.

4. Clean the rubber hoses with a low-volatility petroleum-base solvent and dry them with compressed air.

5. Clean the intake manifold or carburetor spacer connection by probing the inlet nipple or threaded opening with a flexible wire brush.

6. Do DOt attempt to clean the crank-

case ventilator valve. It should be replaced at the specified mileage intervals.

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Open Ventilation System

1. Clean the components outlined in steps 1, 3, 4 and 5, above, for the closed ventilation system.

2. Do not attempt to clean the crankcase ventilator valve. It should be re-

placed at specified mileage intervals.

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INSTALLAllON

Closed Ventilation System

1. Install a new ventilator valve into

the grommet in the rocker arm cover.

If the grommet is loose or damaged, use a new grommet.

2. Assemble the components of the

hose assembly (if an assembly was removed).

Fig. la-Positive Crankcase Ventilation System-Lincoln

Page 12

PART 2

Maintenance Operations

2-7

tion system parts by following steps 2 through 5 under Open Ventilation

System.

4. Install the hose and clamp on the outlet adapter and ventilator valve. Position and tighten the clamp.

5. Install the hose and clamps on the carburetor and ventilation tube.

6. Install the air cleaner.

ADJUST CARBURETOR ACCELERATOR PUMP LEVER, IDLE SPEED, IDLE MIXTURE, AND FAST (COLD) IDLE SPEED

The following procedures apply to automatic choke type carburetors only. Manual choke carburetor adjustment procedures are given at the end of this group of procedures.

Closed Ventilation System

1. Follow steps 1 through 5 under

Open Ventilation System.

2. Connect the anti-backfire valve vacuum line to tre crankcase ventilation tube assembly (Fig. 9).

3. Install the crankcase vent hose and clamps on the crankcase vent filter and the crankcase vent adapter.

4. InstaU the air cleaner and connect the crankcase vent filter to the air cleaner.

REPLACE THERMACTOR AIR CLEANER ELEMENT, IF SO EQUIPPED

1. Remove the wing nut (Fig. 11)

and air horn assembly. Remove the filter element from the air horn as-

sembly.

2. Wipe the air horn assembly and air cleaner with a clean, dirt-free cloth to remove any accumulated dirt or foreign matter. Under extremely dirty

conditions it may be ~ to wash both the air horn and body in lowvolatility mineral spirits. Be sure the parts are dry before installing them.

3. The filter element ~ not cleanable. Place a new filter element on the air horn assembly. Position the assembled air horn and filter element in the air cleaner body. Be sure the tang ~ fitted in the sI~ (Fig. 11). Install the wing nut.

4. Start the engine and check for leaks. Refer to Part 8-1 of the appropriate Shop Manual for procedures for testing for proper operation.

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CLEANING

Closed Ventilation System

1. Wash the crankcase filler cap in a

low-volatility, petroleum-base solvent. Shake the cap dry. Do not dry with compressed air. since air pressure may

damage the filter element.

2. Remove the crankcase ventilation air filter from the carburetor air cleaner body and clean it, using the same

procedure as in step I, and re-install it on the air cleaner body.

3. Clean the oil separator element

and long ventilator tube in clean carburetor solvent a~ dry them with compressed air.

4. Clean the rubber hoses with a

low-volatility, petroleum-base solvent and dry them with compressed air.

5. Clean the carburetor spacer con-

nection by probing the inlet nipple with a flexible wire brush.

6. Do DOt attempt to clean tile cruk-

case ventilator valve. It should be replaced at the specified mileage intervals.

INSTALLAllON

Open Ventilation System

1. Install the oil separator element in the valve push rod chamber cover (Fig. 10). Make certain the screen is positioned snugly around the edges of the opening.

2. Coat a new outlet adapter gasket with oil-resistant sealer and position it on the push rod chamber cover. Position the outlet adapter on the cover and install the retaining bolts.

3. Slide the ventilation tube brackets under the retaining washers and nuts. Tighten the nuts. Install a new ventilator valve in the ventilation tube fitting.

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PRELIMINARY PREPARATION

-ALL VEHICLES

The engine idle speed is adjusted to settings for a hot engine and a cold engine (fast idle speed during choke operation). All final idle speed and mixture adjustments must be made on a hot, norma~ engine.

Refer to Figs. 12 through 20 for views of the idle fuel mixture and idle (hot engine) speed screws for the various carburetor applications.

I, Operate the engine until engine

temperatures are stabilized. On . car

with an air conditioner, operate the engine for twenty minutes before setting the engine idle speed. The engine idle speed is adjusted with the air conditioner

operating.

2. Position the transmission lever in neutral. Allow the throttle to drop back to the normal idle speed position. Attach a tachometer to the engine. Set

the parking brake.

On cars equipped with a vacuum release parking brake, remove the vacuum line from the vacuum power unit of the automatic vacuum release parking brake assembly, and plug the vacuum line. Set the parking brake. It is necegary to Inactivate the 'facuum power unit to keep the parking brake engaged when the engine is running during the adj4fitment procedures.

3. Turn on the head lamps. It is necessary to place the alternator under a load condition in this manner in order to obtain the specified engine idle speed during the ad~ment procedure.

4. On a car with a manual-shift transmission, the engine idle speed is checked and adjusted with the gear shift lever in neutral position. On a car with an automatic transmission, the engine idle

speed is checked and adjusted first with the transmission selector lever in the neutral position and readjusted with the transmission selector lever in the drive range position. Adjust and check the

engine idle speed. Be sure the dash pot (if so equipped) is not interfering with the throttle lever or the fast idle screw is not contacting the fast idle eam.

On a carburetor equipped with a hot

idle compensator, be sure the compensator is seated to ailow for proper idle adjustment.

'-2298-A

Fig. " -Typical Thermador Exhaust Emission System Air Cleaner

Page 13

2-8

PART 2 - Maintenance Operations

When checking or adjusting idle (hot

engine) speed on any Thecmactor equipped engine with a thermal sensing valve in the distributor vacuum line, die valve m..t be bypassed. Disconnect the distributor vacuum' hose at the sensing valve. Plug or pinch~ff the

manifold vacuum hose; t~n cbeckor

adjust the idle speed in the normal

manner. Do not unplug and reconnect

the hose until after the fast idle (cold

engine) speed adjustments havt been

completed.

FORD t-V CARBURETOR Refer to Preliminary PreparatioD-

All Vehicles, above.

Adiust Accelerator Pump

Lever

The pump stroke is controlled by changing location oft~ roll p,inin the lever stop hole (Fig,. 12).

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Fig. 12-Accelerating Pump Stroke Adjustment-Ford 1-V

2. Position the choke mechanism so that the choke plate is fully open. Seat the throttle plate in the throttle bore. It may be necessary to back oft' on the dasbpot (if so equipped) adjIWtment screw to seat the throttle plate in the throttle bore. Set the idle speed adjustment screw to just make contact with the stop on the carburetor lower body and turn the screw inward (clockwise) the specified turns.

Final Idle (Hot Engine)

Speed and Mixture Adiustments

1. Adjust the engine idle speed to specifications by turning the engine idle speed screw (Fig. 14) inward to increase the speed or outwar(i to de-

crease the speed.

2. Turn the idle mixture needle (Fig.

14) inward until the engine rpm begins to drop, due to the lean mixture. On a car equipped with a Thermactor exhaust emission system, turn the needle out-

ward 1/4 turn. The outward adj~nt

of the idle fuel mixture needle is the final adjIWtment required. On a car without

the Thermactor system, turn the needle outward until the engine rpm increases and begins to drop; then turn

1. For operation in ambient temperatures SOoF. and below, place the roll pin in the lever hole marked HI

(lower hole).

For best performance and economy

at normal ambient temperatures and

high altitude (above 50oP. and/or above

5,()X) feet altitude), place the roll pin

in the W (upper hole) of the lever.

2. Check the vent valve for proper

adjustment.

Initial Idle Speed and Fuel Mixture Adiustments

Refer to Figs. 13 and 14 for views of the Ford I-V carburetor idle fuel mixture and idle (hot engine) speed adjustment screws.

1. Set the initial idle fuel mixture by turning the idle mixture screw(s) (needle) inward (clockwise) until lightly seated; then, turn the screw(s) outward (counterclockwise) the specified turns.

Do not turn die needle(s) tightly aga~t their seat(s) as they may groove the eIMI(s). If a needle is damaged, it must be replaced before a satisfactory fuel mixture can be obtained.

the idle mixture needle inward for maximum rpm and engine smoothness.

3. After the correct engine idle mixture has been obtained, check the idle speed with the transmission selector lever in neutral and manually opening and closing the throttle. Adjust the idle speed to specification, if required.

If the car is equipped with an automatic transmission, position the selector lever in drive range to check and adjust the idle speed to specification, if necessary. Refer to Group 10 of the appropriate Shop Manual for specifications.

The final engine idle s~ may be varied to suit the conditions under which the car is to be operated.

4. Shut off the engine. Check the

fast (cold engine) idle speed.

On a Ford I-V carburetor, the fast (cold engine) idle adjustment screw (Fig. 14) is located on the left side of the carburetor. Refer to Fast (Cold

Engine) Idle Adjustment, below, for correct adjustment procedure.

FORD 2-V CARBURETOR Refer to Preliminary Preparation-

All Vehicles, above.

Adiust Accelerating Pump

Lever

The primary throttle shaft lever (overtravellever) has 4 holes and the accelerating pump link has 2 holes (Fig. 15) to control the accelerating pump stroke for various ambient temperatures and operating conditions of the engine.

The accelerating pump operating

rod should be in the specified hole in the overt ravel lever and the inboard hole (hole closest to the pump plunger) in the accelerating pump link (Fig. 15).

(Refer to Group 10 of the appropriate

Shop Manual for specifications.)

1. To release the rod from the re-

tainer clip, press the tab end of the clip

toward the rod; then, at the same time, press the rod away from the clip until it is disengaged.

2. Position the clip over the specified hole in the overtravel lever. Press the ends of the clip together and insert the operating rod through the clip and the overtravel lever. Release the clip to engage the rod.

Initial Idle Speed and Fuel Mixture Adiustments

It is of utmost importance that the

idle fuel system on 2-V carburetors be

balanced as closely as possible in order

to obtain a satisfactory, stable, idle and fuel mixture adjustment. This is achieved by establishing initial idle speed and mixture adjustments before

Page 14

2-9

PART 2 - Maintenance Operations

FAST ~o~~"I~ '~E'I

FAST I1)LE tAM

82595..

Fig. '7 -Fast (Cold Engine) Idle

Speed Adjustment-Ford 2-V

8~1.8

Fig. 15-Accelerating Pump Stroke and Idle (Hot Engine) Speed Adjustments-Typical for Ford 2-V

dashpot (if so equipped) adjustment screw to seat the throttle plate in tile throttle bore. Set the idle speed adjustment screw to just make contact with the stop on the carburetor lower body, and turn the screw inward (clocKwise) the specified turns.

matic transmission, position the selector lever in drive range to check and adjust the idle speed to specification, if necessary.

The hi engine idle speed a.y be varied to suit the conditions under which tile car is to be operated.

4. Shut off the engine. Check the

fast (cold engine) idle speed.

On a Ford 2-V carburetor the fast (cold engine) idle adjustment screw (Fig. 17) is located on the right side or t~ carburetor. Refer to Fast (Cold Enaine) Idle Adjustment, below, for

correct adjustment procedure.

AUTOLITE 4-V (4300)

CARBURETOR

Refer to Preliminary Preparation-

AU Vehicles, above.

proceeding with the final idle speed and mixture adjustment. and the fast (cold

engine) idle speed adjustment.

With the air cleaner removed, make

the idle adjustments in the following sequence:

The idle fuel mixture and idle (hot

engine) speed adjustment screws for

the Ford 2-V carburetors are shown in Figs. IS and 16.

1. Set the initial idle fuel mixture by turning the idle mixture screw(s) (needle) inward (clockwise) until lightly seated; then, turn the screw(s) outward (counterclockwise) the specified turns. (Refer to Group 10 of the appropriate Shop Manual for specifications.) Do not turn the needle(s) tightly apjmt tbeir seat(s) as tbey may groove the end(s). If a needle is damaged, it must be replaced before a satisfactory fuel mixture can be obtained.

2. Position the choke mechanism so that the choke plate is fully open. Seat

the throttle plate in the throttle bore.

It may be necessary to back oft' on the

Adlust Accelerator Pump Stroke

The accelerator pump stroke (Fig.

18) has been calibrated to inject a predetermined quantity of fuel into the air stream with the pump pivot pin in the center (No.2) hole. The amount of fuel injected into the air stream may be altered by inserting the pivot pin in the left hole (No. J) to decrease the fuel quantity (sum~r operation) or to the right hole (No.3) to increase the fuel

quantity (winter operation).

Adjust the pump stroke as follows:

1. Remove the pump rod to pump

arm retainer. Remove pump rod from pump arm.

z. Remove the pump pivot pin re-

tainer. Remove pivot pin.

3. Insert the pivot pin into the de-

sired hole.

The holes in the fuel bowl vent lever. main body casing and the pump lever must be in line.

Fig. J 6-ldle Fuel Mixture

Adjustments-Typical for Ford 2-V

Final Idle (Hat Engine) Speed

and Mixture Adlustments

1. Adjust the engine idle speed to specifications by turning the engine idle speed screw (Fig. 15) inward to increase the speed or outward to decrease the speed. (Refer to Group 10 of the appropriate Shop Manual for

specifications.)

2. Turn the idle mixture needle(s) (Fig. 16) inward until the engine rpm begins to drop, due to the lean mixture. On a car equipped with a Thermactor exhaust emission system, turn the needle(s) outward 14 turn. The outward adjustment of the idle fuel mixture needles is the final adjustment required. On a car without the Therrnactor sys-

tem, turn the needle(s) outward until the engine rpm increases and begins to drop; then turn the idle mixture needle(s) i~ard for maximum rpm

and engine smoothness. The needles should be turned evenly and alternately approximately the same amount. The

final setting may vary about 1/2 turn difference between needles.

If the car is equipped with an auto-

Page 15

2-10

PART 2 Maintenance Operations

IDt.tAIR ADJUSTING SCREW

82872.,A

Fig. 20-ldle Air Adjusting Screw-

Autolite 4-V (4300)

Fig. J 8-Accelerator Pump Stroke Adjustment-Autolite 4-V (4300)

4. Install the pivot pin retainer. Position the pump rod end into the pump arm and install the retainer.

1. Set the initial idle fuel mixture by turning the idle mixture screws inward (clockwise) until they seat lightly; then, turn the screws outward (counter-

clockwise) llh turns. Do not turn die

screws tightly against their seats as they

may groove the ends. If a needle end is damaged, it must be replaced before a satisfactory fuel mixture can be obtained.

2. Turn the idle by-pass screw inward (clockwise) until it seats lightly; then turn the screw outward (counter-

clockwise) 3lh turns.

CHOKE PLATE\

Final (Hat Engine) Speed

and Mixture Adjustments

Final adjustments are made on the car with the engine running and engine temperatures normalized. Install a tachometer and check engine curb idle speed. Adjust to specifications as

follows :

1. Turn the idle air adjusting screw (Fig. 19) clockwise (inward) to decrease engine rpm and counterclockwise to increase engine rpm.

2. Turn one idle fuel adjusting screw (Fig. 20) clockwise (inward) until the rpm begins to drop (idle lean point). Turn the screw counterclockwise (outward) one-quarter (II.) turn.

3. Repeat step two for the other idle

fuel adjusting screw.

4. Touch up (slightly rotate either

direction) idle adjusting screws for smoothest idle quality. The screws should be within one-eighth (lis) turn of each other.

5. After the correct engine idle mix-

ture has been obtained, check the idle

speed with the trammission selector

lever in neutral and manually opening and closing the throttle. Adjust the

idle speed to specification, if required.

If the car is equipped with an automatic transmission, position the selector lever in drive range to check and adjust the idle speed to specification if necessary.

Gau~ Pin

CHOKE PLATE

SHAFT AND LEVER

../'

BEND LEVE~f:OO

PuLL-UCJfN tLEARAI-K:E

fA~.i)i9~~~

CHOKE CONTROL R~.

Initial Idle Speed and Fuel Mixture Adjustments

It is of utmost importance that the idle fuel system on Autolite 4-V (4300) carburetors be balanced as closely as

possible in order to obtain a satisfactory, stable, idle and fuel miXture adjustment. This is achieved by establishing initial idle speed and miXture adjustments before proceeding with the final idle speed and miXture adjustment, and the fast (cold engine) idle

speed adjustment.

With the air cleaner removed, make

the idle adjustments in the following

sequence:

The idle fuel mixture and idle (hot

engine) speed adjustments for the Autolite 4-V (4300) carburetor are shown in Figs. 19 and 20.

G""fe PIn

APPLY LIGHT

TENSIOOTO

L~VER'

EA,$~ IDJ;.f' ~ APWSTJNGSC.RE~-

AQ~\JST WITI;\ F~ IDLE SPEED SCREW cJt'"«tC1<tJowN $YEP OF FAST IDLE CAM

FAST IDLE

ADJ~TING SCREW

CHOKE LEVER

;}

DLEFfJEL AD"JUSTING SCREWS

82871:-'

82856.A

Fig. 19-1dle Fuel Adjustments. Autolite 4- V (4300)

Fig. 21 -Fast Idle Cam Adjustment-Autolite 4-V (43001

Page 16

PART 2 2

Maintenance Operations

Fig. 22-Accelerating Pump, Idle Fuel Mixture and Idle (Hot Engine)

Speed Adjustments-Holley Carburetors

The final engine idle speed may be

varied to suit the conditions under whim

tbe car is to be operated.

6. Shut off the engine. Check the

fast (cold engine) idle speed.

Fast (Cold Engine) Idle Speed Adlustment

On a Ford 4-V (4300) carburetor the fast (cold engine) idle adjustment screw location is shown in Fig. 21.

I. Loosen the choke cover so it can rotate. Be sure the thermostatic spring elM! Is engaged in tbe choke lever slot.

2. Rotate the choke cover to a 90-

degree rich position.

3. Position the fast idle speed adjust-

ing screw end to the kickdown step on

the fast idle cam and hold in this position.

4. Check the fast idle cam clearance between the lower edge of the choke plate and the air horn wall.

S. Adjust the fast idle cam clearance to specifications by turning the adjusting screw clockwise to increase the clearance or counterclockwise to decrease the clearance.

6. Install the thermostatic choke cover to the specified index setting and tighten the cover retaining screws.

7. Place the transmission selector

lever in neutral and turn off the en-

gine. Switch off the headlarnps and the

air conditioner (if so equipped). Re-

move the tachometer.

On cars equipped with a vacuum release parking brake, connect the vacuum line to the vacuum power unit of the automatic vacuum release parking brake assembly.

8. If the car is equipped with an automatic transmission, check the antistall dashpot for proper adjustment.

speed adjusting screw (Fig. 22) equally and alternately. Turn the screws inward to increase the speed and outward to decrease the speed. Be sure the fast idle screw is not toudling the fast idle cam when performing this adj~tment.

2. Adjust the idle fuel mixture by turning each idle miJcture screw inward (Figs. 22, 23, or 24) evenly and alternately, starting with the front carburetor and finishing with the rear carburetor, until the engine rpm begins to drop (due to the lean mixture). Turn each screw outward until t~ engine rpm begins to drop (due to the rich mixture); t~n turn each screw inward for maximum engine rpm and smoothness. Always favor. slightly rid! idle

fuel mixture. Final adjustment of the

idle fuel mixture screws should be within lis turn of each other.

3. After the correct engine idle mixture has been obtained, dleck the idle

speed with the transmission selector

lever in neutral and manually opening

and cl~ing the throttle. Adjust the

idle speed to specification, if required.

If the car is equipped with an auto-

matic transmission, position the selec-

tor lever in drive range to check and

adjust the idle speed to specification if necessary.

The final engine idle speed may be varied to suit the cooditions UIMler which the car is to be operated.

4. Shut off the engine. Check the fast

(cold engine) idle speed.

HOLLEY ~V CARBURETOR

Refer to Preliminary PrelNlrBtion-

All Vehicles, above.

Adjust Accelerating Pump Lever

To satisfy acceleration requirements

in various climates, the accelerating pump discharge can be adjusted. The bottom hole (No.2) in the cam pro-

vides a maximum pump discharge for extreme cold weather and the top hole (No.1) provides the minimum pump

discharge for warm weather operation (Fig. 22).

For summer operation, install the

adjustment screw in hole No. I. For winter operation, install the adjust-

ment screw in hole No.2.

On cars equipped with Dual Holley

~ V carburetors, the screw should be int~same hole for each carburetor unit.

Initial Idle Speed and Fuel Mixture Adlustments

The idle fuel mixture is controlled by the idle fuel mixture adjusting screws (needles) located in the primary metering blocks of the carburetors (Figs. 22, 23 or 24). The idle (hot engine) speed adjusting screw location for each carburetor is shown in Fig. 22.

1. Initially set the idle mixture by turning the idle mixture screws inward until they are lightly seated; then turn the screws outward the specified turns. Do not turn the needles tightly against

the seat as this may groove the ends. If

a needle is damaged, it mmt be replaced

before a satisfactory fuel mixture can be obtained.

2. Turn the idle (hot engine) speed screw outward on each carburetor until the throttle plates close tight in the throttle bores. It may be necessary to back the front carburetor fast (cold

engine) idle adjusting screw (Fig. 24) to

close the plates tight in the bores. Set the idle speed adjustment screws to

just make contact with the stops on the carburetor bodies and turn them

inward the specified turns.

Refer to Group 10 of the appro-

priate Shop Manual for specifications.

Final Idle (Hot Engine) Speed and Mixture

Adjustments

1. Adjust the engine idle speed to specifications by turning each idle

Page 17

2-12

PART 2 - Maintenance Operations

SeCONDARY

CARBURETOR ROO

IDLE MIXTURE SCREW

PRIMARY eARBURETOR

ACCELERATIIK; PlMP

LEVER ADJUSTING SCREW

'SEC(WC)ARY

PRIMARY

: LEVER

carburetor rod so that the hole in the rod at the bellcrank lever just engages the stud on the bellcrank lever (Fig.

23). Install the washers and retainer pins and tighten the locknut on the rod.

7. Open the throttle wide by operating the left side of the bellcrank assembly (on the intake manifold). Be sure the accelerator lever is engaged between the pin and the pad of the accelerator pedal (inside the car). Have someone depress the accelerator to the Roor and while holding the carburetor linkage open, see if the accelerator rod pin will engage the bellcrank lever. Adjust as necessary.

8. Check the idle fuel mixture and idle speed adjustments. Adjust the carburetors as required. Refer to Idle Fuel Mixture and Idle (Hot Engine) Speed Adjustments (in this section) for the proper procedure.

PRNARY

SCREW - BELLCRANK LEVER

PRIMARY THROTTLE LEVER LOCK NUTS

Fig. 23-Holley Dual 4-V Carburetors-Right Side View

82254-A

on the bellcrank lever and on the upper FASf (COLD ENGINE) mLE stud of the front carburetor lever (Fig. SPEED ADJUSTMENT-

23). Tighten the locknut and install t~ AUTOMATIC CHOKE was~ and retainer pins.

The " .dle d. .

last I a JusUng screw con-

4. Move the bellcrank lever so that tacts one edge of the fast idle cam. The the front carburetor throttle is in the cam permits a faster engine idle speed wide open position. Hold in this posi- for smoother running when the engine tion. is cold during choke operation. As t~

S. Install the slotted end of the sec- choke plate is moved through its range ondary carb~retor rod on t~ throttle of t.~vel from the c)osed to the. open lever of the rear carburetor (Fig. 23). posItion, the fast ld~ cam pIck-up

lever rotates t~ fast Idle cam. Each

6. Move the throttle lever of t~ rear position on the fast idle cam permits a carburetor to t~ wide open position; slower idle rpm as engine temperature then, adjust the length of t~ secondary rises and choking is reduced.

SECONDARY DIAPHRAGM PR~RY CARBURETOR .

On the Holley carburetor instaUatiQn, the fast (cold engine) idle speed adjustment is performed on the front (primary) carburetor only. The fast idle speed screw is located on the left side of the front carburetor (Fig. 24).

Refer to Fast (CokJ Engine) Idle Adjustment, below, for correct adjust-

ment procedure.

ADAJSTABLE

OiOICE SYSTEM

HOLLEY DUAL 4-V

CARBUREfOR-

CARBURETOR INTER-

CONNECI1NG UNKAGE

ADJUSTMENf

~ following procedure is required

for adjusting tre inter-carburetor linkage to achieve proper progressive opening of the primary throttle plates to obtain the correct idle speed.

~ secondary throttles are vacuum operated and are inter-connected by a rubber hose, located between the two secondary diaphragm vacuum operating chambers (Fig. 24), to assure synchronous action of tre secondary throttle plates (no adjustment is re-

q uired).

1. With tre air cleaner removed,

disconnect the inter-carburetor link-

age at the front and rear carburetor

~ry throttle levers and at tre bell-

crank lever (Fig. 23). Disconnect tre throttle control cable from the crossshaft beUcrank lever.

2. Adjust the primary carburetor rod

to a 4~6 inch length (Fig. 23) from tre

center line of the hole to the center

line of the bent end (operating centers).

3. Install t~ primary carburetor rod

- -.

IDl..E "X~E

ADJUSTING SCREW

ca.SHAFT ACCELERATOR CABLe

8ELLCRMK LEVER

82m-.

Fig. 24-Holley Dua14-V Corburetors-Left Side View

Page 18

2-13

PART 2 - Maintenance Operations

obtain a satisfactory idle speed and fuel mixture adjustment. This is achieved by performing initial idle speed and fuel mixture adjustments before proceeding with the final idle speed and fuel mixture adjustments and the fast (cold engine) idle speed

adjustment.

1. Make an initial idle fuel mixture adjustment by turning the idle mixture adjustment screws (Fig. I S) inward

until they lightly touch their seats;

then, back them outward the specified

number of turns. Refer to Group 10 of the Lincoln Shop Manual for specifications. Do not turn the idle fuel mixture adjtfitment screws (needles) tightly

against their seats during tbe adjust-

ment, as this may groove the needle

ends. If a needle is damaged, it must be

replaced to obtain satisfactory fuel mix-

ture adjustlnellts.

2. Make an initial idle speed (air

mixture) adjustment by turning the idle mixture adjustment screws (Fig. 26)

inward until they lightly touch their seats; then, back them outward the specified number of turns. Do DOt turn tbe idle fuel mixture adjustment screws (needles) tightiy agaiMt their seats during the adjustment, as this may groove the needle euds. If a needle is damaged, it must be replaced to obtain satisfactory fuel mixture adjustments.

IDlE 5f'EE[} ADJ'JST'~Er~T "CRI-O

Make certain the idle (hot engine) speed and mixture is adjusted to speciftcatioo before attempting to set the fast idle speed.

1. With the engine operating temperature normalized (hot), air cleaner removed and the tachometer attached, manually rotate the fast idle cam until the fast idle adjusting screw rests adjacent to the shoulder of the highest step (screw aligned with arrow mark) 00 the cam.

2. Start the engine. and turn the fast idle adjusting screw inward or outward as required to obtain the specified idle rpm. (Under conditions specified in Preliminary Preparation-All Vehicles, steps 1 thru 4, above.)

3. Place the transnrission selector lever in neutral and turn off the engine. Switch off the headlamps and the air conditioner (if so equipped). Remove the tachometer.

On cars equipped with a vacuum release parking brake, connect the vacuum line to the vacuum power unit of the automatic vacuum release parking brake assembly.

4. If the car is equipped with an automatic transmission, check the antistall dashpot for proper adjustment.

2.. Turn tlK: fast idle adjusting screw inward or outward (as required) so that tlK: fast idle adjusting screw just contacts tlK: fast idle cam at the index mark to obtain tlK: specified fast idle rpm. (Refer to Group 10 of the appropriate Soop Manual for specifications.)

3. If the car is equipped with an automatic transmission. check the dashpot for proper adjustment.

LINCOLN CARBURETOR (CARTER)

NOTE: The carburetor installed in the Uncoln cars is not the same as in other Ford vehides. The adjt8tment

procedures given below must be used:

With the air cleaner removed. make the idle adjustments in the following

sequence:

Adlust Accelerator Pump Stroke

The accelerator pump stroke adjustment compe~tes for the fuel needs of the engine during extremes of hot or cold temperature. Insert the accelerator pump operating rod into the appropriate hole in the pump arm for the climate in which the car is to be driven

(Fig. 26).

Initial Idle Speed and Mixture Adlustments

The idie fuel system must be balanced as closely as possible in order to

ACCELERATING PUMP

STROKE ADJUS1MENT

FAST (COLD ENGINE) mLE SPEED AD.JUSTMENTMANUAL CHOKE

The adjusting screw on the right side of the carburetor contacts one edge of the choke cam and lever, (Fig. 25). The cam permits a faster engine idle speed for smoother running when the engine is cold during choke operation. As the choke cam and lever is moved through its range of travel from the open to the closed position, the fast idle pick-up lever rotates the throttle shaft.

1. Manually rotate the choke cam and le~ until the fast idle adjusting screw rests on the index mark (arrow) on the cam (Fig. 25).

(,;~Q

HoT

~veR4

FAST IDLE CAM

~ST

PINAL FAST IDLE ADJUSTMENT

82357 .A

Fig. 25-Manual Choke Fast (Cold

Engine) Idle Speed Adjustment

B2644..

fig. 26-ldle fuel Mixture, Idle Speed and Accelerator Pump Stroke-Lincoln

Page 19

PART 2 - Maintenance Operations

2-14

3. Make an initial idle speed (air mixture) adjustment by turning the idle speed screw inward until it lightly touches its seat; then turn it outward the specified number of turns.

tures) the idle speed adjustment would be incorrect when the idle compensator is in the closed position (normal tem-

peratures).

6. Adjust the engine idle speed

(air mixture) adjustment screw (Fig.

26) to obtain the specified engine idle speed with the transmission lever in

DRIVE position.

7. Turn each idle mixture adjust-

ment screw (Fig. 26) inward, evenly and alternately, until the engine rpm begins to drop, due to the lean mixture. Turn the screws outward, evenly and alternately, until the engine rpm increases and begins to drop. On cars equipped with a Thermactor exhaust emission system, the outward adjustment of the needles is the final adjustment required. On cars without a

Thermactor system, turn the idle fuel mixture screws inward, evenly and alternately, for the maximum idle rpm and engine smoothness. Each idle fuel mixture adjustment screw should have been approximately the same amount.

The final setting may vary 1/2 turn dif-

ference between screws.

8. Check the idle speed adjustment

by placing the transmission selector

lever in NEUTRAL and manually opening and closing the throttle. Position the selector lever in DRIVE range and check the idle speed. Adjust the idle speed to specification, if necessary .

FAST I

ADJUSTIN(

Initial Fast Idle Adiustment

1. Hold the choke plate and the imary throttle shaft fully closed. 1m the fast idle screw outward )unter clockwise) until it clears ~ fast idle cam; then, rotate the ;t idle cam to align the index mark l the cam with the center of the rew end.

2. With the choke plate and throt: shaft still fully closed, turn the rew inward until the end of the

PRIMARY THROTTLE

SHAfT ASSEMBLY

Final Idle (Hot Engine) Speed and Fuel Mixture

Adjustments

The final engine idle speed and fuel mixture adjustments must be made with the engine at a hot, normalized

operating temperature.

Turn the idle fuel mixture screws (Fig. 26) inward to lean the mixture and outward to enrich the mixture. Turn the idle speed (air) adjustment screw (Fig. 26) outward to increase the speed. Conversely, turn the screw inward to decrease the speed. If one of the idle adjustments is changed, the other idle adjustments may be affected. It is necessary that the adjustments be

made in the order listed below and all of the idle adjustments that follow the one being made must be checked:

1. Idle (Hot Engine) Speed Adjust-

ment.

2. Idle Fuel Mixture Adjustment.

3. Fast (Cold Engine) Idle Adjust-

ment.

When setting the engine idle speed and fuel mixture adjustments on a car equipped with an air conditioner, the

air conditioner should be turned off. If

the air conditioner is turned on with the

air cleaner removed, a slightly rough engine idle may be noted. This condition can be disregarded, since the air cleaner traps fuel vapors and allows them to enrich the mixture to again regain a smooth idle.

1. Operate the engine until engine temperatures are stabilized at the normal (hot) operating temperature.

2. Position the transmission lever in

neutral. Allow the throttle to drop back to the normal idle speed position. Remove the vacuum line from the vacuum power unit of the automatic vacuum release parking brake assemblyand plug the vacuum line. It is necessary to inactivate the vacuum power unit to keep the parking brake engaged during the adjustment procedures.

3. Attach a tachometer to the engine.

4. Turn on the head lamps. It is necessary to place the alternator under a load condition in this manner in order to obtain the specified engine idle speed during the adjustment procedure.

5. Place a small weight on the hot

idle compensator spring to hold the compensator closed. If the hot idle compensator was allowed to remain

open (due to high underhood tempera-

B2633.A

f~J~~ cAJA

INDEX MARK

Fig. 27 -Fast Idle Adjustment-Lincoln

The final engine idle speed may be varied to suit the conditions under which the car is to be operated.

9. Check the fast (cold engine) idle

speed for proper adjustment.

The fast idle adjusting screw (Fig.

26) contacts one edge of the fast idle cam. The cam permits a faster engine idle speed when the engine is cold during choke operation. As the choke

plate is moved through its range of

travel from the closed to the open

position, the fast idle cam pick-up lever rotates the fast idle cam. Each position (step) on the fast idle cam permits a slower idle rpm as engine temperature rises and choking is re-

duced.

The final fast (cold engine) idle speed adjmtments must be made with the engine at a hot, normalized, operat-

ing temperature.

pc Tl

(c( tho

fa! 011

SCI tIe

SCREW

Page 20

PART 2 - Maintenance Operations

2-15

CONDITION

CAUSED BY

Any discoloration other than a frosted slate

grey shall be considered as rorned points.

BURNED

Incorrect alignment. Incorrect voltage regulator setting. Radio condenser installed to the distributor

side of the coiL

Ignition condenser of improper capacity. Extended operation of the engine at speeds

other than normaL

EXCESSIVE MnAL

I TRANSFER OR PInING

81443-8

Fig. 28-Breaker Point Inspection

4. Repeat this procedure until speci-

fied dwell is obtained.

If new points are installed, set

the gap to specifications using a

feeler gauge.

CONTACT

AR!A

C8'nERED

~-t

CORRECT

ALIGNMENT

81019-A

Fig- 29-Breaker Point Alignment Guide

Too/-KO.111 or TK.419.A

screw just touches the cam at the index mark (Fig. 27). Release the throttle shaft and turn the fast idle screw inward one full turn.

Final Fast Idle Adiustment

Make certain the idle (hot engine)

speed alMl mixture is adjmted to specification before attempting to set the ftD81 fast idle speed.

1. With the engine at a stabilized normal operating temperature, tachometer installed, headlamps turned

on, idle compensator closed, P8rkinI brake on and the transmission selector lever in NEUTRAL; position the fast idle screw on the first kickdoWD step

(Fig. 26). located next to the highest (index marked) step on the fast idle cam. Adjust the fast idle screw to

obtain the specified fast idle rpm.

2. Turn off the engine. Remove the tachometer. Remove the weight from the bot idle compensator. Turn off the headlamps. Connect the vacuum line to the vacuum power unit of the vacuum release parking brake

assembly.

3. Check the anti-stall dashpot and accelerating pump for proper adjustment. Install the air cleaner assembly.

LUBRICATE ACCELERATOR BALL SOCK"S AND CARBURETOR LEVER KICKDOWN ACTUATING CAM

-ECONOLINE AND BRONCO

Lubricate the accelerator pedal shaft

and kickdown actuating cam on all

engines. When equipped with auto-

matic transmission, lubricate all friction points in the accelerator to carburetor linkage with specified lubricant.

CHECK DISTRIBUTOR POINTS AND ADJUST DWELL

Unsnap the distributor cap retain-

ing clips, lift the distributor cap off

the distributor housing, and position

the cap out of the way (if necessary, remove the air cleaner and/or the

high tension wire to gain access to

the distributor).

Lift the rotor off the cam. Remove

the dust cover (transistorized ignition).

BREAKER POINT INSPEC110N

Breaker points should be inspected, cleaned and adjusted as necessary. Breaker points can be cleaned with

chloroform and a stiff bristle brush.

Caution: Make sure there Is te

ventiJatiCMa. Replace the breaker point assembly if the contacts are badly burned or excessive metal transfer between the points is evident (Fig. 28).

BEND STATIONARY BRACKET B2351.A

Fig. 30-Aligning Breaker PointsTypical

Metal transfer is considered excessive when it equals or exceeds the gap

setting.

BREAKER POINT AUGNMENT

The vented-type breaker points used in Ford distributors must be accurately aligned in order to realize the full advantages provided by this

design, and to assure normal breaker

point life. Any misalignment of the breaker point surfaces will cause pre-

mature wear, overheating, and pitting.

1. Turn the distributor cam so that the breaker points are closed and check the alignment of the points

(Fig. 29).

1. Align the breaker points to make full face contact by bending the stationary breaker point bracket (Fig.

30). Do not bend the breaker arm.

3. After the breaker points have

been properly aligned, adjust the

breaker point gap or dwell.

DWELL ANGLE ADJUSTMENT

Use a dwell meter to check the contact dwell. It is not advisable to use a feeler gauge to adjust or to check the gap of used breaker points because the roughness of the points makes an accurate gap reading or

setting impossible.

If the I8ed points are serviceable, set

the gap using a dwell meter as follows:

1. Connect the dwell meter following the manufacturer's instructions. In a car equipped with transistor ignition, make sure that the dwell meter is connected to the tadlOmeter block rather than the coil.

1. 0 perate the engine at idle speed and note the reading on the dwell meter.

3, Stop the engine and adjust the gap (decreasing the gap increases the dwell). Now check the dwell again.

Page 21

2-16

PART 2 - Maintenance Operations

5. Install the dust cover (transis-

torized ignition).

6. Install the ro tor. Install the distributor cap on the distributor housing and snap the retaining clips in place.

INSPECT, CUAN, ADJUST AND TEST SPARK PLUGS

REMOVAL

1. Remove the wire from each spark plug by grasping, twisting and then pulling the moulded cap of the wire only. Do not pull on the wire

because the wire connection inside the

cap may become separated or the

weather Ral may be damaged.

1.. Clean the area around each spark

plug port with compressed air, then

remove t~ spark plugs.

CLEANING AND JNSPEcrION

1. Examine t~ firing ends of t~

spark plugs, noting the type of deposits and t~ degree of electrode erosion. Refer to Fig. 31 for the various types of spark plug fouling and their causes.

2. Clean t~ plugs on a sand blast cleaner, following t~ manufacturer's instructions. Do not prolong the use of the abrasive blast as it will erode

the iJISuIator. Remove carbon and

other deposits from the threads with a stiff wire brush. Any deposits will retard t~ heat flow from the plug to the cY linder ~ad causing spark plug overheating and pre-ignition.

3. Oean the electrode surfaces with a small file (Fig. 32). Dress t~ electrodes to secure flat parallel surfaces on both the center and side electrode.

4. After cleaning, examine the plug carefully for cracked or broken insulators. badly pitted electrodes, and

~1.A

Fig. 32-Cleaning Spark Plug Electrode

Fig. 3 J -Spark Plug Inspection Guide

Page 22

PART 2 - Maintenance Operations

2-17

Fig. 33-Checking Spark Plug Gap

other signs of failure. Replace as required.

Fig. 36-Typical V-8 Engine Timing

Marks-Except 289

ADJUSTMENT

Set the spark plug gap to specifications by bending the ground electrode. (Fig. 33). Never bend the center electrode. (Refer to Group 9 Specifications in the appropriate Shop Manual for gap settings.)

81474-8

Fig. 34- Typical Six-Cylinder Engine Timing Marks

TESTING

After the proper gap is obtained, check the plugs on a testing machine. Compare the sparking efficiency of

the cleaned and gapped plug with a

new plug. Replace the plug if it fails to pass the test as outlined in the tester instruction manual.

Test the plugs for compression

leakage at the insulator seal. Apply

a coating of oil to the shoulder of the plug where the insulator projects through the shell, and to the top of the plug, where the center electrode and terminal project from the insu-

lator. Place the spark plug under pressure with the tester's high tension wire removed from the spark plug. Leakage is indicated by air bubbling through the oil. If the test indicates compression leakage, replace the plug. If the plug is satisfactory, wipe it clean.

(BTDC). The crankshaft puUey or

damper has a timing notch.

V -8 Eagines. The crankshaft damper

for the 289 V-8 engine (Fig. 35) has five timing marks ranging from top dead center (fDC to 12° before top dead center (BTDC).

The crankshaft damper for all V-8 engines except the 289 has 15 timing marks ranging from top dead center (TDC) to 300 before top dead center (BTDC) (Fig. 36). Refer to specifications for the correct ignition timing.

INSfALLATlON

1. Install the spark plugs and torque

each plug to 15-20 ft-lbs.

When a new spark plug is installed in a new replacement cylinder head, torque the plug to 20-30 ft-lbs.

1. Connect the spark plug wires.

Push all weather seals into position.

CHECK AND ADJUST

IGNlnON TIMING

TL\.fiNG MARK LOCATIONS

Six Cylinder Engines. The timing pointer (Fig. 34), has five timing marks ranging from top dead center (fDC) to 14° before top dead center

Fig. 35-289 V-8 Engine Timing Marks

DMING PROCEDURE

To check and adjust the timing with a Rotunda 13-07 power timing light, proceed as follows:

I. Remove the plug wire from the number 1 spark plug.

2. Install the spark plug adaptor on

the spark plug.

3. Connect the plug wire to the

spark plug adaptor.

4. Clamp t~ timing light spark

plug lead to the spark plug adaptor.

5. Connect the timing light battery

leads to the battery terminals.

6. Disconnect the distributor vac-

uum line (if so equipped).

7. If necessary, clean and mark the

timing marks.

8. Connect a tachometer to the

engine.

NOTE: When connecting a tachometer to a car equipped with a transistorized ignition, connect the leads to the tachometer block (positive lead to red tenninal, negative to black).

9. Start the engine and adjust the speed to the specified rpm for initial timing adjustment. Allow the engine to warm up and point the timing light at the timing pointer.

10. If the timing is incorrect, loosen the distributor hold down bolt and rotate the distributor until the desired initial advance is obtained.

11. Tighten the distributor hold down bolt and check the timing again.

12. Turn off the engine.

13. Remove the timing light and

connect the vacuum line.

Page 23

2-18

PART 2 - Maintenance Operations

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To drain the radiator, open the drain cock located at the bottom of the radiator and remove the cylinder block drain plug(s). The 6-cylinder engine block has one drain plug located at the right rear of the cylinder block ahead of the starter (Fig. 39). The V -8 engines have a drain plug on each side of the cylinder block (Fig.

40).

To fill the cooling system, close the drain cock. Install the block drain plug(s). Disconnect the heater outlet hfJSe at the water pump to bleed or release trapped air in the system. When the coolant begins to escape, connect the heater outlet hose.

DRAIN PLUG

CHECK EXHAUST CONTROL VALVE FOR FREE OPERATION, IF SO EQUIPPED

The exhaust control valve, if the car is so equipped, should be checked to make certain it is operating properly. A valve that is stuck in the open position will result in poor engine performance during initial warm-up, because the heat passing through the intake manifold heat riser is insufficient for proper fuel atomization.

On V-8 engines, if the valve is stuck in the closed position, the intake manifold will be supplied with excessive heat after the initial warmup period. This will cause poor acceleration, a lack of power, and will cause poor high speed performance in general.

Check the thermostatic spring of

the valve (Fig. 37) to make sure it is

hooked on the stop pin. The spring stop is at the top of the valve housing when the valve is properly installed.

To check the exhaust control valve

on the vehicle, make sure the spring

holds the valve closed. Actuate the counterweight by hand to make sure it moves freely through approximately 90° of rotation without binding.

The valve is closed when the en-

gine is cold. However, a properly operating valve will open when very light finger pressure is applied to

the counterweight. Rapidly acceler-

ate the engine to make sure the valve momentarily opens. The valve is de-

signed to open when the engine is at

normal operating temperature and is

operated at high rpm.

Lubricate the valve widl Rotunda

Exbamt Control Valve Solvent (COAA-

19A5OI-A.)

CHECK RADIATOR

COOLANT LEVEL

The coolant level should be kept one inch below the bottom of the radiator filler neck.

Use care when removing the radio

ator cap to avoid injury from escaping

steam or hot water.

INSPECT COOLING SYSTEM HOSES AND LINES

-ECONOLINE AND BRONCO Inspect the cooling system hoses for

evidence of cracking, checking or extreme weathering. Replace cracked

hoses. Check for leaking or porous hoses and tighten or replace.

Make sure all supporting brackets

for hoses are in place and that the

hoses are properly installed in the

support.

Inspect the radiator core and tanks

for seepage or leaks.

Check all fittings to see that they are tight and in good condition. Examine the hoses at the fittings for cuts or weakness.

REPLACE ENGINE COOLANT

IMPORT ANT: On all 'Vehicles, the hose connecting the heater water 'Val'Ve to the intake manifold (this is the hose that feeds hot water to the heater, Fig. 38) must be replaced each time the engine coolant is replaced.

81511-A

Fig. 39- Typical Cylinder Block

Drain Plug-Six

Fig. 37 -Six-Cylinder Engine Exhaust Control Valve-Typical

Fig. 38-Heater Hose Routings- Typical Six and Eight Cylinder Engines

Page 24

PART 2 - Maintenance Operations

2-19

FUEL FILTER ELEMENT-

42.7 V-8

~ PWG ."H-A

Fig. 40-Typical Cylinder Block Drain Plug-V-a

The in-line fuel filter for the 427

V -8 engine (Fig. 42) contains a re-

placeable filter element.

I. Unscrew the filter housing from

the fuel filter cover (Fig. 42). Remove

and discard the filter element and

gasket.

1. Clean the filter housing in solvent.

3. Coat a new gasket with light engine oil and position the gasket on the filter housing. Position a new filter clement over the spout on the cover. Only a filter element displaying installation instructions should be used. Install the filter element according to the

printed instructions on the element.

4. Screw the filter housing onto the cover (Fig. 42). Hand tighten the filter

housing until the gasket makes contact with cover; then, advance it lis turn.

5. Start the engine and check for

fuel leaks.

FUEL FILTER-LINCOLN

A replaceable fuel filter is located between t~ fuel pump and the carburetor fuel inlet line (Fig. 43).

3. Unscrew the fuel filter from the carburetor and discard the gasket. Disconnect the fuel filter from the hose and discard the retaining clamp.

4. Install a new clamp on the inlet

hose and connect the hose to the filter. Place a new gasket on the new fuel filter and screw the filter into the carburetor inlet port. Tighten the filter.

5. Position the fuel line hose clamp

and crimp the clamp securely.

6. Start the engine and check for

fuel leaks.

7. Install the air cleaner.

FIL

,GASKET-~

Fig- 43-Fuel Filter-Lincoln

- !.TER ELEMENT-

9635

All coolant added should be a 50-50 mixture of Rotunda permanent antif~ and water.

To avoid possible overheating in very hot weather, do not use mixtures with more than 50% anti-f~ except in areas where anti-freeze protection

below - 35° is required. In this case, refer to the coolant mixture chart on

the Rotunda permanent anti-f~ container.

Whenever the system is completely refilled, add a can of Rotunda Radiator Rust Inhibitor.

A standard ethylene glycol hydrometer can be used to check the protection level of the long-life coolant.

Operate the engine until normal operating temperature is reached, and add more coolant, if necessary, to fill the radiator to the proper level, one inch below bottom of the radiator filler neck.

After the initial fill the coolant level may drop approximately one quart after the engine has been operated about 20 minutes at 2(XX) rpm. This is due to the displacement of entrapped air. Refill to the proper level.

REPLACE FUEL FILTER OR ELEMENT

FUEL FILTERS-ALL EXCEPT

427 V.8 AND UNCOLN

The in-line fuel filter used on all engines except the 427 V -8 is of onepiece construction and cannot be cleaned. Replace the Wter if it becomes dogged or restricted.

1. Remove the air cleaner.

2. Loosen the retaining clamp securing the fuel inlet hose to the fuel filter (Fig. 41).

FILTER itooSlNG

1. Disconnect the fuel line from

the filter. Unscrew the filter from the fuel pump.

2. Screw the new filter ioto the fuel

pump. Do not overtjghten it. Con-

nect the fuel line to the fuel filter. Use a Wfendl on the fiJter COIIDectiOII to prevent distorting or damaging the ftlter case.

3. Operate the engine and check the fuel line and filter connections for leaks.

B 2940..

Fig. 42-ln-Line Fuel Filter-427 V-8

Page 25

2-20

PART 2

Maintenance Operations

~ TRANSMISSION

ADJUST AUTOMATIC TRANSMISSION BAND(S)

Automatic transmissions used in current production vehicles are varia. tions of three basic transmissions: Cruise-O-Matic, or Merc-O-Matic

(referred to as MX-FX in the follow-

ing paragraphs) C6, or C4. As a

guide to band adjustment. Table 1

lists the combination of bands used

in each transmission. For a complete diagnosis chart of automatic transmission troubles for any vehicle, refer to Group 7 of the Shop Manual for that vehicle.

T ABl.E I. Band Arrangement of Automatic Transmissions.

Fig. 45-Front and Rear Band Adjusting Tools-FX-MX

Fig. 44-Typical Front Band Adjustment-MX-FX

MX-FX

justing screw stationary and tighten the locknut to specifications.

5. Install the transmission fluid

screen. Install the pan, using a new gasket.

6. Connect the transmission fluid

filler tube to the oil pan.

7. Refill the transmission to the

FULL mark on the dipstick.

8. Stan the engine and engage the transmission in each drive range to fill all fluid passages. then place the selector in the "p" position. Check the fluid level and add enough fluid to bring the level up to the FULL mark on the dipstick.

5. Install the socket handle on the

~6-inch socket.

6. Insert the T -handle extension through the socket handle and socket. and install the screwdriver socket on the T -handle extension.

7. Place the tool on the adjusting screw so that the screwdriver socket engages the screw and the o/io-inch socket engages the lo::k nut.

8. With a torque wrench on the T -handle extension, torque the adjusting screw to 10 in-ibs. Remove the gauge block. Tighten the adjusting screw an additional ¥4 turn.

9. Hold the adjusting screw stationary, and torque the lock nut to

specification.

10. Place a new gasket on the oil pan, and install the screen and pan on the transmission.

11. Connect the filler tube to the oil pan and tighten the fitting se-

curely.

11. Add 3 quarts of transmission fluid. Run the engine for 2 minutes. Place selector lever in P position. Check the fluid level and add enough fluid to bring the level up to the FULL mark on the dipstick.

Rear Band Adlustment

1. Fold back the floor mat to expose the right side of the floor pan.

2. Remove the access hole cover

from the floor pan. Remove all dirt

from the adjusting screw threads,

then oil the threads.

3. Loosen the rear band adjusting screw lock nut with the tool shown in Fig. 46. Using the T -handle portion of the tool, tighten the adjusting screw until the wrench overruns.

If the screw is found to be dghter

than wrench capacity (10 ft-ibs

Alternate Front Band Adjustment

I. Disconnect the fluid filler tube from the oil pan, and drain the fluid from the transmission. If the same fluid is to be used again in the transmission after the band adjustment, filter the fluid through a tOO-mesh screen as it drains from the transmission. Re-use the fluid only if it is in good condition.

2. Remove and thoroughly clean the oil pan and screen. Discard the oil pan gasket.

3. Loosen the front servo adjusting screw locknut two full turns with a o/ts-inch wrench. Check. the ad. justing screw for free rotation in the actuating lever after the lock nut is loosened, and free the screw if necessary .

4. Pull the adjusting screw end of the actuating lever away from the

servo body. and insert the 1/4 ff adjust-

ing tool gauge block (Fig. 45) between the servo piston stem and the adjusting screw.

MX-FX

TRANSMISSION

Front land Adlustment

I. Disconnect the fluid filler tube

from the oil pan, and drain the fluid

from the transmission. If the same

fluid is to be used again in the trans-

mission after the band adjustment, filter the fluid throu~h a tOO-mesh

screen as it drains from the transmission. Make sure that the container is clean. Re-use the fluid only if It is in

good condition,

2. Remove and thoroughly clean the oil pan, then remove the fluid screen and clip from the transmis-

sion. Clean the inside of the oil pan.

Do not attempt to clean the filter. If dirty instaJl a new one. Discard the oil pan gasket. Remove all gasket material from oil pan and pan mounting face of case.

3. Loosen the front servo adjusting screw locknut two full turns.

4. Pull back on the actuating lever, then insert the Gauge Block, Tool 7225-C13-B, of front band adjusting Tool 7225-C, (Fig. 44) between the servo piston stem and adjusting screw.

Tighten the adjusting screw until the wrench overruns (this should be exactly 10 in-lbs). Remove the gauge block. Tighten the adjusting screw an additional ¥4 turn. Hold the ad-

Page 26

2-21

PART 2

Maintenance Operations

OW""

- --1001-7195-( 01329-A

fig. 46-Adjusting Rear BandFX-MX

torque), loosen the screw and tighten

until the wrench overruns.

4. Back off the adjusting screw

11/2 turns. Hold the adjusting screw stationary. and tighten the adjusting screw lock nut to specifications.

Severe damage may result If the adjustinK screw is not backed off exactly 11/2 turns.

01575-.

Fig. 47 -Console Component Parts-MX-FX

Alternate Rear Band Adlu5tment The tool shown in Fig. 45 may be

used to adjust the rear band.

I. Place the socket holder on the ¥4 -inch socket (Fig. 45). Insert the

T -handle extension through the handle and socket.

1. Place the "fiG-inch 8-point socket on the extension. Place a torque wrench on the T -handle extension.

3. Insert the assembled tool in the access hole so that it engages the adjusting screw and the lock nut.

4. Loosen the adjusting screw lock nut.

S. Torque the adjusting screw to

10 ft-lbs.

6. Remove the torque wrench

from the T-handle extension and

back off the adjusting screw exactly

1 1/2 turns. Severe damage may re-

sult to the transmission if the adjust-

ing screw is not backed off exactly II/}. turns.

7. Hold the, : screw sta-

3. Remove and discard the adjustment screw lock nut. Install a new lock nut on the adjustment screw, and leave it loose.

4. Tighten the band adjustment screw as shown in Fig. 48 until the wrench overruns (this should be ex-

actly 10 ft-Ibs), then back it oil 1

tom.

5. Hold the adjusting screw sta-

tionary and torque the lock nut to specifications.

6. Lower the car.

C-4 TRANSMISSION Front (Intermediate) Band Adjustment

1. Clean all the dirt from the band

adjusting screw area. Remove and

attach the console finish panel casting to the console panel, and remove the casting (Fig. 47).

4. Remove the four bolts that se-

cure the gear shift indicator to the support assembly.

5. Remove the twelve screws that attach the console panel mouldings to the console panel and remove the

mouldings (Fig. 47).

6. Remove the eight screws that attach the console panel to the console support assembly.

7. Position the console panel out of the way and adjust the transmission rear band. Refer to Rear Band Adjustment, or Alternate Rear Band Adjustment, above.

8. Install the console panel and secure to the support assembly with eight screws.

d the

ldjustinr

OAn thA 1

Rear Band Adlustment With Cansale

Part of the console assemb

WIll

the

C6 TRANSMISSION INTERMEDIATE BAND ADJUSTMENT

1. Raise the car on a hoist

have to be removed to adjust rear band.

1. Loosen the two forward scn

that attach the glove compartmenl

the console panel.

2. Remove the gear shift Ie

knob.

stands

2. (

Fig. 48-lntermediate Bond Adjustment-C6 Transmissior

:lean the threads of the inter te band adjustment screw.

Rem

Page 27

2-22

PART 2 Maintenance Operations

TooI-T59P.77370.8 or 7345.

Econoline and Bronco

Clean dirt and grease from the breather air vent opening and see that the opening is clear.

justing screw reaches 10 ft-lbs.

3. Back off the adjusting screw ex-

actly 3 full turns.

4. Hold the adjusting screw from

turning and torque the lock nut to

specification.

LUBRICATE MANUAL

TRANSMISSION SHIFT

CONTROL AND LINKAGE

Clean and lubricate the shift linkage, trunnions and external shift mechanism (floor shift) as necessary. Use Lithium base grease. Do not use Polyethylene Grease for this applica-

tion.

D1460-A

Fig. 49-Front (Intermediate) Band Adjustment-C4 Transmission

LUBRICATE AUTOMATIC

TRANSMISSION KICKDOWN

LINKAGE

Lubricate all pivot points in the kickdown linkage with the specified engine oil.

discard the adjustment screw lock nut. Install a new lock nut on the adjustment screw, and leave it loose.

2. With the tool shown in Fig. 49,

tighten the adjusting screw until the

tool handle clicks. The tool is a pre-

set torque wrench which clicks and overruns when the torque on the adjusting screw reaches 10 ft-lbs.

3. Back oft the adjusting screw ex-

acOy 13/4 turns.

4. Hold the adjusting screw from

turning and torque the lock nut to specification.

Rear (Low-Reverse) Band Adjustment

1. Clean all the dirt from the band adjusting screw area. Remove and discard the adjustment screw lock nut. Install a new lock nut on the adjustment screw and leave it loose.

2. With the tools shown in Fig. 50,

tighten the adjusting screw until the tool handle clicks. The tool is a preset torque wrench which clicks and overruns when the torque on the ad-

CHECK AUTOMATIC TRANSMISSION FLUID LEVEL

1. Make sure that the car is stand-

ing level. Then firmly apply the park-

ing brake.

2. Run the engine at normal idle speed. If the transmission fluid is cold, run the engine at fast idle speed

(about 1200 rpm) until the fluid reaches its normal operating temperature. When the fluid is warm, slow the engine down to normal idle

speed.

3. On a car equipped with a vacuum brake release, disconnect the release line and plug the end of the line; otherwise the parking brake will not hold the transmission in any drive

position.

4. Shift the selector lever through

all positions, and place the lever at

P. Do not turn off the engine during

the fluid level checks.

5. Clean all dirt from the transmission fluid dipstick cap before removing the dipstick from the filler

tube.

6. Pull the dipstick out of the tube, wipe it clean, and push it all the way back into the tube. Be sure it is prop-

erly seated.

7. Pull the dipstick out of the tube

again, and check the fluid level. If necessary, add enough fluid to the transmission through the filler tube to raise the fluid level to the F (full)

mark on the dipstick. Do not over-

fill the transmission. Install the dip-

stick, making sure it is fully seated in

the tube.

8. Connect the vacuum brake re-

lease line if so equipped, and test it for proper operation.

CHECK AND ADJUST TRANSMISSION SHin

CONTROLS-ECONOLINE AND BRONCO

If the transmission shifts hard, or if it will not engage, the gear shift levers may need adjustment at the cross-over. Move the selector lever

through all shift positions to see if cross-over operation is smooth. If cross-over operation is not smooth,

adjust the gear shift levers.

1. Loosen the trunnion nuts at the

transmission shift levers. Loosen the

nuts sufficiently to allow the shift rods to slide freely in their trunnion.

2. Insert a 1/4 -inch rod through

the pilot hole in the shift tube floor-

mounted bracket until it enters all

the adjustment holes of the shift

levers.

3. Place the transmission shift lev-

ers in the neutral position, and tight-

en the trunnion nuts.

4. Remove the 1/4 -inch rod from the pilot hole, and check the operation of the selector lever in all shift

positions.

CHECK TRANSFER CASE

FLUID LEVEL-BRONCO

4-WHEEL DRIVE

1. Clean dirt and grease from the area around the filler plug, and remove the filler plug from the side of

the case.

1. If lubricant does not flow from the filler hole, fill the case with the specified lubricant until it is level with the bottom of the filler hole.

3. Install the filler plug.

CHECK MANUAL

TRANSMISSION LUBRICANT

LEVEL AND 'CLEAN BREATHER

All Vehicles with

Manual Shift Transmissions

1. Clean dirt and grease from the area around the filler plug, and remove the filler plug from the side of

the case.

2. If lubricant does not flow from the filler hole, fill the case with the specified lubricant until it is level with the bottom of the filler hole.

3. Install the filler plug.

Page 28

2-23

PART 2 - Maintenance Operations

with the fill plug hole. Install the fill plug.

1. Inspect the cable for kinks or

frayed strands. Replace it if damaged.

3. Lubricate the cable with Ro-

tunda Speedometer Cable Lubricant, B5A-19581-A (do not over lubricate), insert it all the way into the housing, and twist it slightly to make sure that the squared drive is engaged in the

speedometer driven gear.

DRAIN AND REFILL

TRANSFER CASE

-BRONCO 4.WHEEL DRIVE Clean dirt and grease from the

area around the fill plug, remove the

transfer case drain and fill plugs and

allow the lubricant to drain com-

pletely. Install the drain plug and re-

fill the transmission with the specified lubricant until the lubricant is level

LUBRICA n

SPEEDOMETER CABLE

1. To lubricate the speedometer drive cable, disconnect the cable housing from the speedometer, and pull the cable out of the housing. Wipe off aU of the old lubricant.

CHASSIS

area around the filler plug, and re-

move the filler plug at the locations shown on the Lubrication Charts in

this manual. The level should be

maintained at the bottom of the filler

plug. If additional lubricant is re-

quired, use only the specified type. Refer to Group 21, Lubricant Specifications.

When checking lubricant level, the axle must be in running position (normal curb attitude). If checked on a frame contact hoist, use safety stands to hold the axle in normal curb attitude.

CHECK POWER STEERING

RESERVOIR FLUID LEVEL

Run the engine until the fluid is at normal operating temperature. Then turn the steering wheel all the way to

the left and right several times, and shut off the engine.

1. Check the fluid level in the power steering reservoir. The level must be at the full mark on the dipstick.

2. If the level is low, add enough

automatic transmission fluid CIAZ-

19582-A to raise the level to the F mark on the dipstick. Do not overfill the reservoir.

CHECK FRONT

AXLE LUBRICANT LEVELBRONCO 4-WHEEL DRIVE

Follow the same procedure de-

scribed for Rear Axle, above.

CHECK BRAKE MASTER

CYLINDER FLUID LEVEL

1. Remove the filler cap from the master cylinder (Fig. 51). The diaphragm which seals the master cylinder should come off with the cap.

1. Fill the reservoir to 1/4 to 1r7.inch from the top.

3. Install the filler cap, making sure that the diaphragm is properly seated in the cap.

CHECK REAR AXLE

LUBRICANT LEVEL

C1can dirt and grease from the

fill plug, and draw out all the old lubricant through the fill plug hole

with a suction pump.

1. Fill the axle with specified lubricant until the lubricant is level with the bottom of the fill plug hole. The axle must be In running position

(nomaal curb attitude). If on a

frame contact hoist, use safety stands to hold the axle in normal curb attitude.

3. Install the fill plug.

LUBRICATE KING PIN

BEARINGS-BRONCO

2-WHEEL DRIVE

When the vehicle is operated in water, the front king pin bearings should be lubricated daily, preferably

at the end of each day's operation.

Two fittings are located at each king pin; one at the top, for lubricating the king pin and upper pivot point. and the other at the bottom, for lubricating the king pin and spindle assembly lower pivot point. The king pin is held with a tapered pin at the axle to prevent it from turning and does not require lubrication. Before and after lubricating wipe off aU fittings with a dean rag to prevent road grit from beinc forced in through the fitting. Use enough lubricant to force out the old lubricant at

the axle face. Wipe away any old lubricant around the axle to prevent road grit from entering at the axle bearing face.

LUBRICATE FRONT

SUSPENSION BALL JOINTS

If the vehicle has been parked in a

temperature below 20°F, park it in a heated garage for 30 minutes, or until the joints wUI accept lubricant.

Wipe any accumulated dirt from

around the lubrication plugs.

Remove the plugs and instaillubrication fittings. Lubricate the ball joints and remove the lubrication fittings. Install the plugs.

DRAIN AND REFILL FRONT AND REAR AXLE LUBRICANT

-BRONCO

The front and rear axles should be drained and refilled only when the car has been operated in water, and then it should be done daily.

FRONT AXLE

1. Clean dirt and grease from the area around the fill plug, remove the fill plug and the cover lower bolt. and let the lubricant drain out at the bottom of the cover.

1. After all the old lubricant has drained out. install the cover lower bolt

3. Fill the axle with specified lubricant until the lubricant is level with the bottom of the fill plug hole. The axle must be in running position (normal curb attitude). If on a frame contact hoist, use safety stands to hold the axle in normal curb attitude. Install the fill plug.

REAR AXLE

1. Clean dirt and grease from the area around the fill plug. remove the

Fig. 51-Master Cylinder-Typical

Page 29

2-24

PART 2 - Maintenance Operations

spindle pin; one at the top, for lubricating the spindle pin and upper pivot point, and the other at the bot-

tom, for lubricating the spindle pin and spindle assembly lower pivot point. The spindle pin is held with a tapered pin at the axle to prevent it

from turning and does not require

lubrication. Before and after lubri-

cating wipe off aD fittings with a clean rag to prevent road grit from being

fon:ed in through the fitting. Use enough lubricant to force out the old

lubricant at the axle face. Wipe away any old lubricant around the axle to prevent road grit from entering at the axle bearing face.

LUBRICATE POWER STEERING ACTUATOR VALVE BALL STUD

Wipe the lubrication fitting clean

and apply the specified lubricant.

On some models it will be necessary to remove the lubrication plug and install a fitting in its place. Remove the fitting and replace the plug after lubrication.

CAUTION: Care should be exercised to stop the addition of lubricant when the boot seal begins to inflate or bulge.

CHANGE POWER STEERING

FLUID FILTER-LINCOLN

Remove the power steering pump reservoir cover, spring, and washer. Remove all fluid from the reservoir with a suction gun. Lift the filter from the reservoir. Wipe the reservoir clean with a lint-free cloth. Place a new filter on the seat. Position the washer and spring on the cover stud. Install a new gasket in the cover. Install the cover on the reservoir and add fluid.

LUBRICATE STEERING

COMET,COUGAR, FAIRLANE, FALCON AND MUSTANG

These cars are equipped with per-

manent-type rubber linkage joints which do not require lubricatiQn.

CHECK WHEEL NUT TORQUE

The wheel nut torque should be checked within 500 miles of new car delivery or whenever a wheel and tire have been removed, to determine that all hub bolts and nuts are secure and capable of maintaining torque specifications. Tighten each nut until a torque value between 55-85 ft-lbs is obtained. Replace any nut that is worn or does not meet the above

torque specifications.

CHECK CLUTCH LINKAGE AND ADJUST CLUTCH PEDAL TRAVEL

Adjust the clutch pedal free travel

whenever the clutch does not disen-

gage properly, or when new clutch parts are installed. ImprDpeI" adj'-meat of die clutch pedal free travel Is one of the most frequent causes of

clutch failure and can be a contributing factor in some transmaon failures.

COMET, COUGAR, F AIRLANE, FALCON

AND MUSTANG

Manual Shift Transmission

1. Measure the total travel of the

PIVOT PEDAL MOUNTING

ASSEMBLY BOLT

LUBRICATE CLUTCH PIYOTS, LINKAGE AND CLEYISES

-ECONOLINE AND BRONCO Lubricate the clutch pivot points

on Econoline models (Fig. 52) with

a pressure gun, using the specified

lubricant. Lubricate clevises with

lOW motor oil, applied sparingly.

Wipe off any excess oil.

Apply lubricant to the clutch

pedal pivot (Fig. 53) with a pressure gun.

FORD, MERCURY,

THUN D ERR IRD

AND LINCOLN

If the car has been parked in a temperature below 20°F, park It in a heated garage for 30 minutes, or until die joints will accept lubricant.

1. Wipe any accumulated dirt from

around the lubrication plugs.

2. Remove plugs and install fit-

tings.

3. Apply the recommended lubricant to each steering linkage fitting with a pressure gun.

4. Remove the fittings and replace the plugs.

ECONOLINE AND BRONCO

If die vehicle has been parked in a temperature below 20°F, park it in a heated garage for 20 minutes, or until the joints will accept lubricant.

I_ubricate all fittings on the steering linkage with Rotunda Long Life Ball Joint and Chassis Lubricant CIAZ-19590-B, R-156-A.

Steering linkage fittings are located

at the foUowing points:

1. At the drag line where it joins

the steering knuckle arm.

1. At the drag line where it joins

the pitman arm.

3. One at each end of the tie rod.

LUBRICATE UNIVERSAL JOINTS AND SLIP YOKEECONOLINE AND BRONCO

If the vehicle has been parked in a

temperature below 20°F, park it in a

heated garage for 30 minutes, or until the joints will accept lubricant.

LUBRICATE FRONT AXLE

SPINDLE PINS-ECONOLINE

AND BRONCO

If the vehicle has been parked in a temperature below 20°F, park it in a heated garage for 30 minutes, or until the joints will accept lubricant.

Two fittings are located at each

C1211-A

fig. 53-Clutch Pedal PivatEconaline

Page 30

PART 2 - Maintenance Operations

2-25

LOW-AND-REVERSE CONNECT~G ROD

SHIfT LEVERS flEXIBLE JO~T PEDAL. TO-EQUALIZER ROD

- -

C1466-A

Fig. 54-Typical Clutch Pedal Free-

Travel Measurement

- -

HIGH.AND.INTERMEDIA TE - -

CONNECTING ROD PIVOT EQUALIZER BAR CI3~9.B

fig. 55-Typical Clutch Pedal Travel Adjustment-Comet, Cougar, Fairlane, Falcon and Mustang

en the two pawl attaching screws.

5. Adjust the length of the interlock rod so that it can be connected to the interlock lever while being

held in the forward position. Connect the rod to the lever.

6. Shift the transmission into low

and into neutral to check operation of the interlock.. Readjust the interlock pawl for snug fit if necessary.

7. Use COAZ-19584-A lubricant

as required for the interlock linkage.

the interlock mechanism (Fig. 56).

I. Place the gearshift lever in

neutral position.

%. Loosen the adjustment lock nut

on the interlock rod.

J. Disconnect the rod from the

interlock lever.

4. Loosen the interlock pawl attaching screws. Move the interlock lever forward as far as possible to seat the interlock pawl on the first and reverse-speed shift lever. Tight-

pedal (Fig. 54). If the total travel is less than 6% inches or more than 6'/8 inches, move the clutch pedal bumper and bracket up or down until the travel is within these limits.

Always check ad adjust total

travel before checking free travel.

2. With the clutch pedal against its bumper (pedal release), measure the overall length of the spring. The overall length should be as specified in Group 5 of the appropriate Shop Manual.

3. With the engine idling, depress

the pedal just enough to take up the free travel and note the reading on

the tape (Fig. 54). The difference

between this reading and the reading where the pedal is released is

the clutch pedal free travel. If the free travel is not within specification, adjust the clutch pedal to equalizer rod (Fig. 55). To increase the free travel loosen the rearward adjusting nut and tighten the forward nut. To reduce the free travel, loosen the forward nut and tighten the rearward nut. Both nuts must be tightened against the trunnion after making the adjustment.

4. As a final check, measure the pedal free travel with the transmission in neutral and the engine run-

ning at about 3000 rpm. If the free

travel at this speed is not 11'1. inch, re-

adjust the clutch pedal to equalizer rod to obtain the specified free

travel. Otherwise, the release fingers

may contact the release bearing continuously, resulting in premature bearing and clutch failure. Free travel must be exactly to specification.

Interlock (Overdrive Models Only)

Be sure that the clutch linkage is

correctly adjusted before adjusting

Fig. 56-Interlock Mechanism-Overdrive Transmission

Page 31

2-26

PART 2

Maintenance Operations

correctly adjusted before adjusting the interlock (Fig. 56).

1. Place the gearshift lever in the

neutral position.

2. Loosen the adjustment lock nut

on the interlock rod.

3. Disconnect the rod from the

interlock lever.

4. Loosen the interlock plate at. taching screws. Move the interlock lever forward as far as possible to seat the interlock plate on the first and reverse-speed shift lever pawl. Tighten the two attaching screws.

5. Adjust the length of the interlock rod so that it can be connected to the interlock lever while being held in the forward position. Connect the rod to the lever.

6. Shift the transmission into low and into neutral to check operation of the interlock. Readjust the interlock plate for snug fit if necessary.

7. Use COAZ-19584-A lubricant as required for the interlock linkage.

ECONOLINE

The clutch pedai-to-clutch release

lever Iiokaae is so constructed that

-~---

, 8l*PER . 7~3

::../

FORD AND MERCURY sleeve while holding the rod with a

wrench.

Ford (Monuol and 9. Install the clutch return Overdrive) spring.

Mercury (Manual Only) 10. Check the free travel at the

1. Disconnect the clutch return pedal for conformance to specmca-

spring from the release lever. tion. Re-adjust if necessary. As a

1. Loosen the release lever rod final check. measure the free travel locknut (Fig. 57) approximately three with the engine idling. This dimenor four turns. sion should not be less than Ih. inch.

3. If there is no free travel. short- 11. Without disturbing the assist en the -rod (by turning at square spring, lubricate each spring seat wrench area) until it is free of the with C3VY-19586-A grease.

clutch release lever. 12. As a final check. measure the

4. Move the clutch release lever pedal free travel with the traosmis-

rearward until the release bearing sian in neutral and the engine runlightly contacts the clutch pressure ning at about 3000 rpm. If the free plate release fingers. travel at this speed is not a minimum

5. Adjust the rod length until the of Ih. inch, readjust the clutch pedal rod just contacts its seat in the re- free travel. Otherwise, the release lease lever. fingers may contact the release bear-

6. Using a feeler gauge, adjust the ing continuously, resulting in prelocknut to obtain approximately mature bearing and clutch failure.

0.206 inch clearance between the nut Free travel must be exactly to and the rod sleeve end. specification.

7. Turn the rod at the square wrench area until the nut just con- Interlock (Ford Overdrive

tacts the rod sleeve end. Models Only)

8. Tighten the locknut against the Be sure that the clutch linkage Is

COTTER PIN BUSHINl.22108 CLUTCH PEDAL BRAKE CYLINDER L""'"

J~99 . 52 '" 2 R QO. ASSY. . 7519 ASSY - 2140 ~

STUD-J77I02-S2 ~ COTTERPIN

~2 REQD. ""' .. --- S2 ,..

-~-.~ " "'-

SPACER - 2A89 ...' "'"7--: "'"""-

4 REQD. "

- ,

~ '

, ...

---

BWE PEDAl

PUSH ROO

CL~CH PEDAL

TO EQUALIZER ROD

..-

"". :.~~

i FLUID LEVEL IN BRAKE

. MASTER CYLINDER MUST

BE FRC* III TO 1/2

~.. II..:HES FR<* T~

ASSIST SPRING

OVERCENTERAO.AJSTMENT

RELEASE "-

LEVER ROO :

RELEASE

BEARING ASSY

STUD. 377103 . S 2

2 REQD.

S~ARI WRENCH

AREA

7~~

SLEEVE

78543

DlSC-~

---, -

~ELEASE --

. 1!.Z16 ItOi GAP 7541 REF

--I

CLUTOi RETURN CLUTCH PEDAL

SPRI«O-7S23 FREE TRAVEL

ADJUSTMENT -

OT BEARING

1600

PRESSURE PLATE

AND COVER

7343

INNER BRACKET-7A531

. FLAT WASHER-3SIS38.S

CLIP 7BS4S

SNAP AII~9747U

~ BUSHlHG-7S17 2 REQO.

,. (kITER BRACKE

7SO7

7A516 RZ ~

7A6A1 Y

78539

USE WITH 427

7528 A5SY. ENGINE C»IL Y

.8RACKET7542

SPR"G 7523

FELT WASHER ---

33743 2 REQD. /

BUSHI~7S4:

EQUALIZER BAR-7Sn t

7jo

VIEW FOR 427 ENGINE

C1s-.C

Fig. 57-Typical Clutch linkage-Ford and Mercury

BRAKE PEDAL .

ASSY.-USS CLUTo! PEDAL

.. ~OVERceNTER ASSY.-7S19

ASSIST SPRING

ASSY 78572

. ASSIST SPRING OYERCENTER ADJUSTMENT GAP

Page 32

2-27

PART 2 - Maintenance Operations

only the one free travel adjustment is required; therefore, if the free travel is within specification, the total travel will also be correct.

To check and adjust the pedal free travel measure and note the distance from the floor pan to the top of the pedal; then depress the pedal slowly until the clutch release fingers contact the clutch release bearing. Note the reading on the tape. The difference between the reading with the pedal in the depressed position and

the reading with the pedal in the fully released position is the pedal

free b"avel (Fig. 58). If the free

travel is not within specification, loosen the nut at the turnbuckle on

the clutch release rod (Fig. 59).

Adjust the turnbuckle until the free travel is within specification, and then tighten the nut at the turnbuckle.

BRONCO

Six Cylinder Engines

1. ~easure the total travel of the pedal (Fig. 54). If the total travel is less than 6% inches or more than 6'Vs inches, move the clutch pedal bumper and bracket up or down until the travel is within these limits. Always check 8Dd adjust total travel before checking free travel.

2. To check and adjust the pedal free travel, measure and note the distance from the floor pan to the top of the pedal; then depress the pedal slowly until the clutch release fingers contact the clutch release bearing. Note the reading. The difference between the reading with the pedal in the depressed position and the read-

ing with the pedal in the fully released

position is the pedal free travel (Fig.

54). The free travel should be 10/161:va inches. If not within these limits,

loosen the nut at the turnbuckle on

the clutch release rod. Adjust the turn buckle (Fig. 59) until the free travel is within the specified limits, and then tighten the nut at the turn-

buckle.

v-a Engines Using Fig. 60 as a guide. use the

same clutch linkage adjustment procedure given for the Ford and Mer-

cury. in this section.

PEDAL ~EE TRAVEl C1209-A

fig. 58-Clutch Pedal Travel Measurement-Econoline

CHECK STEERING SYSTEM FOR LOOSENESS

(INCLUDES PRE-LOAD)

-ECONOLINE AND BRONCO

Refer to Check Steering Gear Pre-

load (in this section), steps 4. 15 and

20. If looseness is beyond the speci-

fied limits, make a complete Steering Gear Preload Adjustment.

CHECK STEERING GEAR PRELOAD-MANUAL STEERING

ALL VEmCL~ (IF SO

EQUIPPED) EXCEPT BRONCO

The ball nut assembly and the sector gear must be adjusted properly to maintain minimum steering shaft end play (a factor of preload adjustment) and minimum backlash between sector gear and ball nut. There are only two possible adjustments within the recirculating balltype steering gear, and these should be made in the foDowing order to avoid damage or: gear failure.

1. On an Econoline, fold the floor

mat out of the way, pull up the rub-

ber seal, and remove the steering column floor pan cover (six retain-

ing screws).

On other vehicles the floor mat

need not be disturbed.

1.. Raise the front of the vehicle and install safety stands under the front axle. Do not use a bumper jack to raise the vebicle.

3. On a Comet, Cougar, Fairlane, Falcon or Mustang, disconnect the Pitman arm from the sector shaft. Use tool 3950-FCA or 3600-A-A if

required (Fig. 61).

On a Ford, Mercury or Econo-

line, disconnect the Pitman arm from the drag link.

4. Remove the horn button or ring, spring assembly, centering cone and other hardware necessary to expose the steering shaft nut.

S. Check the alignment of the shaft to the bearing. If the shaft is not centered in the bearing, make the check described in steps 6, 7

and 8. If the shaft is centered, proceed with step 9.

6. Attach a 30 to 50 Ib capacity

spring scale to the end of the shaft.

7. Center the shaft by pulling on

the spring scale. Note the reading.

8. If more than 20 Ibs pull is required to center the shaft, the steering column should be aligned. Refer to Group 3 of the appropriate Shop

Manual for the proper procedure. If less than 20 lbs pull will center the shaft, it need not be adjusted. Pro-

ceed to step 9.

9. Loosen the nut which locks the sector adjusting screw (Fig. 62), and turn the adjusting screw counterclockwise. (On the Econoline this

is done from inside the cab.)

10. Measure the worm bearing preload by attaching an in.-Ib. torque wrench to the steering wheel nut (Figs. 63 and 64). With the steering wheel off center, read the pull required to rotate the input shaft approximately 11/2 turns either side

of center. If the torque or preload is not within specification (refer to

Group 3 of the appropriate Shop

Manual), adjust as explained in the next step.

11. Loosen the steering shaft bear-

ing adjuster lock nut, and tighten or back off the bearing adjuster

(Figs. 63 and 64) to bring the preload within the specified limits.

11. Tighten the steering shaft

bearing adjuster lock nut, and recheck the preload.

13. Turn the steering wheel slowly to either stop. Turn gendy against the stop to avoid possible damage

Fig. 59-Clutch Adjustment-

Econoline and Bronco Six

Page 33

2-28

PART 2 - Maintenance Operations

Q.UTOt PEDAL WPPORT

CLUTOt PEDAL 7S19--1

,~i~

}~ c

EQUALIZER PIVOT

BRACKET 7507

CI~A

Fig. 60-Clutch Linkage-Bronco V-8 Engine

18. Check, and tighten where required, the instrument panel-tosteering column bracket bolts.

19. Check the steering shaft for correct alignment (steps 6, 7 and 8).

20. Install horn button, ring, springs and other hardware removed in step 4.

21. On an Econoline, install the steering column floor pan cover (six retaining screws), position the rub-

ADJUSTER LOCK NUT AllER PlUG

on center and the sector shaft retained to prevent rotation, apply a

IS-in. lb. torque on the steering gear

input shaft, in both right and left tUrD directions. The total angular travel of the input shaft cannot exceed 81h. degrees with 8-in. lb. net meshload.

16. While holding the sector adjusting screw, tighten the locknut to specification and recheck the backlash adjustment

17. Connect the Pitman arm and verify secureness of associated steer-

ing linkage.

to the baD return guides. Then rotate the wheel 21/4 turns (23/4 turns for Ford or Mercury cars) to center the bal1 nut.

14. Turn the sector adjusting screw clockwise until the specified pun is necessary to rotate the worm past its center (high spot).

15. Check the steering wheel mesh backlash. No perceptible backlash is

pennlgible at 300 on either side of center.

Check the steering wheel center

mesh backlash using the fol1owing procedure:

With the steering gear positioned

Tool-

Tor_W.-ch('"" Lb.) ~

Fig- 62-Checking Pre-Load-

Manual Steering-Typical

SECTOR SHAFT

ADJUSTING SCREW 61071-8

Fig. 63-Typical Steering Gear Adjustments-Comet and Fairlane

PitMAN ARM GI07~O

Fig. 6 J -Removing Pitman ArmTypical

Page 34

2-29

PART 2 - Maintenance Operations

SECTOR SHAfT

ADJUSTING sc.w

BEARING

ADJUSTER

flEX-

JOINT

AllER PlUG lOCK NUT 01039-D

Fig. 64-Steering Gear Adjustments

-Ford and Mercury

determine the torque required to r0tate the shaft slowly through an approximate 1/8 turn from the 45°

position.

6. Turn the steering gear back to center. then determine the torque required to rotate the shaft back and forth across the center position. Loosen the adjuster nut. and turn the adjuster screw in (Fig. 66) until the reading is 8-9 in-lb greater than the torque 45° from the stOp (max.

14 in-lb).

Tighten the lock nut while holding

the screw in place.

7. Recheck the readings and replace the Pitman arm and steering wheel hub cover.

8. Connect the fluid return line to the reservoir and fill the reservoir with the specified lubricant to the proper level.

her seal, and lay the Boor mat in proper position.

travel

2. To adjust the mesh, loosen the adjusting screw lock nut (Fig. 65), and adjust the worm and roller mesh by turning the adjusting screw inward (clockwise) to tighten the mesh, or by turning it outward (counterclockwise) to loosen the mesh.

3. After adjusting the mesh, hold the adjusting screw stationary with a screwdriver and tighten the lock nut.

4. Check the mesh backlash ad-

justment. (Refer to step IS, above.)

If the mesh is still not correct, re-

peat the adjustment procedure.

S. Install the horn button and spring. Connect the wire socket at the horn relay.

6. Install the Pitman arm on the

sector shaft and torque to specifica-

tions.

7. Check the steering gear lubri-

cant level and add lubricant as necessary.

BRONCO

Check the worm bearing preload before checking and adjusting the worm and roller mesh. Be sure to check the worm and roller mesh after checking and adjusting the worm bearing preload.

CHECK STEERING STOP ADJUSTMENT

The steering stops (Fig. 67)

should be adjusted so that neither the right nor left front wheel turns out more than 33° from the straigbtahead position.

Turning the stop-bolt clockwise increases the outward angle of that spindle. Turning the stop bolt coun-

ter-clockwise decreases the outward

angle. Tighten the lock nuts after

adjusting the stops.

Worm Bearing

Preload Adjustment

1. Disconnect the Pitman arm

from the sector shaft with Tool

3600-AA (Fig. 61).

2. Disconnect the wire socket at the horn relay. Remove the horn button and spring.

J. Turn the steering wheel to the

end of its travel in either direction.

4. Place an in.-lb torque wrench

on the steering wheel attaching nut

(Fig. 62) and measure the torque required to keep the wheel moving at a constant rate for approximately 21/2 turns. If the torque, or preload is not within specifications, remove or add gasket shims between the worm shaft bearing retainer cover and the steering gear housing (Fig.

65) to adjust the worm bearing preload to specification. Install the cover and torque the attaching bolts

to specification.

CHECK OYER-CENTER MESH LOAD-POWER STEERING

1. Disconnect the Pitman arm

from the sector shaft.

2. Disconnect the fluid return line at the reservoir. At the same time, cap the reservoir return line pipe.

3. Place the end of the return line in a clean container and cycle the steering wheel in both directions as required to discharge the fluid from the gear.

4. Remove the ornamental cover

from the steering wheel hub and turn the steering wheel to 45° from the left stop.

S. Using an inch-pound torque

wrench on the steering wheel nut,

w~ BEARING PRELOAD SHIMS

Worm and Roller Mesh Adjustment

1. Install an in.-lb torque wrench

on the steering wheel nut, and meas-

ure the torque required to turn the wheel through the straight - ahead

(high-point) position. The high point is the point of least clearance between the worm and roUer, and is at the mid-point of the worm and roUer

Fig. 65-Steering Gear Adjustments

-Bronco

Page 35

2-30 PART 2 - Maintenance Operations

Equipment Installation

Equipment used for front wheel alignment inspection must be accurate. Whenever possible, front wheel alignment checks should be performed on stationary wheel aligning equipment. In the absence of such

equipment, portable equipment may be used and the work may be per-

formed on a level floor. The floor area should be level within 1/4 inch from front to rear of the car and within 1/8 inch from side to side. It might be well, if portable equipment is used frequently, to mark off a known level area on the shop floor.

Fig. 67 -left and Right Spindles-Econoline

absorbers. If the shock absorbers are not in good condition, the car may not settle in a normal, level position, and front wheel alignment may be

affected.

LINCOLN, THUNDERBIRD,

FORD AND MERCURY

Alignment height spacers (Figs. 68 thru 73) are used to check caster,

camber and toe-in. If the car is operated under abnormal load conditions, the spacers should be omitted when

checking toe-in.

1. Check the runout of each front

wheel and tire using a dial indicator

Wheel Inspection

Wheel hub nuts should be inspected and tightened to specification at pre-delivery. Loose wheel hub nuts may cause shimmy and vibration. Elongated stud holes in the wheels may also result from loose hub nuts.

Keep the wheels and hubs clean. Stones wedged between the wheel and rotor or rear drum and Jumps of mud or grease can unbalance a wheel and tire.

Check for damage that would affect the runout of the wheels. Wobble or shimmy caused by a damaged wheel will eventually damage the wheel bearings. Inspect the wheel rims for dents that could per-

mit air to leak frOm the tires.

Notes:

1. Check all the factors of front wheel alignment except the turning angle before making any adjustments. The turning angle should be

checked only after caster, camber

and toe-in have been adjusted to specifications,

%. The front wheel alignment specifications given in Group 3 of the appropriate Shop Manual are correct only when the car is at "curb height", Before checking or adjusting the alignment factors, the

suspension alignment spacers (except Econoline and Bronco) must

be installed to obtain the curb height,

Fig. 69-Alignment Spacer Installation-Rear (Lincoln)

ALL VEHICLES-

PRELIMINARY

Do not check and adjust front ~'heel alignment without first making the foUowing inspection for front-

end maladjustment, damage, or wear.

1. Check for specified air pres-

sures in all four tires.

2. Raise the front of the vehicle

off thc floor.

CAUTION: Do not raise the

vehicle by means of the lower suspension arms. This win re~ the tension on the lower baD joints.

3. Check for looseness at the tierod ends. Looseness can affect the toe-in readings and adjustment.

4. Shake each front wheel grasping the upper and lower surfaces of the tire. Check the (ront suspension ball joints and mountings for looseness, wear and damage. Check the brake caliper attaching bolts. Torque all loose nuts and bolts to specifications. Replace all worn parts as outlined in Group 3 of the appropriate Shop Man ual.

5. Check the steering gear mountings and all steering linkage connections for looseness. Torque all mountings to specifications. If any o( the linkage is worn or bent, replace the parts as outlined in Group 3 of the appropriate Shop Manual.

6. Check the front wheel bearings. If any in-aDd-out (ree play is noticed, adjust the bearings to specification. Replace worn or danIaged bearings as outlined in Group 3 of the appropriate Shop Manual.

7. Spin each front wheel with a wheel spinner, and check and balance each wheel as required.

8. Check the action of the shock

Page 36

2-31

PART 2 - Maintenance Operations

CHALK MARK IN THIS POSITION

WHEN CHECKING TOE-IN AND TOf-OUT

ON _TURNS

Tool-T6S1"-~8 or.C

Fig. la-Alignment Spacer

Installation-Front (Thunderbird)

CHAlK MARK IN THIS POSITION

~ CHECKNG CASTB AND CAM8B

LOCATION OF POINT OF GREATEST

LATERAL RUN-OUT ON FRONT

WHEB.S WHEN O£CKING

ALIGNMENT FACTORS

Fig. 72-Alignment Spacer Installation-Front (Ford and Mercury)

against the rim outer band. If the

runout exceeds Ilk inch, correction may be made by rotating the wheel on the drum. When the minimum runout has been obtained, mark the point of greatest runout so the wheels

can be positioned as shown in Fig.

74 when checking the front end

alignment Hold a piece of chalk

against the wheel rim or the tire

sidewall while spinning the wheel. The chalk wi\l mark the rim or tire

at the point of greatest runout.

Z. Drive the car in a straight line far enough to establish the straightahead position of the front wheels, and then mark the steering wheel hub and the steering column co\lar (Fig. 75). Do not adjust the steerIng wheel spoke position at this dOle. If the front wheels are turned at any time during the inspection, align the marks to bring the wheels back to the straight-ahead position.

3. With the car in position for the front end alignment inspection and adjustment, install the suspension alignment spacers as follows to establish the curb height.

Lift the front of the car and position the suspension alignment spacers between the suspension lower arm and the frame spring pocket as

shown in Fig. 68, 70 or 73. Be sure the spacer pin is placed in die correct bole for the car being checked. The lower end of the alignment

spacers should be placed over the

head of the strut front attaching bolt. Remove the bumper from the right and left rear side rails. Position the rear alignment spacers between the rear axle and the frame side rail as shown in Figs. 69, 71 or

73. Lower the rear of the car so that the weight of the body will

hold the alignment spacers in place.

4. Install the wheel alignment equipment on the car. Whichever type of equipment is used, follow the installation and inspection in-

TooI-

n215-A

Fig- 74-Front Wheel Position for Checking Alignment

structions provided by the equipment manufacturer.

COMET, COUGAR, FAIRLANE, FALCON AND

MUSTANG

Check the wheel runout and the straight-ahead position of the wheels as outlined in Lincoln. Thunderbird, Ford and Mercury procedure, steps

I and 2, above.

l. With the car in position for the front end alignment inspection and adjustment, install the alignment spacers as follows to establish the curb height:

Insert the pin in the spacer hole marked for the model being checked (Mustang and Cougar rear does not use the pin).

Raise the front of the car and position the alignment spacers between the suspension upper arm and

ALIGNMENT MARKS F1267.8

Fig. 75-Typical Straight Ahead

Position Marks

, 1~-A

Fig. 7J -Alignment Spacer

Installation-Rear (Thunderbird)

Fig. 73-Alignment Spacer Installation-Rear (Ford and Mercury)

Page 37

Maintenance OperationsPART 2

2-32

T_I' ., T6SP JOOO.A or B

POSITIVE

CAMBER

'-J NEGATlVE~ I f..-POSITIVE

, CASTER ~ ~$~

. OF TIRE

"""

- FRONT OF

CAMBER CAR

ANGLE F1216-A

Fig. l8-Caster and Camber Angles

Fig. 76-Alignment Spacer

Installation-front (Comet, Cougar, fairlane, falcon and Mustang)

the spring tower as shown in Fig.

76. The lower end of the spacer should be placed over the head of the ball joint front outside attaching

rivet. Position the alignment spacers for the rear of the car between the rear axle and the side rail as shown in Fig. 77.

2. Install the wheel alignment

equipment on the car. Whichever

type of equipment is used, follow

the installation and inspection in-

structions provided by the equipment manufacturer.

ECONOLINE AND BRONCO

Check the wheel runout and the straight-ahead position of the wheels as outlined for Lincoln, Thunderbird,

Ford and Mercury, steps 1 and 2.

1. Install the wheel alignment

equipment on the vehicle. Which-

Tool. T 6S p. 3000 B or C

checked when the camber angle is not within the specified limits. Check the king pin inclination at both front

wheels.

Caster. Adjust the gauge on the

front wheels, and check the caster

angle.

The caster angle reading on the

gauge is true only when the vehicle

frame is horizontal from front to rear. If sagging springs on the front,

or large tires on the rear, cause the

frame not to be level, the caster angle

reading must be modified to take this

into consideration. Setting the front wheels on blocks of appropriate height, or letting air out of the rear tires to level the frame are other methods of compensation.

BRONCO CASTER AND CAMBER

The caster and camber angles are designed into the front axle and cannot be adjusted.

CHECK TOE-IN-LINCOLN

Alignment height spacers are used

on all cars to check and adjust toe-

in, except on those operated under abnormal conditions. Toe-in should only be checked and adjusted after the caster and camber have been adjusted to specifications.

Check the toe-in with the front

wheels in the straight-ahead position. Measure the distance between the extreme front and also between

the extreme rear of both front wheels. The difference between these two distances is the toe-in.

Correct toe-in, or inward pointing of both front wheels at the front, is specified in Group 3 of the ap-

propriate Shop Manual.

CHECK TOE-IN-ALL VEHICL~ EXCEPl' LINCOLN, ECONOLINE AND BRONCO

Before attempting to check toe-

in, remove all the alignment spacers.

Toe-in should only be checked and

adjusted after the caster and camber have been adjusted to specifications: Check the toe-in with the front wheels in the straight-ahead posi-

tion. Run the engine so that the power steering control valve will be in the center (neutral) position if so equipped. Measure the distance between the extreme front and also be-

tween the extreme rear of both

front wheels. The difference between

these two distances is the toe-in.

Specifications are in Group 3 of the

appropriate Shop Manual.

Fig- 77 -Alignment Spacer

Installation-Rear (Comet, Cougar, Fairlane, Falcon and Mustang)

ever type of equipment is used, follow the installation and inspection instructions provided by the equipment manufacturer.

CHECK CASTER-ALL VEmCLES EXCEPT

ECONOLINE AND BRONCO

Check the caster angle at each front wheel. Caster is the forward or rearward tilt at the top of the wheel spindle (Fig. 78). If the spindle tilts to the rear, caster is positive. If the spindle tilts to the front, caster is negative. The correct

caster angle, or tilt is specified in Group 3 of the appropriate Shop Manual.

The maximum difference between

both front wheel caster ang.les should not exceed 1/2°. However, a

difference of not more than 1/4 ° is preferred.

CHECK CAMBER-ALL VEmCLES EXCEPT ECONOLINE AND BRONCO

Check the camber angle at each

front wheel. The camber angle is the amount the front wheels are tilted at the top (Fig. 78). If a wheel tilts outward, camber is positive. If a wheel

tilts inward, camber is negative. The correct camber angle, or outward tilt,

is specified in Group 3 of the ap-

propriate Shop Manual. The maxi-

mum difference between both front

wheel camber angles should not ex-

ceed 1/2 °. However, a difference of

not more than 1/4 ° is preferred.

CHECK CASTER AND CAMBER-ECONOLINE

Camber. With the normal, un-

loaded vehicle weight on the front wheels, check the camber angle of each wheel with a suitable gauge. If

the camber angle is within the specified limits, omit the king pin inclina-

tion check.

King Pin Inclination. The king

pin inclination should always be

Page 38

2-33

PART 2

Maintenance Operations

CHECK TOE-IN-

ECONOLINE AND BRONCO

Push the vehicle backwards for about 6 feet, and then pull it forward about 3 feet. Place a suitable toe gauge between the front

wheels, and check the toe-in. Toe-in

is measured between the extreme front of both front wheels and be.

tween the extreme rear of both front wheels, and is the difference between the two distances.

enough to hold the shaft in position without preventing its being moved with the pry bar.

Caster

1. With the aid of a pry bar, move the shaft in or out, as required, 10 meet specifications. A movement of approximately %2 inch at either the front or rear bolt location will change the caster 1/1. °. Inboard movement of the front bolt, or outboard movement of the rear bolt, will change caster in the negative direction. Outboard movement of the front bolt, or inboard movement of the rear bolt, will change caster in the positive direction.

2. When the caster is correct, torque the shaft retaining bolt to specification and recheck the caster and camber to insure that the readings have not changed.

Too/- T6SP-3000-A

Fig. 79-Adjusting Caster and Camber-Ford and Mercury

caster angle. Then, tighten the bolt to retain the adjustment.

Camber

1. With the aid of a pry bar. move the shaft in or out. as required, to meet specifications. A movement of approximately :j(14 inch of the entire shaft will change the camber V4 °. Inboard movement will change the camber in the negative direction (Fig. 78). Outboard movement will change the camber in the positive direction.

1. When the camber is correct. torque the shaft retaining bolts to specification and recheck the camber and caster to insure that the readings have not changed. Remove all alignment equipment and alignment spacers and install the right and left side rail bumpers.

To adjust the camber, loosen both upper arm inner shaft retaining bolts as required, and move both the front and rear ends of the shaft

inboard or outboard as necessary with TooI- T65P-3000-A to increase or decrease the camber angle. Tighten the bolts and again check the caster and re-adjust if necessary. Then, remove the alignment

spacers.

CHECK FRONT WHEEL TURNING ANGLEALL VEmCL~

When the inside wheel is turned

20°, the turning angle of the outside wheel should be as specified in Group 3 of the appropriate Shop

Manual. The turning angle cannot be adjusted directly because it is a result of the combination of caster, camber, and toe-in adjustments and should therefore, be measured only after these adjust-

ments have been made. If the turn-

ing angle does not measure to specifications, check the spindle or other suspension parts for a bent condition.

After front wheel alignment fac-

tors have been checked, make the

necessary adjustments. ADJUST FRONT WHEEL

ALIGNMENT AND LINKAGE

If the front wheels were found

misaligned in the preceding checks,

use the following procedures for correct realignment:

Do not attempt to adjust front wheel alignment by bendinx the sosp~nsion or "1eering parts (except Econoline).

ADJUST CAMBER AND CASTER-FORD. MERCURY AND THUNDERBIRD

Caster and camber can be ad-

justed by loosening the bolts that attach the upper suspension arm inner shaft to the frame side rail, and movine the arm assembly in or out in the elongated bolt holes. Since any movement of the arm affects both caster and camber, both factors should be balanced against one another when making the ad-

justment.

ADJUST CAMBER AND CASTER-COMET, COUGAR,

FAIRLANE, FALCON AND MUSTANG

Caster

Caster is controlled by the froot suspension strut (Fig. 80). To obtain positive caster, loosen the strut front nut and tighten the strut rear nut against the bushing. To obtain negative caster, loosen the strut rear nut and tighten the strut front out against the bushing.

Caster

To adjust caster, install the adjusting tool as shown in Fig. 79. Loosen both upper arm inner shaft retaining bolts, as required. and move either the front or rear of the shaft inboard or outboard as necessary to increase or decrease the

ADJUST CAMBER AND CASTER-LINCOLN

Preliminary Steps

1. With the car properly posi-

tioned and wheel alignment measur-

ing equipment properly installed,

raise the hood and scribe chalk

marks around the bolts and lock washers that secure the upper arm shaft to the frame member.

2.. Loosen the arm shaft retaining bolts, raise the front end of the car, and lower it again. This will break the arm shaft loose from the frame member.

J. With a pry bar, move the arm shaft back into alignment with the chalk marks made in Step I, and tighten the shaft retaining bolts. The bolts should be tightened just

Camber

Camber is controlled by the eccentric cam located at the lower arm attachment to the side rail

Page 39

PART 2 - Maintenance Operations

2-34

STRYA,CA$TfR~JUS~

spindle bolt (caster angle). This will prevent fore and aft bends from occurring in the axle beam. Use a combination of blocks or shims that holds the tool in the best

position.

Caster

The caster angle is controlled by

the angle of the front spring pads, and changes as the load on the front

axle increases or as the springs sag. The spring pads must be parallel to each other. Any change in the caster angle results from a twisted axle or

spring sag.

If the springs have sagged, the

caster angle can be adjusted by replacing the springs or by installing

tapered wedges between the springs and the spring pads. An equal number of wedges should be installed on both sides. Position the thick edge of

the wedges toward the rear of the truck to increase the caster, or to-

ward the front to decrease the caster.

When installing wedges, be sure that the front spring tie bolts extend through the wedges and into

the axle pilot hole.

CAMBER AND CASTER

-BRONCO The caster and camber angles

are designed into the front axle and

cannot be adjusted.

ADJUST TOE-IN-AII VEHICLES EXCEPT LINCOLN, ECONOLINE AND BRONCO

Check the steering wheel spoke position when the front wheels are in the straight-ahead position. If the spokes are not in their normal posi-

tion, they can be properly adjusted while toe-in is being adjusted.

Toe-in is adjusted by means of

the sleeve (Fig. 83) at the outer end of each spindle connecting rod. The toe-in specification is specified in Group 3 of the appropriate Shop

Manual.

1. Set the front wheels in the

straight-ahead position. To be sure the wheels are straight-ahead, push

the car backward about six feet; then, pull it forward about three

(Fig. 80). To adjust the camber,

loosen the eccentric bolt nut and

rotate the bolt and eccentric clockwise from the high position to in-

crease camber or counterclockwise

to decrease camber.

After the caster and camber have been adjusted to specification, torque the lower arm eceentric bolt

nut and the strut front nut to spe-

cification.

ADJUST CAMBER AND

CASTER-ECONOLINE Be sure that the vehicle is un-

loaded when making adjustments.

Fig. 8 J -Typical Tool Installation for Camber Increase (Econolinel

SLEEVE

Camber

Camber can be adjusted by bending or straightening the front axle beam. Figure 81 shows a typical tool

installation for increasing the camber angle. Figure 82 shows a tool instal1ation for decreasing the camber

angle.

In all cases, the bend should be made between the front spring pad and the spindle, Otherwise, the spring pads will be thrown out of parallel with each other.

When making camber adjustments with this type of tool, pul1 the bot-

tom of the jack forward as the pressure is applied, so that the tool hangs at about the same angle as the

---

'1002-A

BOLTS '1083-8

Fig. 83-Spindle Connecting Rod

Sleeve-Typical

Fig. 82-Typical Tool Installation

for Camber Decrease (Econoline)

Page 40

2-35

PART 2 - Maintenance Operations

feet. The last movement of the car must be forward to position the wheels properly.

Z. To adjust toe-in, loosen the two clamps' on each spindle connecting rod sleeve (Fig. 83). Lengthen or shorten both spindle connecting rods an equal amount to obtain the cor-

TURN DOWNWARD TO INCREASE ROD lENGTH TURN UPWARD

TO DECREASE

ROD L!NGTH

rect toe-in. Lengthening both rods increases toe-in. Shortening both rods decreases toe-in (Fig. 84).

3. If the steering wheel spokes are not in their normal position, make the necessary rod adjustments to obtain correct toe-in and steering wheel spoke alignment.

TURN TURN UPWARD TO

DOWNWARD INCREASE ROO L!NGTH

TO DECREASE

ROO LENGTH

aDVI RIGHT-HAND SL&VI

Fig. 84-Spindle Connecting Rod Adjustment (All Cars)

WltE" TOE-I" IS CORRECT

TURN BOTH CONNECTING ROD

SLEEVES UPWARD TO ADJUST

SPOKE POSITIC»I

F1037.1

4. Recheck toe-in and the steering wheel spoke position. If toe-in is correct and the steering wheel spokes are still not in their normal position, turn both connecting rod sleeves upward or downward the same number of turns to move the steering wheel spokes (Figs. 85 and

86).

s. When toe-in and the steering

wheel spoke position are both cor-

rect, torque the clamp bolts on both

connecting rod sleeves to specifica-

tion.

The final sleeve posidoD for each model group should be as Indicated in the following paragraphs:

Sleeve Position-Ford,

Mercury and Thunderbird

The sleeve position should not be changed when the clamp bolts are

tightened.

TtMN BOTH C<»8IECTII«; ROO

SLEEVES DO~WARO TO

lUST SPOKE POSITI~

WHEN TOE-IN IS

NOT CORRECT

_ENGTHEN LEFT ROD TC

INCREASE TOE-IN

SHORTEN RIGHT ROD

TO DECREASE TOE-IN

SHORTEN LEFT ROO

TO DECREASE TOE.IN

LENGHTEN RIGHT ROO

TO IIfCREASE TOE .IN

ADJUST BOTH Rom EGJALL Y TO MAINT AIN NORMAL SPQKE POSITION

F12SA-A

Fig. 85- Toe-in and Steering Wheel Spoke Adjustments- Two-Spoke

Steering Wheels

w.-N TOI-IN IS COHECI: TURN BOTH

TURN BOTH CONN£CT1NG COt-NCTING ROD ROD SLEEVES UPWARD SLeVES DOWNWARD TO ADJUST S~KE TO ADJUST S~E ~SITJON POSITION

Sleeve Position-Comet, Cougar, Fairlane, Falcon

and Mustang

The sleeve position should be as shown in Fig. 87 when the clamp bolts are tightened.

ADJUST TOE-IN-LINCOLN

Toe-in is adjusted by means of the sleeve at the outer end of each spindle connecting rod. The toe-in specification is specified in Group 3 of the appropriate Shop Manual.

1. Set the front wheels in the straight-ahead position. To be sure the wheels are straight-ahead, push the car backward about six feet; then, pull it forward about three

feet. The last movement of the car must be forward to position the

wheels properly.

2. Remove the cap from the steering wheel hub by pressing downward and turning the cap to the left.

Make sure the alignment mark on

the hub of the steering wheel is

lined up with the mark on the end of the steering shaft. The mark on the end of the shaft indicates the high-point of the steering gear. With the front wheels straight-ahead, the

alignment marks should be vertical

and the steering wheel spokes should

be in their nonnal position. If re-

positioning is required, the spokes

can be repositioned without chang-

ing the toe-in setting (Fig. 86).

3. To adjust toe-in, 10000n the two

clamps on each spindle connecting

rod sleeve. Lengthen or shorten both

spindle connecting rods an equal

amount to obtain the correct toe-in.

Lenithening both rods increases toe-

WHEN TOE-IN IS

NOT CORRECTI LENGTHEN LEFT ROD TO INCREASE TOE-IN

SHORTEN RIGHT ROD TO

DECREASE TOE-IN

SHORTENlEFTlODTO

DECREASE TOE-IN

LfNGTH~ RIGHT ROD

' """"/ TO INCREASE TOE-IN

ADJUST BOTH RODS EQUALly TO MAINTAIN NORMAL SPOKE POSmON

"038-8

Fig. 86-Toe-in and Steering Wheel Spoke Adiustments-Three-Spoke

Steering Wheels

Page 41

2.36

PART 2 - Maintenance Operations

toW..'A.RLANi

:::1

fig. 87 -Spindle Connecting Rod Sleeve Clamp Positions-Comet, Cougar fairlane, Falcon and Mustang

in. Shortening both rods decreases toe-in (Fig. 84).

4. Torque the adjusting sleeve clamp bolts to specification. To prevent intelference, ooth bolts should be in a vertical position on the rear side of the sleeve and the clamps should not project beyond the ends of the sleeve (Fig. 88).

5. Install the hub on the steering

wheel and remove any grease or fingermarks.

ened. The clamps should be positioned %6 inch from the end of the rod with the clamp bolt at right angles and adjacent to the slot in the rod (Fig. 67).

Steering Wheel Spoke Position Adjustment. When the steering gear is on the high point. the front wheels should be in the straight-ahead position and the steering wheel spokes should be in their normal position with the sector shaft arm (Pitman ann) pointing downward. If the spokes are not in their nomtal position, they can be adjusted without disturbing the toe-in adjustment by removing and repositioning the steering wheel, which is splined to the steering shaft.

CLEAN AND PACK FRONT WHEEL BEARINGS

DISC BRAKES

1. Raise the car until the wheel

and tire clear the floor.

Z. Remove the wheel cover or hub

cap from the wheel.

3. Remove the wheel and tire

from the hub and rotor.

4. Remove 2 bolts and washers retaining the caliper to the spindle. Remove the caliper from the rotor and wire it to the underbody to prevent damage to the brake hose.

S. Remove the grease cap from the hub. Remove the cotler pin, nut lock, adjusting nut. and Oat washer from the spindle. Remove the outer bearing cone and roller assembly.

6. Pull the hub and rotor assem-

bly off the wheel spindle.

7. Remove the grease retainer (Fig. 89) and the inner bearing cone and roller assembly from the hub.

8. Clean the lubricant off the

Fig. 89-Removing Grease Retainer

ADJUST TOE-IN-ECONOLINE

AND BRONCO Toe-in. Push the vehicle back-

wards for about 6 feet, and then pull it forward about 3 feet. Loosen the clamp bolts at each end of the spindle connecting rod tube (Fig.

67). Rotate the tube until the correct toe-in is obtained, and torque the clamp bolts to specifications.

(Refer to Group 3 of the appropriate Shop Manual.) Recheck the toein to make sure that no changes occurred when the bolts were tight-

LEEVE

SPINDLE

)NNECTING R'

inner and outer bearing cups with solvent and inspect the cups for scratches, pits, excessive wear, and other damages. If the cups are worn or damaged, remove them with the tools shown in Fig. 90.

9. Soak a new grease retainer in light engine oil at least 30 minutes before installation. Thoroughly clean the inner and outer bearing cones and rollers with solvent, and dry them thoroughly. Do not spin the bearings dry with compressed air.

Inspect the cones and rollers for wear or damage, and replace them if necessary. The cone and roller as-

semblies and the bearing cups should

be replaced as a set if damage to

either is encountered.

10. Thoroughly clean the spindle and the inside of the hub with solvent to remove all old lubricant.

Cover the spindle with a clean cloth, and brush all loose dust and dirt from the splash shield. To prevent getting dirt on the spindle, carefully remove the cloth from

the spindle.

F1117-A

~ARM

Fig. 88-Spindle Connecting Sleeve Clamp Position-Lincoln

Page 42

2-37

PART 2 - Maintenance Operations

fig. 90-Front Wheel Beoring Cup Removal

cups. AU old grease should be completely cleaned from the bearings

before repacking with new grease.

13. Pack the bearing cone and roller assemblies (Fig. 92) with wheel bearing grease. A bearing packer is desirable for this operation. If a packer is not available, work as much lubricant as possible between the rollers and cages. Lubricate the cone surfaces with grease.

11. If the inner and/or outer bearing cup(s) were removed, install the replacement cup (s) in the hub with the tools shown in Fig.

91. Be SUR to seat die cups properly in the hub.

12. Pack the inside of the hub with the specified wheel bearing

grease. Add lubricant to the hub

only until the grease is flush with the

inside diameter of both bearing

Fig. 93-Grease Retainer Installation

14. Place the inner bearing cone

and roller assembly in the inner cup. and install the new grease retainer with the tool shown in Fig. 93. Be sure the retainer Is property seated.

15. Install the hub and rotor assembly on the wheel spindle. Kee) the hub centered on the spindle to prevent damage to the pe8Se retainer or the spindle threads.

16. Install the outer bearing cone

and roller assembly and the flat

washer on the spindle. then install

the adjusting nut.

17. While rotating the wheel, hub, and drum assembly, torque the adjusting nut to 17-25 ft-lbs to seat the

bearings (Fig. 94).

18. Locate the nut lock on the

adjusting nuts so that the castellations on the lock are aligned with

the cotter pin hole in the spindle.

19. Back oft both the adjusting nut and the nut lock together until the next castellation on the nut lock aligns with the cotter pin hole in

the spindle.

ZOo Measure the bearing end play.

It should be between .0005 and .006S

inch. If beyond these limits, back oft the nut and nut lock, disengage the nut from the nut lock, and insert the nut one notch forward (if end play is more than .0065 in), or one notch back (if end play is less than .0005 in). Repeat steps 11, 18 and 19. If adjustment is still not correct, repeat steps 11 thru 20 until the end play

is within the specified limits.

Zl. Install a new cotter pin. Bend

the ends of the cotter pin around the

castellations of the nut lock to pre-

vent interference with the radio static collector in the grease cap. Install

the grease cap.

ZZ. Install the caliper to the spindle and tighten the retaining bolts to specifications. Check for the correct

flexible hose routing.

Page 43

2-38

PART 2

Maintenance Operations

TORQJE THE AD.kJST1fG

NUT TO 10 . 15" . Las

LOOSEN NuT 1/2 TURN

ItSTALL LOCK (It MlT SO

THA 1"CASTELLATIQ4$: ARE

ALIGNED WITH COtT~ P-. HOLE

INSTAl

~E. COTnR PIN

F 1260-8

INNER BfARt-iG

CONE AND

ROLLER

F1056-C

23. Install the wheel and tire on

the hub.

24. Install the wheel cover.

CLEAN AND PACK FRONT WHEEL BEARINGS-

and rollers with solvent, and dry them thoroughly. Do not spin the bearings dry with compressed air.

7. Inspect the cone and roller assemblies for wear or damage, and replace them if necessary. The cone and roller assemblies and the bearing cups should be replaced as a unit if damage to either Is encountered.

8. Thoroughly clean the spindle

and the inside of the hub with sol-

vent to remove all old lubricant.

Cover the spindle with a clean cloth, and brush all loose dust and dirt from the brake assembly. To

prevent getting dirt on the spindle, carefully remove the cloth from the

spindle.

9. If the inner and/or outer bearing cup(s) were removed, install the replacement cup(s) in the hub with

the tool shown in Fig. 97. Be SUJ'e to seat the cups properly in the hub.

10. Pack the inside of the hub

with specified wheel bearing grease. Add lubricant to the hub only until the grease is flush with the inside diameter of both bearing cups.

11. All old grease should be com-

pletely cleaned from the bearings before repacking them with new grease. Pack the bearing cone and roller assemblies with wheel bearing grease. A bearing packer is desirable for this operation. If a packer is not available, work as much lubricant as possible between the rollers and cages. Lubricate the cone surfaces with grease.

12. Place the inner bearing cone

and roller assembly in the inner cup, and install the new grease retainer as shown in Fig. 98. The opposite

end of the tool T60K-t217-A shown

4. Remove the grease retainer and the inner bearing cone and roller assembly from the hub with a drift.

S. Clean the lubricant off the inner and outer bearing cups with solvent and inspect the cups for scratches, pits, excessive wear, and other damage. If the cups are worn or damaged, remove them with a drift.

6. Soak a new grease retainer in light engine oil at least 30 minutes before installation. Thoroughly clean

the inner and outer bearing cones

DRUM BRAKES

1. Raise the car until the wheel

and tire clear the floor.

2. Remove the wheel cover or hub cap. Remove the grease cap from the hub (Fig. 95). 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 wheel, hub, and drum assembly off the wheel spindle.

If the wheel does not come off easily, insert a narrow screwdriver through the brake adjusting hole at the inner side of the brake backing plate, 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. 96). Be very careful not to burr, chip, or damage the notches in the adjustinK screw; otherwise the self adjustinK mechanism will not function properly.

Fig. 97 -Installing Front Wheel Bearing Cup

Fig. 96-Backing Off Brake Adjustment

Page 44

2-39

PART 2 - Maintenance Operations

100/- 16!E.JJ90-8

static collector in the grease cap Install the grease cap.

21. Install the wheel cover.

CHECK BRAKE LINES

AND LINING

DRUM BRAKES

1. Raise all four wheels

Fig. 98-lnstalling Front Wheel Grease Retainer

Hoisting Instructions

Damage to suspension and/or steering linkage components may occur if care is not exercised when p0sitioning the hoist adapters of 1-post hoists prior to lifting the car.

If a 2-post hoist is used to lift the car, place the adapters under the front suspension lower arms. Do not allow die adapters to contact the

steering linkage.

2. Remove one of the front brake

drums. (Refer to Clean and Pack

Front Wheel Bearings, Drum Brakes,

steps 2 and 3.)

3. Inspect the drum and the lin-

ings (the wheel bearings should be

inspected at this time and repacked if necessary). Do not let 00 or grease touch the drum or die linings. If the linings are worn to within l!i2 inch of the rivet heads, replace or reline both sets (primary and secondary) on the front or rear whce.ls. Under no circumstances replace one lining only, or one wheel set. Both front wheel se~ or both rear wheel se~ should be replaced whenever a respective lining or shoe is worn or damaged. If the drum braking surface is excessively scored, refinish it. The condition of the remaining front linings is usually about the same as that of the one in~ted. The rear brake linings may also need replacement at the same time.

FRONT WHEEL DISC BRAKES

1. Raise all four wheels. (If a 2-post hoist Is used, be sure to obsen-e hoisting Instructions, above.)

2. Remove one front hub assembly. (Refer to Clean and Pack Front Wheel Bearings, Disc Brakes, steps 2 through 6.)

3. Carefully inspect the rotor, caliper, and linings (the wheel bearings should be inspected at this time and repacked if necessary). Do not let 00 or grease touch the drum or the linings.

4. Make three thickness measurements with a micrometer across the middle section of the shoe and lining. Take one reading at each side

in Fig. 97 can also be used to install

the retainer. Be sure that the re-

tainer is properly seated.

13. Adjust the brake shoes as outlined in Group 2 of the appropriate Shop Manual.

14. Install the wheel, hub, and drum assembly on the wheel spin-

dle. Keep the hub centered on the spindle to prevent damage to the grease retainer or the spindle threads.

15. Install the outer bearing cone

and roller assembly and the flat washer on the spindle, then install the adjusting nut (Fig. 95).

16. While rotating the wheel, hub,

and drum assembly, torque the adjusting nut to 17-25 ft-1bs to seat the

bearings (Fig. 94).

17. Locate the nut lock on the adjusting nut so that the castellations on the lock are aligned with the cotter pin h01e in the spindle.

18. Back oft' both the adjusting nut and the nut lock together until

the next castellation on the nut lock aligns with the cotter pin hole in the

spindle.

19. Measure the bearing end play.

It should be between .0005 and .0065 inch. If beyond these limits, back off the nut and nut lock, disengage the nut from the nut lock, and insert the nut one notch forward (if end play is more than .0065 in), or one notch back (if end play is less than .0005 in). Repeat steps

16, 17 and 18. If adjustment is still not correct, repeat steps 16, 17, 18 and 19 until the end play is within the specified limits.

20. Install a new cotter pin. Bend the ends of the cotter pin around the castellations of the nut lock to prevent interference with the radio

and one in the center. If the assembly has worn to a thickness of 0.195 inch (shoe and lining together) or

0.030 inch (lining material only) at anyone of the three measuring locations, replace all four shoe and lining assemblies on both front wheels.

S. With the shoe and lining assemblies installed, insert a feeler gauge between the lining and rotor. If the clearance is not within 0.002-

0.010 inch, check for shoe and lining assemblies not being properly

seated on the caliper bridges, for a piston pushed back in the cylinder bore, for a seized piston, or for malfunction of a piston seal.

Ordinarily, the clearance should be

0.002-0.0 I 0 inch. However, if the vehicle was stopped by a brake ap-

plication just prior to check.ing the

clearance, the brakes may drag

slightly.

6. 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.

7. 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 indi-

cator reading. If the reading exceeds

0.002 inch total indicator runout, replace the rotor. Do not attempt

to refini'" a rotor that Indkates run-

out in ex~ of specification.

When the runout check is finished be sure to adjust the bearings as outlined in Clean and Pack Front

Wheel Bearings-Disc Brakes, step

17, above, in order to prevent bearing failure.

8. Check the rotor for scoring. Minor scores can be removed with a fine emery cloth. If the rotor braking surface is excessively scored, distorted, warped, worn. or shows runout over .00 13 inch, it should

be replaced.

9. Visually check the caliper. If it is cracked or if excess leakage is evident, it should be replaced. Slight leakage or seized pistons indicate re-

moval and disassembly.

10. If upon disassembly the caliper is found to be distorted or damaged, or if the cylinder bores are

scored or excessively worn. replace the asscmbly.

The two halves of the caliper assembly should never be separated. Damage or failure of one requires replacement of both as a unit.

11. Reassemble the brakes, ob-

serving all specified tolerances and

Page 45

2-40

PART 2

Maintenance Operations

REAR -.EE

CABLE

~ALIZER

ROO

ADJUSTMENT

~ *IT

,LOCK f«JT

E~4UZER

lEVER

\" ~RE~I"p'NG

FRONT CABLE

H 1511.. Fig. 99-Parking Brake linkage Adjustment-Mustang and Cougar

%. Depress the parking brake

pedal one notch from its normal

released position.

3. Raise the car.

4. Loosen the equalizer locknut and turn the adjusting nut forward againSt the equalizer until a moderate drag is felt when turning the rear wheels. 11gbten the locknut.

On a Comet, turn the adjusting nut forward against the equalizer until a pull of 22-27 Ibs is exerted on the cable. Tighten the locknut.

S. Release the parking brake, and make sure that the brake shoes return to the fully released position.

nut in front of the equalizer several

turns forward.

4. Depress the parking brake pedal 11/4 inch from its normal released position.

5. Turn the adjustins nut forward against the equalizer until a moderate drag is felt when turning the

rear wheels (approximately 100 Ibs. of force at the outside diameter of the tire is required to turn the rear wheels).

6. When the cables are properly

adjusted, tighten the lock nut against the equalizer.

7. Release the parking brake, and check to make sure that the brake shoes return to the fully released

position.

Check the brake cables. The cable adjustment should be just tight enough to remove the slack. Excessive tightening may pull the brake shoes off their anchors.

8. Depress the parking brake pedal 11n inches. Under normal conditions, this will satisfactorily hold the car.

9. Release the parking brake

again, and check as in step 7.

10. Depress the pedal !/z. inch.

The brakes should not drag.

11. If the rear brakes do not fully release, check the cables for kinks

or binds. Free the cables as required.

FORD, MERCURY, COMET, F AIRLANE AND FALCON

With the parking brakes in the fully released position, check the brake cables. The cable adjustment should be just tight enough to remove the slack. Excessive tightening may pull the brake shoes 011 their ancbon. If the cables are loose, adjust them as follows:

1. Fully release the parking brake

pedal.

EQUAUZER LEVER BRAKE HANDlE

RETURN SPu-.G CABlE loa NUT

COUGAR AND MUSTANG

With the parking brakes in the fully released position. check the brake cables. The cable adjustment should be just tight enough to remove the slack. Excessive dgbten. lag may pun the brake shoes off theb-

anchors.

If the cables are loose, adjust them

as follows:

EQUAUZER LEVER

EQUAUZER ROO EQUAuuR ADJUSTING NUT BRAKE SHOE CABlES

Fig. J OO-Parking Brake Linkage Adjustment-Econoline

clearances. Refer to Group 2 of the appropriate Shop Manual for speci-

fications.

U. Check all brake lines for leakage or physical damage and replace or repair as required.

13. Install the wheel and hub as-

sembly.

LUBRICA TE STEERING

ARM STOPS

Clean all friction points and lub-

ricate with CIAZ-19590B, Rotunda

Ball Joint and Chassis Lube.

LUBRICATE PARKING BRAKE LINKAGE, PIYOTS, AND CLEYISES-ECONOLINE AND BRONCO

Lubricate the parking brake clevises with the type specified in the Lubrication Chart. Apply lubricant at the pulley clevis and at the lever

clevis which is attached at the frame cross member.

LUBRICATE BRAKE LINKAGE PIYOTS-ECONOLIN E

Lubricate the brake pivot points

with a pressure gun, using the specified lubricant. Lubricate clevises with lOW motor oil, applied sparingly. Wipe off any excess oil.

Apply lubricant to the clutch

pedal pivot with a pressure gun.

LUBRICATE ACCELERATOR

LINKAGE-ECONOLINE AND

BRONCO

Lubricate the accelerator pedal

shaft on all engines. When equipped with automatic transmission,

lubricate all friction points in the

accelerator to carburctor linkage.

CHECK PARKING BRAKE

LINKAGE AND ADJUST IF REQUIRED

The procedure for checking the

parking brake linkagc is different for

each modcl group. It is important

to follow the exact procedure -

outlined in the followinK paragraphs for each model group.

LINCOLN

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 by pushing down on the manual release lever.

2. Raise the car.

3. Loosen the adjusting nut on

the equalizer rod, then turn the lock

H116O-8

Page 46

Page 47

2-42

PART 2 - Maintenance Operations

Check the parking brake cables when the brakes are fully released. If the cables are loose, adjust them as follows:

1. Fully release the parking brake by turning the handle counter clockwise and pushing it inward.

2. Pull the parking brake handle outward to the third notch from its normal released position.

3. Raise the car.

4. Turn the locking adjustment nut forward against the equalizer (Fig. 99) until a moderate drag is felt when turning the rear wheels in the direction of forward rotation.

S. Release the parking brake, and make sure that the brake shoes return to the fully released position and DO drag is felt when turning the rear wheels.

inspection and repair or replacement.

Check the tire valve for air leaks. and replace the valve if necessary. Replace any missing valve caps.

The tires should be checked fre-

quently to be sure that the air pres-

sures agree with those specified for the tires and vehicle model.

INSPECT AND CROSS-

SWITCH WHEELS AND TIRES

For longer tire life, all five tires

should be cross-switched as shown in Fig. 102.

Tighten the wheel nuts to speci-

fied torque.

r E:I_4E 3

t_~J 04 ~

f1019-A

Fig. JO2-Tire Cross-Switching

Diagram

CHECK BATTERY

ELECTROLYTE LEVEL

The battery is mounted under the

hood at the right front side of the engine compartment.

In the Econoline, the battery is located under and behind the driver's seat. The metal battery cover is retained in position with a handoperated latch. Move the seat as necessary to gain access to the battery.

Keep the fluid in each battery cell up to the level of the ring in the bottom of the filler well. Generally, tap water may be added unless it has a high mineral content or has been stored in a metal container. If the tap water is unsuitable for the reasons stated above, then distilled water should be used.

Hydrogen and oxygen gases are produced during normal battery operation. This gas mixture can explode if ftames or sparks are brought near the vent openings of the battery. The sulphuric acid in the battery electrolyte can cause a serious bum if spilled on the skin or spattered in the eyes. It should be ftushed away with large quantities of clear

water.

ECONOLINE

With the parking brakes in the fully released position, check the brake cables. The cable adjustment should be just tight enough to remove the slack. Excessive dghtening many pull the brake shoes off their anchors.

If the cables are loose, adjust them

as follows:

1. Fully release the parking brake by turning the handle counterclockwise and pushing it down.

2. Pull the parking brake handle up one notch from its normal released position.

3. Raise the vehicle.

4. Turn the lock nut in front of

the equalizer (Fig. 100) several turns forward.

s. Turn the adjusting nut forward against the equalizer until a moderate drag is felt when turning the rear wheels in the direction of forward rotation.

6. When the cables are properly

adjusted, tighten the lock nut.

7. Release the parking brake, and

make sure that the brake shoes re-

turn to the fully released position and no drag is felt when turning the rear wheels.

2. Raise the vehicle on a suitable

hoist or jack.

3. Refer to Fig. 101 and install a cable tension gauge to each cable in turn, in the area indicated in Fig.

101.

4. Loosen the locknut in front of the equalizer, and tighten the adjusting nut until a cable tension of 80-90 Ibs is registered on the gauge.

s. If a tension gauge is not available, tighten the adjusting nut until a medium drag is felt on each rear

brake. Release the control pedal and

make sure the brakes are free of the

drum, so that the shoes are not

pulled off their anchors.

6. Lock the adjustment with the

locknut, and lower the vehicle. INSPECT LEAF SPRINGS

AND TIGHTEN CLIPS

-ECONOLINE, BRONCO

Place vehicle on hoist and inspect

springs for sag or rust. Inspect spring leaves to determine that they are not broken and that all clamps are secure. Determine that front clips or V-bolts are capable of being torqued to 50 to 60 ft-ibs and rear to 30 to 40 ft-ibs. Road test the vehicle to determine that pulling or side-to-side

sway is not present.

CHECK EXHAUST SYSTEM

-ECONOLINE AND BRONCO Torque the exhaust manifold bolts

to specifications, beginning at the center of the manifold and working toward either end. Inspect the entire system for signs of leaking or burn-

ing through.

Inspect the inlet pipe(s), outlet pipe(s), resonator(s) and mumer(s) for cracked joints, broken welds and corrosion damage (holes) that would result in a leaking exhaust system. Inspect the clamps, brackets and insulators for cracks and stripped or badly corroded bolt theads.

Eliminate all points of interference between the pipes and chassis or body that would cause rattles or vibration.

INSPECT TIRES AND

CHECK AIR PRESSURES

Inspect the tire treads, and remove all stones, nails, glass, or other objects that may be wedged in the tread. Check for holes or cuts that may permit air leakage from the tire, and make the necessary repairs.

Inspect the tire side walls for cuts, bruises, and other damage. If internal damage is suspected, demount the tire from the wheel for further

BRONCO

With the parking brakes in the fully released position, check the brake cables. The cable adjustment should be just tight enough to re-

move the slack. Excessive tightening may pull the brake shoes oft' CIIeir anchors.

1. Apply the parking brake con-

trol pedal until the first notch of the

ratchet is engaged.

CHECK AIR CONDITIONING SYSTEM

A quick test of the refrigerant sup-

ply can be made by observing the

Page 48

2-43

PART 2 - Maintenance Operations

flow of refrigerant through the sight glass (Fig. 103 or 104).

To check. the refrigerant supply, place a large fan in front of the radiator to aid in cooling the engine. Set the servo control for maximum cooling and the blower on high. Operate the engine at 1300 rpm and observe the sight glass while the compressor is operating. There should be no bubbles in the sight glass after the start of the compressor. Bubbles wi1\ appear when the compressor starts but should clear after a few moments. Foam in the sight glass indicates an undercharge of refrigerant No foam in the sight glass will indicate either a full charge or a complete loss of refrigerant. Clean the sight glass. If the system is fully

K 1603-4

TFMPFRATIIRF SENS~ 8lA.8

Fig. J 03-Air Conditioning Sight Glass-All Vehicles Except Lincoln

K16~

Fig. 104-Expansion Valve and Uquid Sight Glass-Uncoln

charged, the sight glass will be perfectly clear. If the system is completely empty of refrigerant, the sight glass will look oily and will not

be as clear as when refrigerant is flowing through iL

BODY

LUBRICATE TAILGATE LOCK CYLINDER

Use Rotunda Lock Lubricant

(B4A-19587-A) sparingly through the key slot. Insert the key and

operate the lock several times to be sure that the lubricant has effectively worked in.

LURICA TE LUGGAGE COMPARTMENT HINGE PIVOTS

Spray Rotunda Polyethylene

Grease on the hinge pivot points as

required. Open and close the luggage compartment several times to be sure that the hinge pivots do not bind.

1M 10 U-.lCATE , 1 J

8~LATOtANDHIGEPIYOTS ,I

8HOOO AUXILIARY CATCH

OOOR PUSH BUTTa.S AND STRIKER PLATES

.. DOOR LOCK CYLIIOERS

DOOR HINGE AND HINGE CHECK

8 UJGGAGE COAPAR~T LOCK CYL~R

. Ut;GAGE ~PAR1MEt4T HME PlYOfS

8 TAILGATE LOCK CYLINDER 8 TAILGATE SUf'PORT AND H~ES . FU~ FILLER t)OOR HINGES 8 SEAT TRACKS 8 MANUAL YEN T W~OOW GEAR BOX 8 MANUAL...D<M REGULATOA ASSi8LY

LUBRICATE HOOD LATCH

Spray Rotunda Polyethylene Grease (C4AZ-19584-B) (Fig. 105) on all pivot points and on the striker plate as required to eliminate any binding condition. Operate the latch mechanism several times to be sure that the lubricant has effectively worked in.

LUBRICATE HOOD HINGE PIVOTS

Spray Rotunda Polyethylene Grease on the hinge pivot points as required. Open and close the hood several times to be sure that the hinge pivots do not bind.

LUBRICATE HOOD AUXILIARY CATCH

Spray Rotunda Polyethylene Grease on all pivOt points as required to eliminate any binding conditions. Operate the catch several times to be sure that the lubricant has effectively worked in.

LURICATE LOCK CYLINDERS

Apply Rotunda Lock Lubricant

(B4A-19587-A) sparingly through

the key slot. Insert the key and 0perate the lock several times to be

sure that the lubricant has effectively worked in.

LURICATE DOOR HINGE AND HINGE CHECK

Spray Rotunda Polyethylene

Grease on the hinge pivot points as required to eliminate any binding condition. Open and close the door several times to be sure that the lubricant has effectively worked in. Fig. J 05-Polyethylene Grease Dispenser for Body Lubrication

Page 49

2-44

PART 2

Maintenance Operations

LUBRICATE TAILGATE SUPPORT AND HINGES

Spray Rotunda Polyethylene

Grease on all pivot and friction points to eliminate any binding conditions. Operate the tailgate several times to be sure that the lubricant

has effectively worked in.

Generally, if the wiper pattern across the glass is still uneven and streaked after these tests, replace the

blades.

transmission fluid CIAZ-19582-A or

Type A, Suffix A, as necessary.

6. Re-install the filler plug, remove the cloths and wipe up any spilled fluid.

7. Re-install the luggage compart-

ment liner.

CHECK CONVERnBLE TOP OPERAnON

If convertible top operation be-

comes sluggish or slow, check the hydraulic reservoir fluid level.

LUBRICATE FUEL FILLER

DOOR HINGES

Spray Rotunda Polyethylene

Grease on the hinge pivot points as

required to eliminate any binding condition. Open and close the door several times to be sure that the lubricant has effectively worked in.

LUBRICATE SEAT TRACKECONOLINE ONLY

Using the plastic spray extension,

spray Rotunda Polyethylene Grease

(C4AZ-19584-B) on the seat track

slides, as required, for ease of oper-

ation.,

THUNDERBIRD

1. Raise the luggage compartment

lid and remove the spare tire.

2. Place absorbent cloths below

the filler plug.

3. Remove the filler plug, and check the fluid level. It should be level with the bottom edge of the

hole.

4. If the level is low, check the

system for leaks, adding automatic transmission fluid ClAZ-19582-A, or

Type A, Suffix A, as necessary.

5. Re-install the filler plug, re-

move the cloths and wipe up any

spilled fluid.

6. Re-install the spare tire.

CHECK CONVERTIBLE TOP FLUID LEVEL

ALL CARS EXCEPT LINCOLN AND THUNDERBIRD

1. Remove the rear seat and raise

the top.

2. Place absorbent cloths below

the filler plug.

3. Remove the filler plug, and check the fluid level. It should be level with the bottom edge of the hole.

4. If the level is low, check the system for leaks, adding automatic

transmission fluid CIAZ-19582-A, or Type A, Suffix A, as necessary.

s. Re-install the filler plug, re-

move the cloths and wipe up any

spilled fluid.

6. Re-install the rear seat.

LUBRICATE ENGINE COMPARTMENT COVERECONOLINE

Apply Rotunda Polyethylene

Grease (C4AZ-19584-B) to the hinge pivot points and other friction points

as required. Open and close the engine compartment a few times to be

sure the lubricant has effectively

worked in.

CLEAN BODY DRAIN HOLES OR EXAMINE DUST VALVES FOR PROPER OPERA nON

Make sure the drain holes in the doors, rocker panels, and quarter panels are free from obstruction. Visually check the dust valves for proper sealing and draining opera-

tion. REPLACE WINDSHIELD

WIPER BLADES

Wiper blade replacement inter-

vals will vary with the amount of use, type of weather, chemical re-

action from road tars or salts and the age of the blades. Be sure that the windshield glass surface is not

contaminated with oil, tree sap or other foreign substance which cannot be easily rubbed off.

LUBRICATE SIDE DOOR STEP SLIDE MECHANISM

-ECONOLINE Apply Rotunda Polyethylene

Grease (C4AZ-19584-B) liberally to

the hinges and other friction points.

Operate the step several times to be sure the lubricant has effectively worked in. If binding is excessive, straighten any bent parts, or replace

damaged parts.

LINCOLN

1. Open the deck lid and raise the

top.

2. Remove the right side luggage

compartment liner.

3. Place absorbent cloths below

the filler plug.

4. Remove the filler plug, and check the fluid level. It should be level with the bottom edge of the

hole.

5. If the level is low, check the

system for leaks, adding automatic

mineral spirits. Dry the rotor with compressed air. Inspect the rotor for

cracks or burning. Replace the rotor if it is defective.

CLEAN BATTERY CABLES, TERMINALS AND TOP

OF BAnERY

Remove corrosion from the cables and terminals with a solution of baking soda or ammonia and water. After cleaning, flush the top of the battery with clean water, and satu-

rate the felt washer on the positive

terminal with engine oil to retard

further corrosion.

LUBRICA TE DISTRIBUTOR BUSHING (OIL CUP)

On all six-cylinder engines without a Thermactor crankcase ventilation system, apply 3 drops of SAE

J 0 or SAE 20 motor oil at the in-

terval specified in Group 19.

CLEAN DISTRIBUTOR CAP

AND ROTOR

Clean the distributor cap with a

soft bristle brush and mild cleaning solvent or mineral spirits. Dry the cap with compressed air. Inspect the cap for cracks, burned contacts, permanent carbon tracks or dirt or corrosion in the sockets. Replace the cap if it is defective.

Clean the rotor with a soft bristle

brush and mild cleaning solvent or

Page 50

2-45

Maintenance Operations

PART 2

82010-8

Sctewd,j..,

Fig. 107 -Centrifugal Advance

Adjustment-Dual Advance

REPLACE DISTRIBUTOR POINTS

The breaker point assembly can be replaced without removing the distributor from the engine.

1. Remove the distributor cap and

rotor.

2. Disconnect the primary and

condenser wires.

3. Remove the screws that secure the distributor point assembly to the breaker plate. Remove the distnDutor point assembly.

4. Place the primary and condenser leads on the point assembly primary tenninal. Install the lock-

washer and nut. Tighten the nut securely.

S. Position the point assembly on the breaker plate. Install the hold down screws. Make sure the ground wire terminal is on the screw nearest the adjustment slot.

6. AdjUst the point gap or dwell.

CHECK AND ADJUST

DISTRIBUTOR SPARK ADVANCE

The spark advance is checked to determine if the ignition timing ad-

vances in proper relation to engine speed and load.

vacuum, the secondary spring adjustment is at fault.

To adjust the spark advance, release the tension on the retard springs by turning the adjusting

posts as required (Fig. 106). Adjust the primary spring (spring farthest from the vacuum chamber) first, for

the low vacuum settings. Adjust the secondary spring last, for the high vacuum settings. As a final check, check the advance throughout the

entire range.

If it is impossible to adjust both springs to give the correct spark advance throughout the range. one or both springs should be replaced and the spark advance readjusted. If the advance characteristics still cannot be brought within specifications. replace the diaphragm a~mbly.

V.8 ENGI~ AND

SIX-CYLINDER ENGIN~

WITH THERMACI'OR CRANKCASE VENTILATION SYSTEMS

All V-8 engines. and six-cylinder engines equipped with a Thermactor crankcase ventilation system use a

dual advance distributor.

Remove the distributor from the vehicle and mount it in a test set. Calibrate the test set in accordance with the instructions of its manufac-

turer.

justed separately. Adjust the centrifugal advance before adjusting the

vacuum advance.

Centrifugal Advance

1. Operate the distributor in the direction of rotation and adjust the speed to the initial rpm setting listed in the specifications.

2. Slowly increase the rpm to the

setting specified for the first advance

reading listed in the specifications.

If the correct advance is not indi-

cated at this rpm, stop the distribu-

tor and bend one spring adjustment bracket to change its tension (Fig.

107). Bend the adjustment bracket away from the distributor shaft to

decrease advance (increase spring

tension) and toward the shaft to in-

crease advance (decrease spring ten-

sion). After the adjustment is made, identify the bracket.

3. After an adjustment has been

made to one spring, check the minimum advance point again.

4. Operate the distributor at the

specified rpm to give an advance just below the maximum. If this advance is not to specifications, stop

the distributOr and bend the other

spring bracket to give the correct

advance.

s. Check the advance at all rpm settings listed in the specifications. Operate the distributor both up and down the rpm range.

Vacuum Advance

1. Connect the test set vacuum

line to the fitting on the diaphragm.

2. Set the test set at 0° advance,

O-inch vacuum, and at 1000 rpm.

3. Check the advance at the first vacuum setting given in the specifications.

Preliminary Checks

1. Check the contact dwell. If the contact dwell is not within specifications, adjust the breaker points.

2. Check the breaker arm spring

tension and adjust it, if necessary.

The dual advance distributor has

two independently operated spark

advance systems. Each system is ad-

SIX-CYLINDER ENGINFS

WITHOUT A THERMACTOR CRANKCASE VENTILA nON SYSTEM

A six-cylinder engine without a Thermactor ventilation system uses a Loadomatic distributor. Adjust the spark advance as follows:

1. Mount the distributor on a test

set, and calibrate the test set follow-

ing the instructions of its manufac-

turer.

2. Check the breaker point contact dwell. If the contact dwell is not between 37°-42°, or the breaker point gap is not within 0.024-0.026 inch, adjust the breaker points.

3. Check the breaker arm spring tension (17-20 ounces). Adjust it if

necessary.

4. Adjust the test set to 0° advance, O-inch vacuum, and the initial rpm setting listed in the specifications.

5. Check the operation of the vac-

uum advance at the lowest and highest vacuum and rpm settings given in the specifications.

6. If the spark advance is not

within the limits under low vacuum, the primary spring adjustment

is at fault. If the spark advance is not within the limits under high

Page 51

2-46

PART 2 - Maintenance Operations

2. Make the connections as shown in Fig. 109. Be sure that the field resistance control is at the OFF position at the start of this test.

3. Close the battery adapter switch. Start the engine, then (;Ipen the battery adapter switch.

4. Increase the engine speed to approximately 2000 rpm. Turn off all lights and electrical accessories.

5. Turn the field rheostat clockwise until 15 volts is indicated on the voltmeter. Turn the master control clockwise until the voltmeter indicates between 11 and 12 volts. Holding the master control in this position turn the field rheostat clockwise to its maximum rotation. Turn the master control counterclockwise until the voltmeter indicates 15 volts.

6. Observe the ammeter reading. Add 2 amperes to this reading when the vehicle is equipped with standard ignition or 6 amperes with the transistor ignition system, to obtain total alternator output. If rated output cannot be obtained, increase the engine speed to 2900 rpm and re-

peat this step.

SPACING WASHERS

82011-8

the terminal of the wire to be checked. Hold the adapter approximately 0/16 inch from the cylinder head and crank the engine, using a remote starter switch. The spark should jump the gap regularly.

3. If the spark intensity of all leads is satisfactory, the coil, condenser, rotor, distributor cap, and the secondary wires are probably

satisfactory.

If the spark is good at only some wires, perform a high resistance test of the faulty leads.

If the spark is equal at all wires, but weak or intermittent, make a high resistance check of the coil, distributor cap, and the coil to distributor high tension lead. Follow the instructions of the test set manufacturer when making the tests.

TEST ALTERNATOR OUTPUT

-ON ENGINE

To test the output of the alternator

on the vehicle, proceed as follows:

1. Place the transmission in neutral or park and apply the parking brake.

Ve//o¥

INSERT SPADE

LUGS IN THE A

AND F

...

Fig. JOB-Vacuum Advance Adjustment-Dual Advance

4. If the advance is incorrect, change the calibration washers between the vacuum chamber spring and nut (Fig. 108). After installing or removing the washers, position the gasket in place and tighten the nut. The addition of a washer win decrease advance and the removal of a washer win increase advance.

S. After one vacuum setting has been adjusted, the others should be checked. Do not change the original rpm setting when going to a dift'erent vacuum setting. If the other settings are not within limits, there is incorrect spring tension, leakage in the vacuum chamber and/or line, or the wrong fibre stop has been installed in the vacuum chamber of

the diaphragm housing.

To check the diaphragm for leak-

age:

Remove the vacuum line from the distributor. Adjust the vacuum pressure of a distributor tester to its max.imum position. Hold your hand over the end of the tester's vacuum hose and note the max.imum reading obtained. Do not exceed 1S inches vacuum reading.

If the maximum reading is 25

inches or less, connect the tester's

vacuum line to the vacuum fitting on the diaphragm widtout changing any of the adjustments. The maxi-

mum gauge reading should not be less than it was above. If it is less, the diaphragm is leaking and should be replaced.

CHECK SPARK INTENSITY OF EACH SPARK PLUG WIRE

To check the spark intensity at

the spark plugs, proceed as follows:

1. Disconnect all the spark plug

wires. Check the spark intensity of

one wire at a time.

When removing the wires from the spark plugs, grasp and twist the moulded cap, then poD the cap 011 the spark plug. Do not poD on the wire because the wire connection in. side the cap may become separated or the insulator may be damaged.

1. Install a terminal adapter in

BATTERY

JI220.D

Fig. lO9-Alternator Output Test

Page 52

PART 2 - Maintenance Operations

2-47

the voltmeter. Read the thermometer, and compare the voltmeter reading

with the voltage given in Table 2 for

the ambient temperature indicated on the thermometer. If the regulated

voltage is not within specifications,

remove the regulator to an alternator/regulator test stand and make a voltage limiter adjustment. After each adjustment, be sure to cycle the regulator before each reading. The readings must be made Mjh

the cover in place.

TABLE 2-VOLTAGE LIMITER

SETTING VERSUS AMBIENT AIR TEMP.ERATURE

Voltage

Limiter

Setting (Volts)

I Ambient Air

Temperature of

be at least 1.225. If the battery is low in charge, either charge it to

1.225 specific gravity or substitute a fully charged battery, before mamg a voltage limiter test.

To test the voltage regulator on the car, make the test connections to the battery as shown in Fig. 110. Turn all accessories off, including door operated dome lights. Close the battery adapter switch, start the engine, then open the adapter switch. Attach a voltage regulator thermom-

eter to the regulator cover. Operate the engine at approximately 2000 rpm for 5 minutes.

When the battery is charged, and the voltage regulator has been

temperature stabilized, the ammeter should indicate less than 10 amperes with the master control set at the

V4 -OHM position.

Cycle the regulator as follows:

Turn the ignition key to OFF to stop the engine, close the adapter switch, start the engine, and open the adapter switch. Allow the battery to normalize for a few seconds, then read

50 75

100

'125

14.3-1~J

14.1-14;.9

13.9-14.7

13.8-14.6

7. Return the field resistance control to the maximum counterclockwise position, release the master control, and stop the engine. Disconnect the test equipment, if no further tests are to be made.

An output of 2 to 8 amperes below speci~cations usually indicates an open diode rectifier. An output of approximately 10 to 15 amperes below specifications usually indicates a shorted diode rectifier. An alter-

nator with a shorted diode will

usually whine, which will be most noticeable at idle speed.

CHECK ALTERNATOR REGULATOR

VOLTAGE LIMrrER TFSf

Voltage limiter calibration tests must be made with the regulator cover in place and the regulator at normal operating temperature (equivalent to the temperature after 20 minutes of operation OD the car with the hood down).

For accurate voltage limiter testing, the battery specific gravity must

Green

(."ow

. .,

REGULATOR

~~-

R-'

+,.,

~ {'19'

J1216.0

J1215.D

Fig. J J J -Field Relay Test

STARTER RELAY ---

Page 53

Maintenance Operations

2-48

PART 2

ESTABUSH VERTICAL CENTERLINE ON WALL

/ POINTS. ARRIVED AT BY SIGHTING OVER 20.

UPRIGHTS. REPRESENT THE 20H HEIGHT

REGARDLESS OF ACTUAL

DISTANCE FROM FLOOR

- I~-::-:: ~ CENTERUNE OF FRONT

V?""~-- -~ SURFACE OF ~EADUGHT BULB

ESTABLISIi 20H

HORIZONTAL

UNE ON

WALL

20" HIGH.

AND BOTH

EXACTlY

WHEEL

CENTER

---

25~

~c;'f'-;

PLACE WHERE CENTERUNE OF FRONT AXLE

WOULD BE. WITH V&lICLE IN l -

- HORIZONTAl HEADLIGHT RETAINING

ADJUSTING SCREW SCREWS K1264-A

PlACE WHERE CENTERLINE Of REAR AXLE/

WOULD BE. WITH VeilCLE IN POSITION

K1086.C

Fig. J J 4-Headlight Adjustment.

Single Headlights

Fig. J J 2-Fioor and Wall Layout for Headlight Alignment

HEADLIGHTS 25 FEET

FROM WAll -.t: DIMENSION "A" ~ I

K1191-C

Fig. 1 13-Headlight Wall Screen-Single Headlights

FIELD RELA Y ~T

Remove the regulator from the

car, and remove the regulator cover.

Make the connections as shown in Fig. Ill. Slowly rotate the field rheostat control clockwise from the maximum counterclockwise position until the field relay contacts close. Observe the voltmeter reading at the moment that the relay contacts close. This is the relay closing voltage. If the relay closes immediately. even with the field rheostat close to the maximum counterclockwise position, push the red button between the two

meters. and repeat the test. If the closing voltage is not to specifications, adjust the relay. (Refer to Part 13-3 of the appropriate Shop Manual for correct procedure.)

CHECK HEADLIGHT ALIGNMENT

All headlight adjustments are to

be made with a full fuel tank, an

empty vehicle and recommended pressure in all tires.

The headlights are adjusted using

the low beam.

To align the headlights by means of a wall screen, select a level portion of the shop floor. Layout the

floor and wall as shown in Fig. 112.

Establish the headlight horizontal

centerline by subtracting 20 inches

from the actual measured height of

the headlight lens center from the floor and adding this dimension (dimension "B," Fig. 113) to the 20inch reference line obtained by sighting over the uprights. Then draw the headlight vertical center-

lines on the screen (dimension "A." Fig. 113). Draw two lines tWo inches

to the right of each vertical center-

line. Place the vehicle in position and turn the headlights on low beam.

Each headlight is adjusted by means of two screws located under the headlight trim ring as shown in Fig. 114. Adjust each headlight beam

as shown in Fig. 113.

Always bring eech beam into

final position by turning the ad-

justing screws clockwise so that

the headlight will be held against the tension springs when the oper-

ation is completed.

CHECK WINDSHIELD

WASHER FLUID LEVEL

A plastic container attached .at the

fender apron is used as a reservoir for the windshield washer fl.uid. An all-weather solution, Rotunda ClAA-

19550-A, is recommended for best

cleaning results. During freezing

conditions the windshield defroster should be in operation before the

washer is operated. Keep the fl.uid ..level in the reservoir at approxi-

mately two-thirds full. Three pints

will bring the reservoir up to the tWo-

thirds full condition. For all-weather

operation, the following procedure

is recommended:

Wiater Operation: Use not more

than one part of Rotunda ClAA-

19550-A with 2 parts water.

Summer Operation: Use one part

Rotunda CIAA-19550-A with 10

parts of water.

Page 54

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Ford Econoline 1967, Falcon 1967, Cougar 1967, Bronco 1967 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual