Ford - Fairlane - Workshop Manual - 1966 - 1966

Copyright © 2006, Forel Publishing Company, LLC, Woodbridge, Virginia All Rights Reserved. No part of this book may be used or reproduced in any manner whatsoever without written permission of Forel Publishing Company, LLC. For information write to Forel Publishing Company, LLC, 3999 Peregrine Ridge Ct., Woodbridge, VA 22192 1966 Comet, Falcon, Fairlane and Mustang Shop Manual ISBN: 0-9673211-3-1 EAN: 978-0-9673211-3-4 Forel Publishing Company, LLC 3999 Peregrine Ridge Ct. Woodbridge, VA 22192 Email address: [email protected] Website: http://www.FordManuals.com This publication contains material that is reproduced and distributed under a license from Ford Motor Company. No further reproduction or distribution of the Ford Motor Company material is allowed without the express written permission of Ford Motor Company. Disclaimer Although every effort was made to ensure the accuracy of this book, no representations or warranties of any kind are made concerning the accuracy, completeness or suitability of the information, either expressed or implied. As a result, the information contained within this book should be used as general information only. The author and Forel Publishing Company, LLC shall have neither liability nor responsibility to any person or entity with respect to any loss or damage caused, or alleged to be caused, directly or indirectly by the information contained in this book. Further, the publisher and author are not engaged in rendering legal or other professional services. If legal, mechanical, electrical, or other expert assistance is required, the services of a competent professional should be sought. VEHICLE IDENTIFICATION Figures 1, 2, 3 and 4 illustrate the Comet, Falcon, Fairlane and Mustang Warranty Plates. The warranty plate is located on the rear face (lock face) of the left front door. The official Vehicle Identification Number, for title and registration purposes, is stamped on the top upper flange of the left front fender apron for Falcon. Comet and Mustang (Fig. 5) and on the vertical face o f the left front fender apron near the top for the Fairlane (Fig. 6). Do not use the Vehicle Warranty Number, which appears on the warranty plate, for title or registration purposes. VEHICLE DATA The vehicle data appears i n a line across the top of the warranty plate (Figs. 1, 2, 3 and 4). The first two letters and a number identify the Body Style. The following one or two letters identify the Exterior Paint Color. The next code consisting of two numbers, or a letter and a number, identifies the Interior Trim. The Date Code showing the date the car was manufactured, follows the Trim Code and consists o f two numbers and a letter. The next code gives the district i n which the car was ordered and consists of two numbers. The next to the last code is the Axle Ratio Code and is designated by a number for a conventional axle or a letter for an Equa-Lock axle. The last code i n the vehicle data is the Transmission Code and consists of one number. The charts that follow, list in detail the various vehicle data codes. VEHICLE WARRANTY NUMBER The vehicle warranty number is the second line of numbers and letters appearing on the Warranty Plate (Figs. 1, 2, 3 and 4). The first number indicates the model year. The letter following the model year indicates the assembly plant at which the car was manufactured. The next two numbers designate the Body Serial Code. The letter following the Body Serial Code designates the Engine Code. The remaining numbers indicate the Consecutive Unit Number. The charts that follow, list the various Vehicle Warranty Number codes. B O D Y SERIAL A N D STYLE CODES The two-digit numeral which follows the assembly plant code identifies the body series. This two-digit number is used in conjunction with the Body Style Code, i n the Vehicle Data, which consists o f a two-digit number with a letter Suffix. The following chart lists the Body Series Codes, Body Style Codes and the Model. 1-3 FALCON Body Serial Code 0 2 ........ 01 . . . . . . . . 12 . . . . . . . . 11 . . . . . . . . 14 . . . . . . . . Body Style Code Body Type 54A . . . . . . . . 4-Door Sedan 62A . . . . . . . . 2-Door Sedan 548 . . . . . . . . 4-Door Sedan (Bench) 62B . . . . . . . . 2-Door Sedan (Bench) 62C . . . . . . . . 2-Door Sport Coupe (Bucket) 22 . . . . . . . . 24 . . . . . . . . 27 . . . . . . . . 27 . . . . . . . . 27 . . . . . . . . 71A . . . . . . . . 71B ........ 66A . . . . . . . . 66B ........ 66D . . . . . . . . Model Standard Sedan Futura Station &Door Wagon &Door Wagon Deluxe Wagon 2-Door Standard Ranchero 2-Door Deluxe Ranchero Ranchero 2-Door Standard (RPO Bucket W/Console) FAIRLANE Body Ser~al Code 31 ........ 32 . . . . . . . . 41 . . . . . . . . 42 . . . . . . . . 43 . . . . . . . . 45 . . . . . . . . 46 . . . . . . . . 47 . . . . . . . . 40 ........ 44 ........ 38 . . . . . . . . 48 . . . . . . . . 49 . . . . . . . . @Bucket Seats Body Style Code Body Type 62A . . . . . . . . 2-Door Coupe 54A . . . . . . . . 4-Door Club Coupe 62B . . . . . . . . 2-Door Sedan 548 . . . . . . . . 4-Door Sedan 638 . . . . . . . . 2-Door Hardtop, 76B ........ 2-Door Convert~ble 63C . . . . . . . . 2-Door Hardtop@ 76C . . . . . . . . 2-Door Convertible@ 63D . . . . . . . . 2-Door Hardtop? 76D . . . . . . . . 2-Door Convert~bleO 71D . . . . . . . . 4-Door Ranch Wagon 718 ........ 4-Door Cust. Ranch Wagon 71E . . . . . . . . 4-D00r Squire Model Fairlane Fairlane 500 Fairlane 500 XL Fairlane 500 GT Station Wagons MUSTANG Body Body Serial Style Code Code Body Type 09 . . . . . . . . 63A . . . . . . . . 2-Door Fastback@ 07 . . . . . . . . 65A . . . . . . . . 2-Door Hardtop@ 08 . . . . . . . . 76A ........ 2-Door Convertible@ 09 ........ 638 . . . . . . . . 2-Door Fastback@ 07 . . . . . . . . 65B . . . . . . . . 2-Door Hardtop@ 08 . . . . . . . . 76B . . . . . . . . 2-Door Convertible@ 07 . . . . . . . . 65C . . . . . . . . 2-Door Hardtop@ 08 . . . . . . . . 76C . . . . . . . . 2-Door Convertible@ OStd. Bucket Seats @Luxury Bucket Seats BStd. Bench Seats Model Mustang COMET EXTERIOR P A I N T COLOR CODES Body Serial Code 02 . . . . . . . . 01 ........ 06 . . . . . . . . 12 . . . . . . . . 13 . . . . . . . . 16 . . . . . . . . 22 . . . . . . . . 23 . . . . . . . . 23 . . . . . . . . 25 . . . . . . . . 25 . . . . . . . . 27 . . . . . . . . 27 . . . . . . . . 29 . . . . . . . . 29 . . . . . . . . @Bench Seat @Bucket Seats Body Style Code 54A 62A 71A 548 63B 71C 54D 63C 63D 76B 76D Body Type ........ 4-Door Sedan@ . . . . . . . . 2-Door Sedan@ . . . . . . . . 4-Door Wagon@ . . . . . . . . &Door Sedan@ . . . . . . . . 2-Door Hardtop@ . . . . . . . . &Door (Villager) Wagon3 ........ ........ 4-Door Sedan@ 2-Door Hardtop@ . . . . . . . . 2-Door Hardtop@ . . . . . . . . 2-Door Convertible@ . . . . . . . . 2-Door Convertible@ 63E . . . . . . . . 63H . . . . . . . . 76C . . . . . . . . 76H . . . . . . . . 2-Door 2-Door 2-Door 2-Door Hardtop Hardtop@ (GT) Convertible Convertible@ (GT) Model Comet 202 Capri Comet Caliente Cyclone A single letter code designates a solid body color and two letters denote a two-tone-the first letter, the lower color and the second letter, the upper color. M.301 Code M-32-I# Color A . . . . . . . . . 1724-A ............ Black F . . . . . . . . . 1226-A . . . . . . . . . . . . Lt. Blue H . . . . . . . . . 1912-A . . . . . . . . . . . . Lt. Beige K . . . . . . . . . 1903-A . . . . . . . . . . . . Dk. Blue Met. M . . . . . . . . . 1619-A . . . . . . . . . . . . White P . . . . . . . . . 1910-A . . . . . . . . . . . . Med. Palomino Met. R . . . . . . . . . 1879-A . . . . . . . . . . . . Dk. Green Met. T ......... 2008-A . . . . . . . . . . . . Red U . . . . . . . . . 1070-A . . . . . . . . . . . . Med. Turquoise Met. V . . . . . . . . . 1921-A . . . . . . . . . . . . Embernlo Met. ~ a r o o nMet. Lt. Blue Met. Med. Sage Gold Met. Med. Silver Met. Red Yellow INTERIOR T R l M CODES Code Trim Schemes 11 .......... Silver Cloth and Black Vinyl 12 .......... Blue Cloth and Blue Vinyl 15 .......... Red Cloth and Red Vinyl 17 .......... Aqua Cloth and Aqua Vinyl 22 .......... Blue Vinyl 25 .......... Red Vinyl 26 .......... Black Vinyl 2 7 .......... Aqua Vinyl 32 .......... Blue Cloth and Blue Vinyl 3 5 .......... Red Cloth and Red Vinyl 36 .......... Black Vinyl 3 7 .......... Aqua Cloth and Aqua Vinyl 38 .......... Ivy Gold Cloth and Ivy Gold Vinyl 42 .......... Blue Vinyl 44 .......... Emberglo Vinyl 45 . . . . . . . . . . Red Vinyl 46 .......... Black Vinyl 4 7 .......... Aqua Vinyl 48 .......... Ivy Gold Vinyl 52 .......... Blue Cloth and Blue Vinyl 55 .......... Red Cloth and Red Vinyl 57 .......... Aqua Cloth and Aqua Vinyl 62 .......... Blue Vinyl 64 .......... Emberglo Vinyl 65 .......... Red Vinyl 66 .......... Black Vinyl 67 .......... Aqua Vinyl 68 .......... Ivy Gold Vinyl 82 .......... Blue Vinyl 8 4 .......... Emberglo Vinyl 85 .......... Red Vinyl 8 6 .......... Black Vinyl 8 7 .......... Aqua Vinyl 88 .......... Ivy Gold Vinyl 1D .......... Parchment Cloth and Parchment Vinyl 2D .......... Parchment Vinyl 3D .......... Parchment Cloth and Parchment Vinyl 4D .......... Parchment Vinyl 5D .......... Parchment Cloth and Parchment Vinyl OD .......... Parchment Vinyl B1 .......... Parchment Vinyl W/Silver 82 .......... Parchment Vinyl W/Blue 84 .......... Parchment Vinyl W/Emberglo 8 5 .......... Parchment Vinyl W/Red B6 .......... Parchment Vinyl WIBlack 8 7 .......... Parchment Vinyl W/Aqua B8 .......... Parchment Vinyl W/lvy Gold B9 .......... Parchment Vinyl W/Palomino C2 .......... Parchment Vinyl W/Blue C3 .......... Parchment Vinyl W/Burgundy C4 .......... Parchment Vinyl W/Emberglo C6 .......... Parchment Vinyl W/Black C7 .......... Parchment Vinyl W/Aqua C8 .......... Parchment Vinyl W/Gold C9 .......... Parchment Vinyl W/Palomino D2 .......... Parchment Vinyl W/Blue D3 .......... Parchment Vinyl W/Burgundy D4 .......... Parchment Vinyl W/Emberglo D6 .......... Parchment Vinyl W/Black D7 .......... Parchment Vinyl W/Aqua D8 .......... Parchment Vinyl W/Gold D9 .......... Parchment Vinyl W/Palomino F2 .......... Parchment Vinyl W/Blue F3 .......... Parchment Vinyl W/Burgundy F4 . . . . . . . . . . Parchment Vinyl W/Emberglo F6 .......... Parchment Vinyl W/Black F7 .......... Parchment Vinyl W/Aqua F8 .......... Parchment Vinyl W/lvy Gold F9 . . . . . . . . . . Parchment Vinyl W/Palomino H1 .......... White Vinyl W/Silver H2 .......... White Vinyl W/Blue H4 .......... White Vinyl W/Emberglo INTERIOR T R l M CODES (Cont'd.) Code Trim Schemes H5 .......... White Vinyl W/Red H6 .......... White Vinyl W/Black H7 .......... White Vinyl W/Aqua H8 .......... White Vinyl W/Palomino DATE CODES A number signify in^ the date precedes the month code letter. A second-year code letter will be used i f the model exceeds 12 months. Code Code Month First Year Second Year January ...........................A . . . . . . . . . N February ..........................B . . . . . . . . . P March ............................ C ......... Q April ............................. D ......... R May ..............................E ......... S June ............................. F ......... T July .............................. G . . . . . . . . . U August ........................... H ......... V September ........................J . . . . . . . . . W October .......................... K . . . . . . . . . X November .........................L ......... Y December ......................... M ......... Z DISTRICT CODES (DSO) Units built on a Domestic Special Order. Foreign Special Order, or other special orders will have the complete order number in this space. Also to appear in this space is the two-digit code number of the District which ordered the unit. If the unit is a regular production unit, only the District code number will appear. COMET Code District Code District 11 ................. Boston 34 .................Detroit 16 ............ Philadel~hia 4 1 ................ Chicago 15 .............. New York 42 . . . . . . . . . . . . . . . St. Louis 17 ............ Wash~ngton 46 ............. Twin Cities 21 ................ Atlanta 5 1 ................. Denver 22 ................. Dallas 52 ............ Los Angeles 23 ............ Jacksonville 53 ................ Oakland 26 ............... Memohis 54 .................Seattle 3 1 ................. Buffalo 8 1 . . . . . . . . . Ford of Canada 32 .............. Cincinnati 84 . . . . . . Home Office Reserve 90-99 ............... Export 33 .............. Cleveland FALCON, FAIRLANE AND MUSTANG Code District Code District 11 ................. Boston 45 ............... Davenport 12 . . . . . . . . . . . . . . . . Buffalo 5 1 ................ Denver 13 .............. New York 52 ............. Des Moines 14 .............. Pittsburgh 53 . . . . . . . . . . . . . Kansas City 15 ................ Newark 54 ................. Omaha 21 ................ Atlanta 55 ............... St. Louis 22 .............. Charlotte 61 ................. Dallas 23 ............ Philadelphia 62 ................ Houston 24 .............Jacksonville 63 ............... Memphis 25 ...............Richmond 64 . . . . . . . . . . . . New Orleans 26 ............. Washington 65 .......... Oklahoma City 3 1 .............. Cincinnati 71 . . . . . . . . . . . . . Los Angeles 32 ............... Cleveland 72 ............... San Jose 33 ................. Detro~t 73 .......... Salt Lake C ~ t y 34 ............. Indianapolis 74 ................ Seattle 35 ................ Lansing 8 1 . . . . . . . . . . Ford of Canada 36 ...............Louisville 83 . . . . . . . . . . . . . Government 4 1 ................Chicago 84 . . . . . Home Office Reserve 42 ..................Fargo 85 ...... American Red Cross 43 ............... Rockford 8 9 ... Transportation Services 44 ............. Twln C ~ t ~ e s 90-99 ...............Export VEHICLE lDENTlFlCATlON ASSEMBLY PLANT CODES REAR AXLE RATIO CODES A number designates a conventional axle, while a letter designates a Locking differential. Code Ratio Code Ratio 1 ................. 3.00:l A ................ 3.00:l 2 ................. 2.83:l L 2.83:l 3 ................. 3.20:l C ................ 3.20:l 4 ................. 3.25:l D ................ 3.251 5 ................. 3.50:l E ................ 3.50:l 6 ................. 2.80:l F ................ 2.80:l 8 ................. 3.89:l H ................ 3.89:l ................ TRANSMISSION CODES Code Type 1 .................. 3-Speed Manual 4 ..................Dual Range Automatic (C-6) 5 .................. 4-Speed Manual 6 .................. Dual Range Automatic (C-4) MODEL YEAR CODE The number 6 designates 1966 1-5 Code Assembly letter Plant A .................. Atlanta B ..........Oakville (Canada) C ............. Ontario Truck D ................... Dallas E ................. Mahwah F Dearborn G ................. Chicago H ................... Lorain J .............. Los Angeles K .............. Kansas City ................ Code Assembly Letter Plant L ........... Michigan Truck N .................. Norfolk P .............. Twin Cities R ................ San Jose S ............... Pilot Plant T ................ Metuchen U ................ Louisville W .................. Wayne Y .................. Wixom Z .................St. Louis ENGINE CODES A C K T Y .............. 8 Cyl. 289 Cu. In. (4V Prem.) .............. 8 Cyl. 289 Cu. In. (2V) .............. 8 Cyl. 289 Cu. In. (4V Hi-Perf.) .............. 6 Cyl. 200 Cu. In. (1V) .............. 8 Cyl. 390 Cu. In. (2V) .............. 8 Cyl. 390 Cu. In. (4V) .............. 6 Cyl. 0200 Cu. In. (1V) .............. 8 Cyl. 0289 Cu. In. (2V) Z 2 3 @Low Compression CONSECUTIVE U N I T NUMBER Each model year, each assembly plant begins production with the number 100001 (Falcon, Fairlane or Mustang) or 500001 (Comet) and continues on for each u n ~ tbu~lt. GROUP 2 - BRAKES 2-2 TABLE 1-Disc Brake Trouble Symptoms and Possible Causes TROUBLE SYMPTOMS -e Possible Causes of Trouble Symptoms - - B c":. a U E 2 :. z = 2 ..-w - n h = =u r . ~ ,2 "na -&B a : x al C m Shoe and Lining Knock-back after violent cornering or rough road travel u e; rn .-nw Ma = - al h h .z =g c.- g - e u QJ = e a w .-- - 51 a O Y -, r" L ~ Un a n e;' n al Y Y Y cum Z L X Piston and Shoe and Lining Assembly Not Properly Seated or Positioned X X Air Leak or Insufficient Fluid in System or Caliper X X PART 2- 1 - GENERAL BRARE SERVICE TABLE 2-Drum 2-3 Brake Trouble Symptoms and Possible Causes Possible Causes of Trouble Symptoms Sticking Booster Control Valve I GROUP 2 -BRAKES BRAKE BOOSTER TROUBLE DIAGNOSIS GUIDE BOOSTER INOPERATIVEHARD PEDAL BRAKES DRAG OR GRAB SELF APPLICATION O F BRAKES W H E N ENGINE STARTS If the preliminary tests show that the booster is inoperative or if a hard pedal condition still exists after eliminating the causes of Hard Pedal listed in Table 2, the trouble may be caused by vacuum leakage. Disconnect the vacuum line (two lines if equipped with an automatic transmission) at the booster, remove the vacuum manifold and check valve assembly, and look for a sticking or faulty check valve. Check all vacuum connections for leakage or obstruction. Check all hoses for a leaking or collapsed condition. Repair or replace parts as necessary. If the foregoing procedure does not eliminate the trouble, remove the booster from the car. Separate the booster body from the end plate, and check the bellows, booster body, and diaphragm assembly for damage that would cause leaks. When assembling, be sure that the diaphragm assembly is properly positioned. Improper location could cause leakage between the vacuum and atmospheric sides of the diaphragm. If the brakes still drag or grab after eliminating the causes listed in Table 1, the condition is probably caused by a sticking valve plunger assembly. Remove and disassemble the booster. Clean, inspect, and replace parts as necessary. Remove and disassemble booster. Check the diaphragm being out of locating radii in housing. Check for a sticking or seated atmospheric valve. Clean, inspect, and replace parts as necessary. Be sure that the diaphragm is properly located when assembling. the for the un- COMMON ADJUSTMENTS AND REPAIRS PARKING BRAKE LINKAGE ADJUSTMENT MUSTANG 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 counterclockwise 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. 1) until a moderate drag is felt when turning the rear wheels in the direction of forward rotation. 5. Release the parking brake, and make sure that the brake shoes return to the fully released position and no drag is felt when turning the rear wheels. COMET-FALCONFAIRLANE 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. 2. Depress the parking brake pedal one notch from its normal released position. 3. Raise the car. 4. Loosen the equalizer lock nut and turn the adjusting nut forward against the equ&zer-until a moderate drag is felt when turning the rear wheels (Fig. 2). Tighten the lock nut. 5. Release the parking brake, and' make sure that the brake shoes 'return to the fully released position. POWER BRAKE MASTER CYLINDER PUSH ROD ADJUSTMENT The push rod is provided with an adjustment screw to maintain the correct relationship between the booster control valve plunger and the master cylinder piston. Failure to maintain this relationship will prevent the master cylinder piston from completely releasing hydraulic pressure and can cause the brakes to drag, or cause excessive brake pedal travel. T o check the adjustment of the screw, fabricate a gauge of the dimension shown in Fig. 3. Then place the gauge against the master cylinder mounting surface of the booster body as shown in Fig. 4 or 5. The push rod screw should be adjusted so that the end of the screw just touches the inner edge of the slot in the gauge. Do not set up side forces on the push rod. Side forces may break the valve plunger. This is an approximate adjustment only. The push rod should not move more than 0.015 inch as it contacts the master cylinder piston. No movement (exact contact) is ideal. HYDRAULIC SYSTEM BLEEDING When any part of the hydraulic system has been disconnected for repair or replacement, air may get into the lines and cause spongy pedal action. Bleed the hydraulic system after it has been properly connected to be sure that all air is expelled from the brake cylinders or disc brake calipers, and lines. The hydraulic system can be bled manually or with pressure bleeding equipment. With disc brakes, more pumping of the pedal is required and more frequent checking of the master cylinder may be necessary while bleeding. On a car with disc brakes, remove the front wheels and tires to gain access to the bleeder fitting on the disc brake calipers. 2-5 PART 2-1 -GENERAL BRAKE SERVICE \FRONT FIG. 1-Parking CABLE Brake Linkage-Mustang ADJUSTMENT NUT LOCKNUT r #16 G A U G E SHEET STEEL EQUALIZER H 1405-A FIG. 2-Parking Brake Linkage Adjustment CometFairlane-Falcon MANUAL BLEEDING Bleed the longest lines first. Keep the master cylinder reservoir filled with new Rotunda R-103-A (B7AZ19542-A) brake fluid during the bleeding operation. Never use brake fluid which has been drained from the hydraulic system. FIG. 4-Push -Midland-Ross 14,208-B FIG. 3-Push Dimensions Rod Gauge Rod Adjustment 1. Position a bent %-inch box wrench on the bleeder fitting on the rieht rear brake wheel cylinder (Fig. 6; Attach a rubber drain tube to the bleeder fitting. The end of the tube should fit snugly around the bleeder fitting. I I I i GROUP 2 - BRAKES FIG. 5-Push-Rod Bendix / Adjustment- 4. When the fluid is completely free of air bubbles, close the bleeder fitting and remove the drain tube. 5. Repeat this procedure o n the brake cylinders o r disc calipers at each wheel in order: left rear, right front, and left front. Refill the master cylinder reservoir after each brake cylinder is bled and when the bleeding operation is completed. T h e fluid level should be within 3/8 inch of the top of the reservoir. T h e diaphragm-type gasket should be properly positioned in the reservoir cap before the cap is installed. 6. On a car with disc brakes, pump the brake pedal until the front brake pistons are returned to their normal positions and that the shoe and lining assemblies are properly seated. 7. Before driving the car, check the operation of the brakes and be sure that a firm pedal is obtained. APPROXIMATELY 45" \ FIG. 6-Brake Bleeder Wrench 2. Submerge the free end of the tube in a container partially filled with clean brake fluid. Loosen the bleeder fitting approximately %I turn. 3. Push the brake pedal down slowly through its full travel. Close the bleeder fitting, then return the pedal to the fully-released position. Repeat this operation until air bubbles cease to appear at the submerged end of the tube. PRESSURE BLEEDING Bleed the longest lines first. Never use brake fluid which has been drained from the hydraulic system. The bleeder tank should contain enough new heavy-duty brake fluid to complete the bleeding operation, and it should be charged with 10-30 pounds of air pressure. 1. Clean all dirt from the master cylinder reservoir cap. 2. Remove the master cylinder reservoir cap, install an adapter cap to the reservoir, and attach the bleeder tank hose to the fitting on the adapter cap. An adapter cap can be fabricated byecutting a hole in the center of a reservoir cap and smoldering a fitting at the hole. T h e adapter cap must b e , securely seated and completely ' sealed o n the master cylinder o r leakage will occur. 3. Position a %-inch box wrench on the bleeder fitting on the right rear brake wheel cylinder (Fig. 6). Attach a rubber drain tube to the bleeder fitting. The end of the tube should fit snugly around the bleeder fitting. 4. Open the valve o n the bleeder tank to admit pressurized brake fluid to the master cylinder reservoir. 5. Submerge the free end of the tube in a container partially filled with clean brake fluid, and loosen the bleeder fitting. 6 . When air bubbles cease to appear in the fluid at the submerged end of the drain tube, close the bleeder fitting and remove the tube. 7. Repeat this procedure on the brake cylinder o r disc caliper at each wheel in order: left rear, right front, and left front. Refill the master cylinder reservoir after each brake cylinder is bled. 8. When the bleeding operation is completed, close the bleeder tank valve and remove the tank hose from the adapter fitting. 9. ~ k m o v ethe adapter cap, refill the master cylinder reservoir to within %-inch from the top of the reservoir. Be sure that the diaphragm-type gasket is properly positioned in the reservoir cap, and then install the cap. 10. On a car with disc brakes, pump the brake pedal until the front brake pistons are returned to their normal positions and the shoe and lining assemblies are properly seated. 11. Before driving the car, check the operation of the brakes and be sure that a firm pedal is obtained. + CLEANING AND INSPECTION DISC BRAKES 1. Remove the wheel and tire, caliper splash shield, and the shoes and linings as outlined in Part 2-2, Section 2. 2. Make three thickness measurements with a micrometer across the middle section of the shoe and lining. T a k e one reading a t each side and one in the center. If the assembly has worn to a thickness of 0.195-inch (shoe and lining together) at any one of the three measuring locations, replace all (4) shoe and lining assemblies on both front wheels. 3. With the shoe and lining assemblies installed, insert a feeler gauge between the lining and rotor. If the clearnace is not within 0.0020.010-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, o r for malfunction of a piston seal. Ordinarily, the clearance should be 0.002-0.010 inch. However, if the car was stopped by a brake application just prior to checking the clearance, the brakes may drag slightly. 4. T o check rotor runout, first eliminate the wheel bearing end play by tightening the adjusting nut. After tightening the nut make certain that the rotor can still be rotated. 5. Clamp a dial indicator to the caliper housing so that the stylus contacts the rotor at a point approximately 1 inch from the outer edge. Rotate the rotor and take an indicator reading. If the reading exceeds 0.0025 inch total indicator runout, replace the rotor. D o not attempt to refinish a rotor that indicates runout PART 2-1 - GENERAL BRAKE SERVICE in excess of specification. When the runout check is finished be sure to adjust the bearings as outlined in Group 3, in order to prevent bearing failure. 6. Check the rotor for scoring. Minor scores can be removed with a fine emery cloth. If the rotor is excessively scored, replace it. 7. Visually check the caliper. If it is cracked it should be replaced. If leakage o r seized pistons is evident, disassemble and repair the caliper as required. 8. If upon disassembly the caliper is found to be distorted or damaged, or if the cylinder bores are scored or excessively worn, replace the assembly. The two halves of the caliper assembly should never be separated. Damage or failure of one requires replacement of both as a unit. D R U M BRAKES 1. Remove the wheel from the drum, and remove the drum as outlined in Part 2-2, Section 2. Wash all the parts except the brake shoes in a cleaning fluid and dry with compressed air. 2. Brush all dust from the carrier plate and interior of the brake drum. 3. Inspect the brake shoes for excessive lining wear or shoe damage. If the lining is worn to within '132 inch of the rivet heads or if the shoes are damaged, they must be replaced. Replace any lining that has been oil saturated. Replace the lining in axle sets. Prior to replacement of the lining, the drum diameter should be checked to determine if oversize linings must be installed. 4. Check the condition of the brake shoes, retracting springs, and drum for signs of overheating. If the shoes have a slight blue coloring, or if the springs show a change in free length, indicating overheating, replacement of the retracting and hold down springs is necessary. Overheated springs lose their force and could cause the new lining to wear prematurely if they are not replaced. 5. If the car has 30,000 or more miles of operation on the brake linings, or signs of overheating are present when relining brakes, the wheel cylinders should be disassembled and inspected for wear and dirt in the cylinder. The cylinder cups and other parts contained in the overhaul kit should be replaced, thus avoiding future problems. 6. Inspect all other brake parts and replace damaged. 7. Inspect if necessary, 2-2, Section any that are worn or the brake drums and, refinish. Refer to Part 4 for refinishing. BOOSTER UNITS Disassembled views of the brake booster are shown in Figs. 40, 49 and SO, Part 2-2. After disassembly, immerse all metal parts in a suitable solvent. Use-only alcohol on rubber parts o r parts containing rubber. After the parts have been thoroughly cleaned and rinsed in cleaning solvent, the metal parts which come in contact with hydraulic brake fluid or rubber parts should be rewashed in clean alcohol before assembly. Use an air hose to blow dirt and cleaning fluid from the recesses and internal passages. When overhauling a power booster, use all parts furnished in the repair kit. Discard all old rubber parts. Inspect all other parts for damage or excessive wear. Replace damaged or excessively worn parts. If the inside of the booster body is rusted or corroded, polish it with steel wool or fine emery cloth. PART 2-2 - BRAKE SYSTEM 2-9 ,RKING BRAKE fER RETAINING RKlNG BRAKE FRONT BRAKE REAR BRAKE FIG. I-Self-Adjusting Brake Assemblies-9 CABLE ANCHOR FIG. 2-Self seal the cylinder bore from contamination. (Fig. 4). Square-section rubber piston seals are positioned in grooves in the cylinder bores. The piston seals perform three important tasks: 1. They provide hydraulic sealing between the cylinders and pistons. lnch Drum PARKING BRAKE LEVER RETAININGCLIP Adjusting Brake Assemblies-10 H 1323-A WaCUFP PARKING BRAKE LINK lnch Drum 2. They return the pistons to released position, when hydraulic pressure is released. 3. They maintain the shoes in correct adjustment at all times (comparable to the automatic adjusters in drum-type brakes). The cylinders are conneced hy- draulically by means of internal passages in the caliper housing and an external transfer tube between the two halves of the caliper assembly. One bleeder screw and fluid inlet fitting is provided on each caliper assembly. The shoe and lining assemblies are GROUP 2 - BRAKES TRANSFER CALIPER TOROTORCLEARANCE I CALIPER HOUSING TUBE PISTON DUST BOOT RETAINING GROVE PISTON SEAL CALIPER DUST BOOT RETAINER BLEEDER SCREW / ASSEMBLY I CALIPER CALIPER SPLASH-SHIELD H1369-A FIG. 4-Typical FIG. 3-Typical Assembly Disc Brake located between parallel machined abutments within the caliper, and are supported radially by tabs on the outer ends of the shoe assemblies (Fig. 35). The shoes slide axially in the caliper abutments by means of the tabs which ride on machined ledges (bridges) when hydraulic pressure is applied to the piston (Fig. 19). A shoe and lining assembly consists of friction material bonded to a metal plate called the shoe. It is replaced as a unit. Brake torque is absorbed by the mating of the shoe end against the caliper abutments (Fig. 35). A splash shield is attached to the top of the caliper to retain the shoe and lining assemblies and reduce contamination. The caliper assembly is mounted to a bracket located between the spindle and rotor splash shield, to the front of the wheel vertical centerline. The cast iron disc is of the ventilated rotor type incorporating forty fins and is staked to, and rotates with, the wheel hub. The outside diameter of the rotor is 11.375 inches and the inside diameter is 7.375 inches. This type of design increases cooling area and permits circulation of air through the rotor resulting in more rapid cooling of the brake. A splash shield bolted to the spindle is used primarily to prevent r6ad contaminants from contacting the inboard rotor and lining surfaces (Fig. 20). The wheel provides protection for the outboard surface of the rotor. Caliper Assembly-Sectional View matic adiustment is achieved bv the pistons sliding in the seals outward from the cylinder bores. The piston gradually changes its position relative to the seal as the lining wears and, thus, maintains the correct adjustment location at all times. When the brakes are in the unapplied position, there is no hydraulic pressure to the calipers because the fluid source at the master cvlinder by-passes the resid"a1 check valve. A warning sound feature is incorporated in the design of the brake shoes. Metal tabs on the ends of the shoes create an audible metallic, scraping noise, when the linings become worn enough to allow the tabs to contact the rotor. This metal-tometal contact warns the driver that the shoes need replacing and is not detrimental to the function of the disc brake. A proportioning valve located be- OPERATION As the brake pedal is depressed, hydraulic pressure from the master cylinder forces the pistons out of the caliper bores against their respective shoe and lining assemblies. The force of the pistons against the shoes moves the linings against both sides of the revolving rotor to effect braking action. During brake application, the rubber seal on each piston stretches as the piston moves against the shoe (Fig. 5). When the hydraulic pressure against the piston is released, the seal relaxes or rolls back. This roll-back action pulls the piston away from the shoe approximately 0.005 inch to relieve the force of the lining against the rotor and, thereby, provide the required running clearance. Also, inherent rotor runout contributes to the maintenance of running clearance. AutoPISTON F DUST BOOT BRAKES APPLIED FIG. 5-Function * ' of Piston Seal BRAKES RELEASED ' H1370-B 1 BART 2-2 - BRAUE SYSTEM tween the master cylinder and the rear brake wheel cylinders provides balanced braking action between the front and the rear brakes under a wide range of braking conditions. (Fig. 21). By regulating the hydraulic pressure applied to the rear wheel cylinders, the valve limits rear braking action when high pressures are required at the front brakes. In this manner, premature rear wheel skid is prevented. The proportioning valve is serviced as an assembly and is never adjusted or overhauled. BOOSTER SYSTEM-BENDlX TYPE The diaphragm type brake booster is a self contained vacuum-hydraulic braking unit mounted on the engine side of the dash panel. The vacuum power chamber consists of a front and rear shell locked together. Within the vacuum chamber are the rubber diaphragm and the integral valve hub and diaphragm plate. The rubber diaphragm fits over the plate, and the outer bead of the diaphragm is locked between the front and rear shells (Fig. 6). The diaphragm return spring is located between the diaphragm plate and the front shell. The valve hub section of the diaphragm plate protrudes from the rear shell. A synthetic rubber seal is used between the valve hub and the rear shell. The seal and the valve hub are protected from dirt by a rubber guard connected between the air filter at the end of the hub and a flange on the rear shell. The control valve assembly fits into the hub and is connected to the brake pedal by the valve operating rod. The control valve assembly consists of a plunger, a valve body which supports a single poppet of flexible rubber, and two return springs. When the brake pedal is in the released position the valve return spring holds the valve assembly and operating rod away from the diaphragm plate. In this position, the poppet on the valve body is off the vacuum port seat which is a part of the diaphragm plate. The poppet return spring l i k e wise holds the poppet against the atmospheric port seat which is a part of the plunger. The hydraulic master cylinder which contains all of the components of the conventional master cylinder is bolted to the booster front shell. The hydraulic push rod forms the link between the master cylinder piston and the vacuum power diaphragm assembly. The end of the push rod, that enters the master cylinder piston, is equipped with a selflocking adjusting screw. The oppoREAR SHE1 FRONT S H E L L MASTER CYLINDER \ \ FIG. 6-Cutaway View of Vacuum Booster-Bendix-Type / site end has a piston head which enters the diaphragm plate. A seal, located in the front shell, seals the opening between the hydraulic push rod and the shell. Engine manifold vacuum is supplied to the booster through a vacuum check valve located in the front shell. Air is admitted through the air filter located at the end of the valve hub. The hydraulic push rod is actuated by pedal assisted by the diaphragm, which derives power from the pressure differential existing between the vacuum on its front side and atmospheric pressure on its rear side. A passage in the diaphragm plate permits vacuum to pass from the front to the rear side of the diaphragm when the vacuum port opens as the brakes are released. RELEASED POSITION With the engine running and the brakes released (Fig. 7), vacuum from the intake manifold is adrnitted through the check valve to the front (constant vacuum) chamber of the power unit. Zn the released position (no pressure applied to the brake pedal), the valve operating rod and valve plunger are held to the rear in the valve hub by the valve return spring to CLOSE the atmospheric GROUP 2 - BRAKES H1325-A FIG. 7-Booster in Released Position-Bendix-Type port and OPEN the vacuum port. With the valve in this position, the rear (control vacuum) chamber is also open to vacuum through the porting in the diaphragm and valve hug assembly. The diaphragm is then balanced or suspended in vacuum, since vacuum is present on both sides of the power diaphragm. With the power diaphragm balanced in vacuum, the diaphragm return spring holds the diaphragm and hydraulic push rod in the fully released position. With the hydraulic push rod in this position, the hydraulic compensating port in the hydraulic master cylinder is OPEN. The open port permits brake fluid to either return from the brake system to the fluid reservoir or enter the brake system from the fluid reservoir to compensate for any gain or loss in fluid volume. APPLIED POSITION When the brakes are applied (Fig. 8), the valve operating rod and valve plunger move forward in the valve hub section of the diaphragm plate to compress the valve return spring and force the poppet against the vacuum valve seat in the diaphragm plate to CLOSE the vacuum port. Any additional movement of the valve operating rod in the applied direction moves the valve plunger away from the poppet valve to OPEN the atmospheric port and admit atmosphere through the air cleaner and passages in the diaphragm plate to the rear side of the power chamber. With vacuum present on the front side of the diaphragm and valve housing and atmospheric pressure present on the rear side of the diaphragm, a force is developed to move the vacuum power diaphragm assembly, hydraulic push rod and master cylinder piston forward to close the compensating port and force hydraulic fluid under pressure through the residual check valve and brake tubes into the brake wheel cylinders. As hydraulic pressure is developed in the brake master cylinder, a counter force (to. the rear) acting through the hydraulic push rod, sets up a reaction force against the power diaphragm assembly and valve plunger through the rubber reaction disc (located at the end of the hydraulic push rod). The rubber reaction disc acts similar to a column of fluid to distribute the pressure between the vacuum power diaphragm assembly and the valve plunger in proportion to their respective contact areas. The pressure acting against the valve plunger and valve hub assembly to close off the the valve plunger slightly to the rear in relation to the diaphragm and valve hub assembly to close off the atmospheric port. The driver is thus assured a feel of the brake, since part of the counter force reacts through the plunger, 'pcrating rod* and pedal linkage against the driver's foot. This reaction force 's in direct proportion pressure the the brake 'ystem. HOLDING POSITION During brake application, the reaction force which opposes the IC PORT OPEN ' FIG. 8-Booster in Applied Position-Bendix-Type PART 2-2 - BRAKE SYSTEM force applied by the driver, tends to close the atmospheric port. When both atmospheric and vacuum ports are CLOSED, the booster is said to be in the holding position (Fig. 9). power brake application may be made from the vacuum in the booster. With the engine off and no vacuum in the power system, the brakes can be applied in the conven- and vacuum chamber, it is possible to obtain several power assisted brake applications with the engine shut off. This arrangement makes a vacuum reservoir unnecessary. Wither vacuum from the forward side of the diaphragm or air from the bellows (atmospheric chamber) can be connected to the rear side of the diaphragm through porting in the ,control valve hub and the plunger assembly. APPLYING POSITION As the brake pedal is depressed, the valve operating rod and valve plunger assembly move forward compressing the plunger return spring (Fig. 10). The initial movement of the plunger closes the porting from the vacuum chamber preventing further evacuation of the area back of the diaphragm. Further movement of the plunger forces the atmospheric valve off its seat so that atmospheric pressure from the bellows can enter the hub porting that leads to the rear side of the diaphragm. With vacuum on the front side of the diaphragm and atmospheric pressure on the back side of the diaphragm, a force is developed to move the diaphragm, push rod and master cylinder piston forward to close the compensating port and force hydraulic fluid under pressure through the residual pressure check valve and brake tubes to the wheel brakes. As hydraulic pressure is developed in the hydraulic system, a reaction counter-force acts against the reaction lever and ring assembly. This reaction lever and ring assembly is designed to transmit the reaction forces back through the actuating control valve assembly to the brake pedal and provide the driver with a resistance that is in proportion to the brake hydraulic apply forces. This is the means of providing the proper driver feel to the power brake unit. - VACUUM SOURCE FIG. 9-Booster H 1327-A in Holding Position-Bendix-Type With both valves closed, any degree of brake application attained will be held until either the atmospheric port is reopened by an increase in pedal pressure to further increase the brake application or by a decrease in pedal pressure to reopen the vacuum port to decrease the brake application. Whenever the pressure applied to the brake pedal is held constant for a moment, the valve returns to its holding position. However, upon reaching the fully applied position the force applied to the brake pedal overrules the reaction force. In this position the valve plunger and atmospheric valve seat are held away from the valve poppet to admit maximum atmospheric pressure to the rear chamber. With the front chamber open to manifold vacuum, full power application is attained which is referred to as the run-out of the power unit. Any increase in hydraulic pressure beyond this point must be supplied by physical effort of the driver. NO POWER CONDITION It should be noted that in case of engine failure and consequent loss of engine vacuum, at least one full tional manner by applying more physical effort to the brake pedal. BOOSTER SYSTEMMIDLAND-ROSS The optional power brake booster is installed on the engine side of the dash panel and is connected to the brake pedal through a lever assembly and push rod link. The booster consists of a vacuum chamber, atmospheric valve, control valve plunger assembly, diaphragm, and an atmospheric chamber (Figs. 10, 11 and 12). Atmospheric pressure is present at all times in the atmospheric chamber at the front side of the atmospheric valve. The air intake to the atmospheric chamber is protected by an air filter. The atmospheric chamber is separated from the vacuum chamber by the bellows assembly within the vacuum chamber. Vacuum is present at all times in that area of the vacuum chamber forward of the diaphragm. Vacuum is supplied through a hose from the intake manifold to the vacuum manifold and check valve on the booster body. With this integral check valve - HOLDING POSITION When the forward motion of the brake pedal is stopped and held, the valve operating rod ceases to move the control valve plunger forward. However, the unbalanced forces of atmospheric pressure and vacuum on each side of the diaphragm will continue to move the outer sleeve of the control valve plunger forward keeping the vacuum porting closed. At the same time, the reaction force GROUP 2 - BRAKES and the hydraulic fluid, to return the master cylinder piston and push rod to the released positioned. With the piston and push rod in the released position, the hydraulic compensating port in the master cylinder is open. The open port permits fluid to either return from the brake system to the fluid reservoir, o r enter the brake system from the reservoir. 'PARKING B R A K E L M U S T A N G An independent hand-operated parking brake control actuates the rear wheel brake shoes through a cable linkage. The operating cable is routed from .the parking brake control assembly to the equalizer lever which is attached to the equalizer assembly. The rear brake cables connect the equalizer assembly to the parking brake.lever at each rear secondary shoe as shown in Figs. 1 and 2. When the hand1e.i~pulled the primary and secondary brake shoes are forced against the rear brake drums. The handle is held in the applied position by the engagement of a spring loaded pawl with a ratchet. Turning the handle counterclockwise disengages the pawl from the ratchet to release the brakes. FIG. 10-Booster in Applied Position-Midland-Ross acting through the reaction ring and lever assembly will tend to move the atmospheric valve to the closed position (Fig. 11). When these combined forces balance, the porting to the vacuum supply will remain closed and the atmospheric valve will cut off any further passage of atmospheric pressure to ..the area behind the diaphragm. Therefore, the power assist force acting on the master cylinder piston will stabilize and the hydraulic force applying the brakes will be maintained at a constant level. RELEASED POSITION When the pedal pressure is released from the valve operating rod and plunger assembly, the plunger return spring moves the plunger away from the atmospheric valve allowing the valve to seat against the hub (Fig. 12). This seating of the valve closes off the bellows chamber from the hub porting that connects to the rear side of the diaphragm. At the same time, the rearward movement of the plunger opens the porting from the vacuum chamber and draws out the air from the rear side of the power diaphragm. With vacuum on both sides of the diaphragm, the assist force against the master cylinder push rod is eliminated. Also, a pressure differential is created by the presence of vacuum on the rear (small diameter) side of the valve hub and atmospheric (bellows) pressure on the front (large diameter) side. This pressure differential moves the valve hub and, with it, the valve plunger and diaphragm assembly back to the released position. This releasing action permits the brake shoe retracting springs, acting through the wheel cylinder pistons PARKING BRAKE COMET, FAIRLANE AND FALCON An independent foot-operated parking brake control actuates the rear wheel brake shoes through a cable linkage. The operating cable is routed from the parking brake control assembly to the equalizer. The rear brake cables connect the equalizer assembly to the parking brake lever at each rear secondary shoe (Fig. 1). When the pedal is depressed the secondary brake shoes are forced against the rear brake drums. The pedal is held in the applied,position by the engagement of a spring-loaded pawl with a ratchet in the control assembly (Fig. 29). The parking brake control assembly is mounted to the cowl inner side panel. The pedal pivots on a stationary pedal mount. A spring-loaded pawl and a release lever are assembled to the pedal. A ratchet is assembled to the upper end of the pedal. The pawl contacts the rachet at such an angle that the rachet teeth will slide over the pawl as the pedal is depressed; however, when PART 2-2 - BRAKE SYSTEM 2-15 FIG. 1 1-Booster in Holding Position-Midland-Ross the applying motion stops and the pedal starts to release, the pawl engages the ratchet and thus locks the brakes in the applied position. When the manual release lever is pulled back, (Fig. 29), the cam ac- tion of the lever on the pawl cam pin will disengage the pawl from the ratchet to release the brakes. GROUP 2 -BRAKES 2-16 FIG. 1 2-Booster in Released Position-Midland-Ross IN-CAR ADJUSTMENTS AND REPAIRS BRAKE SHOE ADJUSTMENTS The hydraulic service brakes are self-adjusting and require a manual adjustment only after the brake shoes have been relined, replaced, or when the length of the adjusting screw has been changed while performing some other service operation. The manual adjustment is performed with the drums removed, using the tool and the procedure detailed below. In case a brake drum cannot be removed in the normal manner, an access knock-out slug is provided in the brake carrier plate. Knock the slug out with a punch and then release the brake shoe as detailed under Brake Drum-Removal. Re- move the drum and knock-out slug. (Install a standard adjusting hole cover in the carrier plate when assembling). When adjusting the rear brake shoes, check the parking brake cables for proper adjustment. Make sure that the equalizer operates freely. To adjust the brake shoes: 1. Using Rotunda Tool HRE 8650, (Fig. 13) determine the inside diameter of the drum braking surface. 2. Reverse the tool as shown in Fig. 14 and adjust the brake shoe diameter to fit the gauge. Hold the automatic adjusting lever out of engagement while rotating the adjust- FIG. 13-Measuring Drum ing screw, to prevent burring the screw slots. Make sure the adjusting screw rotates freely. If neces-