1963 Ford Galaxie

FORD GALAXIE and
1962-63
ERCURY MONTEREY
1963
GALAXI and
MONTEREY
SUPPIEMWT
PAGE 3
SHOP
MANUAL
SUPPLEMENT
Reproduced under license agreement
with Ford Motor Company."
License #5001 3-1-94
SERVICE
DEPA
RTMENT
COMPANY
FIRST PRINTINGSEPTEMBER, 1962
1962 FORD MOTOR COMPANY, DEARBORN, MICHIGAN
1962
MONTEREY
SUmEMCNT
PAGE 191
FOREWORD
This supplement is divided into two parts: 1963 Ford Galaxie
and Mercury Monterey information, and 1962 Mercury
Monterey information. When used with the 1962 Ford
Galaxie Shop Manual and the 1961 Mercury Maintenance
Manual this supplement provides the necessary information
for servicing the 1963 Ford Galaxie and Mercury Monterey.
Complete 1963 maintenance information and specifications
are included.
The descriptions and specifications contained in this supplement were in effect at the time the manual was approved for
printing. The Ford Motor Company reserves the right to discontinue models at any time, or change specifications or
design, without notice and without incurring obligation.
SERVICE
DEPARTMENT
FORD MOTOR
COMPANY
GROUP INDEX
GALAXIE AND MONTEREY
FORD
GALAXIE and
MERCURY
MONTEREY
SUPPLEMENT
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MAINTENANCE AND LUBRICATION
SPECIFICATIONS
GALAXIE IDENTIFICATION
3S63X100001
M1090-A
FIG. 1-1963 Gaiaxie Warranty Plate

Figure 1 illustrates the 1963 Gaiaxie Warranty Plate. The plate is located
on the rear (lock) face of the left front door panel.
The 1963 Warranty Plate is similar to the one used for 1962. However,
the SERIAL NUMBER has been changed to VEHICLE WARRANTY NUMBER.
Also, shown in the 1963 DSO space is a two-digit code number of the district
which ordered the vehicle.
The official Vehicle Identification Number for title and registration purposes is stamped on a tab attached to the top right side (weld flange) of
the dash panel in the engine compartment (Fig. 2). Do not use the "Vehicle
Warranty Number" which appears on the Warranty plate for title or registration purposes.
BODY
Gaiaxie
54B
62B
4-Door Sedan
2-Door Sedan
Gaiaxie 500
54A
62A
65A
65B
75A
76A
76B
4-Door
2-Door
2-Door
2-Door
4-Door
2-Door
2-Door
Sedan
Sedan
Hardtop
500XL Hardtop
Hardtop
Convertible
500XL Convertible
Station Wagons
71A
71B
71C
71E
4-Door
4-Door
4-Door
4-Door
9-Passenger
6-Passenger
9-Passenger
6-Passenger
Country
Country
Country
Country
Squire
Sedan
Sedan
Squire
COLOR
N1319-A
FIG. 2-Galaxie Vehicle

laeirmncaiion Numoer Locarion
VEHICLE DATA
Example (Fig. 1):
(65A
65A
FM..
22
27H
11
1
3
EM
22
27H
11
3)
2-Door Hardtop
Viking Blue and Corinthian White
Med. Blue Gleam Cloth and Lt. Blue D/L Crush
Vinyl
27th day August
Boston District
3.00:1 Ratio Axle
Fordomatic
Two-tone paint codes use the same symbols as the single colors except that
two symbols are used. The lower body color code will appear first in the
warranty plate paint color space.
If a special paint is used, the paint color space will not be stamped.
Code
A
D
E
H
1
J
M
P
T
V
W
X
Y
Z
*M-30-J
Number
Color
Sales Name
1724.... Black
Raven Black
1451.... Medium Turquoise Metallic. Ming Green
1448... Medium Blue Metallic
Viking Blue
1447... Dark Blue Metallic
Oxford Blue
1459... Gold Metallic
Champagne
1515.... Red
Rangoon Red
1238... White
Corinthian White
1454.... Medium Green Metallic
Silver Moss
1543... Honey Beige
Sandshell Beige
1470... .Chestnut Metallic
Chestnut
1555... Light Pink Metallic
Rose Beige
1444... .Maroon Metallic
Heritage Burgundy
1553... .Light Blue
Glacier Blue
1427... Beige Metallic
Fieldstone Tan
*"M-32-J" acrylic paint alternate with "M-30-J"
DISTRICT CODE (Continued)
TRIM
Deviation trim sets will use existing trim codes plus a suffix. A trim code with
a numerical suffix is not serviced, while a trim code with an alphabetical
suffix is serviced.
Code
Trim Schemes
Puff Stripe B/C and Crush Vinyl
12
Med. Blue and Lt. Blue Met.
14
.. Lt. Beige and Pearl Beige
15
Red and Red
Med. Turquoise and Lt. Turquoise Met.
17
18
Lt. Gold and Lt. Gold Met.
Gleam B/C and Crush Vinyl
22
. . . M e d . Blue and Lt. Blue D/L
24
Lt. Beige and Pearl Beige
25
Red and Red
Black and Black
26
27
Med. Turquoise and Lt. Turquoise D/L
28
Lt. Gold and Lt. Gold D/L
Vinyl and Brick Patt. B/C
32
Lt. Blue and Med. Blue
35
Red and Red
38
Lt. Gold and Lt. Gold
Basket Weave Vinyl and Crush Vinyl
Med. Blue Met. and Lt. Blue Met.
42
44
Med. Beige Met. and Pearl Beige
45
Red and Red
Crush Vinyl
80
Lt. Rose Beige D/L
82
Lt. Blue D/L
85
...Red
Black
86
Lt. Turquoise D/L
87
88
Lt. Gold D/L
89
Med. Chestnut D/L
Vachette Vinyl and Crush Vinyl
66
Black and Black
69
Med. Chestnut D/L and Lt. Chestnut D/L
94
Lt. Beige D/L and Pearl Beige
95
Red and Red
97
Med. Turquoise D/L and Lt. Turquoise D/L
98
Lt. Gold D/L and Pearl Gold
Rib Vinyl (Police and Taxi)
03
Med. Green
04
Med. Beige
05
Red
DATE
The code letters for the month are preceded by a numeral to show the day
of the month when the car was completed. The second year code letters are
to be used if 1963 model production exceeds 12 months.
First
Second
Model
Model
I
Year
Month
Year
Jar
January
A
N
Fel
February
B
P
Ma
March
C
Q
Ap
April
D
R
Ma
May
E
S
Jui
F
T
June
Jul
G
July
u
Au
V
H
August
Sei
J
..W
September
Od
K
X
October
No
L
Y
November
Da
M
December
Z
DSO
Domestic Special Orders, Foreign Special Orders, and Pre-Approved Special
Orders have the complete order number recorded 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 regular production, only the District code number
will appear.
DISTRICT
Code
11
12
13
14
15
21
CODE
District
Boston
Buffalo
..New York
Pittsburgh
Newark
Atlanta
Code
22
23
24
25
26
31
District
Charlotte
Philadelphia
Jacksonville
Richmond
Washington
Cincinnati
Code
32
33
34
35
36
41
42
43
44
45
51
52
53
54
55
District
Cleveland
Detroit
Indianapolis
Lansing
Louisville
Chicago
Fargo
Rockford
Twin Cities
Davenport
Denver
Des Moines
Kansas City
Omaha
St. Louis
Code
61
62
63
64
65
71
72
73
74
81
83
84
85
89
90
District
Dallas
Houston
Memphis
New Orleans
Oklahoma City
Los Angeles
SanJose
Salt Lake City
Seattle
Ford of Canada
Government
Home Office Reserve
American Red Cross
Transportation Services
Export
AXLE
A number designates a conventional axle, while a letter designates an EquaLock differential.
Code
Ratio
Code
Ratio
1
4
5
7
8
9
3.00:1
3.25:1
3.50:1
3.80:1
3.89:1
4.11:1
3.00:1
E
G
3.50:1
3.80:1
4.11:1
TRANSMISSION
Code
1
2
3
4
5
Type
3-Speed Manual-Shift
Overdrive
Fordomatic
Cruise-O-Matic
4-Speed Manual-Shift
VEHICLE WARRANTY NUMBER

Example (Fig. 1): 3S63X100001
3
1963 Year Model
S
Pilot Plant Assembly
63
2-Door Hardtop
X
8-Cylinder 352 Cubic Inch Engine
100001
First Unit Built
MODEL YEAR
The number 3 designates 1963.
ASSEMBLY
Code
Letter
D
E
G
J
N
PLANT
Assembly
Plant
Dallas
Mahwah
Chicago
LosAngeles
Norfolk
Code
Letter
P
S
U
W
Z
Assembly
Plant
Twin Cities
Pilot Plant
Louisville
Wayne
St. Louis
MODEL
The model code number identifies the product line series and the particular
body style: the first of the two digits shows the product line, and the second
digit shows a two-door style by an odd number or a four-door style by an
even number.
Ford 300
53
2-Door Sedan
54
4-Door Sedan
Galaxie
51
2-Door Sedan
52
4-Door Sedan
Galaxie 500
61
2-Door Sedan
62
4-Door Sedan
63
2-Door Hardtop
64
4-Door Hardtop
65
2-Door Convertible
67
500XL 2-Door Hardtop
69
500XL 2-Door Convertible
Station Wagons
72
4-Door 6-Passenger Country Sedan
74
4-Door 9-Passenger Country Sedan
76
4-Door 6-Passenger Country Squire
78
4-Door 9-Passenger Country Squire
GALAXIE-MONTEREY IDENTIFICATION
ENGINE
ENGINE (Continued)
Code
Code
B
E
F
G
P
V
X
Z
8-Cylinder
6-Cylinder
8-Cylinder
8-Cylinder
.8-Cylinder
6-Cylinder
.8-Cylinder
8-Cylinder
406 Cubic Inch (4-barrel High Performance)

223 Cubic Inch (Taxi)
260 Cubic Inch (2-barrel)
406 Cubic Inch (6-barrel High Performance)
390 Cubic Inch (4-barrel Interceptor)
223 Cubic Inch
5
8
9
6-Cylinder 223 Cubic Inch (Low Compression)

8-Cylinder 260 Cubic Inch (Low Compression)
8-Cylinder 390 Cubic Inch (4-barrel, Low Compression)
CONSECUTIVE UNIT NUMBER

Each assembly plant, with each model year, begins with consecutive unit
number 100001 and continues on for each car built.
MONTEREY IDENTIFICATION
NTY
NUMB
3S53Y500001
MONTEREY
C/brd
N1267-A
FIG. 3-Monterey Warranty Plate

Figure 3 illustrates the 1963 Monterey Warranty plate. The plate is located
on the rear (lock) face of the left front door panel.
The 1963 Warranty plate is similar to the one used for 1962. However, the
SERIAL NUMBER has been changed to VEHICLE WARRANTY NUMBER.
Also, shown in the 1963 DSO space is a two-digit code number of the district
which ordered the vehicle.
The official Vehicle Identification Number for title and registration purposes
is stamped on a tab attached to the top right side (weld flange) of the dash
panel in the engine compartment (Fig. 4). Do not use the "Vehicle Warranty
Number" which appears on the Warranty plate for title or registration
purposes.
BODY
Monterey
54A
62A
63A
65A
75A
Monterey Custom
54B
63B
63C
65B
65C
75B
75C
76A
76B
Station Wagon
71B
71D
4-Door
2-Door
2-Door
2-Door
4-Door
Sedan
Sedan
Fastback Hardtop
Hardtop
Hardtop
4-Door
2-Door
2-Door
2-Door
2-Door
4-Door
4-Door
2-Door
2-Door
Sedan
Fastback Hardtop
"S55" Fastback Hardtop
Special Hardtop
"S55" Hardtop
Special Hardtop
"S55" Hardtop
Convertible
"S55" Convertible
4-Door Col. Pk. 6-Pass. Cust.

COLOR
Two-tone paint codes use the same symbols as the single colors except that
two symbols are used. The lower body color code will appear first in the
Warranty Plate Paint Color Space.
If a special paint is used, the paint color space will not be stamped.
N1268-A
F I G . 4-Monterey Vehicle
Identification Number Location
VEHICLE DATA
Example (Fig. 3):
(65A
HM
22
65A
HM
22
27H
11
1
4
27H
11
1
4)
2-Door Hardtop
Blue Satin and Sultana White
Med. Blue Dot Pattern Cloth and Light Blue
Met. Crush Vinyl
27th Day August
Boston District
3.00:1 Ratio
Multi-Drive
Code
A
B
D
E
H
1
J
M
P
R
T
W
X
Y
Z
*M-30-J
Number
Color
1724... .Black
1613... .Lt. Turquoise
1451...Med. Turq. Met
1448... Med. Blue Met
1447. ...Dark Blue Met
1459...Gold Met
1515...Red
.1238... .White
1454... .Med. Green Met
1456... Yellow
1543... Honey Beige
1555....Pink Met
1444... Maroon Met
1553... .Lt. Blue
1427.... Beige Met
"M-32-J" Acrylic Paint Alternate with "M-30-J"
Sales Name
Presidential Black
Peacock Turquoise
Ocean Turquoise
Pacific Blue
Blue Satin
Castilian Gold
Carnival Red
Sultana White
Scotch Green
Jamaica Yellow
Champagne
Pink Frost
Black Cherry
Cascade Blue
Desert Frost
MONTEREY IDENTIFICATION
TRIM
AXLE
Deviation trim sets will use existing trim codes plus 2 suffix. A trim code
with a numeral suffix is not serviced, while a trim code with an alphabetical
suffix is serviced.
Code
10
12
14
16
17
18
22
24
26
27
50
52
54
55
56
57
58
03
04
05
Trim Schemes
Block Pattern Cloth and Crush Vinyl
Med. Rose and Lt. Rose D/L
Med. Blue and Lt. Blue D/L
Med. Beige and Pearl
Black and Black
Med. Turquoise and Lt. Turquoise D/L
Med. Gold and Lt. Pearl Gold
Dot Pattern Cloth and Crush Vinyl
Med. Blue and Lt. Blue Met.
Med. Beige and Lt. Pearl Beige
Black and Black
Med. Turquoise and Lt. Turquoise Met.
Crush Grain Vinyl and Crush Grain Vinyl
Lt. Rose D/L and Med. Rose D/L
Lt. Blue and Dk. Blue D/L
Lt. Beige Pearl and Lt. Beige D/L
Red
Black
Lt. Turquoise D/L and Dk. Turquoise D/L
Lt. Gold D/L and Med. Gold D/L
Rib Crush Vinyl (Police and Taxi)
Med. Green
Med. Beige
Red
DATE
The code letters for the month are preceded by a numeral to show the day
of the month when the car was completed. The second year code letters
are to be used if 1963 model production exceeds 12 months.
First
Model Year
A
B
C
D
E
F
G
H
J
K
L
M
January
February
March
April
May
June
July
August
September
October
November
December
Second
Model Year
N
P
Q
R
S
T
U
V
W
X
Y
Z
DSO
Domestic Special Orders, Foreign Special Orders, and Pre-Approved Special
Orders have the complete order number recorded 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 regular production, only the District code
number appears.
DISTRICT CODE
Code
11
12
13
14
21
22
24
25
31
32
33
34
District
Boston
Philadelphia
New York
Washington
Atlanta
Dallas
Jacksonville
Memphis
Buffalo
Cincinnati
Cleveland
Detroit
Code
35
41
43
44
45
51
52
53
54
81
84
90-99
District
Pittsburgh
Chicago
Kansas City
St. Louis
Twin Cities
Denver
Los Angeles
Oakland
Seattle
Ford of Canada
Home Office Reserve
Export
Code
1
5
Ratio
Code
Ratio
.3.00:1
.3.50:1
7..
9..
.3.80:1
.4.11:1
TRANSMISSION
Code
1..
4..
5..
Type
.3-Speed Manual-Shift
.Automatic (Multi-Drive)
.4-Speed Manual-Shift
VEHICLE WARRANTY NUMBER

Example (Fig. 3): 3S53Y500001
3
1963 Model Year
S
Pilot Plant Assembly
53
2-Door Hardtop
Y
8 Cylinder 390 Cubic Inch Engine (2-barrel)
500001
First Unit Built
MODEL YEAR
The number " 3 " designates 1963.
ASSEMBLY PLANT
Code
Letter
Assembly
Plant
E
S
W
Z
Mahwah
Pilot Plant
Wayne
St. Louis
MODEL
The model code number identifies the product line series and the particular
body style.
Monterey
51
52
53
54
57
2-Door
4-Door
4-Door
4-Door
2-Door
Sedan
Sedan
Hardtop
Hardtop
Fastback Hardtop
Monterey Custom
60
62
63
64
65
66
67
68
69
4-Door
4-Door
2-Door
4-Door
2-Door
2-Door
2-Door
2-Door
2-Door
"S55" Hardtop
Sedan
Special Hardtop
Special Hardtop
Convertible
Fastback Hardtop
"S55" Hardtop
"S55" Fastback Hardtop
"S55" Convertible
Station Wagon
76
76

ENGINE
Code
B
G
P
Y
Z
9
8 Cylinder 406 Cubic Inch (4-barrel High

Performance)
8 Cylinder 406 Cubic Inch (6-barrel High
Performance)
8 Cylinder 390 Cubic Inch (4-barrel Interceptor)
8 Cylinder 390 Cubic Inch (2-barrel)
8 Cylinder 390 Cubic Inch (4-barrel)
8 Cylinder 390 Cubic Inch (4-barrel, Low
Compression)
CONSECUTIVE UNIT NUMBER

Each assembly plant, with each model year, begins with consecutive unit
number 500001 and continues on for each car built.
GROUP 1
GROUP 1-ENGINES AND EXHAUST SYSTEMS

The 1963 maintenance recommendations are in Group 14, and the
1963 specifications are in Group 15
of this manual.
All the service procedures in
Group 1 of the 1962 Galaxie Shop
Manual remain the same for 1963
except as described herein. All the
service procedures in Section 6 of the
1961 Monterey Maintenance Manual
and in the 1962 portion of this manual remain the same except for those
items covered herein.
All the service procedures for the
1963 260 V-8 used in the Galaxie
series are included in this supplement.
Service procedures for the 1963
High Performance 406 V-8 (4-V and
6-V) are the same as for the 352 V-8

(2-V) and the 390 V-8 (2-V and 4-V),
except as described herein.
MILEAGE MAKER SIX
ranty plate identification symbols for

the engines are as follows:
Mileage Maker SixSymbol "V";
Mileage Maker Six Special Police,
and Mileage Maker Six Taxi SpecialSymbol "E".
DESCRIPTION
The Mileage Maker Six engines

have a displacement of 223 cubic
inches and a compression ratio of
8.4:1.
The standard Mileage Maker Six
engine is available in Galaxie and
Galaxie 500 models only (Figs. 5 and
6). The Mileage Maker Six Special
Police and Taxi Special Engines
(Figs. 7 and 8) are available for the
usage implied by name. The war-
VALVE TRAINSPECIAL
POLICE AND TAXI
SPECIAL ENGINES
The intake and exhaust valves are
the rotating type. The tappets are the
solid steel mushroom-type. Conventional rocker arms with self-locking
adjustment screws are used in the
engine. A specified valve lash (clearance) between the pads of the rocker
arms and the valve stems is main-
A1735-A
A1733-A
FIG. 5-Mileage Maker Six-Left Front View
FIG. 7-Mileage Maker Six Special Police and Taxi

Special EnginesLeft Front View
A1736-A
A1734-A
FIG. 6-Mileage Maker Six-Right Front View
FIG. 8-Mileage Maker Six Special Police and Taxi

Special EnginesRight Front View
GROUP 1
and will not permit sufficient flow of
oil, the pressure acting on the inner
face of the valve drops. If the pressure difference between the valves is
great enough to overcome the spring
pressure, the valve will open. Oil then
by-passes the element, maintaining
an emergency supply of oil to the
engine.
The timing gear sprockets are
lubricated at a flat on the No. 1 camshaft bearing.
Oil under full-jet metered pressure
is fed through a drilled passage in the
cylinder block at the No. 3 camshaft
bearing. The passage in the block indexes with a hole in the cylinder
head. An oil inlet tube directs the oil
into the hollow rocker shaft through
the No. 4 valve rocker arm support.
The oil from the shaft flows through
drilled holes in each rocker arm to
lubricate the rocker arm pads and
valve stems, rocker arm shaft bores,
and the ball ends of the rocker arm
adjusting screws and valve push rods.
A1737-A
FIG. 9-Main Lubrication System-Mileage Maker Six

Special Police and Taxi Special Engine
tained by means of the adjusting
screws.
The camshaft is supported by four
bearings pressed into the block. It is
driven by an attached gear that is in
mesh with a gear on the crankshaft.
The distributor drive gear is driven
by an integral gear located on the
front of the camshaft. The camshaft
not great enough to overcome the

spring pressure behind the valve;
therefore, no oil flows through the
by-pass. When the element is dirty
CRANKCASE VENTILATION
Vent Tube-Type Crankcase Ventilation System. The vent-tube type
crankcase ventilation system is standard for 1963 Mileage Maker Six Special Police and Taxi Special engines
only. A heavy-duty breather cap is
located on the front of the valve rocker arm cover (Fig. 10).
is driven in reverse rotation (counterclockwise); however, the teeth on the

distributor and camshaft gears are
machined in a manner that allows
the distributor to be driven in a counterclockwise (normal) direction.
LUBRICATION S Y S T E M SPECIAL POLICE A N D TAXI
SPECIAL ENGINE
The engine has a full-flow replaceable oil filter element (cannistercover type) which filters the entire
output of the oil pump before the oil
enters the engine (Fig. 9).
A by-pass system provides oil to
the engine in case the filter element
becomes clogged. The by-pass is located in the hollow center bolt of the
filter assembly and consists of a
spring-loaded valve. When the filter
is clean and oil will flow through it,
the pressure difference between the
inner and outer faces of the valve is
A1216-D
FIG. 10-Vent Tube-Type Crankcase Ventilation System
GROUP 1
ventilating air allowed into the fuel
induction system of the engine.
IN-CHASSIS REPAIR
OPERATIONS
Engine Front Supports. The front
supports are located on each side of
the cylinder block (Fig. 13). The procedures given apply to a right or left
installation.
A1738-A
F I G . 1 1 Positive Crankcase Ventilation SystemSpecial Police and Taxi

Special Engines
Positive Crankcase Ventilation

(Crankcase Emission Reduction). A
positive crankcase ventilation system
is standard equipment on the standard 1963 Mileage Maker Six engine
and optional equipment on Special
Police and Taxi Special engines.
The positive crankcase ventilation
system of the Special Police and Taxi
Special engines differs from that used
on the standard Mileage Maker Six.
The Special Police and Taxi Special
ventilation system is basically the
same as the system used on the 1962
Mileage Maker Six; however, the
adapter contains an oil separator unit
(Fig. 11). The separator unit contains
a chamber that traps contaminants
and prevents them from reaching the
regulator valve assembly.
The new positive crankcase ventilation system for the standard Mileage Maker Six does not require a
regulator valve (Fig. 12).
Ventilating air enters the engine
through the combination oil filler and
breather cap located on the top-front
surface of the valve rocker arm cover
and is distributed through the engine
in the same manner as in the vent
tube-type system. However, instead
of ventilating air being discharged to
the atmopshere, it is directed to the
air cleaner and carburetor through an

oil separator and hose.
Manifold vacuum and carburetion
control the flow and the amount of
REMOVAL
1. Remove the support insulator
to frame nut and lock washer.
2. Position a support jack and a
wood block under the oil pan. Raise
the jack to relieve the weight of the
engine.
3. Remove the 3 bolts and lock
washers securing the support bracket
to the engine.
4. Raise the engine and remove
the support bracket and insulator as
a unit.
5. Remove the 2 nuts and lock
washers securing the insulator assembly to the support bracket and separate the two units.
INSTALLATION
1. Install the insulator on the rear
support bracket and secure it with the
2 lock washers and retaining nuts.
Torque the nuts to specifications.
A1729-A
F I G . 12Positive Crankcase Ventilation SystemMileage Maker Six
GROUP 1
10
CROSS MEMBER
SUPPORT
INSULATOR
ASSEMBLY
RIGHT SUPPORT
BRACKET
-\
A1739-A
F I G . 13Engine Supports
2. Install the insulator and support
in the frame side member.
3. Secure the support bracket to
the engine with the 3 retaining bolts
and lock washers. Torque the bolts to
specifications.
4. Lower the engine and remove
the jack. Install the insulator to
frame member retaining nut and
washer. Torque the nut to specifications.
5. If only one support was removed, tighten the other support.
Engine Rear Support. The rear
support is located at the transmission
extension housing (Fig. 13).
REMOVAL
1. Remove the support flange to
cross member retaining bolt and nut.
2. Raise the transmission with a
jack to obtain clearance at the transmission extension housing; then, remove the 2 retainer and support assembly mounting bolts and washers.
Remove the support assembly and
the retainer.
INSTALLATION
1. Position the support assembly
and retainer; then, install the 2
mounting bolts and lock washers
Torque the bolts to specifications.
2. Lower the transmission. Install

the support assembly to cross member retaining bolt and nut. Torque
the nut to specifications.
Valve Rocker Arm Shaft Assembly. The Mileage Maker Six-Special
Police and Taxi Special engines do
not contain eccentric-type rocker
arms. When disassembly and assembly of the valve rocker arm shaft assembly is required, install the valve
rocker arms, supports, and springs
in their original position on the
shaft, in the order shown in Fig. 14.
Be sure the oil holes in the shaft are
facing downward. Complete the assembly by installing the remaining
spring washer, flat washer, and cotter pin.
The standard 1963 Mileage Maker
Six engine contains eccentric-type
rocker arms. The service procedures
for these units remain the same as
outlined in the 1962 Ford Galaxie
Manual.
Positive Crankcase Ventilation
System. The positive crankcase ventilation system (crankcase emission reduction system) used on the Mileage
Maker Six Special Police and Taxi
Special Engines is the same as the
system used on the 1962 Standard
Mileage Maker Six, except for the
addition of a separator unit located
on the adapter (Fig. 11). The removal, installation, regulator valve
disassembly, cleaning, and regulator
valve assembly procedures are the
same as outlined in the 1962 Ford
Galaxie Shop Manual.
The standard Mileage Maker Six
positive crankcase ventilation system
does not contain a regulator valve.
It consists of a hose that is connected
to the carburetor air cleaner and the
ventilation outlet adapter by means
of 2 clamps (Fig. 12). To remove the
system for cleaning or replacement
purposes, disconnect the hose and
remove the adapter. Reverse the removal procedure to install both units.
When the hose and adapter are removed for cleaning purposes; clean
OIL INLET
TUBE
/
SEAL
SPRING
WASHER
ROCKER SHAFT
FRONT
F I G . 14Valve Rocker Arm and Shaft AssemblySpecial Police and Taxi Special Engines
COTTER
co
^
PIN
A1422-B
11
GROUP 1
the adapter with clean carburetor solvent. Clean the hose in low volatility
petroleum base solvent. Dry the hose
and adapter with compressed air. Inspect the cylinder block opening and
remove any sludge deposits which
could restrict the flow of crankcase
gases.
Cylinder Front Cover and Timing
Gears. The 1963 Mileage Maker Six

Special Police and Taxi Special Engines contain a gear to gear driven
camshaft. A timing chain is not used.
When the crankshaft and camshaft
lose their timing relationship through
the removal of the timing gears, interference may occur between the
crankshaft and cam lobes. Therefore,
do not rotate the camshaft or crankshaft in the engine without the timing
gears installed.
"Oil Pan Removal" in the 1962 Ford

Galaxie Shop Manual. Remove the
oil pump screen and inlet tube assembly.
6. Disconnect the heater hose at
the water pump. Disconnect the generator adjusting arm and the radiator
supply tank support bracket at the
water pump. Remove the water
pump and discard the gasket.
7. Remove the cylinder front cover and discard the gasket.
8. Remove the crankshaft front
oil slinger. Check the backlash between the camshaft gear and the
crankshaft gear with a dial indicator
(Fig. 16). Hold the gear firmly against
the block while making the check.
Refer to the specifications for the
backlash limits.
REMOVAL
1. Drain the cooling system and
crankcase. On a car with an automatic transmission, disconnect the oil
cooled lines at the radiator.
2. Disconnect the radiator upper
hose at the radiator supply tank and
the radiator lower hose at the water
pump. Remove the radiator.
3. Remove the fan, drive belt, and
pulley.
On a car with power steering, remove the power steering pump drive
belt. Remove the power steering
pump pulley from the crankshaft
damper.
4. Remove the cap screw and
washer from the end of the crankshaft; then, remove the damper
(Fig. 15).
TIMING MARKS
A1534-A
FIG. 18Aligning Timing Gears

FRONT OIL SEAL REPLACEMENT. Replace the oil seal each
time the cylinder front cover is removed.
1. Drive out the old seal with a
pin punch. Clean out the recess in
the cover.
2. Coat a new seal with grease.
Install the seal (Fig. 19). Drive the
seal inward until it is fully seated in
the recess. After installation, check
to be sure the spring is properly positioned in the seal.
A1532-A
FIG. 16Timing Gear Backlash

9. Check the camshaft and crankshaft gear runout with a dial indicator (Fig. 17). If the gear runout is
excessive, replace the gear and/or
gears.
Tool-T52L-6700-BEE
FIG. 19-Front Oil Seal

Replacement
Tool-6316-FEE
INSTALLATION
A1533-A
FIG. 17Gear Runout
FIG. 1 5Damper Removal
10. Crank the engine until the

timing marks on the gears are positioned as shown in Fig. 18.
5. Remove the oil level dipstick.

Remove the oil pan and related parts
by following the procedure under
11. Remove the camshaft gear retaining bolt, washers, and the timing
gears.
A1531-B
1. Place the keys into position in

the slots on the camshaft and crankshaft.
2. Position the gears on the camshaft and crankshaft. Be sure the
timing marks on the timing gears are
positioned as shown in Fig. 18. Install
the camshaft sprocket cap screw and
washers. Install the oil slinger on the
crankshaft.
3. Clean the cylinder front cover
and the gasket surface of the cylinder block. Coat the gasket surface of
the block and cover with sealer. Position a new gasket on the block.
12
GROUP 1
4. Insert the small-diameter end

of the cylinder front cover alignment
tool in the bore of the cover. Position
the cover and pilot assembly over the
end of the crankshaft and against the
block (Fig. 20). Install the cylinder
front cover bolts. Torque the bolts to
specifications.
REAR BEARING
SCREW
PLUG
CAMSHAFT
LOCKWASHER
SCREW
A1538-A
FIG. 22-Camshaft and Related Parts-Special Police and Taxi

Special Engines
Tool-T52L-6059-AAE
A1740-A
FIG. 20-Cylinder Front Cover

Alignment
5. Lubricate the crankshaft with a
white lead and oil mixture. Lubricate
the front oil seal rubbing surface with
grease.
6. Align the damper keyway with
the key located on the crankshaft.
Install the damper on the crankshaft
(Fig. 21).
to specification with Belt Tension

Tool T63L-8620-A.
On a car with power steering, install the power steering pump pulley
on the crankshaft damper. Install the
power steering pump drive belt and
adjust its tension to specifications.
10. Clean and install the oil pump
screen and inlet tube assembly. Install the oil pan and related parts.
Follow the procedure under "Oil Pan
Installation" in the 1962 Galaxie
Shop Manual.
11. Install the radiator. Connect
the radiator lower-hose at the water
pump and the radiator upper-hose at
the radiator supply tank.
On a car with an automatic transmission, connect the transmission oil
cooler lines.
12. Fill and bleed the cooling system. Fill the crankcase with the specified lubricant.
13. Start the engine and adjust the
ignition timing to specifications, with
the distributor vacuum line disconnected. Operate the engine at fast idle
and check all hose connections and
gaskets for leaks.
CamshaftSpecial Police and
Taxi Special Engines
Tool-T52L-6306-AEE
^ ^
A1741-A
FIG. 2 1 Damper Installation

7. Install the lock washer and cap
screw. Torque the cap screw to specifications.
8. Coat the water pump gasket
and retaining bolts with water resistant sealer. Install the water pump.
Connect the heater hose. Connect the
generator adjusting arm and the radiator supply tank support bracket at
the water pump.
9. Install the pulley, drive belt,
and fan. Adjust the drive belt tension
REMOVAL. The camshaft and related parts are shown in Fig. 22.
1. Remove the crankshaft damper
and cylinder front cover. Follow the
"Cylinder Front Cover and Timing
Gears" procedure outlined in this
section of this manual.
2. Remove the grille and the
grille center support. Remove the air
cleaner assembly support bracket.
3. Remove the valve rocker arm
cover and the valve rocker arm shaft
assembly as outlined in the 1962
Galaxie Shop Manual. Remove the
valve push rods in sequence.
4. Disconnect the primary wire
and the high tension wire at the coil.
Disconnect the vacuum line at the

distributor. Remove the distributor
cap and spark plug wires as an assembly. Remove the distributor.
5. Disconnect the ignition wires
from the clip on the valve push rod
cover. Remove the cover and discard
the gasket.
6. Disconnect the fuel line at the
fuel pump. Remove the fuel pump
and discard the gasket. Remove the
oil filter cover and the oil filter element.
7. Push the camshaft toward the
rear of the engine. Install a dial indicator with the indicator point on the
camshaft retaining screw. Set the dial
on zero. Position a large screw driver
between the camshaft gear and the
block (Fig. 23). Pull the camshaft
forward and release it. Compare the
dial indicator reading with the specification. If the end play is excessive,
check the spacer for correct installation before it is removed. If the spacer is correctly installed, replace the
thrust plate when the camshaft is installed.
8. Remove the dial indicator.
9. Turn the crankshaft until the
tappets can be lifted with either a
magnet or the fingers. Raise the tappets clear of the camshaft lobes and
1 . PUSH CAM TO REAR OF ENGINE

2 . SET Dial O N ZERO
3 . PULL CAM FORWARD AND RELEASE
A1539-A
FIG. 23-Camshaft End Play
13
GROUP 1
secure them with spring-type clothes
pins or window regulator spring
clips. Turn the engine until the timing marks on the gears are positioned
as shown in Fig. 18.
10. Remove the camshaft thrust
plate, Woodruff key and spacer.
Carefully remove the camshaft by
pulling it toward the front of the engine. Use caution to avoid damaging
the bearings.
INSTALLATION
1. Oil the camshaft and apply Lubriplate to all the lobes. Carefully
slide the camshaft through the bearings.
2. Install the camshaft spacer and
Woodruff key. Be sure the chamfer
on the spacer is to the rear or faces
the camshaft journal.
3. Install the thrust plate. Torque
the retaining screws to specifications.
4. Position the timing gears on the
crankshaft and camshaft. Be sure the
timing marks on both timing gears
are positioned as shown in Fig. 18.
Install the camshaft sprocket cap
screw and washer. Install the crankshaft front oil slinger.
5. Replace the crankshaft front oil
seal. Install the cylinder front cover,
crankshaft damper, and related parts
by following the procedures in this
section of the manual.
6. Install the grille and center support.
7. Clean the oil pan and oil pump
inlet tube screen. Install the oil pump,
inlet tube, and the oil pan and related
parts. Install a new oil filter element.
8. Release the tappets. Apply lubriplate to both ends of the push
rods. Install the push rods in sequence and position the lower ends of
the rods in the tappet sockets.
9. Install the valve rocker arm
shaft assembly by following steps 1
through 5 of the "Valve Rocker Arm
Shaft Installation" procedure in this
section of the manual.
10. Clean the valve push rod cover.
Cement a new gasket to the valve
push rod chamber cover with neoprene adhesive. Install the cover and
ignition wiring clip.
The cover is tightened in 2 steps.
First, torque the retaining bolts to
specifications. Two minutes after the
initial tightening, torque the bolts to
the same specifications. Connect the
coolant sending unit wire to the sending unit and install the wire in the retaining clip.
11. Install the fuel pump and connect the fuel lines.
12. Crank the engine until the No.
1 piston is on TDC after the compression stroke. Position the distributor in the block with the rotor at the
No. 1 firing position and the breaker
points open. Install the distributor
hold-down bolts.
13. Perform a preliminary (cold)
valve lash adjustment. To perform
this operation, refer to the procedure
contained in this section of the manual
supplement.
14. Connect the distributor primary wire and the vacuum line. Install the distributor cap; then, connect the spark plug wires and the coil
high tension le#d.
15. Fill and bleed the cooling system. Fill the crankcase to its required
level with the specified lubricant.
16. Start the engine and adjust the
ignition timing to specification. Connect the distributor vacuum line. Operate the engine at fast idle and check
all hose connections and gaskets for
leaks. After engine temperatures have
stabilized, perform a final valve lash
adjustment to obtain the specified
clearance. Adjust the engine idle
speed and fuel mixture.
cover and tighten it in 2 steps. First,
torque the retaining bolts to specifications. Two minutes after the initial
tightening, torque the bolts to the
same specification. Install the air
cleaner.
Oil Filter Element Replacement
Special Police and Taxi Special Engines. The oil filter assembly is shown
in Fig. 24.
1. Place a drip pan under the filter. Remove the filter center bolt,
then remove the filter assembly and
gasket. Discard the gasket.
2. Remove the filter element, neoprene gasket, spring and seat; then,
remove the center bolt from the container and the fiber gasket from the
bolt. Discard the element and gaskets.
3. Wash all parts in solvent. Make
sure the openings in the bolt are
clean.
4. Install the new filter element in
the housing, following the instructions furnished with the new element.
5. Clean the cylinder block filter
recess. Install a new gasket.
6. Place the filter assembly in position and thread the center bolt into
the adapter finger-tight.
7. Rotate the filter assembly
slightly, in each direction, to make
sure the gasket is seated evenly.
8. Torque the bolt to specifications. Do not over-torque the bolt.
GASKET
NEOPRENE
GASKET
SPRING
RETAINER
SPRING
FIBER
GASKET
CENTER BOLT
A1071-B
FIG. 2 4 - O i l Filter Assembly

9. Add oil to the crankcase, if
necessary. Operate the engine at fast
idle and check for oil leaks.
CLEANING, INSPECTION
AND RECONDITIONING
TIMING GEARSMILEAGE
MAKER SIX SPECIAL POLICE
AND TAXI SPECIAL ENGINES
Clean the gears in solvent. Note
the condition of the gear teeth. If the
teeth are scored or the contact pattern of the teeth is uneven, replace
the gears. It is good practice to replace both gears if either gear requires replacement.
PISTONS, PINS AND RINGS
Fitting Piston Pins. Rectangular
cross-section piston pin retainers
(True Arc-type) have replaced the
round wire type used on 223, 352,
390 and 406 cubic inch displacement
engines.
Pliers must be used to remove and
install the new retainers. This will insure proper seating within the piston
seat and minimize distortion of the
retainers. Avoid overlapping the retainer ends during installation, as the
retainer may lose its normal seating
and retaining characteristics.
14
WORK STAND REPAIR
OPERATIONS
The work stand repair operations

are basically the same as those outlined in the 1962 Galaxie Shop Manual, with the following exceptions:
1. The 1963 Mileage Maker Six
Special Police and Taxi Special engines contain conventional rocker
arms with self-locking adjustment
screws. A preliminary valve lash
clearance adjustment is required
whenever the rocker arms and shaft
assembly are installed in the engine.
Refer to "Preliminary (Cold) Valve
LashMechanical Lifters" in this
manual supplement for the proper
procedure. The final valve lash is performed with the engine at normal operating temperature. Refer to "Valve
Lash (Hot)Mechanical Valve Lifters" in the 1962 Galaxie Shop Manual.
2. The Mileage Maker Six Special
Police and Taxi Special engines contain a full-flow oil filter element that
is contained within a cannister-type
cover. To remove and install the filter assembly, refer to "Oil Filter Element ReplacementSpecial Police
and Taxi Special Engines" in this
group of the manual supplement.
Police and Taxi Special engines contain a separate fuel filter and a fuel
pump to fuel filter outlet line. The filter assembly is mounted to the rightfront lower area of the cylinder block
by means of 2 bolts.
Police and Taxi Special engines contain 2 constant mesh timing sprockets, secured to the camshaft and
crankshaft. The timing chain and
damper is eliminated on these engines. The cylinder front cover is of
cast iron and it has a single peg-type
pointer pressed into the cover. To
remove and install the timing gears
and cylinder front cover, refer to
Gears" in this section of the manual
supplement.
5. The camshaft has a reversedrotation cam lobe contour that is designed to accommodate the timing
gears and mechanical valve train.
6. A vent tube-type crankcase
ventilation system is standard equipment on the Mileage Maker Six Special Police and Taxi Special engines
only.
The positive crankcase ventilation
system is standard equipment on the
Mileage Maker Six engine and op-
GROUP 1
STEP l-SET NO. 1 PISTON ON T.D.C. AT END OF COMPRESSION
STROKE, ADJUST NO. 1 INTAKE AND EXHAUST.
STEP 4-ADJUST NO. 6 INTAKE AND EXHAUST.
STEP 2-ADJUST
INTAKE
STEP 5-ADJUST
INTAKE
NO.
AND
NO.
AND
5
EXHAUST.
2
EXHAUST.
STEP 3-ADJUST
INTAKE
STEP 6-ADJUST
INTAKE
NO. 3
AND EXHAUST.
NO. 4
AND EXHAUST.
A1415-B
F I G . 25Preliminary Valve Lash AdjustmentMileage Maker Six Special

Police and Taxi Special Engines
tional equipment on the Mileage

Maker Special Police and Taxi Special engines.
The Special Police and Taxi Special positive crankcase ventilation
system contains an oil separator unit;
however, the system is serviced as
outlined in the 1962 Galaxie Shop
Manual.
The Mileage Maker Six positive
crankcase ventilation system consists
of a rubber hose secured to the oil
separator (adapter) and air cleaner
by clamps. The regulator valve is
eliminated. The hose and oil separator adapter are maintained as follows:
1. Loosen the clamps and remove
the hose from the air cleaner and oil
separator.
2. Remove the oil separator unit
from the cylinder block.
3. Inspect the block opening and
remove any sludge deposits which
could restrict the flow of crankcase
gases.
4. Clean the oil separator in clean
Step Type Feeler Gauge
A1OO1-A
F I G . 2 6 - V a l v e Lash Adjustment
Mileage Maker Six Special Police
and Taxi Special Engines
carburetor solvent and dry it with

compressed air.
5. Clean the hose with a low vola-
GROUP 1
tility petroleum base solvent and dry
it with compressed air.
6. Install the oil separator and
hose and tighten the hose clamps.
ENGINE TESTS AND
ADJUSTMENTS
PRELIMINARY (COLD) VALVE

LASHMECHANICAL LIFTERS
Mileage Maker Six Special Police
and Taxi Special Engines. The cylinders are numbered from front to rear,
1-2-3-4-5-6 and the valves are arranged from front to rear, E-I-I-EI-E-E-I-E-I-I-E.
1. Make 2 chalk marks on the
crankshaft damper (Fig. 25). Space
15
the marks approximately 120 apart

so that with the timing mark, the
damper is divided into 3 equal parts
(120 represents Vs of the distance
around the damper circumference).
2. Rotate the crankshaft until the
No. 1 piston is near T.D.C. at the
end of the compression stroke. The
No. 1 piston is on T.D.C. at the end
of the compression stroke when both
valves are closed and the timing mark
on the crankshaft damper is in line
with the timing pointer.
3. Adjust the intake and exhaust
valve lash for No. 1 cylinder (Fig.
26). The preliminary (cold) intake
and exhaust valve lash should be set
to specification.
4. Repeat this procedure for the

remaining set of valves. Turn the
crankshaft V3 turn at a time, in the
direction of rotation, while adjusting
the valves in the firing order sequence (1-5-3-6-2-4). This procedure
requires 2 complete turns of the
crankshaft.
260 V-8 ENGINE

DESCRIPTION
The 260 V-8 engine (Figs. 27, 28,

29 and 30) has a piston displacement of 260 cubic inches and a
compression ratio of 8.7:1. The patent plate symbol for the engine is
A1719-A
A1718-A
3
FIG. 2 7 - 4 Left Front View
FIG. 2 8 - / 4 Right Front View
Ai6i6-B
FIG. 29-Front % Sectional View
A1717-A
FIG. 30-Front Cross Sectional View
16
GROUP 1
"F". The engine is available in all

Galaxie models.
MANIFOLDS
Coolant flows from the front of the
engine through the intake manifold
into the heater inlet hose and circulates through the heater. On cars that
do not have a heater, the coolant is
returned to the water pump through
a by-pass hose.
Exhaust gases flowing through the
crossover passage (Fig. 31) provide
the initial heat necessary to assist in
vaporizing the incoming fuel mixture.
The intake manifold has two sets
of fuel passages, each with its own
separate inlet connection to the car-
buretor (Fig. 32). The right barrel

of the carburetor feeds Nos. 1, 4, 6
and 7 cylinders and the left barrel
feeds Nos. 2, 3, 5 and 8 cylinders.
Warm air for the automatic choke
is drawn from the heat chamber of
the right exhaust manifold (Fig. 33).
A crankcase ventilation oil separator element is located at the rear
top of the intake manifold at the
crankcase outlet.
AUTOMATIC CHOKE
HEAT TUBE
The oil pump, mounted inside the

oil pan at the left front, is driven by
the distributor through an intermediate drive shaft.
The oil filter is mounted on the
left lower front of the block.
The crankshaft is supported by
five main bearings. Crankshaft end
thrust is controlled by the flanges of
the No. 3 main bearing.
The pistons have two compression
rings and one oil control ring. The
top compression ring is chromeplated and the lower compression
ring is phosphate-coated. The oil control ring assembly consists of a serrated spring and two chrome-plated
steel rails.
VALVE TRAIN
AIR INLET
A158O-B
FIG. 33-Automatic Choke Heat

Chamber
FIG. 31-Intake Manifold

Exhaust Gas Crossover Passage
CYLINDER HEADS
The cylinder head assemblies contain the valves and the valve rocker
arm assemblies. The valve guides and
push rod guides are machined in the
head with a cast combustion chamber. The valve arrangement from
front to rear on the left bank is
E-I-E-I-E-I-E-I and on the right bank
I-E-I-E-I-E-I-E (Fig. 34).
CYLINDER BLOCK
The cylinders are numbered from
front to rear, on the right bank 1, 2,
3 and 4 and on the left bank 5, 6,
7 and 8. The firing order is 1-5-4-26-3-7-8.
1, 4, 6, AND 7
2, 3, 5, AND 8
^
^
A1579-B
FIG. 32-lntake Manifold Fuel

Passages
LEFT BANK
A1632-A
FIG. 34-lntake Manifold Fuel

Arrangement
The push rods are tubular steel

with ball ends. The push rods supply
oil from a metering valve (disc) in
the hydraulic valve lifters through
drilled holes in the ball ends for independent lubrication of each rocker
arm.
The rocker arms have a drilled
hole in the push rod end for lubrication. They are individually mounted
on a stud that is pressed into the
cylinder head. A fulcrum seat controls the rocker motion and a nut
secures the rocker arm on the stud.
The camshaft is supported by five
stepped bearings pressed into the
block with a dowel for positioning
the camshaft sprocket. It is driven by
a sprocket and timing chain in mesh
with a sprocket on the crankshaft.
Camshaft end play is controlled by
a thrust plate attached to the cylinder
block. An eccentric, bolted to the
front end of the camshaft, operates
the fuel pump.
Hydraulic valve lifters are used
which provide zero valve lash. The
operation and parts identification of
the hydraulic valve lifters are shown
in Fig. 35. When the valve is closed,
the lifter assembly is on the base
circle of the camshaft lobe and the
valve push rod is in its lowest position. With the lifter assembly in this
position, the plunger spring expands,
forcing the plunger upward. This
action is transmitted to the valve
rocker arm via the valve push rod
until there is solid contact between
the valve and the valve end of the
valve rocker arm (zero valve lash).
In this position, the oil hole in the
lifter and plunger is indexed with the
lifter oil gallery and oil is forced
GROUP 1
LIFTER BODY
VALVE OPEN
17
oil gallery supplies oil to each individual main bearing, through drilled
passages in the block. Passages are
drilled from each main bearing to
each camshaft bearing. Number 1
main bearing feeds No. 1 camshaft
bearing, and No. 2 main bearing
feeds No. 2 camshaft bearing, etc.
The oil then flows through notches
or grooves in the main bearings to
lubricate the crankshaft journals. The
timing chain and sprockets are lubricated by oil deflected from the front
camshaft bearing by an oil drip
trough on the cylinder front cover.
VALVE CLOSED
PLUNGER
CHECK VALVE
The crankshaft is drilled from the

main bearings to the connecting rod
bearings.
CHECK VALVE
RETAINER
BASE CIRCLE
A1575-A
FIG. 35-Hydraulic Valve Lifter Operation

under pressure into the plunger. This
creates a pressure differential above
and below the check valve (disc or
ball check). The high pressure above
the check valve forces the check valve
open and the oil fills the area below
the plunger equalizing the pressure
on each side of the check valve.
Whenever clearance between the
valve and the valve rocker arm tends
to be present, the plunger spring expands pushing the plunger until there
is solid contact between all parts of
the valve train mechanism.
As the camshaft rotates (valve
opening), the valve lifter is raised and
the sudden increase in oil pressure
below the plunger forces the check
valve closed and the lifter becomes
a hydraulic ram. During this period,
a slight leakage of oil from below the
plunger occurs. As the high point on
the camshaft lobe rotates past the
lifter, the push rod forces the valve
lifter down and seats the valve. The
pressure on the oil below the plunger
is relieved and the check valve opens
so that the chamber can again be
filled. This cycle is repeated for each
revolution of the camshaft.
LUBRICATION SYSTEM
Oil from the oil pan sump, located
in the front of the oil pan, is forced
through the pressure-type lubrication system (Fig. 36) by a rotor oil
pump. A spring-loaded relief valve
in the pump limits the maximum
pressure of the system. Oil relieved

by the valve is directed back to the
intake side of the pump.
All the oil discharged by the pump
passes through an exclusive design
full flow-type Rotunda filter before
it enters the engine. The filter is
mounted at the lower left front of
the engine.
On a disposable-type oil filter, a
relief valve in the filter permits oil
to by-pass the filter if the element
becomes clogged.
On a replaceable element-type oil
filter, a by-pass provides oil to the
engine in case the filter element becomes clogged. The by-pass is located
in the hollow center bolt of the filter
and consists of a spring-loaded valve.
When the element is clean and oil
will flow through it, the pressure
difference between the inner and
outer faces of the valve is not great
enough to overcome the spring
pressure behind the valve. Therefore,
no oil flows through the by-pass.
When the element is dirty and will
not permit a sufficient flow of oil, the
pressure acting on the inner face of
the valve drops. If the pressure difference between the valve faces is great
enough to overcome spring pressure,
the valve will open. Oil then bypasses the element, maintaining an
emergency supply of oil to the engine.
From the filter, the oil flows into
the main oil gallery which is located
to the right side of the camshaft. The
A small groove is located in the

connecting rod at the mating face
where the cap contacts the connecting
rod. This groove is used as an oil
squirt hole for cylinder wall lubrication. Oil from the connecting rod
squirt hole lubricates the opposite
cylinder wall. For example, the No. 1
connecting rod oils No. 5 cylinder,
etc. As the crankshaft turns, the hole
in the connecting rod bearing aligns
with the hole in the journal causing
a direct squirt of oil onto the cylinder
wall (Fig. 36).
Oil passages are drilled from the
main oil gallery to each valve lifter
oil gallery. Oil from here feeds the
valve lifter assemblies. A reservoir at
each valve lifter bore boss traps oil
so that oil is available for valve lifter
lubrication as soon as the engine
starts.
When the hydraulic lifter is on the
base circle of the camshaft lobe
(valve closed), the oil hole in the
hydraulic lifter and plunger is indexed with the lifter oil gallery and
oil is forced under pressure into the
plunger. The pressure differential
above and below the check valve
(disc or ball check) forces the check
valve open and oil fills the compression chamber below the plunger. Oil
is also metered through the metering
valve (disc) through the oil passages
in the push rod cup and then flows
up the hollow push rod. In this position, the drilled hole in the ball end
of the push rod is indexed with a
drilled hole in the rocker arm and
the oil lubricates the upper valve
train bearing areas (Fig. 36). Excess
oil is returned to the oil pan through
drain back holes located at each end
of the cylinder head and block (Fig.
36).
18
GROUP 1
A1581-B
FIG. 36Lubrication System

AIR INTAKE SYSTEM
The temperature of the air entering the air cleaner is thermostatically
controlled by an air intake duct and
thermostat assembly (Fig. 30). This
system supplies warm air to the engine during the warm-up period, resulting in better fuel vaporization
and reducing the possibility of carburetor icing. The air duct shroud
and tube assembly together with the
air duct and thermostat assembly direct warm air into the air cleaner
and carburetor.
If the temperature of the air passing over the thermostat is less than
75F., the valve plate in the air duct
is held in an up or "heat on" position
by a valve plate tension spring. When
the valve plate is in the "heat on" position, the air entering the air cleaner
is drawn through the shroud and tube
assembly. The air passing through
the shroud and tube is first directed
over the exhaust manifold and
heated.
A wax filled thermostat is connected to the valve plate by a thermo-
stat rod. The incoming air passes over

the thermostat before entering the air
cleaner. As the temperature of the
air passing over the thermostat approaches 85F., the wax begins to
expand and pushes the thermostat
rod against the valve plate. The tension of the valve plate spring is overcome and the valve plate is moved
downward to partially close off the
warm air duct to allow the cooler air
from the engine compartment to mix
with the warm air directed from the
exhaust manifold.
If the temperature of the incoming
air is approximately 105F., the
valve plate moves downward to a
"heat off" position to close off the
warm air duct. Cooler air from the
engine compartment is then directed
to the air cleaner without passing
over the exhaust manifold.
POSITIVE CRANKCASE
VENTILATION SYSTEM
Ventilating air enters the engine
through the oil filler cap and tube located in the cylinder front cover. The
filler cap contains a filtering element

which filters the incoming air.
From the filler cap, the air flows
into the front section of the valve
push rod chamber where there are
few contaminating vapors. Here, the
incoming air has a chance to warm
up before contacting contaminating
vapors originating in the crankcase.
Warm ventilating air minimizes the
formation of crankcase sludge.
The ventilating air is directed by
a baffle, located on the underside of
the intake manifold, upward into the
front of both valve rocker arm chambers. The baffle also directs air to the
front of the lower crankcase and into
the timing chain chamber.
Air from the valve rocker arm
chamber and from the crankcase
flows into the rear of the valve push
rod chamber. All air is then directed
by a baffle at the rear of the intake
manifold through the crankcase ventilation oil separator element and into
the exhaust tube. The exhaust tube
directs the air into the intake manifold through a spring-loaded regulator valve connected to the carbu-
19
GROUP 1
FROM
CRANKCASE
OUTLET
H I G H SPEED O P E R A T I O N
LOW INTAKE AAANIFOLD VACUUM
L O W SPEED O P E R A T I O N
HIGH INTAKE MANIFOLD VACUUM
A1583-B
F I G . 37Positive Crankcase Ventilation System
A1576-B
F I G . 38Positive Crankcase Ventilation Regulator

Valve
retor spacer (Fig. 37). The valve regulates the amount of air to meet
changing operating conditions.
and to the full open position. This increases the flow of ventilating air.
During idle, intake manifold vacuum is high. The high vacuum overcomes the tension of the spring pressure and seats the valve (Fig. 38).
With the valve in this position, all the
ventilating air passes through a calibrated orifice in the valve. With the
valve seated, there is minimum ventilation. As engine speed increases
and manifold vacuum decreases, the
spring forces the valve off its seat
COOLING SYSTEM
The coolant is drawn from the bottom of the radiator by the water
pump which delivers the coolant to
the cylinder block (Fig. 39).
The coolant travels through cored
passages to cool the entire length of
each cylinder wall. Upon reaching the
rear of the cylinder block, the coolant
is directed upward into the cylinder
heads, where it cools the combustion

chambers, valves and valve seats on
its return to the front of the engine.
The coolant from each cylinder
headflowsthrough the water passages
in the intake manifold past the water
thermostat, if it is open, into the top
of the radiator. If the thermostat is
closed, a small portion of the coolant
is returned to the water pump for recirculation. The entire system is pressurized to 13-15 psi.
ENGINE REMOVAL AND

INSTALLATION
\v
The engine removal and installation procedures are for the engine
only without the transmission attached.
ill
A1584-B
F I G . 39Cooling System
REMOVAL
the crankcase. Remove the oil filter.
2. Remove the hood, air cleaner
and intake duct assembly. Disconnect
the battery ground cable at the cylinder head.
hose at the coolant outlet housing and
pump.
On a car with an automatic transmission, disconnect the transmission
oil cooler lines at the radiator.
4. Remove the radiator. Remove
the fan, spacer, belt and pulley.
5. Disconnect the wires at the generator or alternator. Loosen the gen-
GROUP 1
20
erator or alternator adjusting bolts to
allow the generator or alternator to
swing down and out of the way.
6. Disconnect the oil pressure
sending unit wire at the sending unit,
and the flexible fuel line at the fuel
tank line. Plug the fuel tank line.
7. Disconnect the accelerator rod
at the bellcrank.
On a car with an automatic transmission, disconnect the throttle valve
vacuum line at the intake manifold.
Disconnect the manual shift rod at
the bellcrank and remove the retracting spring. Disconnect the transmission filler tube bracket at the cylinder
block.
On a car with an air conditioner,
isolate and remove the compressor as
outlined in Part 12-3 of the 1962
On a car with power steering, disconnect the power steering pump
bracket from the cylinder head. Remove the drive belt. Wire the power
steering pump out of the way and in a
position that will prevent the oil from
draining out. Disconnect the brake
8. Disconnect the heater hoses at
the water pump and intake manfold.
Disconnect the water temperature
sending unit wire at the sending unit.
9. Remove the flywheel or converter housing to engine upper bolts.
10. Disconnect the primary wire
at the ignition coil and position the
wire out of the way. Disconnect the
ground strap at the block.
11. Raise the front of the car. Disconnect the starter cable at the starter.
Remove the starter and dust seal.
12. Disconnect the muffler inlet
pipes from the exhaust manifolds.
Disconnect the engine support insulators at the brackets on the frame
underbody.
On a car with a manual-shift transmission, remove the remaining flywheel housing to engine bolts. Disconnect the clutch pedal retracting
spring. Remove the clutch equalizer
bar bracket retaining bolts and remove the clutch release rod at the
release lever.
On a car with an automatic transmission, remove the converter housing inspection cover. Disconnect the
flywheel from the converter. Secure
the converter assembly in the housing. Remove the remaining converter
housing to engine bolts.
13. Lower the car, then support

the transmission. Install the engine
left lifting bracket on the front of the
left cylinder head, and install the engine right lifting bracket at the rear
of the right cylinder head, then attach
the engine lifting sling (Fig. 40).
Tool
T53L-300-A
Tool
T62F-6085
FIG. 40Engine Lifting Brackets

and Sling
14. Raise the engine slightly and
carefully pull it from the transmission. Carefully lift the engine out of
the engine compartment so that the
rear cover plate is not bent or other
components damaged. Install the engine on a work stand (Fig. 41).
A1588-B
FIG. 41-Engine Work Stand

INSTALLATION
1. Place a new gasket over the
studs of the exhaust manifolds. Position new gaskets on the muffler inlet
pipes.
2. Attach the engine lifting brackets and sling (Fig. 40). Remove the
engine from the work stand.
3. Lower the engine carefully into
the engine compartment. Make sure
the exhaust manifolds are properly
aligned with the muffler inlet pipes

and the dowels in the block are
through the rear cover plate and engage the holes in theflywheelhousing.
On a car with an automatic transmission, start the converter pilot into
the crankshaft.
On a car with a manual-shift transmission, start the transmission main
drive gear into the clutch disc. It may
be necessary to adjust the position
of the transmission in relation to the
engine if the input shaft will not enter the clutch disc. If the engine
"hangs up" after the shaft enters,
turn the crankshaft slowly (transmission in gear) until the shaft splines
mesh with the clutch disc splines.
4. Install the flywheel or converter housing upper bolts.
5. Install the engine support insulator to bracket retaining nuts. Disconnect the engine lifting sling and
remove the lifting brackets.
6. Raise the front of the car. Connect both exhaust manifolds to the
muffler inlet pipes. Torque the nuts
to specifications.
7. Position the dust seal and install the starter.
On a car with a manual-shift transmission, install the remaining flywheel housing to engine bolts. Connect the clutch release rod. Position
the clutch equalizer bar and bracket
and install the retaining bolts. Install
the clutch pedal retracting spring.
On a car with an automatic transmission, remove the retainer securing the converter in the housing. Attach the converter to the flywheel.
Install the converter housing inspection cover. Install the remaining converter housing retaining bolts.
8. Remove the support from the
transmission and lower the car.
9. Connect the engine ground
strap and coil primary wire.
10. Connect the water temperature sending unit wire, and the heater
hose at the intake manifold.
11. Connect the accelerator rod at
the bellcrank.
On a car with an automatic transmission, connect the transmission
filler tube bracket. Connect the manual shift rod and install the retracting
spring. Connect the throttle valve
vacuum line.
install the compressor as outlined in
Part 12-3 of the 1962 Galaxie Shop
Manual.
GROUP 1
On a car with power steering, install the drive belt and power steering pump bracket. Install the bracket
retaining bolts. Adjust the drive belt
tension to specifications. Connect the
brake vacuum line.
12. Remove the plug from the
fuel tank line. Connect the flexible
fuel line and the oil pressure sending
unit wire.
13. Install the pulley, belt, spacer
and fan. Adjust the belt tension to
specifications.
14. Tighten the generator or alternator adjusting bolts. Connect the
generator or alternator wires and the
battery ground cable.
the radiator upper and lower hoses.
cooler lines.
16. Install the oil filter. Fill and
bleed the cooling system. Connect
the heater hose at the water pump.
Fill the crankcase with the proper
grade and quantity of oil.
17. Adjust the transmission throttle linkage. Operate the engine at fast
idle and check all gaskets and hose
connections for leaks. Install the air
cleaner and intake duct assembly.
18. Install and adjust the hood.
21
DUST SHIELD
/SUPPORT INSULATOR
A
ASSEMBLY
2. Install the support insulator to

transmission extension housing bolts
and lock washers. Torque the bolts to
specifications.
3. Install the support insulator to
cross member retaining bolt and lock
washer. Torque the bolt to specifications.
VALVE ROCKER ARM
ASSEMBLY
The valve rocker arm assembly is
shown in Fig. 44.
A1725-A
ROCKER ARM
- STUD NUT
F I G . 42Engine Front Support
and install the retaining bolts and lock

washers. Torque the bolts to specifications.
2. Lower the engine into position
and remove the jack and wood block.
3. Install the engine support insulator to frame nut and lock washer.
Torque the nut to specifications.
FULCRUM
SEAT
ENGINE REAR SUPPORT

The rear support is located at the
transmission extension housing (Fig.
43).
SUPPORT INSULATOR ASSEMBLY
IN-CHASSIS REPAIR
OPERATIONS
Cleaning, inspection, repair procedures and checks are covered in Part

1-1 of the 1962 Galaxie Shop Manual. Differences in these procedures
for the 260 V-8 engine are given
when they exist.
ENGINE FRONT SUPPORTS
The front supports are located on
each side of the cylinder block (Fig.
42). The procedures given apply to
either a right or left installation.
F I G . 43Engine Rear Support
Removal
1. Remove the engine support insulator to frame nut and lock washer.
2. Raise the engine slightly with
a jack and a wood block placed under the oil pan.
3. Remove the engine support insulator to cylinder block retaining
bolts and lock washers. Remove the
engine support insulator assembly.
Removal
1. Remove the support insulator to
cross member retaining bolt and lock
washer.
2. Remove the support insulator
to transmission extension housing
bolts and lock washers.
3. Raise the transmission with a
floor jack. Remove the support insulator and retainer.
Installation
1. Position the engine support insulator assembly to the cylinder block
Installation
1. Position the support insulator
and retainer. Lower the transmission.
FRAME
CROSS MEMBER
A1634-A
F I G . 4 4 - V a l v e Rocker Arm
Assembly
Removal
1. Remove the air cleaner and intake duct assembly.
2. Disconnect the spark plug wires
at the spark plugs by grasping the
moulded cap only. Remove the wires
from the bracket on the valve rocker
arm cover(s) and position the wires
out of the way.
To remove the right valve rocker
arm cover, remove the automatic
choke heat tube.
cover(s).
stud nut, fulcrum seat, and rocker
arm.
If removal of the ro'cker arm stud
is necessary, refer to the procedure
under "Cylinder Head Repairs."
Installation. If the rocker arm
stud was removed, install the stud
following the procedure under "Cylinder Head Repairs."
1. Apply Lubriplate to the top of
the valve stem and at the push rod
guide in the cylinder head.
GROUP 1
22
2. Install the valve rocker arm, fulcrum seat, and stud nut. Adjust the
valve clearance following the procedure under "Engine Tests and Adjustments."
3. Clean the valve rocker arm coverts) and the cylinder head gasket surface. Apply oil resistant sealer to one
side of new cover gasket(s). Lay the
cemented side of the gasket(s) in
place in the cover(s) as shown in
Fig. 45.
EXHAUST TUBE
REGULATOR VALVE
CLAMP
-CONNECTION
CLAMP
*
---"
^^CARBURETOR
SPACER
GASKET
*
A1635-A
FIG. 45-Valve Rocker Arm

Cover Gasket Installation
4. Position the cover(s) on the cylinder head(s). Make sure the gasket
seats evenly all around the head. Install the bolts. The cover is tightened
in two steps. Torque the bolts to specifications. Two minutes later, torque
the bolts to the same specifications.
If the right cover was removed, install the automatic choke heat tube.
5. Install the spark plug wires in
the bracket on the valve rocker arm
cover(s). Connect the spark plug
wires.
6. Install the air cleaner and intake duct assembly.
Cleaning and Inspection. Clean all
the parts thoroughly. Make sure the
oil passage in the push rod end of the
rocker arm is open.
Check the rocker arm and fulcrum
seat for excessive wear, cracks, nicks,
or burrs. Check the rocker arm stud
and nut for stripped or broken
threads.
If the pad at the valve end of the
rocker arm has a grooved radius, replace the rocker arm. Do not attempt to true this surface by grinding.
INTAKE MANIFOLD
The intake manifold assembly is
shown in Fig. 46.
Removal
1. Drain the cooling system. Remove the air cleaner and intake duct
assembly.
at the carburetor. Remove the accelerator retracting spring. Remove
the bellcrank assembly from the in-
^HEATER HOSE FITTING

MANIFOLD-TO-HEAD GASKET
MANIFOLD-TO-BLOCK
REAR SEAL
f\
WATER TEMPERATURE
SENDING UNIT
INTAKE MANIFOLD
THERMOSTAT
MANIFOLD-TO-HEAD GASKET
GASKET
MANIFOLD-TO-BLOCK FRONT SEAL
COOLANT OUTLET HOUSING
A1589-B
FIG. 46-lntake Manifold Assembly

take manifold and position it out of
the way.
3. Disconnect the high tension lead
and wires at the coil. Remove the coil
from the intake manifold. Disconnect
the battery ground cable.
at the spark plugs by grasping the
moulded cap only. Remove the wires
from the harness brackets on the valve
rocker arm covers. Remove the distributor cap and spark plug wire assembly.
5. Remove the carburetor fuel inlet line and the automatic choke heat
tube.
6. Disconnect the distributor vacuum line at the carburetor. Remove

the distributor hold down bolt and
remove the distributor and vacuum
line.
hose at the coolant outlet housing,
the heater hose at the intake manifold, and the water temperature sending unit wire at the sending unit.
8. Loosen the clamp on the water
pump by-pass hose at the coolant outlet housing and slide the hose off the
outlet housing.
9. Disconnect the engine ground
strap at the block.
10. Remove the intake manifold,
crankcase ventilation system, and
GROUP 1
carburetor as an assembly. Remove
the intake manifold gaskets and seals.
11. If the manifold is to be disassembled, remove the coolant outlet housing, gasket, thermostat,
crankcase ventilation system and oil
separator element at the rear top of
the manifold. Remove the temperature sending unit, carburetor, spacer,
and gaskets.
Installation. Intake manifold alignment tools are required when installing the intake manifold on the cylinder block and cylinder heads. Fabricate two alignment tools according to
the specifications shown in Fig. 47.
n 75 r*
Intake Manifold Alignment}

Tool POSITION
DIA-* /
BRAZE- 7
0.368
0.366 DIA.
0.253
0.251 DIA.
23
3 on
Aligning Tools
JL
0.50
ht
FIG. 48-lntake Manifold

Gaskets and Seals Installed
FIG. 47-lntake Manifold

Alignment
1. If the intake manifold was disassembled, install the temperature
sending unit (threads coated with
water resistant sealer), carburetor,
spacer, and gaskets. Position the
thermostat in the intake manifold.
Coat the thermostat gasket with water
resistant sealer and position it on the
intake manifold. Install the coolant
outlet housing. Clean and install the
crankcase ventilation system and oil
separator element.
2. Clean the mating surfaces of the
intake manifold, cylinder heads, and
cylinder block. Coat the cylinder
block seal surfaces with oil resistant
sealer.
3. Position new seals on the cylinder block and new gaskets on the
cylinder heads with the gaskets interlocked with the seal tabs. Be sure the
holes in the gaskets are aligned with
the holes in the cylinder heads. The
correct installation of the gaskets and
seals is shown in Fig. 48.
4. Carefully lower the intake manifold into position on the cylinder
block and cylinder heads. After the
intake manifold is in place, run a
finger around the seal area to make
sure the seals are in place. If the

seals are not in place, remove the intake manifold and position the seals.
5. Be sure the holes in the manifold gaskets and manifold are in
alignment. Position the intake manifold alignment tools (Fig. 47) in the
front and rear bolt holes (Nos. 10 and
12) on the left bank of the manifold.
6. Install the intake manifold retaining bolts. Working from the center to the ends, torque the bolts in sequence (Fig. 49) to 3-5 ft-lbs.
7. Remove the manifold alignment tools from the front and rear
bolt holes (Nos. 10 and 12). Install
the two remaining bolts and torque
to 3-5 ft-lbs.
8. Torque all the manifold retaining bolts in sequence to 11-14 ft-lbs.
Finally, torque all the retaining bolts
in sequence to 14-16 ft-lbs.
9. Install the water pump by-pass
hose on the coolant outlet housing.
Slide the clamp into position and
tighten the clamp.
10. Connect the water temperature sending unit, the heater hose,
and the radiator upper hose.
11. Install the carburetor fuel inlet
line and the automatic choke heat
tube.
12. Rotate the crankshaft damper
until the No. 1 piston is on TDC at
the end of the compression stroke.
Position the distributor in the block
Intake Manifold Alignment

Tool POSITION
A1658-B
FIG. 49-lntake Manifold Torque

Sequence
with the rotor at the No. 1firingposition and the points open. Install the
hold down clamp.
13. Install the distributor cap. Position the spark plug wires in the
harness brackets on the valve rocker
arm covers and connect the spark
plug wires.
14. Connect the battery ground
cable. Install the ignition coil. Connect the high tension lead and coil
wires.
15. Install the bellcrank assembly
and accelerator retracting spring.
Connect the accelerator rod.
On a car with an automatic transmission, connect the throttle valve
vacuum line.
16. Fill and bleed the cooling system.
17. Start the engine and check
and adjust the ignition timing. Connect the distributor vacuum line at
the carburetor.
18. Operate the engine at fast idle
and check all hose connections and
gaskets for leaks. Operate the engine
until engine temperatures have stabilized and adjust the engine idle speed
and idle fuel mixture.
24
19. Adjust the transmission throttle linkage. Install the air cleaner and
intake duct assembly.
Cleaning and Inspection. Clean
the manifold and the crankcase ventilation oil separator element in a suitable solvent, then dry them with
compressed air.
Inspect the manifold for cracks,
leaks, loose baffle plates on the underside of the manifold, or other defects
that would make it unfit for further
service. Replace all studs that are
stripped or otherwise damaged. Remove all filings and foreign matter
that may have entered the manifold
as a result of repairs.
EXHAUST MANIFOLDS
Removal
1. Remove the air cleaner and intake duct assembly.
2. Disconnect the exhaust manifold at the muffler inlet pipe.
3. Remove the automatic choke
heat tube from the right exhaust
manifold.
4. Remove the retaining bolts and
tab washers and remove the exhaust
manifold.
Installation
1. Clean the mating surfaces of the
exhaust manifold and cylinder head.
Scrape the gasket material from the
mounting flange of the exhaust manifold and muffler inlet pipe.
2. Apply graphite grease to the
mating surface of the exhaust manifold.
3. Install a new gasket on the studs
of the exhaust manifold.
4. Position the exhaust manifold
on the cylinder head and install
the retaining bolts and tab washers.
Working from the center to the ends,
torque the bolts to specifications.
Lock the bolts by bending one tab of
the washer over a flat on the bolt.
5. Place new gaskets on the muffler inlet pipe. Position the muffler inlet pipe to the manifold. Install and
torque the retaining nuts to specifications.
6. Install the automatic choke heat
tube on the right exhaust manifold.
Install the air cleaner and intake duct
assembly.
7. Start the engine and check for
exhaust leaks.
Cleaning and Inspection. Inspect
the manifolds for cracks, leaks, or
other defects that would make them
unfit for further service.
GROUP 1
On the right exhaust manifold,
make sure the automatic choke air
inlet and outlet holes are completely
open. Clean the maze screen in the
passage by pouring cleaning solvent
through the holes. Then blow out the
passage and the automatic choke air
heat tube with compressed air.
POSITIVE CRANKCASE
VENTILATION SYSTEM
Removal
1. Disconnect the crankcase ventilation exhaust tube from the regulator
valve assembly. Remove the exhaust
tube retaining bolts at the crankcase
outlet and remove the exhaust tube
and gasket (Fig. 50). Remove the
crankcase ventilation oil separator
element at the crankcase outlet.
Cleaning. Refer to Group 14 for

the correct mileage interval for maintenance.
Clean the valve parts, exhaust tube
and crankcase ventilation oil seperator element in clean carburetor solvent and dry with compressed air.
Clean the hose connection with a low
volatility petroleum base solvent and
dry with compressed air.
The breather cap located on the
oil filler tube should also be cleaned
with a solvent at the recommended
mileage interval.
Regulator Valve Assembly. Position the spring and valve inside the
regulator valve body (Fig. 51). Install the regulator valve connector.
CONNECTOR
CONNECTION
REGULATOR VALVE
EXHAUST TUBE
SPRING
VALVE
CRANKCASE VENTILATION OUTLET
BODYA1636-B
FIG. 50Regulator Valve and

Exhaust Tube
2. Slide the clamps on the hose
connection toward the center of the
hose. Remove the regulator valve
from the hose connection and the
hose connection from the carburetor
spacer.
Installation
1. Install the hose connection on
the carburetor spacer and the regulator valve in the hose connection.
Slide the hose clamps into position.
2. Install the crankcase ventilation
oil separator element. Position the exhaust tube and gasket at the crankcase outlet and install the retaining
bolts. Connect the exhaust tube to
the regulator valve.
Regulator Valve Disassembly.
Place the large hex end of the regulator valve body in a vise. Remove
the connector, valve and spring.
A1600-A
FIG. 51-Regulator Valve

Assembly
CYLINDER HEADS
Rocker arm stud replacement procedures are provided. However, cylinder head repair procedures and
checks such as valve and valve seat
refacing, cylinder head flatness, etc.,
are covered in Part 1-1 of the 1962
Removal
1. Remove the intake manifold
and carburetor as an assembly following the procedure under "Intake
Manifold Removal."
2. Disconnect the battery ground
cable at the cylinder head. Remove
the rocker arm cover(s).
isolate and remove the compressor as
GROUP 1
outlined in Part 12-3 of the
1962

bracket from the left cylinder head
and remove the drive belt from the
pump pulley. Wire the power steering pump out of the way and in a
position that will prevent the oil from
draining out.
3. Disconnect the wires at the generator or alternator. Remove the
generator or alternator mounting
bracket bolts and remove the generator or alternator, shield and bracket
as an assembly.
25
2. Position the new cylinder head

gasket over the cylinder dowels on
the block. Coat the head bolts with
water resistant sealer. Position the
cylinder head to the block and install
the retaining bolts. Remove the holding fixtures.
3. The cylinder head bolts are
tightened in three progressive steps.
Torque all the bolts in sequence (Fig.
54) to 50 ft-lbs., then to 60 ft-lbs,
and finally to 70 ft-lbs. After the cylinder head bolts have been torqued
to specifications, the bolts should not
be disturbed.
A1593-A
FIG. 52-Valve Push Rod

Removal
6. Install the cylinder head holding fixtures (Fig. 53). Remove the cylinder head retaining bolts and lift the
cylinder head off the block. Do not
pry between the head and the block.
Remove and discard the cylinder
head gasket.
Tool T62F-6085
A1591-A
FIG. 53-Cylinder Head Holding

Fixtures
Installation
1. Clean the cylinder head and
cylinder block gasket surfaces. If the
cylinder head was removed for a cylinder head gasket replacement, check
the flatness of the cylinder head and
block gasket surfaces.
Disassembly
1. Clean the carbon out of the cylinder head combustion chambers before removing the valves.
2. Compress the valve springs
(Fig. 55). Remove the spring retainer
locks and release the spring.
4. Disconnect the exhaust manifold(s) at the muffler inlet pipe(s).

5. Loosen the rocker arm stud
nuts so that the rocker arms can be
rotated to the side. Remove the push
rods in sequence (Fig. 52).

install the compressor as outlined in
Manual.
On a car with power steering, install the drive belt and power steering pump bracket. Install the bracket
retaining bolts. Adjust the drive belt
to specifications.
10. Install the intake manifold
and related parts following the procedure under "Intake Manifold Installation."
A1594-A
Tool-6513-EE
FIG. 54-Cylinder Head Bolt

Torque Sequence
4. Clean the push rods in a suitable solvent. Blow out the oil passage
in the push rod with compressed air.
Check the ends of the push rods for
nicks, grooves, roughness or excessive wear. Visually check the push
rods for straightness or check push
rod runout with a dial indicator. If
runout exceeds the maximum limit
at any point, discard the rod. Do not
attempt to straighten push rods.
5. Install the push rods in their original positions. Apply Lubriplate to
the valve stem tips and the push rod
guides in the cylinder head.
6. Install the rocker arms. Perform a valve clearance adjustment as
outlined under "Engine Tests and
Adjustments."
7. Position a new gasket(s) on the
studs of the exhaust manifold(s) and
the muffler inlet pipe(s). Connect the
exhaust manifold(s) at the muffler inlet pipe(s). Torque the nuts to specifications.
8. Position the generator or alternator, shield and bracket and position the drive belt over the pulley.
Install the retaining bolts and adjust
the drive belt tension to specifications. Connect the generator or alternator wires.
cable. Clean the valve rocker arm
cover(s). Apply oil resistant sealer
to one side of new cover gaskets. Lay
the cemented side of the gaskets in
place in the cover(s). Install the valve
rocker arm cover(s).
F I G . 55Compressing Valve
SpringOn Bench
3. Remove the spring retainer,
spring, stem seal and valve. Discard
the valve stem seals. Indentify all
valve parts.
4. If removal of the rocker arm
stud(s) is necessary, refer to the procedure outlined under "Rocker Arm
Stud Replacement."
Assembly
1. Install each valve (Fig. 56) in
the port from which it was removed
or to which it was fitted. Install a new
stem seal on the valve.
2. Install the valve spring over the
valve, and then install the spring retainer. Compress the spring and install the retainer locks (Fig. 55).
3. Measure the assembled height
of the valve spring from the surface
of the cylinder head spring pad to the
underside of the spring retainer with
dividers (Fig. 57). Check the dividers against a scale. If the assembled
GROUP 1
26
EXHAUST
VALVE
INTAKE
VALVE
A1596-A
FIG. 56-Valve Assembly

height is greater than specifications,
install the necessary 0.030-inch thick
spacer(s) between the cylinder head
spring pad and the valve spring to
bring the assembled height to the recommended height.
Do not install the spacers unless
necessary. Use of spacers in excess
of recommendations will result in
overstressing the valve springs and
overloading the camshaft lobes which
could lead to spring breakage and
worn camshaft lobes.
mover , a 0.006-inch reamer, a 0.015inch reamer and a stud installer.

Rocker arm studs that are broken
or have damaged threads may be replaced with standard studs. Loose
studs in the head may be replaced
with 0.006 or 0.015-inch oversize
studs which are available for service.
The standard studs have no identification markings, whereas the 0.006inch oversize stud has two grooves
around the pilot end of the stud and
the 0.015 inch oversize stud has a
step produced by the increased diameter of the stud approximately 1%2
inches from the pilot end.
When going from a standard size
rocker arm stud to a 0.015-inch oversize stud, always use the 0.006-inch
reamer before finish reaming with
the 0.015-inch reamer.
1. Position the sleeve of the rocker
arm stud remover (tool T62F-6A527Al) over the stud with the bearing
end down. Thread the puller into the
sleeve and over the stud until it is
fully bottomed. Hold the sleeve with
a wrench, then rotate the puller clockwise to remove the stud (Fig. 58).
If the rocker arm stud was broken
off flush with the stud boss, use an
easy-out to remove the broken stud
following the instructions of the tool
manufacturer.
Tool
T62F-6A527-A2
or A3
A1654-A
FIG. 59Reaming Rocker Arm

Stud Bore
sliding driver of the rocker arm stud
installer (tool T62F-6A527-A4) and
coat the end of the stud with Lubriplate. Align the stud and installer
with the stud bore, then tap the sliding driver until it bottoms (Fig. 60).
When the installer contacts the stud
boss, the stud is installed to its correct height.
UNDERSIDE OF SPRING RETAINER
ToolT62F-6A527-A 7
SURFACE OF SPRING PAD
Tool
T62F-6A527-A4
A1597-A
FIG.57Valve Spring Assembled

Height
4. If the rocker arm stud(s) was
removed, install the stud(s) following the procedure under "Rocker
Arm Stud Replacement."
Rocker Arm Stud Replacement.
If it is necessary to remove a rocker
arm stud, a rocker arm stud kit (tool
T62F-6A527-A) is available which
contains the following: a stud re-
A1653-A
A1655-A
FIG. 58-Rocker Arm Stud

Removal
2. If a loose rocker arm stud is
being replaced, remove the stud bore
using the proper reamer (or reamers
in sequence) for the selected oversize
stud (Fig. 59). Make sure the metal
particles do not enter the valve area.
3. Screw the new stud into the
FIG. 60-Rocker Arm Stud

Installation
VALVE STEM SEAL
REPLACEMENT
1. Remove the air cleaner and intake duct assembly. Remove the valve
rocker arm cover and the applicable
spark plug.
GROUP 1
2. Crank the engine until the applicable piston is on TDC after the compression stroke. Be sure that both
valves are closed. Be sure that the
piston is on TDC to prevent the
crankshaft from turning when the
air is applied.
3. Install an air line with an adapter in the spark plug hole and turn
on the air supply.
4. Remove the applicable valve
rocker arm stud nut, fulcrum seat,
valve rocker arm and push rod. Install the stud nut and position the
compressor tool (T62F-6565-A) as
shown in Fig. 61. Compress the valve
spring and remove the retainer locks,
spring retainer and valve spring.
27
7. Install the push rod. Apply Lubriplate to the tip of the valve stem
and at the push rod guide in the cylinder head.
8. Install the valve rocker arm, fulcrum seat and stud nut. Adjust the
valve clearance following the procedure under "Engine Tests and Adjustments."
9. Turn off the air and remove the
air line and adapter. Install the spark
plug.
10. Clean and install the rocker
arm cover. Connect the spark plug
wire. Install the air cleaner and intake
duct assembly.
CYLINDER FRONT COVER
AND TIMING CHAIN
Removal
the crankcase. Remove the air cleaner and intake duct assembly. Disconnect the battery ground cable.
Air Line
A1598-A
ToolT62F-6565-A
F I G . 6 1 Compressing Valve
SpringIn Chassis
5. Remove and discard the valve
stem seal (Fig. 62).
6. Install a new valve stem seal
(Fig. 62). Place the spring in position over the valve and install the
valve spring retainer. Compress the
valve spring and install the valve
spring retainer locks. Remove the
compressor tool and stud nut.

hose at the coolant outlet housing, and the radiator lower hose at the
water pump.
the water pump. Slide the water
pump by-pass hose clamp toward the
water pump.
4. Loosen the generator or alternator mounting bolts at the generator
or alternator. Remove the generator
or alternator support bolt at the water
pump.
er. Remove the cap screw and washer

from the end of the crankshaft. Install the puller on the crankshaft vibration damper (Fig. 63) and remove
the vibration damper.
7. Disconnect the fuel pump outlet line at the fuel pump. Remove
the fuel pump retaining bolts and lay
the pump to one side with the flexible
fuel line still attached.
8. Remove the oil level dipstick.
Disconnect the dipstick tube bracket
and oil filler tube bracket at the
generator or alternator mounting
bracket.
9. Remove the oil pan to cylinder
front cover retaining bolts. Remove
the cylinder front cover and water
pump as an assembly.
If a new cylinder front cover is to
be installed, remove the water pump
and dipstick tube from the old cylinder front cover and install them on
the new cover.
10. Discard the cylinder front
cover gasket. Remove the crankshaft
front oil slinger.
11. Rotate the crankshaft in a
clockwise direction (as viewed from
the front) to take up the slack on the
left side of the chain.
12. Establish a reference point on
the block and measure from this
point to the chain (Fig. 64).
REFERENCE POINT
RIGHT SIDE OF CHAIN
5. Remove the fan, spacer, pulley

and drive belt.
On a car with power steering,
loosen the drive belt tension and remove the belt.
remove the compressor drive belt.
6. Remove the crankshaft pulley
from the crankshaft vibration damp-
Tool-T58P-6316-A
Air Line
SEAL
A1599-A
FIG. 62-Valve Stem Seal

Removal or Installation
A1720-A
FIG. 63-Crankshaft Vibration

Damper Removal
TAKE UP SLACK O N LEFT SIDE, ESTABLISH A

REFERENCE POINT. MEASURE DISTANCE A .
TAKE UP SLACK O N RIGHT SIDE. FORCE LEFT
SIDE OUT. MEASURE DISTANCE B. DEFLECTION
IS A MINUS
A1602-B
FIG. 64-Timing Chain Deflection
28
GROUP 1
13. Rotate the crankshaft in the

opposite direction to take up the
slack on the right side of the chain.
Force the left side of the chain out
with the fingers and measure the distance between the reference point and
the chain. The deflection is the difference between the two measurements.
If the deflection exceeds l/i inch,
replace the timing chain and/or
sprockets.
timing marks on the sprockets are
positioned as shown in Fig. 65.
15. Remove the camshaft sprocket cap screw, washers and fuel pump
eccentric. Slide both sprockets and
the timing chain forward, and remove
them as an assembly (Fig. 66).
16. Remove the oil pan and oil
pump following the procedure under
"Oil Pan Removal" and "Oil Pump
Removal."
Front Oil Seal Replacement. It is
good practice to replace the oil seal
each time the cylinder front cover
is removed.
the cover.
2. Coat a new seal with grease,
then install the seal (Fig. 67). Drive
the seal in until it is fully seated in
the recess. Check the seal after installation to be sure the spring is
properly positioned in the seal.
FUEL PUMP ECCENTRIC
DOWEL
Tool T53L-200-A
CRANKSHAFT FRONT OIL SLINGER
A1638-B
F I G . 68Fuel Pump Eccentric and

Front Oil Slinger Installed
TIMING MARKS
A1603-B
FIG. 65Aligning Timing Marks
A16O4-B
FIG. 66Timing Chain Removal

or Installation
OIL SEAL
A1637-A
FIG. 67-Crankshaft Front Oil

Seal Replacement
Installation
1. Position the sprockets and timing chain on the camshaft (Fig. 66).
Be sure the timing marks on the
sprockets are positioned as shown in
Fig. 65.
2. Install the fuel pump eccentric,
washers and camshaft sprocket cap
screw. Torque the sprocket cap screw
to specifications. Install the crankshaft front oil slinger (Fig. 68).
3. Clean the cylinder front cover,
oil pan and the block gasket surfaces.
4. Coat the gasket surfaces of the
block and cover with sealer. Position
a new gasket on the block.
5. Install the alignment pilot tool
on the cylinder front cover so that
the keyway in the pilot aligns with
the key in the crankshaft. Position
the cover and pilot over the end of
the crankshaft and against the block
(Fig. 69). Coat the threads of the re-
A1721-A
FIG. 69-Cylinder Front Cover

Alignment
taining screws with water resistant
sealer and install the screws. While
pushing in on the pilot, torque the
screws to specifications. Remove the
pilot.
6. Line up the crankshaft vibration
damper keyway with the key on the
crankshaft. Install the vibration
damper on the crankshaft (Fig. 70).
Install the cap screw and washer.
Torque the screw to specifications.
Install the crankshaft pulley.
7. Install the oil pump and oil pan
following the procedure under "Oil
Pump Installation" and "Oil Pan Installation."
GROUP 1
29
Tool-T52L-6306-AEE
BEARINGS
THRUST
PLATE
TIMING CHAIN AND
CAMSHAFT SPROCKET
FLAT
WASHER
CAMSHAFT
REAR BEARING
BORE PLUG
CAMSHAFT
IA1722-A
FIG. 70-Crankshaft Vibration

Damper Installation
8. Install the fuel pump using a
new gasket. Connect the fuel pump
outlet pipe.
9. Connect the dipstick tube bracket and oil filler tube bracket at the
generator mounting bracket. Install
the oil level dipstick.
On a car with power steering, install the drive belt and tighten the
power steering pump bracket. Adjust the drive belt tension to specifications.
install and adjust the drive belt to
specifications.
10. Install the water pump pulley,
drive belt, spacer and fan.
11. Install the generator or alternator support bolt at the water pump.
Tighten the generator or alternator
mounting bolts. Adjust the drive belt
tension to specifications.
12. Connect the heater hose and
the water pump by-pass hose. Slide
the by-pass hose clamp into position.
13. Connect the radiator upper
and lower hoses. Connect the battery ground cable.
14. Fill and bleed the cooling system. Fill the crankcase with the
proper grade and quantity of engine
oil.
15. Operate the engine at fast
idle and check for coolant and oil
leaks. Check and adjust the ignition
timing.
FUEL PUMP ECCENTRIC
A16O5-B
FIG. 7 1 -Camshaft and Related Parts

Removal
1. Remove the cylinder front
cover and the timing chain following
the procedure under "Cylinder Front
Cover and Timing Chain Removal."
at the spark plugs and remove the
wires from the ignition harness brackets on the valve rocker arm covers.
Disconnect the coil high tension lead
at the coil. Remove the distributor
cap and spark plug wire assembly.
3. Disconnect the ignition coil
wires at the coil and remove the
coil from the intake manifold.
4. Disconnect the distributor vacuum line at the carburetor. Remove
clamp and remove the distributor.
buretor as an assembly. Remove the

intake manifold gaskets and seals.
covers. Loosen the valve rocker arm
stud nuts and rotate the rocker arms
to the side.
11. Remove the valve push rods
in sequence so that they can be installed in their original positions.
12. Using a magnet, remove the
valve lifters and place them in a
rack so that they can be installed
in their original bores (Fig. 72).
5. Disconnect the carburetor fuel

inlet line at the carburetor and fuel
pump. Remove the fuel line. Disconnect the automatic choke heat
tube at the carburetor. Disconnect
the heater hose at the intake manifold.
Disconnect the transmission oil cooler lines at the radiator.
6. Remove the radiator.
at the carburetor. Remove the accelerator retracting spring. Remove the
bellcrank assembly from the intake
manifold and position it out of the
way.
CAMSHAFT
8. Disconnect the water temperature sending unit wire at the sending unit and the engine ground strap
at the engine.
The camshaft and related parts

are shown in Fig. 71.
9. Remove the intake manifold,

crankcase ventilation system and car-
Magnet
A1606
.A
FIG. 72-Valve Lifter Removal

If the valve lifters are stuck in
their bores by excessive varnish, etc.
it may be necessary to use a pliertype tool (T52T-6500-DJD) to remove the lifters. Rotate the lifter
back and forth to loosen it from the
gum or varnish that may have
formed at the lifter.
plate. Carefully remove the camshaft
by pulling it toward the front of
30
the engine. Use caution to avoid damaging the camshaft bearings.
Installation
1. Oil the camshaft and apply
Lubriplate to the lobes. Carefully
slide the camshaft through the bearings. Install the camshaft thrust
plate.
2. Install the valve lifters in the
bores from which they were removed.
3. Install the push rods in their
original position. Apply Lubriplate
to the valve stem tips and the push
rod guides in the cylinder head. Position the rocker arms over the push
rods.
4. Install the intake manifold and
related parts by following steps 1
thru 6 under "Intake Manifold Installation."
5. Connect the water temperature
sending unit and the engine ground
strap.
6. Install the bellcrank assembly
and accelerator retracting spring.
Connect the accelerator rod.
7. Install the radiator.
cooler lines and throttle valve vacuum
line.
8. Connect the heater hose at the
intake manifold. Position and connect the fuel line.
9. Replace the crankshaft front
oil seal. Install the timing chain, cylinder front cover and related parts
following steps 1 thru 13 under
Chain Installation."
10. With No. 1 piston on TDC
at the end of the compression stroke,
position the distributor in the block
with the rotor at the No. 1 firing
position and the points open. Install
the hold down clamp.
11. Perform a valve clearance adjustment as outlined under "Engine
Tests and Adjustments."
12. Clean the valve rocker arm
covers and the cylinder head gasket
surface. Apply oil resistance sealer
to one side of new cover gaskets.
Lay the cemented side of the gaskets
in place in the covers.
13. Position the covers on the
cylinder heads. Make sure the gasket seats evenly all around the head.
Install the bolts. The cover is tightened in two steps. Torque the bolts
to specifications. Two minutes later,
torque the bolts to the same specifications.
GROUP 1
14. Install the automatic choke
heat tube. Install the ignition coil
and connect the wires.
15. Install the distributor cap. Position the spark plug wires in the
harness brackets on the valve rocker
arm covers and connect the spark
plug wires. Connect the high tension
lead at the coil.
16. Fill and bleed the cooling
system. Fill the crankcase with the
oil.
and adjust the ignition timing. Connect the distributor vacuum line at
the carburetor.
18. Operate the engine at fast
idle and check all hose connections
and gaskets for leaks. Operate the
engine until engine temperatures
have stabilized and adjust the engine
idle speed and idle fuel mixture.
19. Adjust the transmission
throttle linkage. Install the air cleaner and intake duct assembly.
CAMSHAFT REAR BEARING
BORE PLUG REPLACEMENT
1. On a car with a manual-shift
transmission, remove the transmission, clutch pressure plate and disc
following the procedures in Part 5-1
and Part 5-2 of the 1962 Galaxie
Shop Manual.
On a car with an automatic transmission, remove the transmission and
converter housing following the procedure in Part 6-4 of the 1962 Galaxie Shop Manual.
2. Remove the flywheel retaining
bolts and remove the flywheel.
3. Drill a Vi-inch hole in the
camshaft rear bearing bore plug and
remove the plug using the tools
shown in Fig. 92.
4. Clean out the plug bore recess
thoroughly and coat the flange of a
new plug with water resistant sealer.
Install the new plug with the flange
facing out. Drive the plug in until
it is slightly below the chamfer in
the bore (Fig. 95).
5. Coat the flywheel retaining
bolts with oil resistant sealer. Position the flywheel on the crankshaft
flange. Install and torque the retaining bolts in sequence across from
each other to specifications.
On a car with a manual-shift
transmission, install the clutch pressure plate, disc and the transmission

Shop Manual.
On a car with an automatic transmission, install the transmission and
VALVE LIFTER
REPLACEMENT
and related parts by following steps
1 thru 9 under "Intake Manifold
Removal."
covers. Loosen the valve rocker arm
stud nuts and rotate the rocker arms
to the side.
3. Remove the valve push rods in
sequence so that they can be installed
in their original positions.
valve lifters and place them in a rack
so that they can be installed in their
original bores (Fig. 72).
their bores by excessive varnish, etc.,
gum or varnish that may have
formed at the lifter.
The internal parts of each hydraulic valve lifter assembly are
matched sets. Do not intermix the
parts. Keep the assemblies intact until they are to be cleaned.
5. Clean and install the valve
lifters in the bores from which they
were removed. If a new lifter(s) is
being installed, test the new lifter(s)
for a free fit in the bore in which it
is to be installed.
original position. Apply Lubriplate
to the valve stem tips and the push
rod guides in the cylinder head.
7. Position the rocker arms over
the push rods. Perform a valve clearance adjustment as outlined under
"Engine Tests and Adjustments." Install the valve rocker arm covers.
8. Install the intake manifold and
related parts by following steps 2
thru 17 under "Intake Manifold Installation."
Valve Lifter Disassembly. Each
valve lifter is a matched assembly.
If the parts of one lifter are intermixed with those of another, improper valve operation may result.
31
GROUP 1
Disassemble and assemble each lifter
separately. Keep the lifter assemblies
in proper sequence so that they can
be installed in their original bores.
1. Grasp the lock ring with needle
nose pliers to release it from the
groove. It may be necessary to depress the plunger to fully release the
lock ring.
2. Remove the push rod cup,
metering valve (disc), plunger and
spring.
3. Invert the plunger assembly
and remove the check valve retainer
by carefully prying up on it with a
screw driver. Remove the check valve
(disc or ball check) and spring.
Valve Lifter Assembly. A typical
hydraulic valve lifter assembly is
shown in Fig. 73.
PUSH ROD CUP
METERING VALVE
CHECK VALVE
PLUNGER SPRING
CRANKSHAFT LOWER REAR

OIL SEAL REPLACEMENT
The upper oil seal in the block
cannot be replaced with the crankshaft installed. To replace the lower
rear oil seal:
1. Remove the oil pan and related parts following the procedure
under "Oil Pan Removal."
2. Remove the rear main bearing
cap. Remove and discard the rear oil
seal.
3. Clean the rear journal oil seal
groove and the mating surfaces of
the block and rear main bearing cap.
Preform the new seal by hand to the
approximate radius of the cap.
4. Insert the seal in the oil seal
groove, seating the center of the seal
first and allowing the seal to extend
equally on both ends. Press the seal
down firmly with the thumb at the
center of the seal, then press both
ends of the seal into the groove,
working from the ends to the center.
5. Position the seal forming tool
as shown in Fig. 74 and complete
the seal installation. After installation, cut the ends of the seal flush.
PLUNGER
CHECK VALVE
RETAINER
A1651-A
FIG. 73-Typical Hydraulic Valve

Lifter Assembly
1. Place the plunger upside down
on a clean work bench.
2. Place the check valve (disc or
ball check) in position over the oil
hole on the bottom of the plunger.
Set the check valve spring on top of
the check valve (disc or ball check).
3. Position the check valve retainer over the check valve and
spring and push the retainer down
into place on the plunger.
4. Place the plunger spring, and
then the plunger (open end up) into
the lifter body.
5. Position the metering valve
(disc) in the plunger, then place the
push rod seat in the plunger.
6. Depress the plunger, and position the closed end of the lock ring
in the groove of the lifter body. With
the plunger still depressed, position
the open ends of the lock ring in the
groove. Release the plunger, then
depress it again to fully seat the lock
ring.
SEALER
A1641-A
FIG. 74-Seal to Rear Bearing

Cap Installation
6. Apply a thin coating of oil resistant sealer to the rear main bearing cap at the rear of the top mating
surface (Fig. 74). Do not apply sealer
to the area forward of the oil slinger
groove. Install the rear main bearing
cap and torque the cap bolts to
specifications.
7. Install the oil pan and related
parts following the procedure under
"Oil Pan Installation."
MAIN AND CONNECTING

ROD BEARING
REPLACEMENT
The main and connecting rod
bearing inserts are selective fit. Do
not file or lap bearing caps or use
bearing shims to obtain the proper
bearing clearance.
Selective fit bearings are available
for service in standard sizes only.
Standard bearings are divided into
two sizes and are identified by a daub
of red or blue paint. Refer to the
Parts Catalog for the available sizes.
Red marked bearings increase the
clearance; blue marked bearings decrease the clearance. Undersized
bearings, which are not selective fit,
are available for use on journals that
have been refinished.
Main Bearing
1. Drain the crankcase. Remove
the oil level dipstick. Remove the oil
pan and related parts.
2. Remove the oil pump inlet tube
assembly and the oil pump.
3. Replace one bearing at a time,
leaving the other bearings securely
fastened. Remove the main bearing
cap to which new bearings are to be
installed.
4. Insert the upper bearing removal tool (tool 6331) in the oil hole
in the crankshaft.
direction of the engine rotation to
force the bearing out of the block.
6. Clean the crankshaft journal.
When replacing standard bearings
with new bearings, it is good practice to first try to obtain the proper
clearance with two blue bearing
halves.
7. To install the upper main bearing, place the plain end of the bearing over the shaft on the locking tang
side of the block. Using tool 6331 in
the oil hole in the crankshaft, rotate
the crankshaft in the opposite direction of engine rotation until the bearing seats itself. Remove the tool.
8. Replace the cap bearing.
9. Support the crankshaft so that
its weight will not compress the
Plastigage and provide an erroneous
reading. Position a jack so that it
will bear against the counterweight
adjoining the bearing which is being checked.
10. Place a piece of Plastigage on
the bearing surface the full width of
the bearing cap and about VA inch
off center (Fig. 75).
GROUP 1
32
PLACE Plastigage FULL CHECK WIDTH OF
WIDTH OF JOURNAL ^ ^ Plastigage^
ABOUT VA INCH
OFF CENTER
INSTALLING
Plastigage
0.0015"
CLEARANCE
\
MEASURING
Plastigage
A1642-A
F I G . 75Installing and Measuring PlastigageEngine Installed

11. Install the cap and torque the
bolts to specifications. Do not turn
the crankshaft while the Plastigage
is in place.
12. Remove the cap. Using the
Plastigage scale, check the width of
the Plastigage. When checking the
width of the Plastigage, check at the
widest point in order to get the minimum clearance. Check at the narrowest point in order to get the maximum clearance. The difference between the two readings is the taper.
13. If the clearance is less than
the specified limits, try two red bearing halves or a combination of red
and blue depending upon the condition. If the standard bearings do
not bring the clearance within the
desired limits, refinish the crankshaft
journal, then install undersize bearings.
14. After the bearing has been
fitted, apply a light coat of engine
oil to the journal and bearings, then
install the bearing cap. Torque the
cap bolts to specifications.
15. Repeat the procedure for the
remaining bearings that require replacement.
16. If the rear main bearing is
replaced, replace the lower oil seal
in the rear main bearing cap as outlined under "Crankshaft Lower Rear
Oil Seal Replacement." The upper
oil seal in the block cannot be replaced with the crankshaft installed.
17. If the thrust bearing cap (No.
3 main bearing) has been removed,
install it as follows:
Install the thrust bearing cap with
the bolts finger-tight. Pry the crankshaft forward against the thrust surface of the upper half of the bearing (Fig. 90). Hold the crankshaft
forward and pry the thrust bearing

cap to the rear (Fig. 90). This will
align the thrust surfaces of both
halves of the bearing. Retain the
forward pressure on the crankshaft.
Torque the cap bolts to specifications
(Fig. 90).
18. Clean the oil pump inlet tube
screen. Install the oil pump and the
inlet tube assembly.
19. Position the oil pan gaskets
on the oil pan. Position the oil pan
front seal on the cylinder front
cover. Position the oil pan rear seal
on the rear main bearing cap. Install
the oil pan and related parts. Install
20. Fill the crankcase. Start the
engine and check for oil pressure.
Operate the engine at fast idle and
check for oil leaks.
Connecting Rod Bearing
1. Follow steps 1 and 2 under
"Main Bearing Replacement."
connecting rod to which new bearings are to be fitted is down. Remove
the connecting rod cap. Remove the
bearing inserts from the rod and cap.
3. Be sure the bearing inserts and
the bearing bore in the connecting
rod and cap are clean. Foreign material under the inserts may distort
the bearing and cause a failure.
4. Clean the crankshaft journal.
When replacing standard bearings
with new bearings, it is good practice
to first try to obtain the proper
clearance with two blue bearing
halves.
5. Install the bearing inserts in
the connecting rod and cap with
the tangs fitting in the slots provided.
6. Pull the connecting rod assembly down firmly on the crankshaft
journal.
7. Place a piece of Plastigage on
the lower bearing surface, the full
width of the cap and about XA inch
off center.
8. Install the cap and torque the
connecting rod nuts to specifications.
Do not turn the crankshaft while the
Plastigage is in place.
9. Refer to steps 12 and 13 under
10. After the bearing has been
fitted, clean and apply a light coat of
engine oil to the journal and bearings. Install the connecting rod cap.
11. Repeat the procedure for the

remaining connecting rods that require new bearings.
12. Follow steps 18 thru 20 under
PISTONS AND CONNECTING
RODS
Removal
the crankcase. Remove the intake
manifold, cylinder heads, oil pan and
oil pump following the procedures
in this section.
2. Remove any ridge and/or deposits from the upper end of the
cylinder bores as follows:
Turn the crankshaft until the piston to be removed is at the bottom
of its travel and place a cloth on the
piston head to collect the cuttings.
Remove any ridge and/or deposits
from the upper end of the cylinder
bores. Remove the cylinder ridge
with a ridge cutter. Follow the instructions furnished by the tool manufacturer. Never cut into the ring
travel area in excess of 1/32 inch
when removing ridges.
3. Make sure all connecting rod
caps are marked so that they can be
installed in their original positions.
connecting rod being removed is
down.
5. Remove the connecting rod
cap.
6. Push the connecting rod and
piston assembly out the top of the
cylinder with the handle end of a
hammer. Avoid damage to the crankshaft journal or the cylinder wall
when removing the piston and rod.
7. Remove the bearing inserts
from the connecting rod and cap.
8. Install the cap on the connecting rod from which it was removed.
Installation
1. If new piston rings are to be
installed, remove the cylinder wall
glaze. Follow the instructions of the
tool manufacturer.
2. Oil the piston rings, pistons and
cylinder walls with light engine oil.
Be sure to install the pistons in the
same cylinders from which they were
removed or to which they were
fitted. The connecting rod and bearing caps are numbered from 1 to 4
in the right bank and from 5 to 8 in
the left bank, beginning at the front
of the engine. The numbers on the
GROUP 1
11. Install the oil pump and the
oil pan.
connecting rod and bearing cap must

be on the same side when installed in
the cylinder bore. If a connecting rod
is ever transposed from one block
or cylinder to another, new bearings
should be fitted and the connecting
rod should be numbered to correspond with the new cylinder number.
12. Install the cylinder heads following steps 1 thru 6 under "Cylinder Head Installation."
13. Refer to ' Intake Manifold Installation" and install the intake
manifold.
3. Make sure the ring gaps are

properly spaced around the circumference of the piston.
4. Install a piston ring compressor
on the piston and push the piston in
with a hammer handle until it is
slightly below the top of the cylinder
(Fig. 76). Be sure to guide the connecting rods to avoid damaging the
crankshaft journals. Install the piston
with the indentation notches in the
piston head toward the front of the
engine.

oil.
15. Operate the engine and check
for oil and coolant leaks. Check and
adjust the ignition timing.
A1608-A
FIG. 77-Connecting Rod Side

Clearance
16. Adjust the engine idle speed

and fuel mixture. Adjust the transmission throttle linkage.
Tool6149-A
Defa7 7
NOTCHES TO FRONT OF ENGINE
A1607-A
FIG. 76Piston Installation

5. Check the clearance of each
bearing following the procedure under "Connecting Rod Bearing Replacement."
6. After the bearings have been
fitted, apply a light coat of engine
oil to the journals and bearings.
7. Turn the crankshaft throw to
the bottom of its stroke. Push the
piston all the way down until the
connecting rod bearing seats on the
crankshaft journal.
8. Install the connecting rod cap.
9. After the piston and connecting rod assemblies have been installed, check the side clearance between the connecting rods on each
crankshaft journal (Fig. 77).
10. Disassemble, clean and assemble the oil pump. Clean the oil
pump inlet tube screen, and the oil
pan and block gasket surfaces.
A1609-A
FIG. 78Piston Pin Removal
GROUP 1
34
Disassembly
from the connecting rod and cap.
2. Mark the pistons and pins to
assure assembly with the same rod
and installation in the same cylinders from which they were removed.
3. Remove the piston pin from
the piston and connecting rod (Fig.
78). Remove the piston rings.
Assembly. The piston, connecting
rod and related parts are shown in
Fig. 79. Check the fit of a new piston
in the cylinder bore before assembling the piston and piston pin to
the connecting rod.
The piston pin bore of a connecting rod and the diameter of the piston pin must be within specifications.
Refer to Group 15.
1. Apply a light coat of engine oil
to all parts. Assemble the piston to
the connecting rod with the oil squirt
hole in the connecting rod and the
UPPER
COMPRESSION
RING
LOWER
COMPRESSION
RING
RIGHT BANK
LEFT BANK
i NOTCHES TOWARD*
FRONT OF ENGINE
rod and cap are clean. Foreign material under the inserts may distort
the bearing and cause a failure. Install the bearing inserts in the connecting rod and cap with the tangs
fitting in the slots provided.
FLYWHEEL
NUMBERED SIDE OF ROD
A1723-A
F I G . 80Correct Piston and

Rod Positions
indentation notches in the piston positioned as shown in Fig. 80.
2. Start the piston pin in the piston and connecting rod. Draw the
piston pin through the piston and
connecting rod until the end of the
pin seats in Detail 2 (Fig. 81).
3. Follow the instructions contained on the piston ring package
and install the piston rings.
4. Check the ring side clearance
of the compression rings with a feeler
gauge inserted between the ring and
its lower land. The gauge should slide
freely around the entire ring circumference without binding. Any wear
that occurs will form a step at the
inner portion of the lower land. If
the lower lands have high steps, the
piston should be replaced.
5. Be sure the bearing inserts and
the bearing bore in the connecting
Removal
transmission, remove the transmission, clutch pressure plate and disc
Shop Manual.
On a car with an automatic transmission, remove the transmission
and converter housing following the
procedure in Part 6-4 of the 1962
2. Remove the flywheel retaining
bolts and remove the flywheel.
Installation
1. Coat the threads of the flywheel retaining bolts with oil resistant sealer. Position the flywheel on
the crankshaft flange. Install and
torque the bolts in sequence across
from each other to specifications.
transmission, install the clutch pressure plate, disc and the transmission
Shop Manual.
BEARING
INSERTS
NUT
A1610-A
F I G . 79Piston, Connecting Rod

and Related Parts
A1612-A
F I G . 81-Piston Pin Installation
GROUP 1
On a car with an automatic transmission, install the transmission and
CLUTCH PILOT BUSHING
REPLACEMENT
1. Remove the transmission,
clutch pressure plate and disc following the procedures in Part 5-1
Shop Manual.
2. Remove the pilot bushing as
shown in Fig. 96.
3. Coat the pilot bushing bore
in the crankshaft with a small quantity of wheel bearing lubricant. Avoid
using too much lubricant as it may
be thrown onto the clutch disc when
the clutch revolves.
4. Install the pilot service bearing as shown in Fig. 97.
5. Install the clutch pressure plate,
disc and the transmission following
the procedures in Part 5-1 and Part
5-2 of the 1962 Galaxie Shop
Manual.
35
GASKET
FILTER
ELEMENT
OIL PAN
Removal
1. Drain the crankcase. Remove
2. Disconnect the starter cable at
the starter. Remove the starter and
dust seal.
3. Remove the oil pan retaining
bolts and crank the engine as required to obtain clearance and remove the oil pan.
and screen assembly.
FILTER
HOUSING
FIBER
GASKET
Installation
inlet tube and screen assembly.
CENTER BOLT
A1071-B
OIL FILTER REPLACEMENT

Disposable-Type Oil Filter. The
Rotunda oil filter assembly is shown
in Fig. 82.
GASKET
A1200-A
FIG. 82-Disposable-Type Oil

Filter Assembly
1. Place a drip pan under the filter. Unscrew the filter from the adapter fitting and clean the adapter recess.
2. Coat the gasket on a new Rotunda filter with oil. Place the new
Rotunda filter in position on the
adapter fitting. Hand tighten the filter
until the gasket contacts the adapter
face, then advance it Vi turn.
3. Operate the engine at fast idle,
and check for oil leaks. If oil leaks
are evident, perform the necessary
repairs to correct the leakage. Check
the oil level and fill the crankcase if
necessary.
7. Torque the center bolt to 20-25

ft-lbs. Do not over-tighten the center
bolt.
8. Add oil to the crankcase if
necessary. Operate the engine at fast
idle, and check for leaks.
9. If oil leaks are evident, perform the necessary repair to correct
the leakage.
REAR SEAL
FIG. 83Replaceable ElementType Oil Filter Assembly

Replaceable Element-Type Oil Filter. The oil filter assembly is shown
in Fig. 83.
1. Place a drip pan under the filter. Loosen the filter center bolt,
then remove the filter assembly and
gasket.
2. Remove the filter element, neoprene gasket, spring and seat. Remove the center bolt from the filter
cover and the fiber gasket from the
bolt. Discard the filter element and
all gaskets.
3. Wash all parts in solvent. Make
sure all the openings in the center
bolt are clean.
4. Install a new Rotunda filter
element in the filter cover following
the instructions furnished with the
new element.
5. Clean the oil filter cover
mounting surface on the adapter.
Position a new gasket in the adapter
recess.
6. Place the filter assembly in position, and thread the center bolt
into the adapter finger-tight. Rotate
the filter slightly, in each direction,
to make sure the gasket is seated
evenly.
OIL PAN GASKET
FRONT SEAL
A1613-A
FIG. 8 4 - 0 i l Pan Gaskets and

Seals Installed
36
2. Clean the gasket surfaces of
the block and oil pan. The oil pan
has a two-piece gasket. Coat the
block surface and the oil pan gasket
surface with sealer. Position the oil
pan gaskets on the cylinder block
(Fig. 84).
3. Position the oil pan front seal
on the cylinder front cover (Fig.
84). Be sure the tabs on the seal
are over the oil pan gasket.
4. Position the oil pan rear seal
on the rear main bearing cap (Fig.
84). Be sure the tabs on the seal
are over the oil pan gasket.
5. Hold the oil pan in place
against the block and install a bolt,
finger-tight, on each side of the oil
pan. Install the remaining bolts.
Torque the bolts from the center
outward in each direction to specifications.
5. Install the starter and dust seal.
Connect the starter cable.
7. Install the oil level dipstick.
grade and quantity of engine oil.
Operate the engine and check for
oil leaks.
GROUP 1
tor shaft. To align, rotate the intermediate drive shaft into a new position. Torque the oil pump retaining
screws to specifications.
inlet tube and screen assembly (Fig.
85).
A
OIL RELIEF VALVE
/
ASSEMBLY
INLET TUBE
ASSEMBLY
(^tf~%
ROTOR AND SHAFT
ASSEMBLY
f^Vj
PLATE
A1643-B
FIG. 8 6 - O i l Pump Assembly

4. Position a new gasket and the
oil inlet tube on the oil pump and
install the retaining bolts.
WORK STAND REPAIR
OPERATIONS
A1614-A
FIG. 85Oil Pump and Inlet

Tube Installed
To perform the operations in this

section, it will be necessary to remove the engine from the car and
install it on a work stand.
OIL PUMP
Removal
1. Remove the oil pan and related parts as outlined under "Oil
Pan Removal."
and screen assembly.
3. Remove the oil pump retaining bolts and remove the oil pump,
gasket and intermediate drive shaft.
Installation
1. Prime the oil pump by filling
either the inlet or outlet port with
engine oil. Rotate the pump shaft to
distribute the oil within the pump
body.
2. Position the intermediate drive
shaft into the distributor socket. With
the shaft firmly seated in the distributor socket, the stop on the shaft
should touch the roof of the crankcase. Remove the shaft and position
the stop as necessary.
3. Position a new gasket on the
pump housing. With the stop properly positioned, insert the intermediate drive shaft into the oil pump.
Install the pump and shaft as an
assembly. Do not attempt to force
the pump into position if it will not
seat readily. The drive shaft hex
may be misaligned with the distribu-
5. Install the oil pan and related

parts as outlined under "Oil Pan
Installation."
Disassembly
1. Remove the oil inlet tube from
the oil pump and remove the gasket.
2. Remove the cover retaining
screws, then remove the cover. Remove the inner rotor and shaft assembly, then remove the outer race.
3. Insert a self-threading sheet
metal screw of the proper diameter
into the oil pressure relief valve
chamber cap and pull the cap out
of the chamber. Remove the spring
and plunger.
Assembly. The oil pump assembly
is shown in Fig. 86.
1. Oil all parts thoroughly.
2. Install the oil pressure relief
valve plunger, spring and a new cap.
3. Install the outer race, and the
inner rotor and shaft assembly. The
inner rotor and shaft, and the outer
race are serviced as an assembly.
One part should not be replaced without replacing the other. Install the
cover and torque the cover retaining screws to specifications.
CRANKSHAFT
The crankshaft and related parts
are shown in Fig. 87.
Removal
1. Disconnect the spark plug
wires at the spark plugs and remove
the wires from the ignition harness
brackets on the valve rocker arm
covers. Remove the distributor cap
and spark plug wire assembly. Remove the spark plugs to allow easy
rotation of the crankshaft.
2. Remove the fuel pump and oil
filter. Slide the water pump by-pass
hose clamp toward the water pump.
Remove the generator or alternator,
shield and mounting bracket.
from the crankshaft vibration damper. Remove the cap screw and
washer from the end of the crankshaft. Install the puller on the crankshaft vibration damper (Fig. 63) and
remove the damper.
4. Remove the cylinder front
cover and water pump as an
assembly.
5. Remove the crankshaft front
oil slinger. Check the timing chain
deflection, then remove the timing
GROUP 1
37
FLYWHEEL.
M A I N BEARING INSERTS
CRANKSHAFT SPROCKET
FRONT OIL SLINGER
WASHER
MAIN BEARING CAPS
BOLT
A1724-A
FIG. 87-Crankshaft and Related Parts

chain and sprockets by following
steps 12 thru 15 under "Cylinder
Front Cover and Timing Chain
Removal."
6. Invert the engine on the work
stand. Remove the clutch pressure
plate and disc (manual-shift transmission). Remove the flywheel. Remove the oil pan and gasket. Remove
the oil pump.
avoid possible fracture or damage

to the finished surfaces.
Installation
7. Make sure all bearing caps

(main and connecting rod) are
marked so that they can be installed
in their original locations. Turn the
crankshaft until the connecting rod
from which the cap is being removed is down and remove the bearing cap. Push the connecting rod
and piston assembly up into the
cylinder. Repeat this procedure until
all the connecting rod bearing caps
are removed.
1. Remove the rear journal oil

seal from the block and rear main
bearing cap.
2. Remove the main bearing inserts from the block and bearing
caps.
3. Remove the connecting rod
bearing inserts from the connecting
rods and caps.
4. If the crankshaft main bearing
journals have been refinished to a
definite undersize, install the correct
undersize bearings. Be sure the bearing inserts and bearing bores are
clean. Foreign material under the inserts may distort the bearing and
cause a failure.
8. Remove the main bearing caps.

9. Carefully lift the crankshaft
out of the block so that the thrust
bearing surfaces are not damaged.
Handle the crankshaft with care to
5. Place the upper main bearing

inserts in position in the bores with
the tang fitting in the slot provided.
6. Install the lower main bearing
inserts in the bearing caps.
7. Install a new rear journal oil

seal in the block by following steps
3 and 4 under "Crankshaft Lower
Rear Oil Seal Replacement." Position
the seal forming tool as shown in
Too/T62F-6701-A
A1644-A
FIG. 88-Rear Oil Seal to Block

Installation
GROUP 1
38
Fig. 88 and complete the seal installation. After installation, cut the
ends of the seals flush.
8. Carefully lower the crankshaft
into place. Be careful not to damage
the bearing surfaces.
main bearing as follows:
Place a piece of Plastigage on the
crankshaft journal the full width of
the journal and about VA inch off
center (Fig. 89). Follow steps 12
thru 15 under "Main Bearing Replacement."
PLACE Plastigage FULL
WIDTH OF JOURNAL
ABOUT y 4 INCH
OFF CENTER
INSTALLING
PLASTIGAGE
CHECK WIDTH
OF Plastigage
0.002"
CLEARANCE
11. Install the thrust bearing cap

with the bolts finger-tight.
12. Pry the crankshaft forward
against the thrust surface of the
upper half of the bearing (Fig. 90).
13. Hold the crankshaft forward
and pry the thrust bearing cap to the
rear (Fig. 90). This will align the
thrust surfaces of both halves of the
bearing.
14. Retain the forward pressure
on the crankshaft. Tighten the cap
bolts to specifications (Fig. 90).
15. Force the crankshaft toward
the rear of the engine.
16. Install a dial indicator so that
the contact point rests against the
crankshaft flange and the indicator
axis is parallel to the crankshaft axis
(Fig. 91).
MEASURING
PLASTIGAGE
A1023-A
FIG. 89Installing and Measuring Plastigage Engine on Work

Stand
fitted, apply a light coat of engine oil
to the journals and bearings. Install
a new seal in the rear main bearing
cap and install the rear main bearing
cap by following steps 3 thru 5 under
"Crankshaft Lower Rear Oil Seal
Replacement." Install all the bearing
caps, except the thrust bearing cap
(No. 3 bearing). Be sure that the
main bearing caps are installed in
their original locations. Torque the
bearing cap bolts to specifications.
A1652-A
FIG. 91-Crankshaft End Play

17. Zero the dial indicator. Push
the cranskhaft forward and note the
reading on the dial.
18. If the end play exceeds the
wear limit, replace the thrust bearing.
If the end play is less than the mini-
mum limit, inspect the thrust bearing

faces for scratches, burrs, nicks or
dirt. If the thrust faces are not defective or dirty, they probably were
not aligned properly. Install the
thrust bearing and align the faces
following the recommended procedure (steps 11 ,12, 13 and 14), then
check the end play.
19. Install new bearing inserts in
the connecting rods and caps. Check
the clearance of each bearing following the recommended procedure.
20. After the connecting rod bearings have been fitted, apply a light
coat of engine oil to the journals and
bearings.
21. Turn the crankshaft throw to
the bottom of its stroke. Push the
piston all the way down until the
rod bearing seats on the crankshaft
journal.
22. Install the connecting rod cap.
23. After the piston and connecting rod assemblies have been installed, check the side clearance between the connecting rods on each
connecting rod crankshaft journal
(Fig. 77).
24. Clean the oil pan, oil pump
and oil pump screen. Install the oil
pump and oil pan.
25. Coat the threads of the flywheel retaining bolts with oil resistant
sealer. Position the flywheel on the
crankshaft flange. Install and torque
the bolts to specifications.
On a flywheel for a manual-shift
transmission, use tool 6392-N to
locate the clutch disc. Install the
pressure plate. Tighten the retaining
bolts.
HOLD CRANKSHAFT
FORWARD
PRY CRANKSHAFT FORWARD
FIG. 90-Thrust Bearing Alignment
PRY CAP BACKWARD
TIGHTEN CAP
A1617-A
GROUP 1
26. Install the timing chain and
sprockets, cylinder front cover and
crankshaft pulley and adaptor, following steps 1 thru 6 under "Cylinder
Front Cover and Timing Chain Installation."
39
Tool T62F-6266-A
Tool T62F-6250-A
Detail I
ToolT53L-200-A
Detail 2
27. Install the Rotunda Oil Filter,

fuel pump and connect the fuel lines.
Install the generator or alternator,
shield and mounting bracket.
28. Install the spark plugs, distributor cap and spark plug wires.
Connect the spark plug wires and
high tension lead.
A1648-A
F I G . 95Camshaft Rear Bearing

Bore Plug Installation
29. Install the engine in the car.

CAMSHAFT BEARING
REPLACEMENT
ENGINE DISASSEMBLY
Camshaft bearings are available

pre-finished to size for standard and
0.015-inch undersize journal diameters. The bearings are not interchangable from one bore to another.
1. Remove the camshaft, the flywheel and the crankshaft. Push the
pistons to the top of the cylinders.
2. Remove the camshaft rear bearing bore plug (Fig. 92). Remove the
camshaft bearings (Fig. 93).
DRILL Vi INCH HOLE IN PLUG
A1646-A
Tool
T58L-101-A
F I G . 93Camshaft Bearing
Replacement
water resistant sealer and install the

plug with the flange facing out. Drive
the plug in until it is slightly below
the chamfer in the bore (Fig. 95).
5. Install the camshaft, crankshaft,
flywheel and related parts. Install the
engine in the car.
ToolT59L-101-B
A1645-A
INSTALL FRONT BEARING 0.005-0.020 INCH

BELOW FRONT FACE OF BLOCK
F I G . 92Camshaft Rear Bearing

Bore Plug Removal
3. Position the new bearings at the

bearing bores, and press them in place
with the tool shown in Fig. 93. Align
the oil holes in the bearings with the
oil holes in the cylinder block when
the bearings are installed. Be sure
the front bearing is installed 0.0050.020 inch below the front face of
the cylinder block (Fig. 94).
A1647-A
4. Clean out the camshaft rear

bearing bore plug recess thoroughly.
Coat the flange of a new plug with
F I G . 94Camshaft Front Bearing

Measurement
1. Install the engine on the work

stand (Fig. 41).
2. Remove the distributor cap and
spark plug wire assembly.
3. Disconnect the distributor vacuum line at the distributor. Remove
the carburetor fuel inlet line and fuel
pump outlet line. Remove the fuel
pump and discard the gasket. Remove the oil filter.
4. Slide the clamp on the water
pump by-pass hose toward the water
pump. Remove the automatic choke
heat tube. Remove the valve rocker
arm covers.
5. Remove the generator or alternator, shield and mounting bracket.
Remove the ignition coil. Remove
remove the distributor.
retaining bolts. Raise the manifold
and carefully remove it from the
engine. Discard the intake manifold
gaskets and seals.
7. Loosen the valve rocker arm
stud nuts so that the valve rocker
arms can be rotated to the side. Remove the valve push rods in sequence and put them in a rack or
holder so that they can be installed in
their original position.
valve lifters and place them in a rack
original bores (Fig. 72).
their bores by excessive varnish, etc.,
gum or varnish that may have formed
at the lifter.
40
The internal parts of each hydraulic valve lifter assembly are matched
sets. Do not intermix the parts. Keep
the assemblies intact until they are to
be cleaned.
9. Remove the exhaust manifolds
and the spark plugs.
10. Install the cylinder head holding fixtures (Fig. 53). Remove the
cylinder head bolts and lift the cylinder heads off the block. Do not pry
between the head and the block. Discard the cylinder head gaskets.
from the crankshaft vibration damper. Remove the cap screw and washer
from the end of the crankshaft. Install the puller on the crankshaft vibration damper (Fig. 63) and remove
the vibration damper.
12. Remove the oil pan to cylinder
front cover retaining bolts. Remove
the cylinder front cover retaining
bolts and remove the cylinder front
cover and water pump as an assembly. Discard the gasket and remove
the crankshaft front oil slinger.
13. Check the timing chain deflection and remove the timing chain
and sprockets by following steps 12
thru 15 under "Cylinder Front Cover
and Timing Chain Removal." Remove the crankshaft sprocket key.
14. Remove any ridge and/or carbon deposits from the upper end of
the cylinder bores. Move the piston
to the bottom of its travel and place
a cloth on the piston head to collect
the cuttings. Remove the cylinder
ridge with a ridge cutter. Follow the
instructions furnished by the tool
manufacturer. Never cut into the
ring travel area in excess of 1/32
inch when removing ridges. After the
ridge has been removed, remove the
cutter from the cylinder bore.
transmission, remove the clutch pressure plate and disc.
15. Remove the flywheel and rear
cover plate. Remove the clutch pilot
bushing (Fig. 96).
16. Invert the engine. Remove the
oil pan and discard the gaskets and
seals.
17. Remove the oil pump and inlet tube as an assembly. Remove the
intermediate drive shaft. Discard the
oil pump gasket.
18. Make sure all connecting rods
and caps are marked so that they can
be installed in their original locations.
Turn the crankshaft until the con-
GROUP 1
7oo/ T58L-101-A
Tool-T59L-100-B
A1649-A
FIG. 96-Clutch Pilot Bushing

Removal
necting rod being removed is down.
Remove the rod cap.
19. Push the connecting rod and
piston assembly out the top of the
cylinder with the handle end of a
hammer. Avoid damage to the connecting rod journal or the cylinder
wall when removing the piston and
rod.
from the connecting rods and caps.
Install the rod caps on the connecting rods from which they were removed.
21. Remove the main bearing
caps.
22. Carefully lift the crankshaft
out of the cylinder block so that the
thrust bearing surfaces are not damaged. Handle the crankshaft with
care to avoid possible fracture or
damage to the finished surfaces.
23. Remove the rear journal oil
seal from the block and rear bearing
cap.
24. Remove the main bearing inserts from the block and bearing
caps. Install the main bearing caps in
their original positions.
plate. Carefully remove the camshaft
by pulling it toward the front of the
engine. Use caution to avoid damaging the journals and lobes.
26. Remove the camshaft rear
bearing bore plug (Fig. 92). Remove
the camshaft bearings (Fig. 93).
ENGINE ASSEMBLY
1. Remove the glaze from the cylinder bores by following the instructions of the tool manufacturer.
stand.
3. Position the new bearings at the

bearing bores, and press them in
place with the tool shown in Fig. 93.
Align the oil holes in the cylinder
block when the bearings are installed.
Be sure the camshaft front bearing
is installed 0.005-0.020 inch below
the front face of the cylinder block
(Fig. 94).
4. Clean out the camshaft rear
bearing bore plug recess thoroughly.
Coat the flange of a new plug with
water resistant sealer and install it
with the flange facing out (Fig. 95).
Drive the plug in until it is slightly
below the chamfer in the bore.
5. Oil the camshaft and apply Lubriplate to all lobes, then carefully
slide it through the bearings.
6. Install a new rear journal oil
seal in the block by following steps 3
and 4 under "Crankshaft Lower Rear
Oil Seal Replacement." Position the
seal forming tool as shown in Fig. 88
and complete the seal installation.
After installation, cut the end of the
seals flush.
7. If the crankshaft main bearing
journals have been refinished to a
definite undersize, install the correct
undersize bearings. Be sure the bearing inserts and bearing bores are
clean. Foreign material under the inserts may distort the bearing and
cause a failure.
Place the upper main bearing inserts in position in the bore with the
tang fitting in the slot provided.
8. Install the lower main bearing
inserts in the bearing caps.
9. Carefully lower the crankshaft
into place. Be careful not to damage
the bearing surfaces.
main bearing following the procedure
under "Main Bearing Replacement."
fitted, apply a light coat of engine oil
to the journals and bearings.
12. Install a new journal seal in
the cap (Fig. 74) by following steps
3 thru 5 under "Crankshaft Lower
Rear Oil Seal Replacement." Apply
a thin coating of oil resistant sealer
to the rear main bearing cap at the
rear of the top mating surface (Fig.
74). Do not apply sealer to the area
forward of the oil slinger groove.
Install the rear main bearing cap and
the remainder of the caps, except the
thrust bearing cap (No. 3 bearing).
Be sure that the main bearing caps
are installed in their original positions. Torque the bearing cap bolts to
specifications.
GROUP 1
13. Install the thrust bearing cap
and check crankshaft end play by
"Crankshaft Installation."
14. Turn the engine on the work
stand so that the front end is up.
15. Install the pistons and connecting rods by following steps 1 thru
9 under "Piston and Connecting Rod
Installation."
16. Position the sprockets and
timing chain on the camshaft and
crankshaft (Fig. 66). Be sure the timing marks on the sprockets are positioned as shown in Fig. 65.
17. Lubricate the timing chain
and sprockets with engine oil.
18. Install the fuel pump eccentric, washer and camshaft sprocket
cap screw. Torque the sprocket cap
screw to specifications. Install the
crankshaft front oil slinger (Fig. 68).
19. Clean the cylinder front cover
and the cylinder block gasket surfaces. Install a new crankshaft front
oil seal (Fig. 67).
20. Coat the gasket surface of the
block and cover and the cover bolt
threads with sealer. Position a new
gasket on the block.
21. Install the alignment pilot tool
on the cylinder front cover so that
the keyway in the pilot aligns with
the key in the crankshaft. Position
the cover (and water pump) and pilot
over the end of the crankshaft and
against the block (Fig. 69).
22. Install the cylinder front cover
bolts finger-tight. While pushing in
on the pilot, torque the cover bolts to
specifications. Remove the pilot.
23. Lubricate the crankshaft with
a white lead and oil mixture and lubricate the oil seal rubbing surface
with grease.
24. Line up the crankshaft vibration damper keyway with the key on
the crankshaft, then install the vibration damper on the crankshaft (Fig.
70). Install the damper cap screw and
washer, and torque the screw to
specifications. Install the crankshaft
pulley.
25. Using a new gasket, install the
fuel pump.
26. Turn the engine on the work
stand so that the top of the engine
is up.
27. Clean the cylinder head and
block gasket surfaces. Install the
head gasket over the cylinder head
dowels.
28. Place the cylinder head on the
engine, then remove the holding fix-
tures. Coat the head bolt threads with

water resistant sealer, and then install
the bolts.
29. The cylinder head bolt tightening procedure is performed in
three progressive steps. Torque the
bolts in sequence (Fig. 54) to 50 ftlbs, then to 60 ft-lbs and finally to 70
ft-lbs. After the cylinder head bolts
have been torqued to specifications,
the bolts should not be disturbed.
30. Coat the mating surfaces of
the exhaust manifold with a light
film of graphite grease. Position new
gaskets over the muffler inlet pipe
studs of the exhaust manifolds.
31. Position the exhaust manifolds
on the cylinder heads and install the
retaining bolts and tab washers.
Torque the retaining bolts to specifications, working from the center to
the ends. Lock the bolts by bending
one tab of the washer over a flat on
the bolt.
32. Install the spark plugs.
33. Coat the outside of each valve
lifter with engine oil to provide initial lubrication. Do not fill the lifters
with oil. The lifters will fill much
faster after the engine is started, if
they are free of any oil film which
may cause an oil seal between the
plunger and the lifter body. Place
each lifter in the bore from which it
was removed.
original positions. Apply Lubriplate
over the valve stem tips and the push
rod guides in the cylinder head. Install the rocker arms over the push
rods. Perform a valve clearance adjustment as outlined under "Engine
Tests and Adjustments."
35. Clean the mating surfaces of
the intake manifold, cylinder heads
and cylinder block.
36. Coat the intake manifold and
cylinder block seal surfaces with oil
resistant sealer.
37. Position new seals on the cylinder block and new gaskets on the
cylinder heads with the gaskets interlocked with the seal tabs. Be sure
the holes in the gaskets are aligned
with the holes in the cylinder heads.
The correct installation of the gaskets
and seals is shown in Fig. 48.
38. Carefully lower the intake
manifold on the cylinder block and
cylinder heads. After the intake manifold is in place, run a finger around
the seal area to make sure the seals
are in place. If the seals are not in
place, remove the intake manifold
and position the seals.
41
39. Be sure the holes in the manifold gaskets and manifold are in
alignment. Position the intake manifold alignment tools (Fig. 47) in the
front and rear (Nos. 10 and 12) bolt
holes on the left bank of the manifold.
40. Install the intake manifold retaining bolts. Working from the center to the ends, torque the bolts in
sequence (Fig. 49) to 3-5 ft-lbs.
41. Remove the manifold alignment tools from the front and rear
bolt holes (Nos. 10 and 12). Install
the two remaining bolts and torque to
3-5 ft-lbs.
42. Torque all the manifold retaining bolts in sequence to 11-14 ftlbs. Finally, torque all the retaining
bolts in sequence to 14-16 ft-lbs.
43. Install the water pump by-pass
hose on the coolant outlet housing.
Slide the clamp into position and
tighten the clamp.
44. Rotate the crankshaft until the
No. 1 piston is on TDC, then position
the distributor in the block with the
rotor at the No. 1 firing position and
the points open. Install the hold down
clamp.
45. Install the ignition coil. Position and install the generator or alternator, shield and mounting bracket.
covers and the cylinder head gasket
surface. Apply oil resistant sealer to
one side of new cover gaskets. Lay
the cemented side of the gaskets in
place in the covers.
47. Position the covers on the cylinder heads. Make sure the gasket
seats evenly all around the head. Install the bolts. The cover is tightened
in two steps. Torque the bolts to
specifications. Two minutes later,
torque the bolts to the same specifications.
48. Install the automatic choke
heat tube. Install the distributor cap.
Position the spark plug wires in the
brackets on the valve rocker arm
covers. Connect the spark plug wires.
49. Connect the carburetor fuel
inlet line and pump outlet line.
50. Prime the oil pump by filling
either the inlet or outlet port with
engine oil. Rotate the pump shaft to
distribute the oil within the pump
body.
stand. Position the intermediate drive
shaft into the distributor socket. With
the shaft firmly seated in the distributor socket, the stop on the shaft
should touch the roof of the crank-
GROUP 1
42
case. Remove the shaft and position
the stop as necessary.
52. With the stop properly positioned, insert the intermediate drive
shaft into the oil pump.
pump housing and install the pump
and shaft as an assembly. Do not attempt to force the pump into position if it will not seat readily. The
drive shaft hex may be misaligned
with the distributor shaft. To align,
rotate the intermediate shaft into a
new position. Torque the oil pump
retaining screws to specifications.
54. Clean the gasket surfaces of
the block and oil pan. Coat the block
surface and the oil pan gasket surface with sealer. Position new gaskets
on the block and position a new seal
on the cylinder front cover and rear
main bearing cap. Make sure the tabs
on the seal are over the oil pan gasket. Install the retaining screws and
torque them from the center outward
to specifications.
55. Clean the oil filter adapter gasket surface. Coat the gasket on the
filter with oil. Place the Rotunda filter in position on the adapter fitting.
Hand tighten the filter until the gasket contacts the adapter face, then
advance it Vi turn.
56. Install the clutch pilot service
bearing (Fig. 97). Coat the threads of
the flywheel retaining bolts with oil
resistant sealer. Position the rear
cover plate on the block and the flywheel on the crankshaft flange. Install and torque the bolts to specifications.
transmission, use tool 6392-N to lo-
cate the clutch disc. Install the pressure plate.

57. Install the engine in the car.
Fill and bleed the cooling system.
grade and quantity of engine oil.
for oil and coolant leaks. Check and
adjust the ignition timing. Connect
the distributor vacuum line at the distributor.
59. Adjust the engine idle speed,
fuel mixture and anti-stall dashpot
(if applicable). Adjust the transmission throttle linkage.
ENGINE TESTS AND
ADJUSTMENTS
VALVE CLEARANCE
1. Position the crankshaft as outlined in steps 2 and 3. Loosen the
rocker arm stud nut until there is
end clearance in the push rod, then
tighten the nut to just remove all the
push rod to rocker arm end clearance. This may be determined by
rotating and/or moving the push rod
with the fingers as the stud nut is
tightened (Fig. 98). When the push
rod end clearance has been eliminated, tighten the stud nut an additional 2 turns to place the hydraulic
lifter plunger in the center of its
travel.
3. After these valves have been

adjusted, position No. 6 piston on
TDC and adjust the following valves:
No. 2 Intake
No. 6 Intake
No. 3 Exhaust
No. 6 Exhaust
No. 4 Intake
No. 7 Exhaust
No. 5 Intake
No. 8 Exhaust
The engine should not be cranked
or rotated until the hydraulic lifters
have had an opportunity to leak
down to their normal operating
position. The leak-down rate can be
accelerated by pressing down on the
push rod end of the rocker arm.
The valves can also be adjusted by
positioning each piston on TDC at
the end of the compression stroke in
the firing order sequence.
for rough engine idle or a noisy
lifter(s). Valve clearance set too tight
will cause rough engine idle and
valve clearance set too loose will
cause a noisy lifter(s). If it has been
determined that these conditions are
caused by improper valve clearance,
adjust the affected valve(s) using the
following procedure:
Follow steps 2 and 3 in the above
procedure. Apply pressure to slowly
bleed down the valve lifter until the
plunger is completely bottomed (Fig.
99). While holding the valve lifter in
the fully collapsed position, check
the available clearance between the
rocker arm and valve stem tip (Fig.
99). If the clearance is not within
specifications, rotate the rocker arm
stud nut "clockwise" to decrease the
clearance and "counterclockwise" to
increase the clearance. Normally one
turn of the rocker arm stud nut will
vary the clearance by 0.066 inch.
Tool6513-AC
A1657-A
FIG. 98-Valve Clearance

Adjustment
ToolT52T-1217 5-AJD
A1650-A
FIG. 97-Clutch Pilot Bearing

Installation
2. Rotate the crankshaft until No.

1 piston is on TDC at the end of the
compression stroke. With No. 1 piston on TDC, adjust the following
valves:
No. 2 Exhaust
No. 1 Intake
No. 5 Exhaust
No. 1 Exhaust
No. 7 Intake
No. 3 Intake
No. 8 Intake
No. 4 Exhaust
A1656-A
FIG. 99-Valve Clearance Check
GROUP 1
CAMSHAFT LOBE LIFT
1. Remove the air cleaner and the
valve rocker arm cover(s). Remove
the rocker arm stud nut, fulcrum
seat and rocker arm.
2. Make sure the push rod is in
the tappet socket or the lifter push
rod cup. Install a dial indicator in
such a manner as to have the ball
socket adapter of the indicator on the
end of the push rod and in the same
plane as the push rod movement
(Fig. 100).
FIG. 100-Camshaft Lobe Lift

3. Turn the crankshaft damper
slowly in the direction of rotation
until the tappet or lifter is on the base
circle of the camshaft lobe. At this
point, the push rod will be in its
lowest position.
4. Zero the dial indicator. Continue to rotate the damper slowly
until the push rod is in the fully
raised position.
5. Compare the total lift recorded
on the indicator with specifications.
6. To check the accuracy of the
original indicator reading, continue
to rotate the damper until the indicator reads zero.
7. Remove the dial indicator. Install the rocker arm, fulcrum seat and
stud nut. Adjust the valve clearance.
cover(s) and the air cleaner and intake duct assembly.
MANIFOLD VACUUM TEST
A manifold vacuum test aids in
determining the condition of an engine and also in helping to locate the
cause of poor engine performance.
To test manifold vacuum:
1. Operate the engine for a minimum of 30 minutes at 1200 rpm.
43
2. Remove the plug or power

brake line at the rear of the intake
manifold (front of crankcase ventilation outlet). Install an accurate,
sensitive vacuum gauge.
3. Operate the engine at the
recommended idle rpm, with the
transmission selector lever in neutral.
4. Check the vacuum reading on
the gauge.
TEST CONCLUSIONS
Manifold vacuum is affected by
carburetor adjustment, valve timing,
the condition of the valves, cylinder
compression and leakage of the carburetor or cylinder head gaskets.
Because abnormal gauge readings
may indicate that more than one of
the above factors is at fault, exercise
caution in analyzing an abnormal
reading. For example, if the vacuum
is low, the correction of one item
may increase the vacuum enough so
as to indicate that the trouble has
been corrected. It is important, therefore, that each cause of an abnormal
reading be investigated and further
tests conducted when necessary in
order to arrive at the correct diagnosis of the trouble.
Table I lists various types of readings and their possible causes.
Allowances should be made for
the effect of altitude on the gauge
reading. The engine vacuum will decrease with an increase in altitude.
COMPRESSION TEST
1. Be sure the battery is properly
charged. Operate the engine for a
minimum of 30 minutes at 1200 rpm.
Turn the ignition switch off, then
remove all the spark plugs. Remove
the coil high tension lead at the distributor cap.
2. Set the throttle plate(s) and
choke plate in the wide open position.
3. Install a compression gauge in
No. 1 cylinder.
4. Using a remote starter switch,
crank the engine several times and
record the highest reading recorded.
Note the number of compression
strokes required to obtain the highest
reading.
5. Repeat the test on each cylinder, cranking the engine the same
number of times for each cylinder
as was required to obtain the highest
reading on the No. 1 cylinder.
TEST CONCLUSIONS
A variation of 20 pounds from
specified pressure is satisfactory.
However, the compression of all
cylinders should be uniform within
10 pounds.
A reading of more than the allowable tolerance above normal indicates
excessive deposits in the cylinder.
A reading of more than the allowable tolerance below normal indicates leakage at the cylinder head
gasket, piston rings, or valves.
TABLE 1-Manifold Vacuum Gauge Readings

Gauge Reading
Engine Conditions
16 inches260 V-8
Normal.
Low and steady.
Loss of power in all cylinders caused possibly by late ignition or valve timing, or loss
of compression due to leakage around the
piston rings.
Very low.
Manifold, carburetor, spacer, or cylinder

head gasket leak.
Needle fluctuates steadily

as speed increases.
A partial or complete loss of power in one or

more cylinders caused by a leaking valve,
cylinder head or intake manifold gasket leak,
a defect in the ignition system, or a weak
valve spring.
Gradual drop in reading at

engine idle.
Excessive back pressure in the exhaust

system.
Intermittent
fluctuation.
An occasional loss of power possibly caused

by a defect in the ignition system or a sticking valve.
Slow fluctuation or drifting

of the needle.
Improper idle mixture adjustment, carburetor, spacer, or intake manifold gasket leak.
44
A low even compression in two
adjacent cylinders indicates a cylinder head gasket leak. This should be
checked before condemning the rings
or valves.
To determine whether the rings
or the valves are at fault, squirt the
equivalent of a tablespoon of heavy
oil into the combustion chamber.
Crank the engine to distribute the oil
and repeat the compression test. The
oil will temporarily seal leakage past
the rings. If approximately the same
reading is obtained, the rings are
satisfactory, but the valves are leaking. If the compression has increased
10 pounds or more over the original
reading, there is leakage past the
rings.
During a compression test, if the
pressure fails to climb steadily and
remains the same during the first two
successive strokes, but climbs higher
on the succeeding strokes, or fails
to climb during the entire test, it
indicates a sticking valve.
352, 390, AND 406

V-8 ENGINES
406 V-8 DESCRIPTION
GROUP 1
cated on each side of the crankcase
(Fig. 101), and the rear support is
located at the transmission extension
housing.
Engine Front Support. The procedures given apply to either a right or
left installation.
REMOVAL
1. Remove the insulator to frame
nut and lock washer. If only one support is being removed, loosen the
other support.
2. Raise the engine with a jack
and a wood block placed under the
oil pan.
3. Remove the insulator to engine
bolts and lock washers and remove
the insulator.
On a car with an automatic transmission, the transmission fluid cooler
tubes bracket is fastened to the engine right front support.
INSTALLATION
1. Position the insulator assembly
on the engine and install the insulator
to engine bolts and lock washers
finger-tight.
2. Lower the engine carefully to

make sure the insulator stud engages
the frame mounting hole.
3. Install the insulator to frame
nut and lock washer. Tighten the insulator nut and bolts to the specified
torque.
4. If only one support was removed, tighten the other support.
VALVE ROCKER ARM
SHAFT ASSEMBLY
RemovalHydraulic Valve
Lifters.
1. Remove the air cleaner.
at the spark plugs. Remove the wires
from the bracket on the valve rocker
arm cover(s) and position the wires
out of the way.
To remove the right valve rocker
arm cover, remove the carburetor
choke heat tube.
To remove the left valve rocker
arm cover on cars with power brakes,
disconnect the brake booster line at
the manifold and position the line out
of the way.
The 406 V-8 has the same basic

design as the 352 V-8 and 390 V-8;
thus, for a description of the 406
V-8 engine, refer to the 352 and
390 V-8 engine section of the pertinent shop manual. Differences between the 406 V-8 and the other
two engines are covered herein, as
well as changes in the engines for
1963.
MANIFOLDS
Conventional runner-type exhaust
manifolds are used on the 352 V-8
and 390 V-8. The 406 V-8 is equipped with branch-type exhaust manifolds for improved engine cooling
and reduced back pressure.
SUPPORT ASSEMBLY
INSULATOR ASSEMBLY
VALVE TRAIN
The 352 V-8 and 390 V-8 employ hydraulic valve lifters to provide zero valve lash. The 406 V-8
and the 390 Police Interceptor engines have mechanical valve lifters.
On these engines, valve lash is maintained by self-locking adjusting
screws.
ETAINER
IN-CHASSIS REPAIR
OPERATIONS
ENGINE SUPPORTS
The engine front supports are lo-
A1746-A
FIG. 1 0 1 -V-8 Engine Supports
GROUP 1
cover(s).
If the left cover is removed, position the wire loom out of the way.
1 piston is at TDC at the end of the
compression stroke. Rotate the
crankshaft damper an additional 45
(identified by "XX" on the damper).
5. Starting at the No. 4 cylinder,
loosen the right valve rocker arm
shaft support bolts in sequence, two
turns at a time. After the bolts are
all loosened, remove the valve rocker
arm shaft assembly and the oil baffle
plate. Starting at the No. 5 cylinder,
follow the same procedure on the left
valve rocker arm shaft support bolts.
This procedure must be followed to
avoid damage to the valve mechanism.
RemovalMechanical
Valve Lifters.
"RemovalHydraulic Valve Lifters."
2. Release the spring tension on
the valve rocker arm by loosening
the adjusting screws.
3. Remove the shaft support bolts.
Remove the shaft assembly and the
baffle plate.
InstallationHydraulic
Valve Lifters.
1. Apply Lubriplate to the pad end
of the rocker arms, to the tip of the
valve stems, and to both ends of the
push rods.
1 piston is on TDC at the end of the
compression stroke.
3. Rotate the crankshaft damper
an additional 45 (identified by "XX"
on the damper).
4. Position the baffle plate and the
valve rocker arm shaft assembly on
the cylinder heads with the valve
push rods in place and the rocker
shaft support bolts fingertight. Be
sure the shaft is turned so that the oil
holes are to the bottom.
tighten the bolts in sequence, two
turns at a time, until the supports
fully contact the cylinder head.
Torque the bolts in sequence to specifications.
follow the same procedure for the
left valve rocker arm shaft support
bolts. The additional time consumed

in this procedure will permit the hydraulic lifters to leak down. This will
minimize the possibility of bending
the push rods, valves, or the rocker
arms. Be sure that the hydraulic lifters have leaked down to their normal
operating position before cranking
the engine. This is necessary in order
to avoid possible damage to the
valves, push rods, or valve rocker
arms.
7. Clean the valve rocker arm cover(s). Apply oil resistant sealer to one
side of new cover gasket(s). Lay the
cemented side of the gasket(s) in
place in the cover(s).
8. Position the cover(s) on the cylinder head(s). Make sure the gasket
seats evenly all around the head. Install the bolts (and the wire loom
clamps on the left cover). The cover
is tightened in two steps. Torque the
bolts to specifications. Two minutes
later, torque the bolts to the same
specifications.
On a car with power brakes, if the
left cover was removed, connect the
brake booster vacuum line to the intake manifold.
If the right cover was removed, install the carburetor choke heat tube.
9. Connect the spark plug wires.
Install the air cleaner.
InstallationMechanical
Valve Lifters
1. Apply Lubriplate to the pad
and ball end of the rocker arms, to
the tip of the valve stems, and to both
ends of the push rods.
2. Position the baffle plate and the
valve rocker arm shaft assembly on
the cylinder head with the valve push
rods in place and the rocker shaft
support bolts fingertight. Be sure the
oil holes in the shaft are facing downward.
3. Tighten the support bolts and
torque to specifications.
4. Perform a preliminary (cold)
valve lash adjustment (see "Engine
Tests and Adjustments").
5. Temporarily lay the valve rocker arm covers in place and temporarily connect the spark plug wires.
Operate the engine for 30 minutes at
1200 rpm to stabilize engine temperatures. Remove the valve rocker arm
covers and perform a hot valve lash
adjustment with the engine idling (see
"Engine Tests and Adjustments").
45
"InstallationHydraulic Valve Lifters".
Disassembly
1. Remove the cotter pins from
each end of the valve rocker arm
shaft. Remove the flat washer and
spring washer from each end of the
shaft.
2. Slide the rocker arms, springs,
and the supports off the shaft. Be
sure to identify all the parts.
3. If it is necessary to remove the
plugs from each end of the shaft,
drill or pierce one plug. Then insert
a steel rod through the plug and
knock out the plug on the opposite
end. Working from the open end,
knock out the remaining plug.
Assembly
1. Oil all the moving parts with
engine oil. Apply Lubriplate to the
pad of the valve rocker arms.
2. If the plugs were removed from
the ends of the shaft, use a blunt tool
or large diameter pin punch and install a plug, cut side out, in each end
of the rocker arm shaft.
3. Install the rocker arms, supports, and springs in the order shown
in Figs. 102 or 103. Be sure the oil
holes in the shaft are facing downward. Complete the assembly by installing the remaining flat washer,
the spring washer, and the cotter pin.
AND TIMING CHAIN
Removal
the crankcase. Remove the air cleaner. Disconnect the battery ground
cable.
hose at the radiator supply tank. Disconnect the radiator lower hose at
the water pump.
On a car with an automatic transmission, disconnect the transmission
oil cooler lines at the radiator.
3. Remove the radiator.
the water pump. Slide the water
pump by-pass hose clamp toward the
engine.
bracket from the water pump and
remove the drive belt. Wire the pump
GROUP 1
46
O^BOIT
jj
SPRING WASHER
>* LOCKWASHER
WASHER
ROCKER ARM
SUPPORT
OIL BAFFLE
SUPPORT BOLT HOLES
PLUG
ROCKER SHAFT
A1261-B
FIG. 102-Valve Rocker Arm Shaft Support Assembly-Hydraulic Valve Lifters

assembly to the left side of the car in
a position that will prevent the oil
from draining out.
remove the compressor drive belt.
5. Loosen the generator mounting
bolts at the generator. Remove the
drive belt. Remove the generator support bolt at the water pump. Remove
the water pump, drive belt adjusting
arm, pulley, and fan as an assembly.
On a car with power steering, remove the power steering pulley from
the crankshaft damper.
shaft damper (Fig. 104) and remove

the damper.

washer from the end of the crankshaft. Install the puller on the crank-
10. Remove the screws fastening

the cylinder front cover to the block.
Remove the cylinder front cover.
7. Disconnect the carburetor fuel

inlet line at the fuel pump.
8. Remove the fuel pump retaining bolts and lay the pump to one
side with the flexible fuel line still
attached.
9. If the crankshaft sleeve is not
stepped down (the same OD on both
ends), remove it as shown in Fig.
105. If the sleeve is stepped down,
remove it with a three-jawed puller.

the compressor brackets are retained
by cylinder front cover screws.
11. Discard the cylinder front
cover gasket. Remove the crankshaft
front oil slinger.
12. Rotate the crankshaft in a
clockwise direction (as viewed from
the front) to take up the slack on the
left side of the chain.
13. Establish a reference point on
the block and measure from this
point to the chain (Fig. 106).
opposite direction to take up the
slack on the right side of the chain.
BOLT.
SELF-LOCKING
ADJUSTING SCREWS
SUPPORT BOLT HOLES
COTTER PIN
ROCKER SHAFT
FIG. 103-Valve Rocker Arm Shaft Support Assembly-Mechanical Valve Lifters
A1456-A
GROUP 1
REFERENCE POINT
Too1-T58P-6316-A or 6306-AG
47
RIGHT SIDE OF CHAIN
A1257-C
FIG. 104-Crankshaft Damper

Removal
Force the left side of the chain out
with thefingersand measure the distance between the reference point
and the chain. The deflection is the
difference between the two measurements.
If the deflection exceeds Vi inch,
replace the timing chain and both
sprockets.
timing marks on the sprockets are
positioned as shown in Fig. 107.
16. Remove the sprocket cap
screw and the fuel pump eccentric.
17. Slide both sprockets and the
timing chain forward, and remove
them as an assembly (Fig. 108).
pump screen, following the procedure under "Oil Pan Removal" (Refer to the pertinent Shop Manual).
TAKE UP SLACK O N LEFT SIDE, ESTABLISH

REFERENCE POINT. MEASURE DISTANCE A .
TAKE UP SLACK O N RIGHT SIDE. FORCE
LEFT SIDE OUT. MEASURE DISTANCE B.
DEFLECTION IS A MINUS B.
A1284-B
FIG. 106-Timing Chain

Deflection
2. Coat a new seal with grease,
then install the seal (Fig. 109). Drive
the seal in until it is fully seated in
the recess. Check the seal after installation to be sure the spring is
properly positioned in the seal.
Installation
1. Position the sprockets and timing chain on the camshaft and crankshaft (Fig. 108). Be sure the timing
Front Oil Seal Replacement. Re-
place the oil seal each time the cylinder front cover is removed.
the cover.
FIG. 108-Timing Chain

marks on the sprockets are positioned
2. Install the fuel pump eccentric
and the camshaft sprocket cap screw
(Fig. 110). Torque the sprocket cap
crankshaft front oil slinger.
3. Clean the cylinder front cover,
oil pan, and the block gasket surfaces.
4. Coat the gasket surface of the
block and cover and the cover bolt
threads with sealer. Position a new
gasket on the block.
5. Lubricate and install the alignment pilot tool on the cylinder front
cover so that the keyway in the pilot
aligns with the key in the crankshaft.
Position the cover and pilot over the
end of the crankshaft and against the
block (Fig. 111). Install the retaining
screws.
position the compressor bracket in
place on the cylinder front cover and
install the retaining screws fingertight.
Tool-T58P-6700-B
or 6700-B
Tool-T56P-6362-A
A1258-B
FIG. 105-Crankshaft Sleeve

Removal
TIMING MARKS
A1283-B
FIG. 107Aligning Timing

Marks
A1286-C
FIG. 1 0 9 - 0 i l Seal Installation
48
FUEL PUMP ECCENTRIC
CRANKSHAFT FRONT
OIL SLINGER
GROUP 1
CAMSHAFT
The camshaft and related parts are
shown in Fig. 113.
DOWEL
A1285-B
F I G . 110Fuel Pump Eccentric

and Front Oil Slinger Installed
While pushing in on the pilot,

torque the screws to specifications.
Remove the pilot.
6. Install the crankshaft sleeve.
7. Lubricate the hub and line up
the damper keyway with the key on
the crankshaft. Install the damper on
the crankshaft (Fig. 112).
8. Install the damper cap screw
and washer. Torque the screw to
specifications.
On a car with power steering, install the power steering pump pulley
on the damper. Torque the screws to
specifications.
9. Clean the oil pan and the oil
pump screen. Install the oil pump
screen and oil pan following the procedure under "Oil Pan Installation"
(Refer to the pertinent Shop Manual).
10. Clean the water pump gasket
surfaces. Coat new gaskets with sealer and position the gaskets on the
block. Install the water pump, pulley,
fan, and generator adjusting arm as
an assembly.
11. Install and adjust the generator drive belt(s) to the specified tension.
install and adjust the drive belt.
On a car with power steering, install the power steering pump drive
belt and attach the pump bracket to
the water pump. Adjust the drive belt
tension to the specified tension.
12. Install the fuel pump, using a
new gasket.
Tool-T61P-6019-B or 6059-F
A1287-C
F I G . 1 1 1 -Cylinder Front Cover

Alignment
13. Connect the carburetor fuel

inlet line. Connect the heater hoses.
Slide the water pump by-pass tube
clamp forward on the tube.
pump and the radiator upper hose at
the radiator supply tank. Connect the
battery ground cable.
cooler lines.
15. Fill and bleed the cooling system. Fill the crankcase with the
oil. Connect the heater hose to the
intake manifold.
and check for coolant and oil leaks.
Adjust the ignition timing. Install the
air cleaner.
Tool-T52L-6306-ABE
or 6306-AC
A1289-C
FIG. 112-Crankshoft Damper

Installation
Removal
1. Remove the cylinder front cover
and the timing chain and sprockets
Chain Removal."
2. Remove the grille.
3. Refer to "Valve Rocker Arm
Shaft Assembly Removal" and remove the valve rocker arm covers
and the valve rocker arm shaft assemblies.
4. Disconnect the coil high tension
lead at the coil. Remove the distributor cap and spark plug wire assembly. Disconnect the distributor
vacuum line at the distributor. Remove the distributor hold down bolt
and clamp and remove the distributor.
5. Remove the valve push rods in
sequence and place them in a rack
original positions.
6. Position an inspection light
through a push rod opening and into
the valve push rod valley (Fig. 114).
Remove the valve lifters or tappets
with a magnet through the push rod
openings. In some cases it will be
necessary to transfer the lifter or
tappet over to an adjoining push rod
opening in order to remove it. Place
the lifters or tappets in a rack so that
they can be installed in their original
positions.
pump screen by following the procedure under "Oil Pan Removal."
8. Install a dial indicator so the
indicator point is on the camshaft
sprocket retaining screw. Push the
camshaft toward the rear of the engine and set the dial indicator on
zero. Pull the camshaft forward and
release it. Compare the indicator
reading with the specifications. If the
end play is excessive, check the
spacer for correct installation before
it is removed. The side of the spacer
having a chamfer on the ID must be
against the camshaft front journal.
If the spacer is installed correctly,
replace the thrust plate.
9. Remove the dial indicator. Remove the timing chain and sprockets
Chain Removal."
GROUP 1
plate and spacer. Carefully remove
the camshaft by pulling it toward the
front of the engine. Use caution to
avoid damaging the camshaft bearings.
Installation Engines with
Hydraulic Valve Lifters
1. Oil the camshaft and apply
Lubriplate to the lobes. Carefully
slide the camshaft through the bearings. Install the thrust plate and
spacer. The chamfered ID of the
spacer must be towards the camshaft
front journal. Be sure the thrust plate
oil groove is up and towards the front
(next to camshaft sprocket).
2. Follow the procedure in step 8
of Camshaft Removal and check the
camshaft end play.
3. Position the sprockets and
timing chain on the camshaft and
crankshaft (Fig. 108) with the timing
marks on the sprockets aligned as
shown in Fig. 107.
4. Install the fuel pump eccentric
and the camshaft sprocket cap screw
(Fig. 110). Torque the sprocket cap
front oil slinger.
5. Replace the crankshaft front
oil seal. Install the cylinder front
cover, the crankshaft damper, and
related parts following steps 3 thru
14 under "Cylinder Front Cover and
Timing Chain Installation."
49
6. Install the grille.

7. With No. 1 piston on TDC at
the end of the compression stroke,
position and the points open. Install
the hold down clamp.
8. Install the distributor cap. Connect the coil high tension lead.
9. Install the valve lifters in the
bores from which they were removed.
Install the push rods in their original
positions.
Shaft Assembly Installation" and install the valve rocker arm shaft assembly following steps 1 thru 9
under "Engines With Hydraulic
valve Lifters".
oil.
and adjust the ignition timing. Connect the distributor vacuum line.
Operate the engine at fast idle and
check all hose connections and gaskets for leaks.
Installation Engines with
Mechanical Valve Lifters
"Installation Engines With Hydraulic Valve Lifters."
BEARINGS
CAMSHAFT REAR BEARING

BORE PLUG
ROUND-HEAD SCREW
AND WASHER
SPACERTIMING CHAIN AND CAMSHAFT SPROCKETFLAT WASHER-
FIG. 113-Camshaft and Related Parts
A1275-B
2. Replace the crankshaft front oil

seal. Install the cylinder front cover,
the crankshaft damper, and related
parts following steps 3 thru 14 under
Chain Installation."
3. Install the grille.
4. With No. 1 piston on TDC at
the end of the compression stroke,
position and the points just open.
Install the hold down clamp.
5. Install the distributor cap. Connect the coil high tension lead.
6. Install the tappets in the bores
from which they were removed. Install the push rods in their original
positions.
Shaft Assembly Installation" and install the valve rocker arm shaft assembly following steps 1 thru 4 under
"Mechanical Valve Lifters."
8. Temporarily lay the valve
rocker arm covers in place and temporarily connect the spark plug wires.
9. Fill and bleed the cooling system. Fill the crankcase with the proper grade and quantity of engine oil.
10. Start the engine and check and
adjust the ignition timing. Connect
the distributor vacuum line. Operate
the engine at fast idle and check all
hose connections and gaskets for
leaks. Operate the engine for 30 minutes at 1200 rpm to stabilize engine
temperatures. Remove the valve
rocker arm covers and perform a hot
valve lash adjustment with the engine
idling (see "Engine Tests and Adjustments").
cover(s). Apply oil resistant sealer
to one side of new cover gasket(s).
Lay the cemented side of the gasket (s) in place in the cover(s).
12. Position the cover(s) on the
cylinder head(s). Make sure the
gasket seats evenly all around the
head. Install the bolts (and the wire
loom clamps on the left cover). The
cover is tightened in two steps.
Torque the bolts to specifications.
Two minutes later, torque the bolts
to the same specifications.
GROUP 1
50
13. Connect the brake booster
vacuum line. Install the carburetor
choke heat tube.
14. Connect the spark plug wires.
VALVE LIFTER OR TAPPET
REPLACEMENT
The following procedure is applicable for removing one or all of the
valve lifters and it applies to either
hydraulic valve lifters or solid valve
tappets. This procedures cannot be
used if the valve lifters or tappets are
stuck in their bore by excessive varnish, etc. In this case, it will be
necessary to remove the intake manifold. After the intake manifold has
been removed, remove the valve
lifters or tappets.
Shaft Assembly Removal" and remove the valve rocker arm covers
and the valve rocker arm shaft assemblies by following steps 1 thru 5
under "Hydraulic Valve Lifters" or
steps 1 thru 3 under "Mechanical
Valve Lifters."
2. Position an inspection light
through a push rod opening and into
the valve push rod valley (Fig. 114).
Remove the valve lifters or tappets
with a magnet through the push rod
openings. In some cases it will be
necessary to transfer the lifter or
tappet over to an adjoining push rod

opening in order to remove it. Place
the lifters in a rack so that they can
be installed in their original positions.
On an engine with hydraulic valve
lifters, the internal parts of each
hydraulic valve lifter assembly are
matched sets. Do not intermix the
parts. Keep the assemblies intact
until they are to be cleaned.
3. Install the new (or cleaned)
hydraulic valve lifters or tappets
through the push rod openings with
a magnet (Fig. 114). Install the push
rods in their original positions.
Shaft Assembly Installation" and install the valve rocker arm shaft assemblies and the rocker arm covers
by following the procedure for "Hydraulic Valve Lifters" or "Mechanical Valve Lifters."
ENGINE TESTS AND
ADJUSTMENTS
PRELIMINARY (COLD) VALVE

LASH MECHANICAL VALVE
LIFTERS
If the valve rocker arm shaft assembly has been removed and installed, it will be necessary to make
a preliminary (cold) valve lash adjustment before starting the engine.
If the adjustment is made for an

engine tune-up, follow the final adjustment procedure.
The cylinders are numbered from
front to rear right bank, 1-2-3-4;
left bank, 5-6-7-8.
The valves are arranged from
front to rear on both banks, E-I-E-II-E-I-E.
1. Turn all the valve adjusting
screws until interference is noted.
Check the torque required to turn
the screw further; if it is less than the
specified torque required to turn a
screw, try a new self-locking adjusting screw. If this is still unsatisfactory,
replace both the rocker arm and adjusting screw.
2. Make three chalk marks on the
crankshaft damper (Fig. 115). Space
the marks approximately 90 apart
so that with the timing mark, the
damper is divided into four equal
parts (90 represents VA of the distance around the damper circumference). Set the intake and exhaust
valve lash to specifications.
3. Rotate the crankshaft until No.
1 piston is near TDC at the end of
the compression stroke. Adjust the
following valves:
No. 1 Exhaust
No. 1 Intake
No. 4 Exhaust
No. 7 Intake
No. 5 Exhaust
No. 8 Intake
Magnetic Lifter
STEP 1-SET N O . 1 PISTON O N T.D.C.
AT END OF COMPRESSION STROKE
-ADJUST N O . l , 4, 5 EXHAUST &
N O . 1, 8, 7 INTAKE.
STEP 2-ADJUST NO". 6 & 2 EXHAUST

AND NO. 4 & 5 INTAKE.
STEP 3-ADJUST NO. 8, 3, 7 EXHAUST
AND NO. 3, 6, 2 INTAKE.
A1203-D
Light
A1471-B
FIG. 114-Hydraulic Valve Lifter Removal-Intake Manifold Installed
FIG. 115-Preliminary Valve

Lash Adjustment-406 V-8 and
390 V-8 Police Interceptor
GROUP 1
51
TABLE 1 Exhaust System Application

Car Line
Engine
Type System
Galaxie
Step Type Feeler Gauge
Al 466-A
F I G . 1 1 6 - Valve Lash AdjustmentMechanical Valve Lifters
4. Rotate the crankshaft 180 or

Vi turn in the direction shown in
Fig. 115 (this puts No. 4 piston on
TDC). Adjust the following valves:
No. 2 Exhaust
No. 4 Intake
No. 6 Exhaust
No. 5 Intake
5. Rotate the crankshaft another
A turn in the same direction (this
puts No. 3 piston on TDC). Adjust
the following valves:
3
No. 3 Exhaust
No. 7 Exhaust
No. 8 Exhaust
No. 2 Intake
No. 3 Intake
No. 6 Intake
Monterey
Cyl.
C.I.D.
Carb.
Sedan
Convertible
Station
Wagon
223
IV
260
2V
Single
Single
Single
Dual
Single
Dual
Dual
Dual
Dual
Dual
Dual
Dual
Dual
Single
Single
Single
Dual
Dual
Dual
Dual
Dual
Single
Yes
Dual
Dual
Yes*
352
2V
390
4V
390 f
4V
406
4V
406
6V
390
2V
390
4V
^Convertible Models Only
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 camshaft lobe is
likely because the tappet foot will not
follow the pattern of the camshaft
lobe causing a shock contact between
these two parts.
Single
Dual
Yes*
Yes*
Yes*
Yes*
No
Yes*
Yes*
fPolice Interceptor
"no go"). The final (hot) intake and

exhaust valve lash settings are listed
in the Specification Section.
For example, to obtain the correct
setting if the specified 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 lash
will be to the required setting (0.019
inch).
VALVE LASH (HOT)

MECHANICAL VALVE LIFTERS
It is very important that the valve
lash be held to the correct specifications because:
Resonator
EXHAUST SYSTEMS
(Part 1 -5)
DESCRIPTION
The exhaust system used on the

car models is listed in Table 1.
The single exhaust system consists
of: a muffler inlet pipe; a resonator,
on convertible models only; an inlet
extension pipe (integral part of the
resonator on Mercury Monterey
models equipped with a 390 2V engine); a muffler with an integral outlet pipe.
1. Be sure the engine is at normal

operating temperature before attempting to set the valve lash.
The muffler inlet pipe used with

the single-exhaust system on a V-8
engine is the Y-type in which the
right and left inlet pipes cross over
and are welded together to form a
common pipe at the outlet of the
unit.
2. With the engine idling, set the

valve lash (Fig. 116) using a steptype feeler gauge only ("go" and
The dual exhaust system on conventional V-8 cars and station wagons consists of a muffler inlet pipe
and a separate inlet extension pipe
and muffler for each exhaust manifold. The 2 branches of the inlet pipe
are connected to a welded balance
(cross-over) tube.
On convertibles, the dual exhaust
system has a separate muffler inlet
pipe, resonator, inlet extension pipe,
and muffler (with integral outlet pipe)
for each exhaust manifold.
INLET PIPE, INLET EXTENSION

PIPE, RESONATOR,
MUFFLER AND OUTLET PIPE
ASSEMBLY
REPLACEMENT
The procedures given apply to all
car models and to both right and left
assemblies on a dual-exhaust system.
The exhaust systems are shown in
Figs. 117 thru 122.
Muffler and Outlet Pipe Assembly
1. Remove the inlet extension pipe
clamp at the muffler.
2. Remove the bolts that attach
the rear-end of the muffler assembly
to the frame mounted bracket.
3. Remove the inlet extension
pipe to muffler clamp. Separate the
muffler from the inlet extension pipe
and remove the muffler and outlet
pipe assembly.
4. Position the inlet extension pipe
clamp. Slide the new muffler and outlet pipe assembly on the inlet extension pipe.
52
GROUP 1
MUFFLER AND OUTLET

PIPE ASSEMBLY
INLET PIPE
A1428-D
FIG. 117-Mileage Maker Six Exhaust System-Except Convertible

5. Position the muffler and outlet
pipe assembly onto the frame mounted bracket. Install the retaining bolts
and torque them to specification.
Torque the inlet extension pipe
clamp bolts to specification.
6. Check the exhaust system for

leaks.
Inlet Pipe
1. Remove the inlet pipe clamp at

t h e i n i e t extension pipe (or resonator
on a convertible).
2. Remove the 2 nuts and lock

washers retaining the inlet pipe and
gasket to the exhaust manifold (both
exhaust manifolds with a Y-type inlet pipe or dual cross-over type
system).
3. Pull the inlet pipe(s) downward
MUFFLER AND OUTLET
PIPE ASSEMBLY
INLET PIPE
A1728-A
FIG. 118-Mileage Maker Six Exhaust System-Convertible
GROUP 1
53
MUFFLER AND OUTLET
PIPE ASSEMBLY
INLET EXTENSION PIPE
A1429-D
FIG.
119Y-8 Single Exhaust SystemExcept Mercury Monterey 390-2V Engine and Convertible
and remove the inlet pipes from the

inlet extension pipe(s) or resonator.
4. Clean the mating surfaces of
the exhaust manifold(s) and inlet
pipe(s).
5. Position the inlet pipe clamp.
Slide the new inlet pipe into the inlet
extension pipe (or resonator).
6. Position the gasket(s) on the inlet pipe(s). Position the inlet pipe(s)
on the studs of the exhaust manifold(s) and install the retaining nuts.
7. Torque the inlet pipe clamp nuts
to specification.
leaks.
Inlet Extension Pipe
1.
pipe
thru
Pipe
Remove the muffler and outlet

assembly by following steps 1
3 under "Muffler and Outlet
Assembly".
2. Loosen the clamp at the inlet

pipe (or resonator) and slide it forward. Remove the inlet extension
pipe clamp at the frame mounted
bracket. Remove the inlet extension
pipe.
3. Slide the new inlet extension
pipe on the inlet pipe (or resonator).
4. Position the clamp at the inlet
pipe (or resonator) and the clamp at
the frame mounted bracket. Torque
the clamps to specification.
5.
pipe
thru
Pipe
Install the muffler and outlet

assembly by following steps 4
6 under "Muffler and Outlet
Assembly".

leaks.
ResonatorConvertible
1. Remove the inlet pipe clamps
at the front and rear of the resonator.
Remove the resonator from the inlet
pipe and inlet extension pipe.
2. Slide the new resonator on the

inlet extension pipe and the inlet
pipe. Install the clamps.
leaks.
Resonator and Inlet Extension

Pipe Assembly
1. Remove the inlet pipe clamp at
the inlet extension pipe. Remove the
inlet extension pipe clamp at the muffler. Remove the clamp from the
frame mounted bracket.
2. Remove the resonator and inlet
extension pipe assembly from the inlet pipe and the muffler.
3. Position the front and rear extension pipe clamps. Slide the new
resonator inlet extension pipes onto
the inlet pipe and muffler. Torque
the clamps to specification.
leaks.
54
GROUP 1
A1732-A
F I G . 120Y-8 Mercury Monterey 390-2V Engine Single Exhaust SystemExcept Convertible

MUFFLER AND OUTLET
PIPE ASSEMBLIES
A1430-D
F I G . 1 2 1 - Y - 8 Dual Exhaust System-Except Convertible
GROUPS 1-2-3
INLET EXTENSION PIPES
55
MUFFLER AND OUTLET
PIPE ASSEMBLIES
A1431-D
F I G . 1 2 2 - Y - 8 Dual Exhaust System-Except Police
GROUP 2-IGNITION SYSTEM

of this manual.
All the service procedures outlined

in Group 2 of the 1962 Galaxie Shop
Manual remain the same for 1963.
All the service procedures in Section
IOC of the 1961 Mercury Maintenance Manual and the 1962 portion
of this manual remain the same for
1963.
GROUP 3-FUEL SYSTEM

The 1963 maintenance recommendations are in Group 14 and the 1963
specifications are in Group 15 of this
manual.
All the service procedures in
Manual remain the same for 1963
except as described herein. All the
service procedures in Section 9 of the
1961 Monterey Maintenance Manual
and in the 1962 portion of this manual remain the same, except for those
items covered herein.
The 1963 Ford 2-barrel carburetor service procedures for the new
260 V-8 engine used in 1963 Galaxie

and Station Wagon models are the
same as those outlined in the 1962
Galaxie Shop Manual, except as
described herein.
Ford single-barrel carburetors are
used on the 1963 Mileage Maker
Six, and the Mileage Maker Six Special Police and Taxi Special engines.
New service procedures for these carburetors are included herein.
Service procedures for the 406 V-8
engine are the same as covered in the
1962 Galaxie Shop Manual, except as
described herein.
FORD 4-BARREL CARBURETOR
Changes made in the 1963 Ford

4-barrel carburetor are as follows:
1. An external vent opening was
added to the secondary fuel bowl
cover.
2. Standpipe pitot tubes were added to the secondary fuel bowl internal vent openings in the fuel bowl
cover.
3. Added two baffles to the internal fuel bowl equalizer passage between the primary and secondary fuel
bowls.
GROUP 3
56
4. Lowered the fuel level in the
primary and secondary fuel bowls.
FUEL SYSTEM
MAINTENANCE
(Part 3-1)
UPPER
SECTION
GASKET
FUEL FILTER REPLACEMENT
406 V-8
The fuel filter for the 406 V-8
engine is located in the line between
the fuel pump and the carburetor,
and is mounted on the front of the
left cylinder head (Fig. 123). A replaceable element is used in conjunction with the fuel filter.
FILTER
ELEMENT
FIG. 125Ford Single-Barrel

Idle Speed Adjustment
ward (counterclockwise) an additional turn.
The "Final (Hot) Engine Idle and
Fuel Mixture" adjustments provide
the specified rpm required for the car
model.
LOWER
SECTION
B1420-A
FIG. 1 2 4 - 4 0 6 V-8 Fuel Filter

CARBURETOR IN-CHASSIS
ADJUSTMENTS
FORD SINGLE-BARREL
B1O89-B
FIG. 1 2 3 - 4 0 6 V-8 Fuel Filter

Installation
1. Unscrew the lower section (or
filter housing) of the filter, and remove the element and gasket. Discard the element and gasket (Fig.
124).
2. Clean the lower section (or filter housing) in cleaning solvent.
3. Place a new filter element over
the spout in the top section or in the
fuel pump. Coat a new gasket with
light engine oil and position it in
place. Install the lower section (or
filter housing).
4. Hand tighten the filter housing
until the gasket contacts the upper
section, then advance it Vs turn.
5. Start the engine and check for
leaks.
IDLE SPEED
ADJUSTMENT SCREW
All carburetor in-chassis adjustments, with the exception of the

"Final (Hot) Engine Idle and Fuel
Mixture" adjustments, can also be
performed as bench adjustments,
with the carburetor removed from
the car.
Idle Adjustments. A stop screw at
the throttle lever flange of the carburetor (Fig. 125) controls the engine
idle speed. Turn the screw outward
(counterclockwise) to increase the
engine idle speed and inward (clockwise) to decrease the engine idle
speed. Make the idle adjustments in
the sequence listed.
INITIAL CURB IDLE. The initial curb idle adjustment will automatically set the initial fast idle rpm
required.
Position the choke control lever so
that the choke plate is fully open.
Seat the throttle plate in the throttle
bore. It may be necessary to back off
on the dashpot adjustment screw to
seat the throttle plate in the throttle
bore. Set the idle adjusting screw to
just make contact with the cam
contour; then, turn the screw out-
FINAL (HOT) ENGINE IDLE

AND FUEL MIXTURE
1. Place the transmission selector
lever in neutral position and set the
parking brake.
until the temperature has stabilized
(approximately 1200 rpm for 30
minutes).
3. Attach a tachometer to the engine.
On a car with a manual-shift transmission, turn the idle speed "stop"
screw in a direction to obtain the specified rpm. Open the throttle by hand
and allow it to close normally. Recheck the engine idle speed.
On a car with an automatic transmission, be sure the parking brake
is on. Place the transmission selector
lever in neutral position. Check the
engine idle speed and adjust it to the
specified rpm in drive range.
Final engine idle speed may be
varied to suit the conditions under
which the car is to be operated.
4. Remove the tachometer if the
idle fuel mixture is not going to be
adjusted. If the idle fuel mixture is to
be adjusted, leave the tachometer installed so that the idle speed can be
checked after the mixture has been
adjusted.
IDLE MIXTURE. The idle fuel
mixture is controlled by the idle mixture adjusting needle (Fig. 126). Turn
the needle inward to lean the mixture,
and outward to enrich the mixture.
GROUP 3
57
NOTCH O N VENT VALVE ROD

TO ALIGN WITH EDGE OF HOLE,
WITH THROTTLE IN HOT IDLE
POSITION
ABOVE 50F A N D / O R
5000 FEET ALTITUDE
50 F AND BELOW
IDLE MIXTURE SCREW
B1812-A
B1809-A
F I G . 1 26Ford Single-Barrel
Idle Fuel Mixture Adjustment
F I G . 129Ford Single-Barrel
Accelerating Pump Lever
Adjustment
1. Adjust the engine idle speed.

2. Make the initial mixture adjustment by turning the screw inward until it lightly touches its shoulder; then,
back it off the specified number of
turns.
3. Be sure the engine is at normal
operating temperature.
4. Turn the mixture screw inward
until the engine begins to run rough.
Turn the screw outward until the engine begins to run rough due to the
rich mixture; then, turn the screw inward again until the engine runs
smoothly. Always favor a rich mixture rather than a lean mixture.
5. Check the engine idle speed and
adjust it, if necessary.
Vent Valve Adjustment. Set the
throttle linkage to the hot idle position. The groove in the vent valve rod
should now be even with the open
end of the vent valve rod retainer.
(Fig. 127). Bend the arm on the vent
valve rod actuating lever (where it
contacts the accelerating pump lever)
to align the groove with the edge of
the bore.
BEND ACTUATING LEVER

TO OBTAIN CORRECT
ROD POSITION
B1810-A
Float Bowl Vent Valve Adjustment
Acceleration requirements in various climates are satisfied by controlling the amount of fuel discharged by
the accelerating pump. The pump
stroke is controlled by changing the
location of the roll pin in the lever
stop hole (Fig. 129).
WITH THROTTLE PLATE FULLY CLOSED,
For operation in ambient temperatures 50F. and below, place the roll
pin in the hole of the pump operating
lever marked "HI" (lower hole). For
best performance and economy at
normal ambient temperatures and
high altitude (above 50 F. and/or
above 5,000 feet altitude), place the
roll pin in the "LO" (upper) hole of
the lever.
Anti-Stall Dashpot Adjustment
1. Adjust the throttle position to
the hot idle setting. Turn the dashpot
adjusting screw outward until it is
clear of the dashpot plunger assembly.
2. Turn the dashpot adjusting
screw (Fig. 130) inward until it ini-
INSERT A Gauge THAT EQUALS THE

SPECIFIED CLEARANCE BETWEEN THE
PIN A N D COVER
Accelerating Pump Adjustments

1. Insert the roll pin in the lower
hole ("HI") position in the lever stop
hole.
2. Position the throttle and choke
linkage so that the throttle plate will
seat in the throttle bore. Hold the
throttle plates in the closed position.
Position a gauge or drill of the specified thickness between the roll pin
and the cover surface. Bend the accelerating pump actuating rod to obtain
the specified gauge or drill clearance
between the pump cover and the roll
pin in the pump lever (Fig. 128).
FAST IDLE SCREW

NOT TOUCHING IDLE CAM
BEND ROD
FOR CLEARANCE ADJUSTMENT
B1811-A
Accelerating Pump Adjustment
DASHPOT
ADJUSTING SCREW
ADJUST THROTTLE TO
HOT IDLE POSITION
PRIOR TO ADJUSTING DASHPOT
B1813-A
F I G . 130Anti-Stall Dashpot
Adjustment
58
GROUP 3
tially contacts the dashpot plunger

assembly; then, turn the adjusting
screw inward (clockwise) the specified number of turns against the dashpot diaphragm plunger assembly.
Manual Choke Adjustment. Place
the choke linkage in the full-choke
position. Insert a drill or gauge of
the specified size between the choke
plate and the inside of the air horn;
then ,while maintaining the full-choke
position, adjust the choke pull down
nut to just contact the swivel on the
cam lever (Fig. 131).
BEND TAB
O N FLOAT ARM TO OBTAIN1
CORRECT FLOAT HEIGHT
B1815-A
FIG. 132Float Adjustment
Float Adjustment
1. With the carburetor upper body
and mounting gasket removed from
the carburetor assembly, turn the
upper body upside down.
2. Measure the distance from the
gasket surface of the upper body to
the crown (extreme top) of the float
(Fig. 132). If the float adjustment is
not within the specified dimension,
bend the float arm tab, as necessary,
to obtain the specified dimension. Do
not apply pressure on the fuel inlet
needle. The viton tip of the fuel inlet
needle may be damaged through undue pressure exerted on it and thus
Gauge OR Drill OF
SPECIFIED CLEARANCE SIZE
BETWEEN CHOKE PLATE
AND BODY
cause an improper fuel level within

the bowl.
FORD 2- A N D 4-BARREL
CARBURETOR
Idle Speed and Mixture Adjustments. Make the idle adjustments in
the sequence listed.
INITIAL IDLE MIXTURE. Initially set the idle mixture by turning
the idle mixture screws inward
(clockwise) until lightly seated; then,
turn the screws outward (counterclockwise) one to one and one-half
turns. Do not turn the needles tightly
against the seat as this may groove
the ends. If a needle is damaged it
must be replaced before a satisfactory fuel mixture can be obtained.
ENGINE IDLE SPEED. The engine idle speed is adjusted to settings
for a hot engine and a cold engine
(fast idle speed) during choke operation.
ENGINE IDLE SPEED AND
MIXTURE (HOT)
CHOKE LEVER IN
FULL CHOKE POSITION
ADJUST PLASTIC NUT
TO JUST CONTACT SWIVEL
B1814-A
FIG. 1 3 1 Ford Single-Barrel

Manual Choice Pull-Down
Adjustment
1. Operate the engine for 30 minutes at 1200 rpm to stabilize engine

temperatures. Be sure the dashpot is
not interfering with the throttle lever,
and make sure the choke fast idle
cam is in the slow position (fast idle
screw not contacting the fast idle
cam).
operate the air conditioner for 20
minutes before setting the engine idle
speed.
2. Attach a tachometer to the engine. On a car with an automatic
transmission, set the parking brake.
Place the transmission selector lever
in neutral range. Check the engine
idle speed. Adjust the engine idle
speed to specifications by turning the
screw inward to increase the speed or
by turning the screw outward to decrease the speed. When performing

this adjustment, be sure the dashpot
is not interfering with the throttle
lever or the fast idle adjusting screw
is not contacting the fast idle cam.
On a car with a manual-shift transmission, the engine idle speed is
checked and adjusted with the transmission selector lever in neutral position. Adjust the engine idle speed to
specifications by turning the screw
inward to increase the speed or outward to decrease the speed. Be sure
the fast idle screw is not touching the
fast idle cam when performing this
adjustment.
3. Turn each mixture needle outward until the engine begins to "roll"
from the rich mixture; then, turn the
needles inward until the engine runs
smoothly or evenly. Each of the
needles should be turned approximately the same distance. The final
setting may vary about Vi-turn difference between the needles. Always
favor a slightly rich mixture rather
than a lean mixture.
4. Check the final engine idle
speed by manually opening and closing the throttle. Adjust the idle speed,
if necessary.
Final engine idle speed may be
varied to suit the conditions under
which the car is to be operated.
ENGINE FAST (COLD) IDLE
SPEED. The adjusting screw on the
right side of the carburetor contacts
one edge of the fast idle cam. The
cam permits a faster engine idle
speed for smoother running 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 on the fast
idle cam permits a slower idle rpm
as engine temperature rises and choking is reduced.
Manually rotate the fast idle cam
until the fast idle adjusting screw
rests on the next to highest (starting)
step of the fast idle cam, adjacent to
the shoulder (kickdown step).
Start the engine and turn the fast
idle adjusting screw as required to
obtain the specified fast idle rpm.
Remove the tachometer if the idle
fuel mixture is not going to be adjusted. If the idle fuel mixture is to
checked after the idle fuel mixture
has been adjusted.
GROUP 3
Accelerating Pump Stroke
260 V-8 ENGINE. For average
ambient temperature operation (4080F) place the accelerator pump operating rod in the No. 3 hole position (third hole from the throttle
shaft) of the overtravel lever (Fig.
133). To release the rod from the retainer 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.
For low ambient temperature operation (below 40F) place the pump
operating rod in the No. 4 hole position (hole farthest from the throttle
shaft) of the overtravel lever.
For high ambient temperature operation and/or high altitude operation (above 80F and/or 5000 feet
altitude) the pump operating rod may
be placed in the No. 1 or No. 2 hole
position to suit individual operating
conditions.
352 AND 390 V-8 ENGINE. For
average ambient temperature operation (40 to 80 F) place the accelerator pump operating rod in the No.
2 hole (second hole from the throttle
shaft) position of the overtravel lever
(Fig. 133). To release the rod from
the retainer 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.
For low ambient temperature operation (below 40F) place the pump
operating rod in the No. 3 hole (third
hole from the throttle shaft) position
of the overtravel lever.
For extremely low ambient temperature operation (15F and below) the pump operating rod may be
placed in the No. 4 hole (fourth hole
PUT ROD IN
INSIDE HOLE
59
from the throttle shaft) position of

the overtravel lever to suit individual
operating conditions.
For high ambient temperature operation (above 80F and/or above
5000 feet altitude) the pump operating rod may be placed in the No. 1
hole (hole closest to the throttle shaft)
of the overtravel lever to suit individual operating conditions.
The correct position for the pump
operating rod at the accelerating
pump link for all operating conditions is in the inboard hole (hole
closest to the pump plunger).
Fuel Level Float Adjustment. The
dry (bench) float fuel level settings
should be used as a guide only, and
a final check and adjustment of the
wet fuel level should be made as follows:
1. Operate the engine for 30 minutes at 1200 rpm to normalize engine
temperatures, and place vehicle on a
flat surface as near level as possible.
Stop the engine.
2. Remove the air cleaner assembly, carburetor air horn assembly,
and gasket.
3. Temporarily place the air horn
gasket in position on the carburetor
main body and start the engine. Let
the engine idle for several minutes;
then remove the air horn gasket.
4. While the engine is idling, use
a standard depth scale to measure the
vertical distance from the top machined surface of the carburetor
main body to the level of the fuel in
the fuel bowl. The measurement
must be made at least VA inch from
any vertical surface to assure an acACCELERATING PUMP STROKE
RETAINER
CLIP
curate reading, because the surface

of the fuel is concave (higher at the
edges than in the center). Care must
be exercised to measure the fuel level
at the point of contact with the fuel.
Refer to the specifications for the
correct fuel level (wet) setting.
5. If any adjustment is required,
stop the engine to minimize the hazard of fire due to fuel spray when the
float setting is disturbed. To adjust
the fuel level, bend the float tab contacting the fuel inlet valve upward,
in relation to the original position, to
raise the fuel level and downward to
lower it. Each time an adjustment is
made to the float tab to alter the fuel
level the engine must be started and
permitted to idle for at least three (3)
minutes to stabilize the fuel level.
Check the fuel level after each adjustment until the specified level is
achieved.
6. Install the new air horn gasket
and the carburetor air horn assembly.
7. Check the engine idle speed and
idle fuel mixture and adjust as required.
8. Install the air cleaner assembly.
HOLLEY 4-BARREL
CARBURETOR (GALAXIE)
Engine Idle Speed. The engine idle
speed is adjusted to settings for a hot
engine and a cold engine (fast idle
speed) during choke operation.
1. Operate the engine for 30 minutes at 1200 rpm. On a car with an
air conditioner, operate the air conditioner for 20 minutes before setting
the engine idle speed.
2. When the engine temperature
has stabilized and the choke fast idle
cam is in the slow position (bottom
step on cam contacting the fast idle
adjusting screw), back off the fast idle
screw from the fast idle cam.
3. Attach a tachometer to the engine.
4. With the transmission shift
lever in neutral position, adjust the
engine idle speed to specified rpm
by turning the screw in to increase
the speed or by turning the screw out
to decrease the speed (Fig. 134).
5. After the correct engine idle
speed has been obtained, open the
throttle by hand and allow it to close
normally. Check the engine idle
speed.
ACCELERATING PUMP LINK
'ACCELERATING PUMP OPERATING ROD
FIG. 133Accelerating Pump Adjustment
B1424-C
6. The adjusting screw, on the

right side of the carburetor, contacts
GROUP 3
60
steps on the fast idle cam during the
engine warm-up period and controls
the fast idle speed (Fig. 135). Steps on
one edge of the fast idle cam permit
a faster engine idle speed for smoother running when the engine is cold.
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 step on the fast idle cam
permits a slower idle rpm as engine
temperature rises and choking is reduced.
Set the fast idle speed with the engine at normal operating temperature. Align the kickdown step of the
fast idle cam with the adjusting
screw, and turn the adjusting screw
to obtain the specified fast idle speed
(rpm).
Remove the tachometer if the idle
fuel mixture is not going to be adjusted. If the idle fuel mixture is to
checked after the idle fuel mixture
has been adjusted.
ments must be made with the air

cleaner installed.
2. Establish an initial idle fuel
mixture adjustment by turning both
idle mixture screws on each carburetor (Fig. 136) inward until they
are lightly seated. Then turn the idle
mixture screws on each secondary
carburetor (Fig. 137) outward 3A
turn, and turn the primary carburetor idle mixture screws outward
one full turn.
FAST IDLE
SPEED SCREW
B143O-A
FIG. 135Holley 4-V Fast

Idle Adjustments
IDLE MIXTURE SCREWS
3. Install an engine speed tachometer. Start the engine; move the transmission shift lever to the neutral
position, and set the parking brake.
Adjust the engine idle speed to the
specified rpm by turning the idle
WIDE-OPEN THROTTLE STOP*

IDLE SPEED SCREW
BELLCRANK
LEVER
HOLLEY DUAL CARBURETOR

(GALAXIE)
Idle Fuel Mixture Adjustment
1. Operate the engine until it
reaches normal operating temperature. If car is equipped with an air
conditioner, the engine must be operated at least 20 minutes. All engine
speed and idle fuel mixture adjust-
THROTTLE ROD LOCK NUT
PRIMARY
THROTTLE LEVER
SECONDARY THROTTLE RODS

B1529-B
FIG. 136406 Y-8 (6-Y) Throttle Linkage Installation

speed adjusting screw (Fig. 136) on
the primary carburetor only.
4. Turn the primary carburetor
idle mixture screws inward until the
engine begins to run rough from the
lean mixture. Turn the mixture screws
outward until the engine begins to
roll from the rich mixture. Turn the
screws inward until the engine runs
smoothly and evenly. Always favor
a slightly "rich" idle fuel mixture.
5. Repeat this procedure (step 4)
to adjust the idle mixture screws on
the front secondary carburetor.
HOT ENGINE
IDLE SPEED
PUMP
LEVER
SCREW
IDLE FUEL
MIXTURE
LOCK
NUT
ANTI-STALL
DASHPOT
PUMP STROKE
SUMMER- PUT SCREW IN HOLE 1
WINTER- PUT SCREW IN HOLE 2
B1429-A
FIG. 134Holley 4-V Idle Adjustments
6. Following the same procedure,

adjust the idle mixture screws on the
rear secondary carburetor. The right
and left idle mixture screws on any
one carburetor should be open an
equal amount, within Vs turn, after
the final adjustment.
7. With the engine operating at
idle and the transmission in neutral,
check the engine speed for conformance to the specified rpm.
GROUP 3
WIDE-OPEN THROTTLE STOP
61
PRIMARY CARBURETOR
OVERDRIVE KICKDOWN SWITCH
\
SECONDARY CARBURETORS
IDLE
ADJUSTING
SCREW
CHOKE THERMOSTAT
HOUSING
FAST
IDLE
CAM
B1730-A
FIG. 138Fast Idle Speed

Adjustment
PRIMARY
THROTTLE ROD
ACCELERATOR-TO-BELLCRANK
ROD
BELLCRANK LEVER
GAGING HOLES
B1530-B
FIG. 137406 Y-8 (6-V) Carburetor Installation

8. If the engine still does not idle
properly, due to too rich a mixture,
i.e., idle mixture screws are seated, it
may be caused by improper initial
idle speed setting of the secondary
carburetors. Also, if the throttle levers are not synchronized, it will be
difficult to obtain a satisfactory idle
adjustment.
Idle Speed Adjustment. All engine
speed and idle fuel mixture adjustments must be made with the air
cleaner installed and the engine at
normal operating temperature.
1. Back off the idle speed adjusting screw (Fig. 136) on each secondary carburetor sufficiently to allow
the throttle plates to seat in the throttle bores. Turn the idle speed screws
inward until the screw end just
touches the stop on the throttle lever;
then turn it inward an additional Vi
to % turn. A minimum throttle
opening is desired on the secondary
throttle plates. The only requirement
necessary is that the plates do not
stick in the bores.
2. Operate the engine for 30 minutes at 1200 rpm to normalize engine temperatures. Install an engine
speed tachometer. Start the engine.
Move the transmission shift lever in
neutral position, and set the parking
brake. Adjust the engine idle speed
to the specified rpm by turning the
idle speed adjusting screw on the primary carburetor only.
3. Set the fast idle speed (coJd
engine) with the engine at normd
operating temperature. Align the
high step on the fast idle cam wi
the adjusting screw (Fig. 138). Tuin
the screw inward to increase or outward to decrease the idle speed to
obtain the specified rpm.
Throttle Lever Synchronization.
the throttle linkage is disassembled tir
it is improperly synchronized, the following procedure is recommended
for synchronizing the throttle levels
on the three carburetors.
1. Insert a Vs-inch diameter ro|d
through the gauging holes (Fig. 13
provided in the bellcrank lever and
mounting bracket on the left side of

the bellcrank assembly. This locks
the lever in the gauging (closed throttle) position.
2. Disconnect the secondary throttle rods at each secondary carburetor
throttle lever (Fig 136). Disconnect
the primary throttle rod at the bellcrank lever.
3. Loosen the lock nut and adjust
the length of the front secondary carburetor throttle rod so that, when installed, the throttle lever of the front
secondary carburetor will be completely closed when the primary
throttle lever is closed against the
idle speed adjusting screw stop (normal idle position).
4. Adjust the length of the rear
secondary carburetor throttle rod in
the same manner.
5. Install the secondary throttle
rods on the secondary throttle levers
with the spacer washers and retainers. Tighten the lock nuts to secure
the adjustment.
6. With the primary throttle lever
against the idle stop, adjust the
length of the primary throttle rod
(Fig. 137), so that the trunnion will
just engage in the hole in the bellcrank lever. Install the rod retainer
clip.
Automatic Choke Adjustment. This
procedure is the same as for the
HOLLEY 4-BARREL CARBURETOR (1962 Galaxie Shop Manual).
Accelerating Pump Adjustment.
Refer to the procedure under HOLLEY 4-BARREL CARBURETOR
(1962 Galaxie Shop Manual).
Fuel Level Check and Float Adjustment. Follow the procedures for
GROUP 3
62
COVER
REMOVABLE ELEMENT
B1745-A
FIG. 139Air Cleaner

the HOLLEY 4-BARREL CARBURETOR (1962 Galaxie Shop Manual)
and adjust the float to provide the
specified fuel level.
AIR CLEANER (PART 3 - 1 )
The 260, 352, 390 and 406 V-8

engines and the Mileage Maker Six
Standard engine are equipped with
a dry-type air cleaner that has a replaceable cellulose fiber filtering element. On the 352 and 390 V-8 engines a tube attached to the filtered
air chamber (Fig. 139) is connected
to the automatic choke heat chamber
to supply clean air to the automatic
choke.
The Mileage Maker Six Special
Police and Taxi Special engines are
equipped with an oil bath-type air
cleaner.
MAINTENANCE
Dry-Type Air Cleaner. Air cleaner
elements on engines equipped with
positive crankcase ventilation systems that are vented to the air cleaner should be serviced at the specified
service interval, according to the following procedure:
Use any appropriate method to attach the air cleaner element to a V\ inch electric drill motor. The air
cleaner element can be attached to
the drill motor chuck by fabricating
2 air cleaner covers. To fabricate the
covers, pierce eight holes in one
cover, and weld the other cover to a
short length of screw stock (5/1618 x 3Vi inch).
1. To clean the air cleaner element, place it between the fabricated
covers and secure it with a nut.
2. Obtain a grease can or suitable
container for use as a protective
splash shield. Start the motor and
spin the element for 2 minutes within the splash shield. Do not use solvent.
3. Remove the element from the
fixture. The appearance of the filter
element, after being serviced in the
above manner, does not impair its
effectiveness. Inspect the element for
any cracks or splits in the filtering
area. If any splits or cracks are
found, the filter element must be replaced.
4. Clean the interior and exterior
of the air cleaner body before replacing the element. Solvents or compressed air can be used for this purpose.
5. Carefully install the air cleaner
gasket in position. Install the air
cleaner body and element.
Oil Bath Air Cleaner. Drain the
air cleaner reservoir. Wash the air
cleaner components in a suitable
cleaning solvent and dry them with
compressed air. Saturate the filter
with engine oil. Fill the oil reservoir
to the indicated level with recommended viscosity engine oil.
MILEAGE MAKER S I X STANDARD ENGINE
Removal
1. To remove the entire air cleaner, remove the positive crankcase
ventilation system outlet hose from
the air cleaner. Remove the bolt retaining the bracket to the air cleaner.
2. Remove the wing nut retaining
the air cleaner assembly to the carburetor. Remove the air cleaner assembly, then remove the cover and lift
the filter element out of the air cleaner body.
Installation
1. Position the air cleaner body on
the carburetor, and make certain the

body is properly seated on the carburetor gasket.
2. Position the filter element in the
body and install the cover.
3. Align the bracket with the retaining bolt hole. Tighten the carburetor air filter retaining wing nut. Install the bracket and tighten the retaining bolt.
4. Connect the positive crankcase
ventilation system outlet hose to the
air cleaner.
MILEAGE MAKER S I X SPECIAL POLICE AND TAXI
SPECIAL ENGINES
Removal
1. To remove the entire air cleaner assembly, remove the wing nut securing the inlet air duct to the carburetor. Remove the bolt securing
the inlet duct to the mounting bracket, then remove the air cleaner assembly.
2. To remove the filter element
and body only, remove the body retaining wing nut. Remove the body,
filter assembly, and gaskets.
Installation
1. Seat the air cleaner inlet duct
on the carburetor. Make certain it is
properly seated on the carburetor
gasket. Loosely install the inlet air
duct support bracket retaining bolt.
Install and tighten the inlet air duct
to carburetor retaining wing nut.
Tighten the inlet duct to bracket retaining bolt.
2. Install new air cleaner gaskets,
if necessary. Install the air cleaner
element in the air cleaner body and
secure the body in position with the
retaining wing nut. Make certain the
body is properly seated.
260 V-8 AIR CLEANER
Removal
1. To remove the entire air cleaner, remove the two wing-type screws
that secure the air duct and thermostat assembly to the air cleaner. Remove the wing nut that secures the
air cleaner to the carburetor. Remove
the air cleaner assembly.
2. Remove the cover and lift the
filter element out of the air cleaner
body.
Installation
1. Position the air cleaner body
on the carburetor. Connect the air
GROUP 3
duct to the air cleaner with two wingtype bolts. Tighten the bolts.
2. Place the element in the body.
Install the cover and wing nut.
Tighten the nut.
260 V-8 AIR INTAKE DUCT
Removal
1. Remove the air duct and shroud
retaining nut and washer from the
exhaust manifold.
2. Remove the two wing-type
screws that secure the air duct and
thermostat assembly to the air
cleaner. Carefully lift the air duct,
shroud and tube as an assembly from
the engine.
Installation
1. Install the thermostat and air
duct assembly, and the shroud and
tube assembly on the exhaust manifold as a unit.
2. Secure the thermostat and air
duct assembly to the air cleaner with
the two wing-type screws. Install the
air duct to exhaust manifold retaining nut and washer.
Disassembly
1. Loosen the retaining screw and
separate the shroud and tube assembly from the air cleaner duct and
valve assembly (Fig. 140).
2. Check the operation of the
thermostat and air duct assembly.
Refer to "Tests and Adjustments" for
the proper procedure. If inspection
reveals that the valve plate is binding,
or the thermostat is malfunctioning,
remove the thermostat and valve plate
as follows:
Detach the valve plate tension
VALVE PLATE
RETAINER NUT
spring from the valve plate with the

use of long-nose pliers. Loosen the
thermostat lock nut and unscrew the
thermostat from the mounting
bracket. Remove the lock nut. Grasp
the valve plate and withdraw it from
the duct.
Cleaning. Wash the duct, valve
plate and rod assembly, and the tension spring with a commercial solvent. Clean the thermostat with compressed air.
Assembly
1. If it was necessary to disassemble the thermostat and air duct assembly, assemble the unit as follows:
Install the valve plate. Install the
lock nut on the thermostat and screw
the thermostat into the mounting
bracket. Install the valve plate tension spring on the valve plate and
the duct.
thermostat and air duct assembly,
then adjust the thermostat as required. Refer to "Tests and Adjustments" for the proper procedure.
3. Install the air cleaner duct and
valve assembly on the shroud and
tube assembly. Tighten the retaining
screw.
Tests and Adjustments
1. Remove the air intake duct assembly from the engine.
2. Separate the shroud and tube
assembly from the air cleaner duct
and valve assembly.
3. Make certain the valve plate
moves freely within the duct by moving the plate through its normal travel. If a binding condition is evident,
the thermostat and valve plate must
be removed from the duct and thoroughly cleaned.
4. If the valve moves freely, check
and adjust the thermostat in the following manner:
CLEANER
ASSEMBLY
B1746-A
FIG. 140260 V-8 Air Intake

Duct Assembly
Immerse the thermostat and air

duct assembly into a 75 to 78 F.
water bath for 3 minutes. Keep the
assembly immersed and turn the thermostat clockwise or counterclockwise, as necessary, to obtain the "heat
on" position of the valve. Tighten the
thermostat lock nut.
Run hot water (over 100 F.) over
the thermostat and duct assembly. If
the valve plate does not close, install
a new thermostat. Use compressed
air to dry the thermostat and duct
assembly. The valve plate should
63
move to the "heat on" position after
being dried with compressed air.
352, 390 AND 406 V-8 ENGINES
Removal
1. Remove the wing nut retaining
the air cleaner on the carburetor. Disconnect the choke clean air tube,
(except 406 V-8 engine) and lift the
air cleaner off the carburetor.
2. Remove the cover and lift the
element out of the air cleaner body.
Installation
1. Place the air cleaner body on
the carburetor so that the word
"FRONT" faces the front of the car.
Connect the choke clean air tube to
the air cleaner (except 406 V-8).
2. Place the element in the air
cleaner body. Install the cover.
CARBURETORS
(Part 3-2)
FORD SINGLE-BARREL
CARBURETOR
The 1963 Ford single-barrel carburetor is used on the Standard Mileage Maker Six, and the Mileage
Maker Six Special Police and Taxi
Special engines (Fig. 141).
An economy single-barrel carburetor is available for Mileage Maker
Six Special Police and Taxi Special
engines. This carburetor, unlike the
single-barrel carburetor, does not
have a spark control valve.
The carburetors consist of two
main assemblies, the main (upper)
body and the throttle (lower) body.
The upper body assembly contains
the major metering components of
the carburetor; the main and idle fuel,
power valve (except on Special Police and Taxi Special engines), float
chamber vent, and fuel inlet systems.
The lower body assembly contains
the fuel bowl, accelerating pump assembly, idle mixture adjusting screw,
and spark valve (if so equipped). A
hydraulic dashpot is also included
in the lower body for use on car models equipped with an automatic transmission.
A manual choke system is standard equipment on all car models.
This section applies to both the
conventional and the Special Police
and Taxi Special carburetors. Differences in the operation and overhaul
procedures are given when they exist.
64
GROUP 3
FUEL BOWL VALVE
AND LINK
NEEDLE VALVE SEAT AND GASKET
FUEL
INLET
FITTING
MANUAL <
CHOKE
N,.
LINKAGE
FLOAT ASSEMBLY
INLET FITTING
AND SCREEN
NEEDLE VALVE
a
DISTRIBUTOR VACUUM FITTING
ANTI-STALL DASHPOT
(AUTOMATIC TRANSMISSION
EQUIPPED CARS)
B1816-A
FIG. 1 4 1 Ford Single-Barrel Carburetor

OPERATION
The engine speed is regulated by
controlling the proportion of fuel and
air delivered to the cylinders for all
engine operating conditions. Operation is based on the principle of pressure differences or "vacuum".
Air is drawn into the carburetor
air horn by manifold vacuum. As the
air passes through the carburetor on
its way to enter the cylinders, lower
pressure is created at the fuel discharge outlets of the carburetor. The
fuel bowl is vented to atmospheric
and to carburetor air inlet pressure
through a vent hole in the upper
body assembly. The higher air pressure exerted on the fuel in the bowl
forces the fuel to travel up through
the fuel discharge channels and out
into the air stream passing through
the carburetor. The fuel and air is
mixed at this point and distributed
into the engine cylinders for burning.
Fuel Inlet System. The fuel inlet
system (Fig. 142) of the carburetor
maintains a predetermined fuel level
within the fuel bowl. The fuel level
within the bowl is extremely important to carburetor calibration. If the
level of the fuel within the bowl is

low, a lean fuel-air mixture will result. A rich fuel-air mixture will occur from a high fuel level. The entire
calibration of the carburetor is disturbed if the fuel level is not set as
specified.
Fuel enters the fuel bowl through
the fuel needle valve and seat assembly. The amount of fuel entering is
regulated by the distance the needle
B1818-A
FIG. 142Fuel Inlet System
valve is moved off the seat and by

fuel pump pressure. Correct fuel
pump pressure is important if the
carburetor fuel level is to be maintained within the specified limits.
The fuel level is maintained at a

predetermined level by the float and
lever assembly which controls the
movement of the needle valve. The
needle valve, riding on the tab of the
float and lever assembly, reacts to any
change in height of the float and the
fuel level.
Idle Fuel System. The idle system
(Fig. 143) functions when the engine
is operating at low rpm. It supplies
the fuel-air mixture when the air flow
past the carburetor venturi is insufficient to operate the main metering
system.
The range of the idle system will
extend into the operation of the main
metering system. Fuel will flow from
the main well up the idle well and
through the calibrated idle jet. Filtered air from the carburetor air horn
enters the idle air bleed restriction
and mixes with the fuel. The air bleed
restriction also serves as a vent to
prevent syphoning of fuel at high
speeds or when the engine is shut off.
The fuel-air mixture then passes
down through an idle channel restriction and is transferred to the idle
channel in the lower body assembly.
The fuel air mixture passes down the
idle channel, past two idle transfer
holes, to the idle mixture adjusting
screw. The idle transfer holes act as
additional air bleeds at normal idle.
The fuel air mixture passes through
drilled holes in the adjusting screw
and is discharged below the throttle

plate. The amount of mixture to be
discharged is determined by the position of the idle screw in the lower
body passage.
During off-idle operation, when
the throttle plate is moved past the
idle transfer holes, each hole begins
discharging fuel as it is exposed to
the lower air pressure (manifold vacuum). Continued opening of the
throttle plate increases engine rpm
and air flow through the carburetor.
The greater air flow past the booster
venturi causes a pressure drop in the
venturi great enough to bring the
main fuel metering system into operation as the idle fuel metering system tapers off.
Main Fuel Metering System. The
main fuel metering system (Fig. 144)

supplies the fuel required for engine
operation during the cruise or part
throttle range. The system begins to
function when the air flow through
the carburetor venturi creates a sufficient vacuum to start fuel flowing in
the main system. The vacuum at the
discharge nozzle will increase as the
air flow increases. The faster the engine operates, the more fuel will flow
through the main fuel system.
Fuel entering the main jet, located
at the bottom of the main well, flows
up toward the main nozzle. Inserted
in the main well is the main well
tube. Air from the high speed bleed
channel enters the main well tube
through a calibrated restriction at the
top of the tube. The air passes
through holes spaced along the tube,
mixing with the fuel flowing up the
GROUP 3
65
ANTI-SIPHON AND FUEL/AIR MIXING HOLE
\ Jl
IDLE BLEED RESTRICTION

IDLE FUEL CHANNEL
RESTRICTION
FUEL/AIR
MIXING HOLES
MAIN FUEL
DISCHARGE TUBE
HIGH SPEED AIR BLEED

M A I N WELL TUBE
M A I N WELL
MAIN
METERING JET
MAIN VENTURI
FUEL
^ 3 FUEL A N D A I R
IDLE TRANSFER HOLES
4n VACUUM
B1819-A
FIG. 143Idle Fuel System
B1820-A
FIG. 144Main Metering System
main well. The fuel and air mixture

being lighter than solid fuel, responds
faster to changes in venturi pressures. The mixture continues flowing
up the main well to the anti-syphon
bleed. More air is introduced at the
anti-syphon bleed to the fuel and air
mixture which is then discharged
from the main nozzle. The fuel is
mixed with the filtered air moving
past and through the booster venturi.
The anti-syphon bleed also acts as
a vent to prevent syphoning of fuel
at low engine speeds.
fuel. The air flow through the carburetor responds almost immediately
to any increase in carburetor throttle
valve opening. The fuel within the
metering passages will lag momentarily in its response to the pressure
difference created by this increased
air flow. This lag in fuel response
will cause a temporary leanness in
the fuel-air mixture that results in a
hesitation in engine acceleration. A
mechanically - operated accelerating
pump system (Fig. 145) supplies
added fuel to provide a richer fuelair mixture for this brief period of
time.
The accelerating pump, located on
the side of the lower body assembly,
Accelerating Pump System.

Smooth acceleration requires a momentary increase in the supply of
is actuated by linkage connected to

the throttle shaft. When the throttle
is opened on acceleration, the diaphragm forces fuel from the accelerating pump chamber into the discharge channel. The inlet ball check
closes to prevent a reverse flow of
fuel. Fuel under pressure forces the
discharge ball check and the weight
off its seat allowing fuel to pass up
to the discharge nozzle. The fuel is
sprayed from the nozzle into the air
stream above the main venturi.
When the throttle plate is closed
on deceleration, a return spring
forces the diaphragm back drawing
fuel through the inlet channel. The
inlet ball check opens allowing fuel
POWER VALVE SPRING

DIAPHRAGM A N D
RETURN SPRING
POWER VALVE.
DIPTAkl
>^ V
PISTON
- DISCHARGE
NOZZLE
i Wmw 1
yWb\
1
W
OPERATING
LEVER
^FUEL
| N L E
I
;
<>AIR
PISTON RETURN
SPRING
JsK
Hi
in i
mf i
CALIBRATION SHIMS
6-i
BALL
CHECK VALVE
< FUEL AND AIR
ÔUTLET BALL
CHECK VALVE
,, A N D WEIGHT
< AIR
^ i FUEL
FUEL INLET J j y
PASSAGE X - |
i'
F I G . 145Accelerating Pump System
B1821-A
<JlD VACUUM
BALL
POWER
fel
^
VALVE
MAIN METERING JET
B1822-A
F I G . 146Power Valve and Fuel Enrichment System
66
to pass into the chamber while the
discharge ball check closes preventing entry of air. A bleed hole is located in the body casting to allow
vapor and excess pressure to escape
from the diaphragm chamber.
Power Fuel System (Except Special Police and Taxi Special Engines).
When the engine is required to deliver more power to meet an increased
road load demand or wide-open
throttle operation, the carburetor
must deliver a richer fuel-air mixture than supplied during the operation of the main fuel system. When
the engine is running under a high
power demand, intake manifold vacuum is low. The vacuum below the
carburetor throttle plate approximates intake manifold vacuum. The
carburetor power valve (Fig. 146)
will open when the manifold vacuum
drops below a predetermined value.
The fuel-air mixture is thus automatically enriched to meet the increased
engine power demands.
Manifold vacuum is transmitted
from an opening below the throttle
plate through a channel to the upper body assembly and to the top of
the power valve piston. At idle and
normal engine speeds the manifold
vacuum is great enough to hold the
power valve piston up.
The power valve rod is connected
to the piston. The foot of the rod
controls the spring loaded power
valve ball check. With the piston held
up by manifold vacuum, the ball
check closes the power jet inlet channel.
A power valve spring is located on
the rod. The spring is shim calibrated to overcome the vacuum above
the piston when manifold vacuum
drops below a predetermined level.
Upon demand for more power, the
manifold vacuum drops below this
level. The spring tension moves the
rod down and allows the power valve
ball check to open. Air pressure
above the fuel bowl forces fuel to
flow through the power jet, adding to
fuel in the main fuel system, enriching the fuel-air mixture.
As the demand for power decreases and manifold vacuum increases, the vacuum above the piston
overcomes the spring tension. The
piston and rod move up and the ball
check closes the power jet channel.
Fuel Bowl Vent System. The fuel
bowl requires venting (Fig. 147) to
provide proper operation for the
various systems. Fuel vapors may
GROUP 3
form in the fuel bowl when a hot engine is stopped, idling, or operating
at very low speeds. By venting the
fuel bowl to the atmosphere, engine
performance is improved. At higher
engine speeds, venting to the carburetor air horn prevents calibration
changes due to normal air cleaner
contamination.
A valve, connected through the
linkage to the throttle shaft, and located in a bore over the fuel bowl,
is at the inward position during
closed or part throttle operation. In
this position, the valve allows venting only to the atmosphere.
At normal or wide open throttle
operation, the rod moves outward
sealing the external vent and opening
the vent to the carburetor throat.
Spark Control Valve System (Except Special Police and Taxi). The
degree of spark advance in the distributor is determined by the strength
of the vacuum acting on the distributor diaphragm. Vacuum to the distributor diaphragm is the result of a
combination of venturi vacuum and
manifold vacuum.
Venturi vacuum is available to the
distributor through the pick-up tube
in the carburetor main venturi. Manifold vacuum enters a hole above the
throttle plate (Fig. 148) and is channeled to the spark valve. In normal
operation, the combination of manifold vacuum, a calibrated spring in
the spark valve, and atmospheric
pressure holds the spark valve open.

With the valve open, manifold vacuum aids the venturi vacuum for distributor advance.
When accelerating, manifold vacuum momentarily drops below a predetermined point and the calibrated
spring closes the spark valve, shutting off manifold vacuum to the distributor to retard the spark timing.
Venturi vacuum prevents full-spark
retard. The spark valve opens as
manifold vacuum increases; therefore, the distributor advance is increased for more efficient operation.
Dashpot System. The low idle
rpm setting, on automatic transmission equipped units, requires a means
of control to prevent engine stall upon
sudden closing of the throttle plate.
This is accomplished by hydraulic
dampening of the throttle closing
rate.
The dashpot is located on the side
of the fuel bowl. It is actuated by
linkage connected to the throttle
shaft (Fig. 149). When the throttle is
opened, a return spring forces the
diaphragm back, drawing fuel
through the inlet channel. The inlet
ball check opens, allowing fuel to
flow into the chamber.
When the throttle plate is closed,
the dashpot actuating lever and adjusting screw moves the diaphragm
inward. The diaphragm moving inward seats the inlet ball check, closes
the inlet channel and forces fuel
EXTERNAL VENTING
,ROD AND VALVE IN
FUEL BOWL VENT

ROD AND VALVE OUT
FUEL BOWL
/RETURN SPRING
FUEL BOWL VENT
B1823-A
FIG. 147Fuel Bowl Venting System
GROUP 3
67
M A I N VENTURI
INLET BALL CHECK VALVE
VENTURI VACUUM
PICK-UP TUBE
OUTLET RESTRICTION
DASHPOT LEVER
AND ADJUSTING
SCREW
RESTRICTION
DISTRIBUTOR VACUUM
TUBE ADAPTOR
<=JAIR
<pa VACUUM
MANIFOLD
VACUUM PICK-UP
B1824-A
FIG. 148Spark Control Valve System
DIAPHRAGM AND
RETURN SPRING
fiFUEL
B1825-A
F I G . 149Anti-Stall Dashpot System
through a restriction into the fuel

bowl. The discharge restriction limits
the flow of fuel and slows the closing
of the throttle plate.
arate container for the component

parts of the various assemblies to
facilitate cleaning, inspection, and
assembly.
CARBURETOR REMOVAL
1. Remove the air cleaner from
the air horn of the carburetor.
2. Disconnect the accelerator rod,
choke control cable, fuel line, and the
distributor vacuum line.
3. Remove the carburetor and gasket from the intake manifold. Discard
the gasket.
Manual Choke Linkage

1. Depress the tangs on the fast
idle cam lever retainer and remove
the retainer from the stud.
2. Remove the fast idle cam lever
and the rod assembly from the stud.
Move the lever and the rod assembly
clockwise and remove it from the
choke shaft lever.
3. Remove the rod adjusting nut
and the spring from the rod. Slide the
rod out of the swivel.
4. Remove the fast idle cam stud
and the choke cable bracket assembly
from the body.
CARBURETOR INSTALLATION
1. Clean the gasket surface of the
intake manifold and carburetor (if
necessary). Position a new gasket on
the intake manifold.
2. Install the carburetor and
tighten the retaining nuts.
3. Connect the choke cable and
throttle linkage to the carburetor.
Adjust the cable and linkage, if necessary.
4. Connect the fuel inlet line and
the distributor vacuum line. Install
the air cleaner.
5. Adjust the idle fuel mixture,
engine idle speed, if necessary, and
adjust the anti-stall dashpot (automatic transmission).
FUEL INLET PORT
Fuel Vent Rod. Remove the fuel

vent rod to accelerating pump actuating lever retainer. Remove the vent
rod bushing, rod, and the return
spring by pulling outward on the vent
rod.
IN-CHASSIS ADJUSTMENTS
The carburetor "In-Chassis Adjustments" are covered in this group.
Upper and Lower Body

1. Remove the upper to lower
body retaining screws. Separate the
upper body assembly, gasket, and
lower body assembly.
2. Invert the lower body assembly
and allow the accelerating pump discharge weight and ball check, the
accelerating pump inlet ball check,
and the dashpot ball check, if so
equipped, to fall into the hand.
CARBURETOR DISASSEMBLY
A disassembled view or the carburetor is shown in Fig. 150. Use a sep-
Upper Body
1. Remove the float retaining pin
and the float assembly.
2. Remove the fuel inlet needle

valve. Remove the needle valve seat
and gasket.
3. Remove the main jet.
4. Remove the fuel inlet fitting
and the screen assembly.
5. Remove the air cleaner bracket
retaining roll pins with pliers. Turn
them in a direction that will coil the
pins to a smaller diameter. If they
offer resistance to turning, turn them
in the opposite direction. Pull the
bracket out of the retaining channels.
choke plate and shaft, lightly scribe
the choke along the choke shaft so
that the choke plate can be installed
in the same position during installation.
Remove the choke plate screws.
The retaining screws are staked in the
choke shaft. If the tips of the screws
are flared excessively, file off the
flared portion to avoid damage to
the threads in the throttle shaft. Be
careful not to damage the choke
shaft or venturi while filing the
screws. Remove the choke plate from
the top of the air horn by sliding
the plate out of the shaft. Slide the
shaft out of the body.
Lower Body
1. Remove the accelerating pump
lever to throttle shaft retaining ring
and washer. Remove the lever and
the overtravel spring from the throttle shaft.
2. Remove the accelerating pump
cover retaining screws. Remove the
cover assembly from the body. Sep-
68
GROUP 3
arate, if necessary, the pump diaphragm and spring from the cover
or body.
CARBURETOR ASSEMBLY
A disassembled view of the carburetor is shown in Fig. 150.
3. Depress the tab on the accelerating pump lever and rod retaining
clip and slide the rod out of the
lever. Remove the clip from the
lever.
Upper Body
1. If the choke plate and the shaft
were removed, insert the choke shaft
assembly into the air horn, with the
lever pointing toward the accelerating pump side of the carburetor.
Refer to the line previously scribed
on the choke plate and insert the
choke plate into its original position
with the plate indentation facing upward and toward the accelerating
pump side of the carburetor. Install
the choke plate retaining screws snug,
but not tight.
Check for proper plate fit, binding
in the air horn and free rotation of
the shaft by moving the plate from
the closed position to the open position. If it moves freely, tighten the 2
choke plate screws while holding the
plate in the fully-closed position.
Stake the screws. When staking the
screws, support the shaft and plate
on a block of wood or a metal bar
to prevent bending of the shaft.
2. Install the fuel inlet screen and
adapter in the fuel inlet of the body.
3. Install the main jet in the main
fuel well.
4. Install the needle valve seat
gasket and the seat within the tapped
seat hole. Tighten the needle valve
seat firmly. Insert the needle valve
into the needle valve seat, with the
viton tip toward the seat.
5. Position the float assembly in
the body, with the tab on the arm located over the needle valve and the
hinge of the arm lined up between
the hinge bracket holes in the upper
body casting. Insert the float hinge
pin through the holes in the upper
body and the float assembly.
6. Check the float setting. Refer to
"Carburetor In Chassis Adjustments" in this group of the manual.
7. Insert the air cleaner bracket in
the channels of the air horn and install the bracket retaining pins.
If necessary, remove the fuel vent

rod actuating lever to cover retaining pin and the accelerating pump
lever to cover retaining pin. Remove
the lever and rod from the cover.
4. If the carburetor is equipped
with a dashpot, remove the dashpot
cover retaining screws. Remove the
cover assembly. If necessary, separate the diaphragm and the spring
from the cover or body. Depress the
tab on the dashpot lever and rod
retaining clip and slide the rod out
of the lever. Remove the clip from
the lever. If necessary, remove the
lever to cover retaining pin and remove the lever from the cover.
5. Remove the vacuum outlet
adaptor.
with a spark valve, remove the spark
valve and the gasket.
7. Remove the idle mixture adjusting screw.
throttle plate and shaft, lightly
scribe the throttle plate along the
throttle shaft so that the throttle
plates can be installed in the same
position during installation.
9. Remove the throttle plate retaining screws and slide the plate
out of the shaft. For assembly purposes, note that the dimple in the
throttle plate is located below the
throttle shaft. The retaining screws
are staked in the throttle shaft. If
the tips or the screws are flared excessively, file off the flared portion
to avoid damage to the threads in
the throttle shaft. Be careful not to
damage the throttle shaft or venturi
while filing the screws.
10. Remove the overtravel spring
tension pin from the throttle shaft
and slide the shaft out of the body.
CARBURETOR CLEANING AND
INSPECTION
Carburetor cleaning and inspection procedures are covered in this
group of the manual.
Lower Body
1. If the throttle plate and shaft
were removed, slide the throttle shaft
into the lower body, with the lever
on the throttle shaft located opposite
the fuel bowl.
Refer to the line previously scribed
on the throttle plate and insert the
plate through the slot in the throttle
shaft. The plate indentation must face
the bottom of the body and point toward the accelerator pump. Install
the throttle plate screws snug, but
not tight.
Rotate the throttle shaft while
lightly slapping the throttle plate
within the throttle bore. Check for
free rotation of the throttle shaft.
Hold the lower body up to the light.
Little, or no light should show between the throttle plate and throttle
bore. When the plate is properly located, hold the throttle plate closed;
then, tighten and stake the retaining
screws. When staking the screws,
support the shaft and plate on a block
of wood or a metal bar to prevent
bending of the shaft.
2. Install the distributor vacuum
outlet fitting.
3. If the lever and rod were removed from the accelerating pump
cover, position the top hole of the
lever between the top bracket holes
in the cover; then, install the retaining roll pin.
Position the vent rod lever over
the pump cover bracket. Line up the
hole in the lever with the holes in the
bracket and install the retaining roll
pin.
Install the roll pin in the "HI" (upper) lever stop hole.
Position the small diameter end of
the diaphragm return spring into the
boss in the accelerating pump chamber. Position the diaphragm assembly
into the accelerating pump cover and
line up the holes. Position the cover
and diaphragm over the return spring
and onto the body. Install the cover
retaining screws finger tight. Push
the diaphragm assembly inward and
tighten the screws.
4. Position the accelerating pump
actuating rod retaining clip over the
hole in the accelerating lever, with
the tab side of the clip toward the
carburetor barrel. Depress the tab
and insert the shorter end of the rod
through the lever and clip. Release
the tab when the rod is inserted. Perform the "Accelerating Pump Adjustments" after the carburetor is assembled. Refer to the "Carburetor
In-Chassis Adjustments" in this
group of the manual for the proper
procedure.
with a dashpot, proceed with the following steps:
If the lever was removed from the
dashpot cover, position the hole in
the lever between the holes in the
bracket on the cover. Install the lever
GROUP 3
69
AIR CLEANER BRACKET
INLET FITTING AND SCREEN
&**
GASKET
NEEDLE VALVE AND SEAT

GASKETM
NEEDLE VALVE
VENT
ACTUATING
LEVER
ACCELERATING PUMP
CONTROL ROD
STOP PIN
ACCELERATING PUMP
COVER
ACCELERATING PUMP
DISCHARGE WEIGHT
ACCELERATING
PUMP LINK
'
RETAINING
CLIP
OVERTRAVEL
SPRING
<S^<
RETAINER
WASHER
ROLL PIN
*DASHPOT
CONTROL ROD
ACCELERATING PUMP
DIAPHRAGM
DASHPOT
DIAPHRAGM
'
*DASHPOT
COVER
CHOKE PULL-DOWN ROD
* DASHPOT LEVER
SPRING
# GASKET
IDLE MIXTURE
SCREW
ADJUSTING
SCREW
# SPARK CONTROL VALVE

ADJUSTING
NUT
DISTRIBUTOR
VACUUM ADAPTER
* RETAINING CLIP
FAST IDLE
ADJUSTING SCREW
SPRING
* USED O N AUTOMATIC TRANSMISSION
f ECONOLINE ONLY
THROTTLE SHAFT
AND LEVER ASSEMBLY
F I G . 1 50Single-Barrel CarburetorDisassembled
# NOT USED O N ECONOMY CARBURETOR

* * USED O N 2 2 3 PARCEL AND 2 6 2 TRUCK
B1826-A
70
GROUP 3
retaining roll pin. Install the adjusting screw in the lever, if necessary.
Position the small diameter of the
diaphragm return spring into the boss
in the dashpot chamber. Position the
diaphragm into the dashpot cover
and line up the holes. Position the
cover and the diaphragm over the
return spring and onto the body. Install the cover retaining screws finger
tight. Push the diaphragm assembly
inward and tighten the screws.
Position the dashpot actuating rod
retaining clip over the hole in the
dashpot lever, with the tab side of
the clip facing toward the carburetor barrel. Depress the tab and insert the shorter end of the rod
through the lever and clip; then, release the tab when the rod is inserted.
Perform an "Anti-Stall Dashpot Adjustment" after the carburetor is assembled. Refer to the "Carburetor
In-Chassis Adjustments" in this
group of the manual for the proper
procedure.
6. Position the overtravel spring
on the accelerating pump lever and
hook the tang of the spring on the
lever. Position the overtravel lever
and spring onto the throttle shaft
and insert the accelerating pump actuating rod and dashpot actuating
rod (if so equipped) into the two
holes in the lever. Install the washer
and retaining ring.
Install the overtravel tension retaining pin in the throttle shaft. Pull
the arm of the overtravel spring over
the retaining pin to apply spring tension to the overtravel lever.
with a spark valve, position the
spark valve gasket over the spark
valve and install them into the lower
body. Tighten the valve securely. A
loose valve will cause poor engine
operation.
8. Install the idle mixture adjusting screw in the lower body. Turn
the screw inward until it bottoms on
the lower body; then, back it off the
specified amount of turns.
gasket onto the lower body. Make

certain the word "TOP" (inscribed
on the gasket) is facing upward. Position the upper body onto the lower
body and gasket. Install the body
retaining screws.
4. Insert the fuel vent valve return spring into the fuel vent passage
in the upper body. Install the vent
valve rod retaining ring onto the rod.
Insert the piston end of the fuel vent
rod valve into the passage and tap
the retaining ring into the vent hole.
5. Position the fuel vent valve retaining clip over the hole in the
actuating lever, with the tab side of
the clip toward the carburetor air
horn; then, connect the rod to the
actuating lever. Perform a "Vent
valve Adjustment" after the carburetor is assembled. Refer to "Carburetor In-Chassis Adjustments" in
this group of the manual for the
proper procedure.
Upper To Lower Body Assembly

1. Place the ball check and the
accelerating pump weight into the
lower body accelerating pump outlet
passage. Insert a ball check into the
accelerating pump inlet passage.
with a dashpot, insert a ball check
into the dashpot inlet passage.
3. Install the upper to lower body
CARBURETOR CLEANING
AND INSPECTION
The cleaning and inspection operations in the 1962 Ford Galaxie Shop
Manual apply to the single barrel
carburetor; however, the following
additions must be observed during
the operation:
To prevent damage, the diaphragms, spark valve, and float
Manual Choke
1. Position the choke cable bracket
assembly onto the lower body assembly and install the stud.
2. Insert the threaded end of the
choke shaft to cam lever rod through
the cam lever swivel. Install the
spring and adjusting nut onto the rod.
3. Position the rod end into the
keyhole in the choke shaft lever;
then, insert the rod and turn it
counterclockwise.
4. Position the cam lever assembly
over the stud and install the retainer.
Perform a "Manual Choke Adjustment" prior to installation of the carburetor. Refer to "Carburetor InChassis Adjustments" in this group
of the manual for the proper procedure.
CARBURETOR BENCH
ADJUSTMENTS
All carburetor adjustments, with
the exception of the Final (Hot) Engine Idle and Idle Fuel Mixture adjustments can be performed prior to
installing the carburetor in the car.
should not be immersed in cleaning

solutions. The plastic venturi insert
in the lower body will not be harmed
by the commercial solvents.
Check the fuel inlet needle tip for
damage or looseness.
The power valve is factory calibrated to each carburetor casting and
is not serviceable. Care must be exercised not to bend or distort the rod.
Do not remove the shims for cleaning or overhaul operations.
Check the various springs for
damage. Replace the upper body
assembly if the springs are worn,
broken, damaged or distorted.
Check the power valve for free
movement of the piston and rod.
Also, check the power valve ball
check for proper seating by immersing the upper body assembly in mineral spirits or hydraulic valve lifter
checking fluid, and holding a finger
over the main jet hole (jet removed).
Hold the power valve rod upward.
Turn the upper body assembly rightside up and remove it from the liquid
container. Check for a leak from the
bottom of the power valve seat.
CARBURETOR BENCH
ADJUSTMENTS
HOLLEY 2 - AND 4-BARREL
CARBURETORS
FLOAT ADJUSTMENT
Adjust the float so that it is
parallel (y64 inch) with the top of
the fuel bowl, with the fuel bowl inverted (Fig. 151). This is a preliminary adjustment, check the fuel level
on the engine (See "Carburetor InChassis Adjustments").
FAST (COLD) IDLE
ADJUSTMENT
Align the fast idle adjusting screw
with the lowest step on the fast idle
FLOAT PARALLEL
TO BOWL TOP
B1445-C
FIG. 151Float Adjustment
71
GROUP 3
cam and adjust the screw to obtain 0.008 inch clearance between
the screw and the cam. Final adjustment of the fast idle speed should
be to the specified rpm on the engine.
Refer to "Carburetor In-Chassis Adjustments".
FLOAT ADJUSTMENT
1. Remove the air horn.
2. With the float raised and the
fuel inlet needle seated, check the
distance from the top surface of the
main body to the top of the free end
of the float for conformance to specifications. If necessary, bend the tab
on the float arm to bring the float
setting within limits. This should
provide the proper fuel level, but it
must be checked on the engine (Refer to "In-Chassis Adjustments").
3. Replace the air horn.
PULSATOR
COVER
PULSATOR
DIAPHRAGM
FAST (COLD) IDLE

ADJUSTMENT
With the choke plate held in the
closed position and the fast idle adjusting screw on the kickdown step
of the fast idle cam, check the clearance between the primary throttle
plate(s) and the bore for conformance
to specifications. Turn the fast idle
adjusting screw to obtain the proper
clearance. Make the final fast idle
adjustment in the vehicle; see "Carburetor In-Chassis Adjustments".
FUEL PUMPS
(Part 3-3)
MILEAGE MAKER SIX
(GALAXIE)
Taxi Special and Special Police.
The 1963 Carter design fuel pump
for the Mileage Maker Six Taxi
Special and Special Police installation is basically the same as the 1962
pump, with the following exceptions:
The pump has been inverted with respect to its original mounting position, and the mounting flange has
been repositioned at an 11-degree
angle to its original vertical position.
The 1963 fuel pump also incorporates pressure leak-down bleed
holes in the valves to prevent excessive pressure build-up in the fuel line
(Fig. 152).
Passenger Car. The 1963 fuel pump
for the Mileage Maker Six passenger
car installation is an AC design pump
with a long-life, disposable fuel filter
element. The filter is integrally
mounted on the top side of the fuel
pump body. The lower pump body
DIAPHRAGM
AND SPRING
ASSEMBLY
Soft Jaws
Tool-T56L-9350-A
Detail 3
has been inverted in relation to its

original position, to achieve top
mounting of the fuel filter. In addition the pump incorporates bleed
holes in the valve assemblies to prevent excessive fuel line pressure
build-up during hot soak periods.
Service operations for the 1963
AC fuel pump consist of the same
tests and diagnosis procedures associated with the 1962 pumps, with the
following changes in disassembly,
inspection, and assembly procedures:
DISASSEMBLY
1. Remove the filter housing, gasket and filter element. Discard the
filter element.
2. Scribe a line on the flanges of
the pump body and valve housing to
identify their original position.
3. Remove the valve housing from
the fuel pump body.
4. Remove the staking marks from
around the valves, remove both
valves and their gaskets from the
valve housing. Carefully note the
position of the valves in the valve
housing cover, so that new valves
can be correctly installed.
5. Using tool T56L-9350-A, Detail 3, drive the rocker arm pin out of
the pump body (Fig. 153).
6. Press the pump diaphragm into
the fuel pump body and pull the
rocker arm outward to unhook the
diaphragm actuating rod from the
rocker arm and link assembly (Fig.
154).
7. Remove the diaphragm and diaphragm return spring, rocker arm
and link assembly, and the rocker
arm return spring from the pump
body.
8. Remove the diaphragm actuating rod oil seal from the pump
body (Fig. 155).
ROCKER
ARM
RETURN
SPRING
ROCKER ARM
ROCKER ARM
B1565-A
F I G . 1 52Mileage Maker Six

Fuel PumpTaxi Special and
Special Police
ROCKER ARM PIN
B1737-A
B1736-A
F I G . 1 53Rocker Arm Pin

F I G . 1 54Fuel Pump
Diaphragm Removal
72
GROUP 3
OIL SEAL
Tool 9 3 5 0 - C OR
Tool-T56L-9350-A, Detail 1
FILTER HOUSING
FILTER
DIAPHRAGM RETURN SPRING
FILTER HOUSING
GASKET
B1738-A
FIG. 1 57Diaphragm
Installation
1B1741-A
GASKET-
cr*" GASKET
INLET V A L V E - ^ > * . OUTLET

VALVE
FIG. 1 56Seating the Oil Seal

3. Install the valves, and their
gaskets, in the valve body so that the
valve positions are as shown in Fig.
155.
4. Seat the valves firmly in the
valve body, using tool 9350-D or
T56L-9350-A, Detail 2. Stake the
valves in place.
FUEL PUMP
BODY
B1732-A
FIG. 155Fuel Pump Assembly

CLEANING AND INSPECTION
1. Clean the filter housing, pump
body and valve housing in solvent.
Blow out all fuel passages.
2. Inspect all gasketed surfaces for
cracks, roughness or distortion, and
replace associated parts if necessary.
3. Inspect valve and oil seal counterbores for high spots which might
distort the new parts upon installation. Remove high spots from these
areas.
4. Inspect the rocker arm and
link assembly integral bushing for
excessive wear.
5. If a badly damaged casting or
excessively worn rocker arm-link assembly is found, the fuel pump should
be replaced.
ASSEMBLY. The fuel pump assembly is shown in Fig. 155.
1. Install the diaphragm actuating
rod oil seal and retainer so that the
seal protrudes towards the diaphragm
mounting flange (Fig. 155).
2. Seat the oil seal, using tool
9350-C or T56L-9350-A, Detail 1
(Fig. 156).
5. Lubricate the diaphragm actuating rod with grease.

6. Position the fuel pump diaphragm and spring assembly into the
pump body as shown in Fig. 157.
7. Hold the diaphragm assembly
in the pump body; position the pump
body so that the mounting flange
faces up Apply slightly more pressure
to the lower edge of the diaphragm,
and insert the rocker arm link assembly with the cam shoe facing away
from the diaphragm. Hook the rocker arm link to the diaphragm actuating rod.
8. Install the rocker arm return
spring and hold it in place by cocking
the rocker arm slightly.
9. Install the rocker arm pin in the
pump body.
10. Position the valve body and
pump body so that the previously
scribed marks are aligned.
11. Install all the screws and the
lockwashers until the screws just engage the fuel pump body. Make sure
that all of the screws pass through
the holes in the diaphragm without
tearing the fabric.
12. Alternately and evenly tighten
all of the screws.
the spout in the valve housing cover.
Lightly lubricate and position the
gasket, then screw the filter housing

onto the pump. Hand tighten the
filter housing until the gasket contacts the pump, then advance it Vs
turn.
260, 352 AND 390 V-8 ENGINES
1. The 1963 Carter fuel pumps
for the 390 V-8 (4-V) and the 352
V-8 (2-V) engines are identical with
the exception that the pump for the
352 V-8 (2-V) engine will not have
pressure leak-down bleeds in the
valve assemblies. In addition both
pumps incorporate a horizontal cross
vent passage for the diaphragm in
place of the former vertical passage,
and increased diameter internal fuel
passages. These pumps also incorporate the long-life, disposable fuel
filter element.
The 1963 Carter fuel pump for the
260 V-8 (2-V) engine is identical to
the pump used on the 1963 390 V-8
(4-V) engine, except for the design
of the rocker arm and the position
of the fuel inlet opening.
The 1963 Carter fuel pump used
on the 390 V-8 (2-V) engine is identical to the 1963 pump used on the
390 V-8 (4-V), except that the 390
V-8 (2-V) fuel pump has an extension
on the fuel outlet sump tube which
assures solid fuel pickup for the fuel
outlet passage. This pump also has
a constant bleed adapter connection
for returning fuel vapor to the tank.
The purpose of the vapor return
system is to reduce the possibility of
vapor lock at the fuel pump. This new
system has a modified fuel sending
unit which incorporates a %6 inch
vapor return line installed into the
fuel sending unit mounting flange
next to the fuel outlet tube. The design of the new sending unit makes it
unique to the 390 V-8 (2-V) engine.
The sending unit cannot be used for
a service replacement on any other
model.
GROUP 3
Tests. For fuel pump tests and
diagnosis procedures, refer to the
pertinent Galaxie or Monterey Shop
Manual.
73
ROCKER ARM PIN.
ROCKER
ARM PIN
/
x
ROCKER
ARM
Removal
1. Disconnect the fuel lines at the
pump.
2. Remove the pump retaining
bolts, then remove the pump and
gasket. Discard the gasket.
Installation
1. Remove all the gasket material
from the pump mounting pad and
pump flange Apply sealer to both
sides of a new gasket.
2. Position the gasket on the
pump flange, and hold the pump in
position against the mounting pad.
Make sure the rocker arm is riding
on the camshaft eccentric.
3. Press the pump tight against
the pad. Install the retaining screws,
and alternately torque them to specifications. Connect the fuel lines.
for leaks.
Disassembly
1. Remove the filter housing, gasket, and filter element. Discard the
filter element.
2. Scribe marks on the fuel pump
body, valve housing, and valve housing cover so that these parts can be
assembled in their original position.
3. Remove the valve housing assembly. Separate the valve housing
from the cover and note the position
of the pulsator diaphragm so that it
can be assembled in its proper position. Do not remove the fuel valves
from the valve housing. The valve
housing is replaced as an assembly.
4. Remove the rocker arm return
spring.
5. Scrape away the staking mark
Screwdriver
B1233-B
F I G . 1 58Rocker Arm Seal

Plug Removal
ROCKER ARM
PIN PLUG
DIAPHRAGM AND
SPRING ASSEMBLY
B1344-B
PULSATOR
DIAPHRAGM
F I G . 1 59Rocker Arm Pin

and remove the rocker arm pin seal

plug as shown in Fig 158.
6. Press the fuel pump diaphragm
into the fuel pump body to release
the tension on the rocker arm and
allow the rocker arm pin to fall out.
If the pin does not come out freely,
use needle nose pliers (Fig. 159).
7. Press the diaphragm into the
fuel pump body and pull the rocker
arm out to unhook the rod from the
rocker arm link (Fig. 160).
VALVEHOUSING
COVER
czx
FILTER HOUSING
GASKET
FILTER
FILTER HOUSING
B1733-A
F I G . 161Fuel Pump
Assembly
ROCKER ARM
B1234-B
F I G . 160Fuel Pump
Diaphragm Removal or Installation
8. Remove the fuel pump diaphragm assembly. Do not disassemble as the diaphragm and spring are
serviced as an assembly.
the fuel pump body, valve housing,
cover, and filter housing in solvent.
Blow out all body, housing, and
cover passages. Inspect the pump
body, valve housing, and cover for
cracks or damage and replace them
if necessary. The fuel valves are not
serviceable. Therefore, if replacement
is necessary, replace the valve housing
and valves as an assembly. Inspect
the mounting flange for distortion.
Replace the pump body or lap the
distorted flange if necessary.
Assembly. The fuel pump assembly is shown in Fig. 161.

1. Position the fuel pump diaphragm assembly into the pump
body, then apply pressure on the
diaphragm spring so that the rocker
arm can be hooked on the rod as
shown in Fig. 160.
2. Align the rocker arm pin holes
by applying slight pressure on the
diaphragm spring, then install the
rocker arm pin (Fig. 159).
3. Install a new rocker arm pin
seal plug. Stake the plug in position.
4. Position the rocker arm return
spring on the boss in the pump body.
Compress the spring and slip it over
the tang in the rocker arm.
5. Place a new pulsator diaphragm on the valve housing in the
position previously noted on disassembly (opening in the diaphragm
over the fuel inlet chamber as shown
in Fig. 162). Position the cover on
the valve housing, aligning the
scribed lines on the cover with the
line on the valve housing. Be sure
the pulsator diaphragm extends
74
GROUP 3
the spout in the valve housing cover.
Lightly lubricate and position the
gasket, then screw the filter housing
on the pump. Hand tighten the filter
housing until the gasket contacts the
pump, then advance it Vs turn.
PULSAT
DIAPHRAGM
ToolT56L-9350-A,Detail 1
or 9350-C
406 V-8 (4-V AND 6-V)
B1735-A
FIG. 162Pulsator
Diaphragm Installation
evenly around the edge of the cover.
Install and tighten the two retaining
screws and lock washers inside the
valve housing.
6. Align the scribe line on the
valve housing and the line on the
fuel pump body. Hold the valve
housing assembly tight against the
fuel pump body and install the six
screws and lock washers. Be sure
the fuel pump diaphragm extends
evenly around the edge of the valve
housing before tightening the retaining screws.
DIAPHRAGM
LINK'
An AC fuel pump is used in conjunction with a separate fuel filter

(replaceable-element type) on the
406 V-8. Diagnosis and test procedures are covered in the 1962
Galaxie Shop Manual and in the
1961 Monterey Maintenance Manual. It is not necessary to perform a
vacuum test on this fuel pump. The
pump is shown in Fig. 163.
Removal and Installation. Refer
to procedure for 260, 352 and 390
V-8 engines.
Disassembly
1. Scribe marks on the fuel pump
body, valve body, and cover so that
these parts can be assembled in their
original position.
2. Separate the fuel pump body
and the valve body.
3. Remove the fuel pump body
cover and pulsator diaphragm.
PIN
4. Remove the staking marks

around the valves, and flip the valves
out with a screwdriver. Note the
position of the inlet and outlet valves
so that the new valves can be installed in the same manner.
5. Remove the upset on the end
of the rocker arm pin. Remove the
retaining washer, then drive the pin
out (Fig. 164). Work the fuel pump
link out of the diaphragm stem.
DIAPHRAGM
SPRING
DIAPHRAGM
FUEL PUMP
BODY SCREW
GASKETS
VALVE BODY
COVER SCREW
AND LOCK WASHER
B1742-A
FIG. 163AC Fuel Pump-406

V-8
ToolT56L-9350-A,
Detail 3
B1468-A
FIG. 164Rocker Arm Pin

B1472-B
FIG. 165Oil Seal and

Retainer Installation
6. Remove the diaphragm and
spring. Remove the diaphragm stem
retainer and seal. Discard the seal.
7. Remove the rocker arm and
link assembly.
the pump body and cover in solvent.
Blow out all fuel pump and valve
body passages. Inspect the bodies
and cover for cracks or damage and
replace them if necessary. Inspect
the staked areas around the valve
counterbores for high spots which
may cause distortion of the new
parts upon installation. Remove all
high spots. Inspect the mounting
flange for distortion. Replace the
pump body or lap the distorted flange
if necessary.
Assembly. Install all the parts included in the overhaul repair kit.
1. Install the diaphragm rod oil
seal and retainer in the fuel pump
body (Fig 165).
2. Place the link, with the hook
up, inside the return spring retainer
spacer. Place these parts inside the
rocker arm, and install the bushing.
The cam contact surface of the
rocker arm faces up.
3. Install a washer on each end
of the bushing.
4. Place the rocker arm return
spring over the boss in the pump
body. Place the rocker arm and link
assembly in the pump body and hold
them in place (Fig. 164).
5. Install the rocker arm pin.
Place the retainer washer on the end
of the pin. Peen the pin.
6. Lubricate the fuel pump diaphragm rod with grease. Position the
spring on the fuel pump diaphragm
rod. Insert the rod through the dia-
75
GROUPS 3-4
ToolT56L-9350-A, Detail 4
B1470- A
FIG. 166Fuel Pump

Diaphragm Installation
phragm stem oil seal, and hook the
stem slot over the short link (Fig.
166).
7. Install the gaskets and fuel
valves in the valve body (Fig. 167),

then stake them in place.
8. Position the pulsator diaphragm and cover on the valve body
using the identifying marks made on
disassembly as guides. Hold the
cover against the valve body and install the cover retaining screws. Make
sure the diaphragm extends evenly
around the edge of the cover.
Tighten the screws.
9. Place the fuel pump body on
the valve body, aligning the scribed
line on the valve body with the line
on the fuel pump body. Be sure the
diaphragm extends evenly all around
the edge of the valve body. Compress
the spring with the rocker arm, and
install the retaining screws. Tighten
the screws evenly, then release the
rocker arm.
9350-D or
T56L-9350-A,Detail 2
B1743-A
FIG. 167Fuel Pump Valve

and Gasket Installation
GROUP 4-COOLING SYSTEM

The 1963 maintenance recommendations are in Group 14 and the 1963
manual.
All the service procedures for the
352 and 390 V-8 engines in Group
4 of the 1962 Gaiaxie Shop Manual
remain the same for the 1963 car
models containing 352, 390 and 406
series engines.
All of the service procedures for

the 352 and 390 V-8 engines in
Group 6 of the 1961 Mercury Maintenance Manual and the 1962
Monterey Maintenance Supplement
remain the same for 1963.
The new service procedures required for the 260 V-8 engine, used
in the 1963 Ford Gaiaxie and
Station Wagon models only, are as
follows:
COOLING SYSTEM
MAINTENANCE 260 V-8
ENGINE
The cooling system of the 260
V-8 engine consists of the down flow
radiator and cap, water pump, pulley,
spacer, thermostat, fan assembly, and
the fan drive belt.
GENERAL MAINTENANCE
The cylinder block of the 260 V-8
engine is drained by removing the
drain plugs, located on both sides of
the block.
To fill the cooling system, install
the drain plugs in the block and close
the radiator drain cock. Fill the system to just below the filler neck of
the radiator supply tank. Operate the
engine until normal operating temperatures have been reached and add
more coolant to fill the radiator.
After the initial fill, the coolant
level will drop approximately 1 quart
after the engine has been operated
about 20 minutes at 2000 rpm. This
is due to the displacement of entrapped air.
RADIATOR, HOSES AND
THERMOSTAT
A1584-B
FIG. 168Cooling System-260 V-8
RADIATOR REPLACEMENT
260 V-8
Removal
1. Drain the cooling system. Disconnect the upper and lower hoses
76
at the radiator.
On a car with an automatic transmission, disconnect the automatic
transmission fluid cooler inlet and
outlet lines at the radiator.
2. Remove the radiator retaining
bolts and remove the radiator.
On a car equipped with an air conditioner, remove the bolts retaining
the fan shroud to the radiator. Remove the radiator retaining bolts and
remove the radiator. Lift the shroud
from the engine compartment.
Installation
1. If a new radiator is to be installed, remove the drain cock from
the old radiator and install it on the
new radiator.
On a car with an automatic transmission, transfer the transmission
fluid cooler line fittings to the new
radiator.
position the fan shroud in the engine
compartment.
2. Position the radiator assembly
and install (but do not tighten on
cars with an automatic transmission)
the radiator support bolts.
On a car with an automatic transmission, connect the automatic transmission fluid cooler lines; then,
tighten the radiator support bolts.
install the fan shroud bolts.
3. Connect the radiator upper and
lower hoses. Close the drain cock,
then, fill and bleed the cooling system.
for leaks at the hose connections and
the automatic transmission fluid
cooler lines. Check the automatic
transmission fluid level.
RADIATOR HOSES260 V-8
Radiator hoses should be replaced
whenever they become cracked or
deteriorated.
GROUP 4
minutes; then check the hoses and
connections for leaks.
3. Check for proper coolant level
after the engine has reached normal
operating temperature.
THERMOSTAT260 V-8
The engine is equipped with a
poppet-type thermostat that is
mounted inside the coolant outlet
elbow.
The high temperature thermostat
used in production is for use with
water or permanent-type anti-freeze.
A low temperature thermostat is also
available for use with non-permanent-type anti-freeze and water.
Removal
1. Drain the cooling system to below the level of the coolant outlet
elbow.
2. Remove the coolant outlet elbow retaining bolts and slide the
elbow and attached hose to one side.
3. Remove the thermostat and
gasket.
Installation
1. Clean the coolant outlet elbow
and intake manifold surfaces. Coat
a new coolant outlet elbow gasket
with sealer. Position the gasket on
the intake manifold. The gasket must
be positioned on the intake manifold
before the thermostat is installed.
2. Coat the edge of the thermostat
with grease for thermostat adhesion.
Position the poppet-type thermostat
in the recess of the coolant outlet
elbow so that the copper pellet or
heat element will be within the in-
take manifold. If the thermostat is

improperly positioned, it can cause
a retarded flow of coolant.
3. Position the coolant outlet elbow and install the retaining screws.
Be careful not to disturb the thermostat.
4. Fill the radiator. Operate the
engine and check for coolant leaks.
THERMOSTAT TEST
1. Remove the thermostat and immerse it in boiling water. If the thermostat does not open more than VA
inch, replace it. Do not attempt to
repair a thermostat. It must be replaced if it is not working properly.
2. If the problem being investigated is insufficient heat, the thermostat should be checked for leakage.
This is done by holding the thermostat up to a lighted background.
Leakage of light around the total
perimeter of the thermostat valve is
unacceptable and the thermostat
should be replaced. It is possible, on
some thermostats, that a slight leakage of light at one or two locations
on the outside perimeter of the valve
may be detected. This condition
should be considered normal.
FANS AND BELTS260 V-8
The fan is mounted on a hub
which is pressed onto the water pump
shaft. One belt drives the water
pump, fan, and generator.
A spacer is not used on cars
equipped with an air conditioner.
Always adjust the drive belt(s) to
the recommended specification, with
the use of a drive belt tension gauge.
GASKET
PUMP BODY
Removal. Drain the radiator, then

loosen the clamps at each end of the
hose to be removed. Slide the hose
off the connections and remove the
clamps.
SHAFT AND BEARING
Installation
1. Position the clamps on each end
of the hose. Slide the hose onto the
connections; then, tighten the clamps
firmly. Make sure the clamps are installed beyond the bead on the connections.
2. Fill the radiator with coolant.
Operate the engine for several
HUB
B1647-A
FIG. 169Water Pump Assembly-260 V-8
GROUP 4
77
connect the radiator lower hose and

heater hose at the water pump. Remove the drive belt, fan, fan spacer
and pulley.
Drift
SMALLER
DIAMETER
THAN SHAFT
Arbor Press Ram
Tool
T52L-8501-DAD
2. Remove the bolts retaining the

pump to the cylinder front cover.
Remove the pump, gasket, and the
timing pointer. Discard the gasket.
B1651-A
Installation
1. Remove all the gasket material
from the mounting surfaces of the
cylinder front cover and the water
pump.
FIG. 173Seal Installation

operating temperatures have been
reached, then check for leaks.
Disassembly
B1648-A
1. Position the pump on an arbor

press and press the hub off the shaft
(Fig. 170).
FIG. 170Hub Removal

WATER PUMP OVERHAUL
2. Press the shaft and impeller

and seal out of the housing (Fig.
171).
A single water pump is used on

the engine. The pump is equipped
with a sealed bearing integral with
the water pump shaft. The bearing
requires no lubrication. The hole in
the water pump housing is a bleed
hole to allow water that may leak
past the seal to be thrown out by
the slinger. This is not a lubrication
hole.
Assembly
1. Install the new slinger on the
new bearing and shaft assembly furnished in the repair kit (Fig. 172).
Press the slinger on until the tool bottoms.
2. Apply a light film of waterproof
sealer on a new seal and press the
seal into the housing (Fig. 173).
260 V-8 ENGINE

The water pump assembly is shown
in Fig. 169.
3. Coat the bearing outer diameter

lightly with grease, and press the shaft
and bearing into the pump housing
(Fig. 174). Press the shaft and bear-
Removal
1. Drain the cooling system. Dis-
Arbor Press Ram

Tool
T62F-8530A
PRESS UNTIL
BEARING IS
FLUSH WITH
THIS SURFACE
B165O-A
FIG. 172Slinger Installation

2. Position a new gasket, coated
on both sides with sealer, on the
cylinder front cover; then, install the
pump. Position the timing pointer at
the two lower mounting holes.
-A
FIG. 1 7 1 Shaft, Seal and

Impeller Removal
3. Install the retaining bolts and

torque them to specifications. Install
the pulley, spacer, and fan. Install
and adjust the drive belt to the specified belt tension. Connect the radiator hose and heater hose.
4. Fill and bleed the cooling system. Operate the engine until normal
B1652-A
FIG. 174Bearing and Shaft

Installation
GROUPS 4-5
78
ing (Fig. 174).

4. Replace the impeller if it is
worn or damaged. Coat the seal rubbing face of the impeller lightly with
grease. Press the shaft into the impeller (Fig. 175).
Press the shaft into the impeller
until the pump housing bottoms on
the face of the adapter ring. If excessive pressure is exerted on the
shaft after the rear face of the housing contacts the adapter ring, the
pump bearing will be damaged. Impeller to pump housing clearance is
as shown in the specifications.
B1653-A
FIG. 175Impeller Installation

ing into the housing until the bearing is flush with the neck of the hous-
5. Position the shaft over the fan

hub and press it into place, holding
the specified distance from the housing mounting face to the front face
of the hub (Fig. 176).
B1654-A
FIG. 176Hub Installation
GROUP 5-CLUTCH AND MANUAL-SHIFT TRANSMISSIONS

The 1963 maintenance recommendations are in Group 14 and the
of this manual.
The clutch service procedures outlined in the 1962 Ford Galaxie Shop
Manual and the 1961 Mercury Main-
SYNCHRO-SMOOTH
tenance Manual apply to the 1963

Galaxie and Monterey Models. The
gear shift linkage adjustment and
the transmission removal and installation procedures are also the same
as that outlined in the 1962 and the
1961 manuals.
The service procedures for the new

Synchro-Smooth Drive Transmission
and the 4-Speed Manual-Shift Transmission are outlined in this supplement.
DRIVE TRANSMISSION
TROUBLE SYMPTOMS AND POSSIBLE CAUSES

JUMPING OUT OF
HIGH GEAR
Shift linkage out of adjustment,

worn or loose
Insufficient spring tension of rail
detent springs
Misalignment or loose transmission
case and/or clutch housing
Worn input shaft pilot bearing
Bent output shaft
Worn or broken high gear synchronizer
Worn clutch teeth on input shaft
and/or worn clutch teeth on syn-
chronizer sleeve
Bent or worn shift fork, lever
and/or shaft
End play in input shaft (bearing
retainer loose or broken, loose or
worn bearings on input and output
shafts)
Clutch teeth not engaging completely
Not enough over-shift travel in
column
STICKING IN HIGH GEAR
Clutch not releasing fully

Burred or battered teeth on synchronizer sleeve and/or input shaft
Frozen synchronizing blocking ring
on input shaft gear cone
Stuck shifter plunger
Lack of lubrication
Improper lubrication
Corroded transmission levers (shaft)
Defective (tight) input shaft pilot
bearing
CONTINUED ON NEXT PAGE
79
GROUP 5
TROUBLE SYMPTOMS AND POSSIBLE CAUSESContinued
JUMPING OUT OF
SECOND GEAR

worn or loose
Insufficient spring tension of rail
detent springs
Worn input shaft pilot bearing
Bent output shaft
Worn clutch teeth on second gear
and/or worn clutch teeth on synchronizer sleeve
Bent or worn shifter fork, lever
and/or shaft
End play in output shaft (extension

loose or broken, and loose or worn
bearings on input and output shafts)
Clutch teeth not engaging cornpletely
Excessive end play in cluster gear
(worn thrust washers)
column
STICKING IN
SECOND GEAR

Burred or battered teeth on synchronizer sleeve and/or intermediate
gear
on intermediate gear cone
Lack of lubrication
Second speed gear seizure on shaft
will give same effect as gears stuck
in second gear
JUMPING OUT OF
LOW GEAR

worn or loose
Insufficient spring tension on rail
detent spring
Misalignment or loose transmission
case and/or clutch housing
Bent output shaft
Worn or broken clutch teeth on
low gear
Worn or broken clutch teeth on
reverse sliding gear
Bent or worn shift fork, lever

and/or shaft
End play in output shaft (extension
loose or broken, loose or worn output
shaft bearing)
End play of low gear
Clutch teeth not engaging cornpletely
column
STICKING IN LOW GEAR

Burred or battered teeth on synchronizer sleeve and/or low gear
on low gear cone
Lack of lubrication
Low gear seizure on shaft will give
same effect as gears stuck in first gear
GEARS SPINNING WHEN

SHIFTING INTO GEAR
FROM NEUTRAL

Binding input shaft pilot bearing
Synchronizers not functioning
LOW, SECOND AND HIGH

GEAR CLASH
Worn blocking rings and/or cone

surfaces
Broken blocking rings
Excessive output shaft end play
Weak or broken detent springs in
the synchronizer assembly
Dragging clutch plate

Excessive rock of synchronizer assembly on output shaft
REVERSE GEAR CLASH
Transmission gears can be made

to clash by shifting into reverse gear
too quickly after the clutch pedal is
depressed, even though the clutch is
in perfect working order. Sufficient
time MUST be allowed before shifting
into reverse gear. If gear clash continues after allowing proper time for
the clutch driven plate parts to stop,

check the clutch adjustments to specified limits. Also, make sure that the
engine idle speed is to specification,
Gear clash also may be caused by a
dragging clutch plate (plate distorted,
or input shaft pilot bearing tight)
GEAR NOISE
Some gear noise is to be expected

in all except high speed gears. Comparison with another car is the only
means of determining whether or not
gear noise is excessive. Before re-
moving the transmission for correction of gear noise, determine by test

which gears are noisy under load, so
that these parts can be thoroughly
inspected when removed.
80
GROUP 5
TROUBLE SYMPTOMS AND POSSIBLE CAUSESContinued

GEAR RATTLE
DURING ACCELERATION
An improperly calibrated clutch

driven plate and a faulty crankshaft
balancer may cause rattle in the transmission in third speed gear on acceler-
ation. Rattles occurring on wide open

throttle between 40 and 60 mph are
usually caused by improper clutch
driven plate dampening.
NOISE WHEN SHIFTING

OUT OF REVERSE GEAR
Shifting out of reverse very slowly

will usually result in some noise just
as the gears disengage. This is normal
because of the gear pointing necessary
for easy engagement.
Noise when disengaging reverse in-
dicates that the reverse idler gear is

at fault,
All tests must be made by disengaging reverse gear while car is still
in motion.
SCORED OR BROKEN
GEAR TEETH
Gears and gear clutch teeth will

be seriously damaged and possibly
broken by failure of the car operator
to fully engage the gears on every

shift before engaging the clutch and
applying engine power.
NOISY IN ALL GEARS
Low lubricant level

Incorrect lubricant
Cluster gear bearings worn or
damaged
NOISY IN FIRST
THROUGH THIRD GEARS
Working gears worn or damaged

Cluster gear worn or damaged
Input shaft bearing or gear worn

or damaged
Output shaft bearing worn or
damaged
Transmission misalignment or loose
Synchronizers worn or broken
NOISY IN REVERSE
Reverse idler shaft worn or damaged

Reverse gear and sleeve worn or
broken
Shift linkage improperly adjusted

Bent, damaged or loose shift linkage
HARD SHIFTING
Clutch improperly adjusted

Clutch parts worn or damaged
damaged or loose parts
Synchronizers worn or damaged

Shift levers or forks worn
Shift rail components not functioning properly
OPERATION
The 3-speed transmission (Fig.
177) is of the fully synchronized
type, with all gears except the reverse
gear and sleeve being in constant
mesh. All forward-speed changes are
accomplished with synchronizer
sleeves (Fig. 178) instead of sliding
gears. The synchronizers will enable
quicker shifts, eliminate gear clash
and permit down-shifting, high to
intermediate between 40-20 mph and
from intermediate to low below 20
mph.
The forward-speed gears are helical-cut and are in constant mesh

(Fig. 178). Gears used in the reverse
train are spur-cut and are not synchronized.
Ball bearings support the input
shaft and gear and the center of the
output shaft (Figs. 187 and 188).
Needle bearings, in the input shaft
bore, support the front of the output
shaft. The countershaft gear (cluster
gear) also runs on 2 rows of needle
bearings. Two bronze bushings are
used in the reverse idler gear (Fig.
C1422-A
F I G . 1773-Speed Transmission
184). A bushing located at the rear

of the extension housing supports
the rear of the output shaft.
Synchronizers and blocking rings
are the conventional tapered ring
and straight clutch gear type (Fig.
190).
The shift forks, shift rails, detent
mechanism and related parts are
provided in the transmission case
(Fig. 183).
When 1st gear is selected, the shift
lever moves the reverse gear and
sleeve forward and forces the synchronizer blocking ring conical surface against the matching cone on
the constant mesh first gear located
on the output shaft. If the vehicle
is moving, the internal teeth of the
reverse gear and sleeve and blocking
ring will not index until the constant
mesh first gear is brought up or down
to the speed of the reverse gear and
sleeve which is rotating at output
shaft speed.
The reverse gear and sleeve has
internal splines that, with further
movement, will slide over the block-
81
GROUP 5
ing ring and engage external clutch
teeth on the constant mesh first gear.
Since first gear is now locked to the
output shaft and is always meshed
with the countershaft (cluster) gear,
the power flow is from the input
gear, through the countershaft gear,
to the constant mesh first gear,
through the reverse gear and sleeve
to the output shaft and out the rear
of the transmission.
Engagement of second and third
gears is the same as first except for
ratio. In third gear, the input gear
and shaft is locked directly to the
output shaft by the second and third
speed synchronizer to provide a ratio
of 1:1.
Spur teeth are cut on the outside
of the reverse gear and sleeve. The
reverse gear and sleeve like the hub
are always locked to the output shaft.
Reverse gear is engaged by sliding
the reverse gear and sleeve into mesh
with the spur gear at the rear of the
idler gear. The drive is then from the
input gear, through the countershaft
COVER
FRONT
BEARING RETAINER
GASKET
SERIAL NUMBER PLATE
C1434-A
PLUGS
F I G . 179Transmission Case and Related Parts

gear, to and through the reverse idler
gear to the output shaft reverse gear
and sleeve. The gears in this position,
will rotate the output shaft in a reverse direction.
A system of interlocks and detents
in the transmission case makes it
LOW A N D REVERSE SLIDING SLEEVE A N D GEAR

FIRST-SPEED GEARV
OUTPUT SHAFT BEARING
SECOND-SPEED GEAR
OUTPUT SHAFT
SECOND A N D HIGH
SYNCHRONIZER
INPUT SHAFT BEARING

IDLER SHAFT
COUNTERSHAFT
REVERSE IDLER GEAR
COUNTERSHAFT CLUSTER GEAR
possible for the selection of one gear

speed at a time and helps to hold
any gear in the selected position.
TRANSMISSION DISASSEMBLY
1. Remove the drain plug from

the bottom of the transmission case
and drain the lubricant.
2. Remove the 9 cap screws that
attach the cover to the case. Remove
the cover and the gasket (Fig. 179)
from the case.
3. Remove the 5 cap screws and
lock washers that attach the extension housing to the case. Remove the
extension and gasket from the case.
4. Remove the 4 cap screws and
lock washers that attach the front
bearing retainer to the case. Remove
the retainer and gasket from the case.
5. Remove the lubricant filler plug
from the right side of the case.
Working through the plug opening,
drive the roll pin out of the case and
countershaft with a small punch
(Fig. 180).
COUNTERSHAFT
ROLL PIN
NOTE:
ALL FORWARD SPEED
GEARS IN CONSTANT
MESH WITH
COUNTERSHAFT GEAR
C1408-A
C1433-A
F I G . 178Power Flow3-Speed Transmission
F I G . 180Removing
Countershaft Roll Pin
GROUP 5
82
16. Tap on the inner end of the

second and third shift rail to remove
the expansion plug (Fig. 183) from
the front of the case. Remove the
shift rail.
17. Remove the second and third
detent plug and spring from the detent bore.
Dummy
Shaft
Tool-T63P-7111-A
Tool-T63P-7in-B
Tool-T63P-7111-C
18. Rotate the second and third

shift fork upward, then lift it from
the case.
(352, 390 AND 406 V-8)

(223 SIX TAXI A N D 2 6 0 V-8)
(MILEAGE MAKER SIX)
C1436-A
FIG. 181Removing Countershaft

6. Hold the countershaft gear
with a hook and with the tool shown
in Fig. 181, push the countershaft
out the rear of the case until the
countershaft gear (cluster) can be
lowered to the bottom of the case.
Remove the countershaft from the
rear of the case.
7. Pull the input gear and shaft
forward until the gear contacts the
case, then remove the large snap
ring. It is necessary to move the gear
forward to provide clearance when
removing the output shaft assembly.
This applies only to HEG-A model
transmissions. On all other models,
the input shaft and gear is removed
from the front of the case.
8. Remove the snap ring that secures the speedometer drive gear on
the shaft. Slide the speedometer drive
gear off the output shaft. Remove the
speedometer drive gear lock ball
from the shaft.
9. Remove the snap ring that retains the output shaft bearing on
the shaft. Remove the bearing from
C1427-A
FIG. 182Removing Output

Shaft Bearing
19. Carefully lift the output shaft

assembly out through the top of the
case.
SET SCREW
SET SCREW
MACHINED SURFACE
2ND A N D 3RD SHIFT FORK
EXPANSION PLUG
C1410-A
FIG. 183Shift Rails and Forks Disassembled

the case and shaft as shown in Fig.
182.
10. Place both shift levers in the
neutral (center) position.
11. Remove the set screw (Fig.
183) that retains the detent springs
and plugs in the case. Remove a
detent spring and plug from the case.
12. Remove the set screw that
secures the first and reverse shift fork
to the shift rail. Slide the first and
reverse shift rail out through the
rear of the case.
13. Rotate the first and reverse
shift fork upward, then lift it from
the case.
14. Remove the set screw that
secures the second and third shift fork
to the shift rail. Rotate the shift rail
90 with a fabricated tool or a pair
of pliers. Be careful not to damage
the rail surface with the pliers.
15. Lift the interlock plug (Fig.

183) from the case with a magnet.
20. Push the main drive gear and

shaft into the case until the bearing
is free of the bore. Lift the gear and
bearing out through the top of the
case.
REVERSE
IDLER GEAR
ROLL PIN
REVERSE IDLER
GEAR SHAFT
C1411-A
FIG. 184Reverse Idler Shaft

Disassembled
21. Working through the front
bearing opening, drive the reverse idler gear shaft (Fig. 184) out through
the rear of the case with a drift.
22. Lift the reverse idler gear and
two thrust washers from the case.
23. Lift the countershaft and
thrust washers from the case. Be
GROUP 5
83
-NEEDLE BEARINGS (25 EACH END

COUNTERSHAFT
BEARING
RETAINER
C1414-A
ROLL PIN
REMOVAL
FIG. 1 8 5 Countershaft Gear Disassembled

careful not to allow the dummy shaft
and needle bearings (Fig. 185) to
fall out of the gear.
24. Remove the countershaft-tocase retaining pin and any needle
SHAFT AND LEVER
bearings which may have fallen into

the case.
25. Remove the nut, lock washer
and the flat washer that secures each
shift lever (Fig. 186) to the lever and
shaft. Lift the shift levers off the
shafts. Slide each lever and shaft out
of the case. Discard the O-ring from
each shaft.
INSTALLATION
C1025-B
FIG. 189Replacing Input

Shaft Bearing
26. Remove the snap ring from
the front of the output shaft, then
slide the synchronizer and the second
speed gear (Fig. 187) off the shaft.
27. Remove the next snap ring
and tabbed thrust washer from the
INSERT SPRING
SHIFT
LEVER
SLEEVE AND
REVERSE GEAR
LOCK WASHER
C1412-A
C1416-A
FIG. 186Shift Lever and

Shaft Disassembled
BLOCKING
FIG. 1901st and Reverse Synchronizer Disassembled
BLOCKING
SNAP
RING
RING
SNAP
OUTPUT SHAFT
RING
2 N D
GEAR
SYNCHRONIZER
THRUST
WASHER
SPEEDOMETER
REAR DRIVE GEAR
BEARING
\
REVERSE GEAR
A N D SLEEVE
SNAP RINGS
C1431-A
FIG. 1 87Output Shaft Disassembled

NEEDLE BEARINGS
(15)
output shaft, then slide the first gear

and blocking ring off the shaft.
28. Remove the next snap ring
from the output shaft, then slide the
reverse gear and sleeve off the shaft.
29. Remove the dummy shaft, 50
roller bearings and the two retainer
washers (Fig. 185) from the countershaft gear.
30. If the input shaft and gear
bearing (Fig. 188) is to be replaced,
remove and install it with the tools
shown in Fig. 189.
31. Disassemble the synchronizers
as shown in Figs. 190 and 191.
BLOCKING RING
SNAP RINGS
FIG. 1 88Input Shaft and Gear Disassembled
C1415-A
CLEANING
1. Clean all parts except the ball
bearings in cleaning solvent and dry
them with compressed air.
GROUP 5
84
INSERT
SPRING
BLOCKING
RING
BLOCKING RING
HUB AND SLEEVE ALIGNMENT MARKS

\
INSERTS
HUB
""
INSERT SPRING
SLEEVE
C1417-A
FIG. 1 9 1 2nd and 3rd Synchronizer Disassembled

2. To clean the bearings, rotate
them in clean solvent until all traces
of lubricant and dirt has been removed.
3. Dry the bearings with compressed air. Do not allow the bearings to spin.
4. After the bearings are dry, dip
them in transmission lubricant, then
wrap them in a clean lint-free cloth
until ready for use.
INSPECTION
1. Inspect the transmission case
for being cracked, worn or damaged
bearing bores, damaged threads,
thrust washer wear or any other
damage which could affect the operation of the transmission.
2. Inspect the front face of the
case for small nicks or burrs that
could cause misalignment of the
transmission with the flywheel housing. Remove all small nicks or burrs.
3. Replace a cover that is bent or
distorted. Make sure that the vent
hole in the cover is open.
4. Check the condition of the
shift levers, forks, shift rails and the
lever and shafts.
5. Examine the ball bearing races
for being cracked, worn or rough.
Inspect the balls for looseness, wear,
end play or other damage. Check
the bearing assemblies for looseness
in the bores. If any of these conditions exist, replace the bearings.
6. Replace needle bearings that
are broken, worn or rough.
7. Replace the countershaft (cluster) gear if the teeth are chipped,
broken or worn. Replace the countershaft (Fig. 185) if it is bent, scored
or worn.
8. Coat the bore in each end of
the countershaft gear with grease.
Hold the appropriate dummy shaft in
the gear and install 25 needle bearings and a retainer washer in each end
of the gear. Install the countershaft

gear, thrust washers and the countershaft in the case. Place the transmission case in a vertical position.
Check the end play with a feeler
gauge as shown in Fig. 192. If the
end play exceeds 0.018 inch, replace
the thrust washers as required, to
obtain an end play of 0.004-0.018
inch. Once the end play has been
established, remove the countershaft
with the dummy shaft. Allow the
countershaft gear to remain in the
case.
COUNTERSHAFT
THRUST WASHER
worn or broken. If the needle bearing surface in the bore of the gear
is worn or rough, or if the cone
surface is damaged, replace the gear
and the gear rollers.
11. Replace all other gears that
are chipped, broken or worn.
12. Check the synchronizer sleeves
for free movement on their hubs.
Make sure that the alignment marks
(etched marks) are properly indexed
as shown in Figs. 190 and 191.
13. Check the blocking rings for
the grooves being worn smooth or
for the teeth being damaged.
14. Replace the speedometer drive
gear if the teeth are stripped or
damaged. Make certain to install the
correct size replacement gear.
15. Replace the output shaft if
there is any evidence of wear or if
any of the splines are damaged.
16. Inspect the bushing and the
seal in the extension housing. Replace them if they are worn or
damaged. The bushing and/or seal
should be replaced after the extension housing has been installed on
the transmission.
17. Replace the seal in the input
shaft bearing retainer if it is damaged.
TRANSMISSION ASSEMBLY
COUNTERSHAFT GEAR
C1418-A
FIG. 192-Checking
Countershaft Gear End Play
9. Replace the reverse idler gear
if the teeth are chipped, worn or
broken. If the bushings are worn or
damaged, replace the gear assembly.
Replace the idler gear shaft if worn
or scored. Install the idler gear,
thrust washers and shaft in the case.
Make sure that the thrust washer
with the flat side, is at the web end
and that the spur gear is toward the
rear of the case. Check the reverse
idler gear end play as detailed in
step 8. If the end play is within specifications (0.004-0.018 inch), leave
the gear installed in the case.
10. Replace the input shaft and
gear (Fig. 188) if the splines are
damaged or if the teeth are chipped,
1. The countershaft gear and the

reverse idler gear should be in the
transmission case as detailed in steps
8 and 9 under "Cleaning and Inspection".
2. Install an insert spring (Fig.
190) in the groove of the first and
reverse synchronizer hub. Make sure
that the spring covers all insert
grooves. Start the hub in the sleeve
making sure that the alignment
marks are properly indexed. Position
the three inserts in the hub making
sure that the small end is over the
spring and that the shoulder is on the
inside of the hub. Slide the sleeve
and reverse gear onto the hub until
the detent is engaged. Install the
other insert spring in the front of
the hub to hold the inserts against
the hub.
3. Install one insert spring (Fig.
191) into a groove of the synchronizer hub, making sure that all three
insert slots are fully covered. With
the alignment marks on the hub and
sleeve aligned, start the hub into the
sleeve. Place the three inserts on top
GROUP 5
of the retaining spring and push the
assembly together. Install the remaining insert spring, so that the spring
ends cover the same slots as does the
other spring. Do not stagger the
springs. Place a synchronizer blocking ring in each end of the synchronizer sleeve.
4. Lubricate the output shaft
splines and machined surfaces with
transmission lubricant.
5. Slide the first and reverse synchronizer (Fig. 187) onto the output
shaft with the teeth end of the gear
facing toward the rear of the shaft.
Secure it in place with the snap ring.
6. Coat the tapered machined surface on the first gear with grease.
Place the blocking ring on the
greased surface.
7. Slide the first gear onto the output shaft with the blocking ring toward the rear of the shaft. Rotate the
gear as necessary to engage the three
notches in the blocking ring with the
synchronizer inserts. Secure the first
gear with the thrust washer and snap
ring.
8. Coat the tapered machined surface of the second gear with grease
and slide the blocking ring onto it.
Slide the second gear with blocking
ring and the second and third gear
synchronizer onto the mainshaft. The
tapered machined surface of the
second gear must be toward the front
of shaft. Make sure that the notches
in the blocking ring engage the synchronizer inserts. Secure the synchronizer with a snap ring.
9. Install a new O-ring on each of
the two shift lever shafts (Fig. 186).
Lubricate the shafts with transmission fluid and install them in the
case. Secure each shift lever on its
respective shaft with a flat washer,
lock washer and nut.
10. Coat the bore of the input
shaft and gear with a thick coat of
grease. Install the 15 needle bearings
(Fig. 188) in the bore.
11. Install the input shaft gear and
blocking ring through the opening in
the top of the case. Working through
the output shaft opening, carefully
tap the input gear and shaft into the
case with a long brass drift until the
gear contacts the case. Make sure
that none of the roller bearings drop
out of place.
12. Position the output shaft assembly in the case.
13. Place a detent plug spring and
a plug in the case (Fig. 183). Place
the second and third speed shift fork

in the synchronizer groove. Rotate the
fork into position and install the second and third speed shift rail. It will
be necessary to depress the detent
plug to enter the rail in the bore.
Move the rail inward until the detent
plug engages the center notch (neutral). Secure the fork to the shaft with
the set screw.
14. Install the interlock plug in the
case. If the second and third shift rail
is in the neutral position, the top of
the interlock will be slightly lower
than the surface of the first and reverse shift rail bore.
15. Place the first and reverse shift
fork in the groove of the first and
reverse synchronizer. Rotate the fork
into position and install the first and
reverse shift rail. Move the rail inward until the center notch (neutral)
is aligned with the detent bore. Secure the fork to the shaft with the set
screw. Install the remaining detent
plug and spring. Secure the detent
spring with the slotted head set screw.
Turn the set screw in until the head is
flush with the case.
16. Install a new expansion plug
in the case.
17. Install the large snap ring on
the input shaft bearing. Carefully
work the input shaft and gear into
the case and onto the front of the output shaft until the snap ring is seated
against the case. Make sure that the
needle bearings do not fall out of
place and that the notches in the
blocking ring engage the inserts in
the synchronizer. This applies only to
HEC-A model transmissions. On all
other model transmissions, the input
shaft and gear is installed through the
front of the case with the bearing in
place on the shaft.
18. Position a new front bearing
retainer gasket on the case.
19. Place the bearing retainer on
the case making sure that the oil
return groove is at the bottom. Install and tighten the four attaching
screws to 19-25 ft-lbs.
20. Install the large snap ring on
the rear bearing. Place the bearing
on the output shaft with the snap
ring end toward the rear of the shaft.
Press the bearing into place with tool
T63P-7025-A (Fig. 193). Secure the
bearing to the shaft with a snap ring.
21. Hold the speedometer drive
gear lock ball in the detent and slide
the speedometer drive gear into
85
C1428-A
F I G . 193Installing Output
Shaft Rear Bearing
place. Secure the gear with a snap

ring.
22. Place the transmission in the
vertical position. Working through
the drain hole in the bottom of the
case, align the bore of the countershaft gear and the thrust washers
with the bore of the case with a
screwdriver.
23. Working from the rear of the
case, push the dummy shaft out of
the countershaft gear with the countershaft. Before the countershaft is
completely inserted in the bore, make
sure that the hole that accomodates
the roll pin is in alignment with the
hole in the case.
24. Working through the lubridant filler hole, install a roll pin (Fig.
180) in the case and countershaft.
25. Install the filler and drain
plugs in the case. Make sure that the
magnetic plug is installed in the bottom of the case.
26. Coat a new extension housing
gasket with sealer and position it on
the case.
27. Install lock washers on the five
attaching screws. Dip the threads of
the cap screws in sealer. Secure the
housing to the case and tighten the
c^p screws to 42-50 ft-lbs.
28. Place the transmission in gear.
Iôur lubricant over the entire gear
tifain while rotating the input or output shaft.
29. Coat a new cover gasket with
sealer. Secure the cover with 9 cap
screws. Tighten the screws to 14-19
GROUP 5
86
EXTENSION HOUSING
EXTENSION
HOUSING
EXTENSION HOUSING
Tool7775-A8
ToolT57P-7697-B
or 7657 G
\
BUSHING
SEAL
C1O28-C
FIG. 194Removing
Extension Housing Bushing and
Seal
ft-lbs. If the extension housing seal
bushing and seal is to be replaced,
remove it with the tool shown in Fig.
194.
30. If just the seal is to be replaced, remove it with the tool shown
in Fig. 195.
C1O27-A
FIG. 195Removing Extension

Housing Seal
C1O29-D
FIG. 196Installing
Extension Housing Bushing
REAR OIL SEAL
ToolT57L-7657-A
or 7657-0
31. Install the bushing as shown

in Figure 196.
32. Install the extension housing
seal with the tool shown in Fig. 197.
EXTENSION HOUSING

transmission in all of the gear positions.
FIG. 197Installing Extension

Housing Seal
C1O3O-D
4-SPEED MANUAL-SHIFT TRANSMISSION

TROUBLE SYMPTOMS AND POSSIBLE CAUSES
NOISY IN ALL SPEEDS
Low lubricant level

Incorrect lubricant
Cluster gear bearings worn or damaged
Input shaft bearing on gear worn or

damaged
Output shaft bearing worn or
damaged
Transmission misaligned or loose
NOISY IN FIRST THRU

THIRD SPEEDS
Gear relative to pertinant speed involved worn or damaged
Cluster gear worn or damaged

NOISY IN FOURTH GEAR
See steps 4 and 5 under noisy in all

speeds
NOISY IN REVERSE
Reverse idler shaft worn or damaged

Reverse sliding gear worn or broken
Shift linkage improperly adjusted

Bent, damaged, or loose shift linkage
HARD SHIFTING
Clutch improperly adjusted

Clutch parts worn or damaged
damaged or loose parts
Synchronizers worn or damaged

Shift levers or forks worn or bent
JUMPS OUT OF GEAR

damaged or loose
Shift lever, shafts, or forks worn
Detent springs weak
Detent notches worn
Shift cover loose
Transmission misaligned or loose
Synchronizer worn or broken

Input shaft bearing retainer loose or
broken
Input shaft bearing worn or damaged
Worn clutch pilot bearing and/or
output shaft bearing
LUBRICANT LEAKS
Excessive lubricant
Incorrect lubricant
Vent plugged
Input shaft bearing retainer loose,
cracked or gasket damaged
Shift cover loose or gasket damaged

Worn shifter shaft seals
Shift cover bolts not sealed
GROUP 5
87
LEVERS IN NEUTRAL POSITION
C1367-B
FIG. 1984-Speed Floor-Shift Transmission

OPERATION
The 4-speed transmission (Fig.

198) is of the fully synchronized type
with all gears except the reverse sliding gear being in constant mesh. All
forward-speed changes are accomplished with synchronizer sleeves
(Fig. 199) instead of sliding gears.
The synchronizers will enable quicker
shifts, eliminate gear clash and permit down-shifting into any forward
speed gear while the vehicle is
moving.
The shift linkage is mounted
directly on the transmission extension
housing (Fig. 198) and enters the
drivers compartment through an
opening in the floor pan. A flexible
rubber boot is provided to seal the
drivers compartment (Fig. 200) from
the exterior.
The shift pattern is engraved in the
top of the gear shift lever knob. A
finger operated release lever is provided on the shift lever (Fig. 200) to
prevent the transmission from being
accidentally shifted into reverse gear.
All forward gears in the transmission
are helical-type gears. The reverse
front idler is also the helical-type,
however, the reverse sliding gear and
the reverse rear idler gears located
in the extension housing are spurtype gears.
In first speed, the first-and-second
speed synchronizer sleeve is moved
rearward by the shift fork. The sleeve
engages the first speed blocking ring,
which acts as a cone clutch applied
to the free-wheeling first speed gear.
This action speeds up or slows down
the first speed gear to match the speed
of the output shaft. Further movement of the sleeve locks the first-andsecond speed synchronizer hub to the
first-speed gear by means of internal
splines. On engagement of the clutch,
power flows through the input shaft

and gear to the meshed countershaft
gear and thence to the first-speed
gear. This gear transmits the power
through the locked synchronizer hub
to the transmission output shaft. All
the other forward speed gears are in
idler motion, as they are all driven
by the cluster gear, but they do not
transmit power because they are not
locked to the output shaft. All the
forward-speed shifts are made in the
same manner as the first speed shift,
due to the constant-mesh features.
Reverse gear is engaged by moving
the reverse sliding gear forward on
the output shaft until it meshes with
the reverse rear idler gear. Movement
of the sliding gear is accomplished
by a separate shifter mounted in the
extension housing. With all forwardspeed synchronizer sleeves in neutral,
power flow in reverse is through the
input shaft to the constant-mesh
88
GROUP 5
C1368-A
FIG. 199Power Flow-4-Speed Transmission

cluster gear, thence to the constantmesh reverse gear front idler.
Splines then carry the power through
the adapter plate to the reverse gear
rear idler in the extension housing.
As the sliding reverse gear is meshed

with the reverse gear rear idler,
power is transmitted to the output
shaft, rotating it in a reverse direction.
GEAR SHIFT LINKAGE

ADJUSTMENT
To adjust the gear shift linkage,

place the shift lever in neutral position and raise the car on a hoist. Insert a V^-inch drill or drill rod into
the alignment hole as shown in (Fig.
201). If the rod will not enter, check
for bellied or bent connecting rods.
If the connecting rods are the correct
shape, check for loose lever lock
inch Gauge Pin
REVERSE LEVER
1 AND 2 LEVER
ELONGATED HOLE
3 AND 4 LEVER
C1372-A
/
FIG. 200Typical Shift Lever Installation
C1370-A
FIG. 2 0 1 Shift Linkage

Adjustment
GROUP 5
89
BALL
RETAINER
BOOT
RETURN SPRING
COVER PLATE
.LOCKOUT WIRE
SUPPORT
GASKET
ROD-RETAINING
LOCK NUTS
3-4 FORK
3-4 CAM AND SHAFT
1-2 CAM AND SHAFT

3-4 ROD
COVER
3-4 SHIFTER LEVER
1-2 SHIFTER LEVER
C1371-A
FIG. 202Shift Linkage and Cover Disassembled

nuts at the rod ends. Reset the linkage by loosening the three rod-retaining lock nuts (Fig. 202) and moving the levers until the VA -inch gauge
rod or drill will enter the alignment
holes. Make sure the transmission
shift levers are in neutral and the
reverse shifter lever is in the neutral
detent. If there is any doubt about
location of the neutral position, disconnect the shift rods at the retaining lock nuts and rotate each forward-speed shift lever through its
three positions until the center (neutral) detent is positively located.
Move the reverse shift lever forward
until positive engagement of the detent is felt. Install the shift rods and
tighten the lock nuts to specifications.
Remove the ^-inch gauge rod. Op-
erate the shift levers to make sure that

the detents are engaging. Lower the
car and check for smooth crossover
operation.
TRANSMISSION REMOVAL
AND INSTALLATION
REMOVAL
1. Before raising the car, remove
the transmission gear shift selector
lever boot retainer (Fig. 200). Working under the boot, remove the shift
selector lever retaining bolts (Fig.
198) and remove the selector lever
from the shift assembly. The remaining shift linkage may be left on the
transmission during removal.
2. Disconnect the drive shaft from
the rear U-joint flange. Slide the drive
shaft assembly off the transmission

output shaft and install the tool
shown in Fig. 203 to prevent lubricant leakage.
3. Disconnect the speedometer
cable from the extension housing.
4. Disconnect the parking brake
cable at the equalizer bar and supREAR OIL SEAL
**. Too/1611-7 657-A
OR 7657-AA
LONG EXTENSION HOUSING
C1O3O-C
FIG. 203Extension Housing

Seal Installation
90
GROUP 5
port the engine with a transmission

jack.
Do not depress the clutch pedal

while the transmission is removed.
5. Remove the extension housing

to the engine rear support attaching
bolts.
INSTALLATION
6. Raise the rear of the engine

with the transmission jack, disconnect the frame crossmember at the
frame and remove crossmember and
engine rear support as a unit.
7. Support the transmission on a
jack and remove the bolts that attach
the transmission to the flywheel
housing.
8. Move the transmission and jack
rearward until the transmission input
shaft clears the flywheel housing. If
necessary, lower the engine enough
to get clearance for transmission removal.
1. Make sure that the mounting

surfaces of the transmission and the
flywheel housing are free of dirt,
paint, and burrs. Install two guide
pins in the lower mounting bolt holes.
Move the transmission forward on
the guide pins until it is positioned
against the flywheel housing.
REVERSE CAM
AND SHAFT
RETAINING PIN
C1373-A
F I G . 204Removing Reverse
Cam and Shaft Retaining Pin
2. Install the two upper mounting

bolts snug and then remove the two
guide pins. Install the two lower
mounting bolts. Torque all bolts to
specifications.
and frame crossmember as a unit.

Then lower the engine.
4. With the transmission extension housing resting on the engine
rear support, install the transmission
3. Raise the rear end of the engine,

and install the engine rear support
REVERSE SHIFTER
LOCK PIN
GASKET
BUSHING
SEAL
EXTENSION
HOUSING
GASKET
SPEEDOMETER
DRIVEN GEAR
BEARING
RETAINER
THRUST
BEARING
SLEEVE
INSERTS
BLOCKING
RING
3RD
SPEED
REVERSE
IDLER
LOCK PIN
2ND. SPEED
GEAR
SPR.NG
A HUB
INPUT
BEARING
SHAFT
SPEEDOMETER
DRIVE GEAR
REVERSE
11
SLIDING GEAR
. . . .-_
1ST. SPEED
GEAR
THRUST
WASHER
^ * ^ ^ \
\
THRUST
WASHER
REVERSE
IDLER SHAFT
REVERSE
IDLER GEAR
FRONT REVERSE
IDLER GEAR
COUNTERSHAFT
ROLLERS
F I G . 2054-Speed Transmission Disassembled
C1369-A
GROUP 5
extension housing retaining bolts.
Torque to specifications.
91
REVERSE SHIFT FORK

REVERSE CAM
AND SHAFT
5. Connect the speedometer cable

to the extension housing, and connect the parking brake cable to the
equalizer.
6. Remove the tool shown in Fig.
203 and slide the forward end of the
drive shaft assembly over the transmission output shaft. Connect the
drive shaft to the rear U-joint flange.
7. Place the shift cover levers and
the reverse shift lever in neutral position and insert a ^-inch rod in the
shift linkage alignment hole. Adjust
the linkage as necessary and tighten
the linkage lever lock nuts to specifications. Remove the ^-inch rod.
8. Fill the transmission to the
proper level with the specified lubricant.
9. Lower the car and install the
shift selector lever and boot.
10. Check the shift and crossover motion for full shift engagement and smooth crossover operation.
TRANSMISSION DISASSEMBLY
1. Mount the transmission in a

holding fixture and drain the lubricant.
2. Disconnect the shift linkage
rods at the transmission levers and
remove the shift linkage from the
extension housing as a unit.
REVERSE IDLER
GEAR SHAFT
DETENT BALL
(SPRING LOADED)
THRUST WASHER
C1374-A
F I G . 206Reverse Idler Shaft and Shift Mechanism
the shaft out of the extension housing about Vs inch. This operation
frees the reverse shifter fork from
the reverse sliding gear located in the
extension housing.
5. Remove the extension-to-case
retaining bolts (Fig. 205). Tap the
extension housing with a soft hammer to free it from the case. Slide
the extension housing rearward until
the reverse idler shaft (Fig. 206) is
clear of the reverse rear idler gear.
Rotate the extension housing to the
left to clear the reverse shifter and
remove the extension housing.
3. Remove the transmission shift

housing and gasket along with the
shift forks.
6. Pull the reverse rear idler (Fig.

207) from the case.
7. Remove the self-locking bolt
(Fig. 207) retaining the adapter plate
to the transmission case and remove
the transmission output shaft assembly along with the adapter plate (Fig.
208). Catch any of the 14 input shaft
pilot rollers that may stick to the
output shaft. Remove the remaining
rollers from the input shaft bore.
8. Remove the fourth-speed gear
synchronizer blocking ring which will
be stuck on the input shaft gear or
will have fallen into the case.
ADAPTER
4. Drive out the reverse shifter

shaft lock pin (Fig. 204) and pull
REVERSE IDLER GEARS
REVERSE
SLIDING
GEAR
C1375-A
F I G . 207Reverse Gear Rear

Idler Removal
C1376- A
F I G . 208Output Shaft Removal
GROUP 5
92
COUNTERSHAFT
GEAR
COUNTERSHAFT
REVERSE
IDLER GEAR
THRUST WASHER (STEEL)
C1377-A
FIG. 209Reverse Gear Front

Idler Removal
THRUST WASHER (BRONZESTEEL BACK)
9. Remove the reverse gear front

idler and thrust washer from the
case (Fig. 209).
10. Working from the front of the
case, use a drift to start the countershaft rearward. Insert the tool (dummy shaft) shown in Fig. 210 and push
out the countershaft, allowing the
cluster gear to settle to the bottom
of the case. Remove the Woodruff
key from the rear end of the countershaft.
SPACER
'NEEDLE BEARINGS (20 IN EACH ROW)
FIG. 211Countershaft Gear Disassembled

15. Install the input shaft bearing retainer oil seal using the tool
shown in Fig. 213.
16. To disassemble the input
shaft (Galaxie), remove the bearing
retainer snap ring, and spacer washer.
COUNTERSHAFT
Tool-T 57 L-7 111-A
OR 71??
C1378-B
TOOL PILOTS IN
THIS DIAMETER
Tool-T57P-77047-A
OR 70256-6B
Too/-T50T-?00-A
OR 7600-E
C1O31-C
FIG. 210Countershaft
Removal
C1144-B
FIG. 213Input Shaft Oil

Seal Installation
11. Remove the input shaft bearing retainer and discard the gasket.
Remove the input shaft bearing retaining snap ring and push the input
shaft and bearing assembly inward
and out of the bearing bore. Remove
the input shaft assembly from inside
the case.
Reinstall the bearing outer snap ring

removed in step 11 and press the
bearing off the shaft as shown in Fig.
214, using the tool indicated. To disassemble the input shaft (Monterey),
remove the bearing retainer snap ring,
and spacer washer. Insert the lip of
the tool (Fig. 214) in the bearing
snap ring groove and press the shaft
out of the bearing.
12. Remove the cluster gear assembly from the case (including dummy
shaft and thrust washers). Note the
arrangement of the spacers.
13. Disassemble the cluster gear
as shown in Fig. 211. The six steel
spacer washers are interchangeable.
14. Remove the input shaft bearing retainer oil seal as shown in Fig.
212.
FIG. 212Input Shaft Oil

Seal Removal
17. To disassemble the output

shaft, remove the small snap ring at
the front of the shaft and slide off
the third-and-fourth-speed gear synchronizer assembly (Fig. 215), thirdspeed gear synchronizer blocking
ring, third-speed gear (Fig. 216),
thrust washer, second-speed gear, and
GROUP 5
REMOVAL
93
INSTALLATION
C1O25-A
FIG. 214Input Shaft Bearing

Replacement
SNAP RING
second-speed synchronizer blocking

ring (Fig. 217).
18. Remove the output shaft rear
oil seal from the shaft. Position the
output shaft in a press and remove
the speedometer drive gear (Fig.
218). Slide the reverse gear off the
output shaft.
19. Spread the retaining snap ring
and press or tap the adapter plate off
the output shaft rear bearing (Fig.
219). Remove the snap ring retaining the output shaft bearing to the
output shaft and press the bearing off
the shaft (Fig. 220).
20. Complete disassembly of the
output shaft by sliding off the firstspeed gear thrust washer (plain),
first-speed gear, first-speed gear bushing, first-speed synchronizer blocking
ring andfirst-and-second-speedsynchronizer assembly (Fig. 220).
21. Scribe an index mark across
the sleeve and the hub so that they
may be installed in their original position when assembling them. Disassemble thefirst-and-second-speedand
third-and-fourth-speed synchronizers
by sliding the clutch sleeves off the
hubs and removing the three inserts
and two insert springs in each assembly.
AND FOURTH-SPEED
SLIDING CLUTCH SLEEVE
A N D HUB
C1379- A
FIG. 2 1 53rd and 4th-Speed Synchronizer Removal

forks out of the cams, and remove
the seal rings from the cam shafts.
24. To disassemble the extension
housing, first remove the oil seal as
shown in Fig. 221. If necessary to
replace the extension housing bushing, do so after reinstalling the extension housing, so that the tool shown
in Fig. 222 will be supported by the
output shaft.
25. Pull the reverse shifter fork
from the reverse shifter shaft and
cam. Remove the reverse shifter lever
and carefully tap the shaft and cam
into the housing, allowing detent ball
and spring to drop out of the detent

bore. Remove the O-ring seal from
the shifter shaft.
26. Remove the reverse idler shaft
by driving the retaining pin inward
until it bottoms. Pull the shaft from
the extension housing. Tap the shaft
with a soft hammer to loosen it if
necessary.
TRANSMISSION ASSEMBLY
1. Position the long countershaft
roller spacer on the remover tool
(dummy shaft) and install it in the
countershaft (cluster) gear. Install 20
^
:'
THIRD-SPEED GEAR
22. It is not normally necessary to

disassemble the gear shift cover assembly to determine the condition
of the parts. Inspect the detent ball
spring for compression strength. Inspect the balls for hardness. Check
the detent notches for wear.
23. To disassemble the shift cover
(Fig. 202), remove the shift levers
from the cam and shaft assemblies.
Pull the shifter forks and shafts out
of the gear shift cover. With the
shafts removed, the interlock balls,
retainer and spring will fall out of
the gear shift cover. Pull the shifter
SYNCHRONIZER
FIG. 2163rd-Speed Gear Removal
C138O-A
94
GROUP 5
' " *
THRUST BEARING (CAGED ROLLERS)

C1381-A
FIG. 2172nd-Speed Gear Removal

roller bearings, 2 spacer washers, 20
more roller bearings, one spacer and
one thrust washer in each end of the
cluster gear (Fig. 211). Install the
Tool-SNAP-ON-CJ-95
OR 4621-K
thrust washers with the flat bronze

sides toward the countershaft gear
faces.
2. Place the countershaft gear in
the case, aligning the thrust washer
tangs with the slots in the case. Install the countershaft and check the
countershaft gear end play (Fig.
223). Change the thrust washers as
required so that end play does not
exceed 0.025 inch. Insert the remover
tool in place of the countershaft and
allow the countershaft gear to rest
on the bottom of the case.
3. Assemble the input shaft bearing on the input shaft as shown in
Fig. 214. Retain the bearing on the
shaft with a spacer and snap ring.
4. Position 14 input shaft pilot
rollers in the input shaft bore using
heavy grease.
5. Install the input shaft assembly
in the case, working thru the shift
cover opening. Install the input shaft
assembly retaining snap ring in the
front bearing groove.
6. Raise the countershaft gear into mesh with the input shaft gear
and install the countershaft. Line up
the countershaft Woodruff key slot
with the counterbore provided in the
case and install the Woodruff key.
C1382-B
FIG. 218-Speedometer Drive

Gear Removal
FIRST- A N D
SECOND-SPEED
CLUTCH HUB
C1383-B
FIG. 219-Adapter Plate

Removal
FIG. 220Output Shaft Bearing Removal
GROUP 5
95
Tool-1175-AB
OR II75-AE
Tool-T50T-100-A
C1174-C
FIG. 2 2 1 Extension Housing Seal Removal
EXTENSION HOUSING
ToolT52L-7000-GAE
OR 7000-G
C1O28-B

Bushing Removal
COUNTERSHAFT GEAR
Dial Indicator
C1385-B
FIG. 223-Checking Countershaft Gear End Play

Tap the countershaft into position
flush with the rear face of the case.
7. Position the fourth speed synchronizer blocking ring on the input
shaft gear taper with heavy grease.
8. Begin assembly of the output
shaft by mating the parts of the two
synchronizer assemblies. In both
units, the synchronizer is assembled
by installing two insert springs and
three inserts on the synchronizer hub.
The springs should be assembled with
one tang of each spring in the same
insert, but the springs turned in opposite directions so that the openings
do not line up. Line up the etched
marks on the sleeve and hub and slide
the sleeve onto the hub.
9. Working from the rear of the
output shaft, slide the first and second
speed synchronizer onto the shaft.
The sliding clutch sleeve long taper

should face the rear (Fig. 219).
10. Slide the first-speed gear bushing onto the output shaft. Position
the first speed gear synchronizer
blocking ring on the first-and-secondspeed gear synchronizer, aligning the
notches in the blocking ring with the
inserts in the synchronizer. Install the
first speed gear on the first-speed
gear bushing, tapered hub facing forward. Install thefirst-speedgear thrust
washer, with the grooved side to the
gear (Fig. 205).
11. Position the output shaft rear
bearing on the output shaft with the
snap ring groove in the bearing race
facing forward. Press the bearing on
the shaft. Seat the bearing firmly
against the shaft shoulder and install
the retaining snap ring.
12. Install the adapter plate on
the output shaft rear bearing by
spreading the snap ring in the adapter plate and tapping or pressing the
plate over the bearing (Fig. 219). Release the snap ring.
13. Position the reverse sliding
gear on the output shaft, with the
shift collar toward the rear. Press
the speedometer drive gear on the
output shaft until the measurement
from the rear end of the output shaft
to the rear face of the speedometer
gear is 9lA inches.
14. Working from the front of the
output shaft (Fig. 217), position the
second-speed gear synchronizer
blocking ring on the previously installed first-and-second-speed synchronizer. Line up the notches in the
blocking ring with the inserts in the
synchronizer.
15. Slide the second-speed gear onto the output shaft, with the tapered
hub facing toward the rear. Position
the radial roller thrust bearing
against the front hub face of the
second-speed gear (Fig. 217).
16. Install the third-speed gear

on the output shaft, with the tapered
hub facing forward. Position the
third-speed gear synchronizer blocking ring on the taper of the thirdspeed gear, with the notches in the
blocking ring facing forward (Fig.
216).
17. Position the third and fourthspeed gear synchronizer assembly on
the output shaft, lining up the synchronizer insert with the notches in
the third-speed gear blocking ring.
Install the output shaft front snap
ring (Fig. 215).
18. Position the output shaft seal
on the output shaft.
19. Working through the output
shaft opening, install the reverse
gear front idler and thrust washer in
the case as shown in Fig. 209.
20. Make sure that the fourthspeed synchronizer blocking ring is
in place on the input shaft gear and
that the input shaft pilot rollers are
installed. Apply a gasket to the rear
of the case. Position the output shaft
in the transmission case and move
it forward, lining up the notches in
the fourth-speed blocking ring with
the inserts in the third-and-fourthspeed synchronizer. Line up the
dowel pin in the adapter with the locating hole in the main case and push
or tap the output shaft and adapter
into position. Install the self-locking
bolt retaining the adapter plate to the
transmission case and torque it to
specifications.
21. Install the reverse gear rear
idler gear (Fig. 207).
22. Line up the retaining pin
holes in the idler shaft and housing
and tap the reverse idler shaft into the
extension housing with a soft hammer. Coat the retaining pin with oil
resistant sealer and install the pin
flush with the outside of the housing.
23. Position the O-ring seal on the
reverse shifter shaft. Install the poppet ball and spring in the detent bore.
Working from inside the extension
housing, hold the poppet ball down
with a suitable tool and insert the
shifter shaft and cam from the inside. Install the reverse shift lever.
Position the reverse shifter fork on
the reverse shifter shaft (Fig. 206).
24. Install reverse idler gear
tanged thrust washer on the idler
shaft with the tang facing rearward
(Fig. 206). Apply heavy grease to retain the washer against the extension
housing.
GROUPS 5-6
96
adapter, using sealer to hold the gasket in place.
26. Move the reverse shifter lever
to bring the shift fork to the extreme
forward position (Fig. 206). Pull the
lever outward so that the reverse fork
will clear the reverse gear on assembly. Slide the reverse gear forward
on the output shaft until it engages
the reverse idler gear.
27. Position the extension housing over the output shaft and carefully push the housing forward. Insert the reverse idler shaft into the
reverse idler gears. When the reverse
shifter fork seats in the reverse gear
shift collar groove (Fig. 224), push
the reverse snifter shaft into position.
Move the reverse gear rearward with
the shift lever, and seat the extension
housing against the adapter plate.
28. Check operation of the reverse

shifter. If satisfactory, install the extension housing to the adapter plate
and transmission case. Apply sealer
to the lower right hand bolt to prevent lubricant leaks. Torque to specifications.
29. Install reverse shifter cam and
shaft locking pin (Fig. 204).
30. Install the extension housing
bushing, and oil seal as shown in
Figs. 203 and 225.
31. Begin assembly of the gear
shift cover by installing new seal
rings on the shifter cam shafts. Lubricate the seal rings and shaft bores in
the cover and position one cam and
shaft in the cover in neutral position.
32. Install the interlock spring,
sleeve, pin and one ball in the shift
cover detent bore (Fig. 202).
REVERSE GEAR FORK
FIG. 224Extension Housing Installation
EXTENSION HOUSING
Tool-T52L-7000-HAE
OR 7000-HF
BUSHING
C1O29-C

Bushing Installation
33. Position the remaining ball
and second cam and shaft in the
cover. Install the gear shift levers and
forks on the shafts. Check operation
of the assembly.
34. Use sealer to position a new
gasket on the shift cover opening.
Place the synchronizers and the shift
levers in the neutral position. Engage
the shift forks in the synchronizer
sleeve grooves and install the gear
shift cover on the transmission case.
Where necessary, use sealer on bolts
to prevent lubricant leaks. Torque
the bolts to specifications.
35. Install the shift linkage assembly on the transmission extension
housing. Torque the retaining bolts
to specifications.
36. Connect the reverse shifter
linkage rod to the reverse shifter lever
(Refer to page 88 and Fig. 201 for
the adjustment procedure).
37. Connect forward speed shifter
linkage rods to levers on the shift
cover (Refer to page 88 and Fig. 201
for the adjustment procedure).
38. Place a new gasket on the input shaft bearing retainer. Line up
the drain groove in the retainer with
the oil return hole in the case, and
install the retainer using sealer on
the bolt threads. Torque the bolts to
specifications.
39. Fill the transmission to the
proper level.
40. Check the gear shift operation
through all shift positions.
GROUP 6-CRUISE-O-MATIC OR MULTI-DRIVE

TRANSMISSION
of this manual.
Manual and the 1961 Mercury Maintenance Manual remain the same
with the following exceptions.
IDENTIFICATION TAG
The transmission identification tag

(Fig. 226) is attached to the left side
of the case on all PCE model transmissions. The first line on the tag indicates the model. The second line
will indicate the serial No. and will
start with 100001. The tag location
and information remains unchanged

on all other models.
FRONT OIL PUMP SEAL
A new improved pump seal is being used in the 1963 models. The new
seal is Vs -inch narrower than the seal
previously used. The seal is removed
GROUP 6
TRANSMISSION MODEL
97
DETAIL CHANGES
TRANSMISSION SERIAL NUMBER
D1252-C
FIG. 226-Cruise-O-Matic Identification Tag (PCE Models)

CHAMFER TO REMOVE BURRS
GOVERNOR VALVE BODY

OIL DISTRIBUTOR SLEEVE
SPEEDOMETER DRIVE GEAR
OUTPUT SHAFT
FRONT PUMP OIL SEAL

INSTALLATION
VV
Tool-T59L-77837-A
MACHINE OFF
D1283-A
FIG. 227Dimensions for

Reworking Tool T59L-77837-A
and installed in the same manner as
the old style except for the tool. The
existing tool, T59L-77837-A (Ford)
or 77837 (Mercury) can be reworked as shown in Fig. 227 to install the narrower seal or a new tool
(T63L-77837-A) is available.
NYLON-TYPE SPEEDOMETER
DRIVE GEAR
A nylon speedometer drive gear

will replace the steel drive gear previously used. If gear replacement is
necessary, the old type steel gear may
be used.
The nylon drive gear is a 0.0040.010-inch shrink fit on the output
shaft and can be removed or installed
in the following manner:
1. Remove the output shaft from
the transmission in the usual manner.
2. Remove the oil distributor
tubes from the sleeve.
3. Remove the speedometer drive
gear snap ring from the shaft.
4. Pry the oil delivery sleeve toward the rear of shaft with a hammer
handle. Make certain to apply pressure on the governor counterweight,
and not against the governor valve
body (Fig. 228).
5. Slide the oil delivery sleeve toward the front of the transmission.
PRY BETWEEN
GOVERNOR COUNTERWEIGHT AND
OIL DISTRIBUTOR SLEEVE
-GOVERNOR
COUNTERWEIGHT
D1284-A
FIG. 228Pressure Apply

Point for Removing Drive Gear
6. Using a hammer and a small
brass drift, tap the gear evenly and
alternately (Fig. 229) to prevent
cocking it on the shaft. Tap the gear
gently to prevent damaging it.
7. To install the gear, dip it in
transmission fluid and place it on an
illuminated 100 watt light bulb.
8. Allow the gear to remain on the
bulb for five minutes, then, turn it
over and heat the other side for five
minutes. This will heat the gear to
approximately 180F.
D1285-A
FIG. 229-Speedometer Drive

Gear Removal
9. Make sure the lock ball is in
place on the shaft, then quickly slide
the gear into place.
10. Install the speedometer drive
gear snap ring on the output shaft.
11. Install the output shaft in the
usual manner.
OUTPUT SHAFT THRUST
WASHER
A new type needle bearing thrust

washer is used in the 1963 PCE
model transmissions (390 V-8 engine). A counterbore is provided in
the rear pump to accommodate the
thrust bearing race. Figure 230 shows
the relative position of the thrust
washer and race.
TORQUE CONVERTER
The 1963 converter has been modified to replace the sprag-type clutch
with a roller-type clutch. Also, the
bronze and aluminum thrust washers
have been replaced with aluminum
coated stamped thrust washers and
flat steel retainers.
REAR PUMP-
D1289-A
FIG. 230-Output Shaft Washer and Race
98
GROUP 6
To replace the toggle lever shaft,
press it out of the case after all of
the parking pawl linkage has been
removed. Press a new shaft into the
case, until the end of the shaft is
flush with the case. With the shaft in
position, the toggle lift lever (Fig.
232) should be centered on the toggle
link pin, when in the applied position.
ACCUMULATOR TUBE
REAR CLUTCH PLATES-260

AND 352 V-8 ENGINES
(PCD AND PCT MODEL
TRANSMISSIONS)
PISTON
SEALS
SPRING
SEAL
RETAINER
SNAP RING
D1287-A
FIG. 231-Front Servo

The design of the new thrust washers is such that a new longer locking
rod, tool T63P-7092-A will be required for use with the existing converter clutch checking tool.
The checking procedure is the
same as for previous model converters.
TOGGLE
LIFT
LEVER
FRONT SERVO
The accumulator piston and related parts have been eliminated on

the 1963 models. Servicing of the
servo remains the same as in the 1962
manual with the exception of the
eliminated parts shown in Fig. 231.
CONVERTER HOUSING AND
TORQUE CONVERTER
To accommodate the addition of

an 0.075-inch thick engine rear cover
plate, mounted between the transmission and engine, a new converter
housing and converter assembly will
be used. The new converter housing
will have the starter pilot eliminated.
Piloting of the starter will be accomplished by the engine rear cover
plate.
The new converter assembly will
have longer flywheel mounting stud
pads and a longer crankshaft pilot,
in order to provide adequate piloting
in the crankshaft and maintain the
same converter to front pump relationship.
D1290- A
FIG. 232-Parking Linkage

Installed
gle lift lever into the apply position.
The following parts have been revised to accommodate the new type
linkage: manual shaft and lever, control valve detent lever, toggle lift
lever, torsion rod and the lift lever
shaft.
[CROSS GROOVES ON
"SERVICE PART
A new "resilient friction" material

has been developed for use in the rear
clutch. This new material allows the
number of friction (drive) plates
(Fig. 233) in the pack to be reduced
from five to three, and allows the
"coned" steel (driven) plates to be
replaced with three flat steel plates.
To provide for the reduction in pack
thickness, and change in coefficient
of friction, certain related parts of
the transmission are also changed.
These parts include the front clutch
cylinder, front brake drum and sun
gear assembly, rear clutch pressure
plate and main control assembly.
New plates must be soaked in automatic transmission fluid for 15
minutes prior to assembly. If plates
are to be re-used they must not be
washed or cleaned in any solvent, but
wiped clean with a lintless cloth only.
PLANETARY CLUTCH
A new roller-type planetary clutch

has replaced the sprague type clutch
previously used. The new roller-type
clutch requires a new planet carrier
with a cam-type clutch race Fig. 234.
In conjunction with the clutch and
the planet carrier, a new type center
support is used.
-1/16" NOMINAL
020""DI!
015"
IRAL GROOVE
PATTERN
(METALLIC)
(5 REQ'D.)
2 ADJACENT TEETH
REMOVED 180 APAR
REAR CLUTCH
EXTERNAL
SPLINE PLATES
WAFFLE GRID
PATTERN
(RESILIENT)
PARKING LINKAGE
Figure 232 illustrates the new type
parking pawl linkage in the transmission. The control rod incorporates a
compression spring to drive the tog-
(3 REQ'D.)
3/32"
NOMINAL - FLAT
FIG. 233Rear Clutch Drive and Driven Plates
'(3 REQ'D.)
D 1296 A
GROUP 6
CENTER SUPPORT
99
" C A M TYPE" CLUTCH RACE
PLANETARY CLUTCH
CHAMFER ON PRODUCTION
PART, ONLY-SERVICE PART NOT CHAMFERED
PLANET CARRIER
D1288-A
F I G . 234Roller Type Planetary Clutch, Planet Carrier and

Center Support
The roller clutch is installed in the
same location, and functions in the
same manner as the sprag-type clutch
previously used. The original center
support is chamfered at the rear of
the clutch race to accommodate the
new type roller clutch only. The new
service planetary support is not provided with a chamfer and can be used
with the sprag-type clutch as well as
the new roller clutch. The new chamfered planetary support cannot be
used with the sprag-type clutch because the chamfer could reduce sprag
contact area on the inner race, resulting in loss of capacity and cause
premature clutch wear. The method
of installing the roller-type clutch on
the center support with a chamfered
edge is different from a support with
a square edge as detailed below.
counterclockwise as viewed from the

rear. This will cause the clutch
rollers to roll toward the large opening end of the cams in the race,
compressing the springs slightly, so
that the rollers will ride up the
chamfer on the planetary support
and onto the inner race.
7. Push the planet carrier all the
way forward.
planetary clutch by rotating the carrier counterclockwise. It should rotate with a slight drag while rotating
it counterclockwise (viewed from the
rear) and it should lock up when
attempting to rotate it in a clockwise
direction.
INSTALLATION CENTER
SUPPORT WITH SQUARE EDGE
1. Install the center support and
the rear band in the case.
2. Install the primary sun gear
thrust bearing race and the bearing
in the planet carrier using petroleum
jelly to retain them in place.
3. Lubricate the bearing surface
on the center support, the rollers of
the planetary clutch and the cam
race in the carrier with vaseline.
4. Install the planetary clutch on
the center support with the "saw
teeth?' of the clutch cage pointing in
the clockwise direction as viewed
from the rear (Fig. 236). Make sure
that all rollers are in the cage.
5. Position the planet carrier on
the support so that the cams in the
carrier engage the "saw teeth" on the
clutch cage.
6. Push the planet carrier forward
until the rollers are felt to contact
the surface of the cam race.
7. While applying forward pressure on the carrier, rotate it counterclockwise as viewed from the rear.
This will cause the rollers to roll
toward the large opening end of the
cams in the race, compressing the
springs slightly, so that the rollers
will enter the cams.
8. Some rollers may become
cocked preventing their entry into
the outer race. These rollers must be
positioned individually with a small
INSTALLATION CENTER
SUPPORT WITH CHAMFERED
EDGE
1. Install the center support and
the rear band in the case.
2. Install the primary sun gear
rear thrust bearing race and the bearing in the planet carrier using petroleum jelly to retain them in place.
3. Lubricate the bearing surface
on the center support, the rollers of
the planetary clutch and the cam
race in the carrier with petroleum
jelly.
4. Install the planetary clutch in
the carrier (Fig. 235).
5. Carefully position the planet
carrier on the center support. Move
the carrier forward until the clutch
rollers are felt to contact the bearing
surface of the center support.
6. While applying forward pressure on the planet carrier, rotate it
ROTATE CARRIER
COUNTER CLOCKWISE
D1292-A
F I G . 235Planetary Clutch Installed in Carrier
100
GROUPS 6-7
ROTATE
CARRIER
COUNTER
CLOCKWISE
CENTER
SUPPORT
WITHOUT FLOOR SHIFT
INTERLOCK LINKAGE ATTACHES

AT THIS POINT
D1295-A
F I G . 237Transmission Control
Lever for Use with Floor Shift
Models
SAWTEETH IN
CLOCKWISE
DIRECTION
should rotate counterclockwise with

a slight drag and should lock up when
attempting to rotate it in a clockwise
direction.
MOVE ROLLER
TOWARD CENTER
D1291-A
FIG. 236-Planetary Clutch Installed on Center Support

screwdriver by pushing the rear of
the rollers toward the center of the
transmission and into the cam race
(Fig. 236). Keep pressure applied to
the carrier at all times.
9. After all of the rollers have
been started into the cam race,
rotate the carrier counterclockwise
while pushing it forward. Again,
straighten any rollers which still may
be in a cocked position and prevent

the carrier from sliding onto the
support.
10. Make sure that all springs are
entered in the cam race before attempting to push the carrier on the
support. Push the carrier all the way
forward and check the operation of
the clutch by rotating it in a counterclockwise direction. The carrier
MANUAL CONTROL LEVER

FLOOR SHIFT MODELS
To provide for an interlock on
vehicles equipped with a swing away
steering column, a new manual control lever (Fig. 237) will be used on
the transmission. The new lever has
an additional arm which projects
downward, to which the interlock
linkage is attached. The new lever
may be used to service 1962 floor
shift models.
GROUP 7-FORDOMATIC TRANSMISSION

of this manual.
Manual remain the same for the 1963
Fordomatic transmission with the

following exceptions.
CONTROL VALVE
A new control valve is being used

to provide a smoother neutral to re-
MODEL APPLICATION
TRANS.
MODEL
USAGE
ENGINE
PCH-B
PCP-C
PCP-D
Galaxie
Galaxie (Column Shift)
Galaxie (Floor Shift)
223 Six (IV)

260 V-8 (2V)
260 V-8 (2V)
verse transmission engagement. The

new valve incorporates a steel ball
(C) in the upper valve body, a hole
(B) in the separator plate, and a new
passage (A) in the lower body to correspond with the additional hole in
the separator plate (Fig. 238).
When a shift from neutral to reverse is made, the steel ball seats
upon the separator plate, allowing the
rear servo feed to reach the rear
servo piston only through the new
orificed passage to slow down the
rear servo application. When a shift
GROUP 7
101
COVER PLATE
THROTTLE PRESSURE
REDUCING VALVE ^
COVER PLATE
12 SHIFT VALVE
SPRINGS
COMPENSATOR-
VALVE SPACER
ORIFICE CONTROL VALVE,
PLUG, AND SPRING
REAR PUMP INTAKE

CHECK BALL
/ / R E A R SERVO APPLY AND RELEASE HOLES
REAR PUMP
CHECK VALVE
DOWNSHIFT VALVE,
SPRING, AND STOP PLATE
1 2 SHIFT VALVE
GOVERNOR PLUG AND
COVER PLATE
MANUAL VALVE
SCREW
COMPENSATOR CUT-BACK VALVE,
SPRING, AND COVER PLATE
THROTTLE BOOST VALVE,

SPRING, PLUG, AND RETAINER
UPPER VALVE BODY
CONTROL PRESSURE
REGULATOR VALVE SPRING
REAR SERVO
CHECK BALL
ORIFICE CONTROL VALVE

BY-PASS CHECK BALL
SPRING RETAINER
D1185-D
F I G . 238Rear Servo Apply and Release Holes

from reverse to neutral is made, the
steel ball unseats, allowing the fluid
to exhaust through both passages to
provide a quick rear servo release.
1. Place the upper valve body on

the bench and secure the separator
Fig. 239.
plate with one screw as shown in

Fig. 239.
The disassembly and assembly of

the new control valve is accomplished in the same manner as detailed in the 1962 Galaxie Shop Manual except for the installation of the
check ball. The check ball should be
installed as follows:
valve and spring in place as shown in
4. Slide the separator plate into

position and install another screw, as
2. Place the rear servo check

valve in the pocket of the upper
body.
3. Hold the front pump check
shown, to secure the plate. Tighten

both screws to prevent the check ball
from rolling out of the pocket and
into the rear servo apply passage.
GROUPS 7-8
102
5. After the valve body bolts have
been installed and torqued to specifications, the two separator plate attaching screws may be removed to
install the hold-down and throttle
valve stop plates.
REAR SERVO
APPLY PASSAGE
CHECK BALL POCKET
SEPARATOR PLATE
CONVERTER AND FRONT

PUMP
A new converter incorporating a

front pump drive hub with two flats
180 apart instead of two drive lugs
will be used (Fig. 240). The rotor in
the front pump has also been revised
to match the flats on the converter
hub. The new converter can be used
to service previous models which
have the dual port solid slipper
pump. The new type rotor with two
flats must be installed in the pump
when using it with the new converter.
The design of the new converter
is such that a new longer locking rod,
tool T63P-7902-A will be required
for use with the existing converter
clutch checking tool. The checking
procedure is the same as for previous
model converters.
TRANSMISSION GEAR RATIOS
To improve the performance, a

low ratio of 1.82 and a reverse ratio
of 1.75 have been incorporated in the
transmission. To provide for the gear
ratio change, the output shaft planet
carrier long gear shafts have been
moved toward the center to enable
the planetary gears to contact the
new 33 tooth (smaller) sun gears.
When using a new output shaft
and carrier for previous models, a
new sun gear, planet gear shaft retainer and output shaft rear thrust
washer must be used.
INSTALL ATTACHING SCREWS

AT THESE POINTS
UPPER VALVE
BODY
FRONT PUMP
CHECK VALVE
D1293-A
FIG. 239-lnstalling Rear Servo Check Ball

FLATS
NEW HUB
NEW ROTOR
DRIVE LUGS
OLD HUB
OLD ROTOR
D1294A
FIG. 240-Converter Hub and Rotor
GROUP 8-REAR AXLE AND DRIVE LINE

1963 specifications are covered in
Group 15 of this manual.
The rear axle and drive line serv-
ice procedures outlined in the previous shop manuals apply to the 1963
Galaxie and Monterey. Refer to
Manual, Section 4 of the 1961 Mercury Maintenance Manual and the

1962 portion of this manual for the
recommended service procedures.
GROUP 9
103
GROUP 9-STEERING
The 1963 maintenance recommendations covered in Group 14, and the
of this manual.
Manual and in Section 5 of the 1961
Mercury Maintenance Manual remain the same with the following exceptions.
MOVABLE STEERING
COLUMN
A movable steering column is
available as a factory installed option
on 1963 Galaxie and Monterey cars.
It will be available only in conjunction with an automatic transmission
and power steering.
When the transmission selector
lever is in the "Park" position the

steering column may be swung approximately nine inches toward the
center of the car. The selector lever
cannot be moved from "Park" position until the column is swung outboard into driving position. When
the selector lever is in any other position than "Park", the column is
locked into driving position.
MOVABLE STEERING COLUMN TROUBLE DIAGNOSIS GUIDE

SYMPTOMS
POSSIBLE CAUSES
Latch cam rubbing latch.

Nylon shipping guide not removed
at assembly.
Shroud rubbing.
Nylon inserts broken or missing.
Latch rubbing on top of column.

Mounting bracket rubbing on
track.
Set screw rubbing on latch.
Lack of lubrication.
Lack of lubrication.
Nylon wedges bound up.
Nylon shipping guide not removed
at assembly.
Mounting bracket rubbing on
track.
POSSIBLE SHIFT INTO

REVERSE WITH COLUMN
OUT OF DRIVING
POSITION
Latch cam to latch clearance too

great.
Manual shift linkage improperly

adjusted.
POOR SHIFTING INTO OR

OUT OF PARK
Manual shift linkage improperly

adjusted.
Driving position stop improperly

adjusted.
LATERAL LOOSENESS IN
COLUMN WHEN LOCKED
Driving position stop improperly

adjusted,
Track to instrument panel mounting bolts loose.
VERTICAL LOOSENESS IN
COLUMN WHEN LOCKED
Track bracket to steering column

bolts loose.
Track to instrument panel mount-
ing bolts loose,

Nylon wedges not seated properly.
INTERFERENCE WITH AIR

CONDITIONING UNIT
Park position stop improperly adjusted.
COLUMN WILL NOT SHIFT

INTO PARK POSITION
Latch cam set screw improperly

adjusted.
BINDING, ROUGH, OR
RASPING COLUMN
MOVEMENT
HARD COLUMN
MOVEMENT
MOVABLE STEERING COLUMN

ADJUSTMENTS
PARK POSITION STOP

Loosen the lock nut, thread the
Park position stop outward (away
from the column) as far as it will go
(Fig. 241), then swing the column to
the Park position. With the column
at its full inboard (Park) position,
adjust the stop against the column so
that the column, the shroud, and the
latch cam do not interfere with any
other part of the car (Fig. 242).
DRIVE POSITION STOP

Loosen the lock nut, thread the
drive position stop away from the
column as far as it will go (Fig. 242),
then swing the column into drive position. With the column locked in the
drive position, adjust the stop so that
it is snug against the column (Fig.
241). Move the selector lever to park
position and swing the column inboard. Now, turn the drive position
stop Vi turn more toward the column, and then tighten the lock nut.
Move the column back to its drive
position. The latch should contact
the middle of the sloped surface

(latch plate) on the column (Fig.
241).
LATCH CAM
Loosen the 3 screws which attach
the latch cam to the shift tube (Fig.
242). Move the latch cam in its slotted holes so that the upper edge of
the cam slot is not more than yi6-inch
from the upper edge of the latch,
with the column in any swing position (not locked in drive). Tighten
the lock nut on the cam set screw.
GROUP 9
104
TOP VIEW
PIVOT BOLT
BOTTOM VIEW
STEERING COLUMN
LATCH
LATCH
SET SCREW
SET SCREW
LATCH CAM
LATCH CAM
STARTER NEUTRAL
SWITCH OPENING
G1169-A
PIVOT BRACKET
FIG. 2 4 1 Movable Steering ColumnDrive Position

LATCH CAM SET SCREW
Adjust the latch cam set screw so
that it will lift the latch clear of the
latch plate when the selector lever is
moved into PARK position.
NYLON WEDGE SET SCREWS
(FOR WEDGE REPLACEMENT
ONLY)
Tighten the set screws snug into
the wedges. From snug tighten three
more turns in, then back out Wi
turns.
STEERING GEAR REMOVAL
1. On a car with a movable steering column, remove the pivot bracketto-steering column pivot bolt nut and
washers, then the three bracket-tosteering gear housing bolts (Fig. 243).
Remove the pivot bracket from the
gear housing and column pivot bolt.
2. On all models, remove the

clamp bolt that locks the flex joint to
the steering gear worm shaft (Fig.
244).
3. Raise the front of the car, and
position safety stands.
4. Disconnect the sector shaft
(Pitman) arm from the sector shaft
using tool 3590-FC. On cars equipped
with power steering, disconnect the
power steering cylinder from the
frame mounting bracket.
5. Remove the three steering gear
housing-to-frame retaining bolts, and
remove the steering gear housing
(Fig. 244).
STEERING GEAR
HOUSING
G1168-A
FIG. 243-Movable Column-toSteering Gear Connections

sition the steering gear to the frame
so that the gear worm shaft indexes
with the flex joint. Install the three
housing-to-frame bolts and torque to
specifications.
2. Turn the front wheels to the
straight-ahead position, then connect
the sector shaft (Pitman) arm to the
sector shaft. Install the arm-to-shaft
retaining nut and torque to specifications.
If the car is equipped with power
steering, connect the power steering
cylinder to the frame bracket.
STEERING GEAR
INSTALLATION
1. Properly align the steering

wheel spokes. Turn the worm shaft
so that the ball nut is centered on the
sector teeth in the steering gear. Po-
TOP VIEW
UPPER STEERING
SHAFT
BOTTOM VIEW
NYLON INSERT
LATCH SPRING
DRIVE POSITION STOP

LATCH CAM SCREWS
INCH
CLEARANCE LIMIT
FIG. 242Movable Steering ColumnPark Position
PARK
POSITION
STOP
HOUSING
TO FRAME
G1167-A
FIG. 244Steering Gear

Housing Connections
G1164-A
105
GROUPS 9-10
3. Lower the car and install the
clamp bolt that locks the flex joint to
the steering gear worm shaft (Fig.
244).
4. After turning the steering wheel
to the left to move the ball nut below
the filler hole, remove the filler plug
and fill the steering gear with specified lubricant. Fill the gear until lubricant comes out of the housing
cover lower bolt hole. Install the filler
plug and the cover bolt. Torque the
bolt to specifications.
5. On cars with a movable steering
column, position the pivot bracket on
the pivot bolt and the steering gear
housing (Fig 243). Install the washers
and retaining nut on the pivot bolt
and torque to specifications. Install
the three bracket-to-steering gear
housing bolts and torque to specifications.
STEERING GEAR REPAIR
For 1963, the worm shaft upper

bearing cup is no longer a press fit in
the bearing adjuster. The lower bearing cup is no longer a press fit in the
housing. During disassembly or assembly, the cup will slide in or out
of the adjuster and housing without
use of special tools.
The worm shaft bearing adjuster
lock nut is marked on its outer side
with the letter "S". Install the lock
nut with the flat side against the bearing adjuster and the identifying letter
"S" outward.
UPPER BEARING
REPLACEMENT-MOVABLE
STEERING COLUMN
1. Remove the upper steering

shaft-to-flex joint clamp bolt, and disconnect the turn signal and horn
wires.
2. Remove the steering wheel, turn

signal lever, and turn signal switch
plate from the steering column tube
hub.
3. Remove the snap ring above
the steering column upper bearing
and pull the steering shaft upward to
work the bearing from the shaft.
4. Transfer the outer rubber to the
new bearing, and position the bearing
assembly over the steering shaft. Install the bearing upper snap ring.
5. Install the turn signal switch
plate, the turn signal lever, and the
steering wheel.
6. Connect the turn signal and
horn wires, and install the upper
steering shaft-to-flex joint clamp
bolt. Torque the bolt to specifications.
GROUP 10-BRAKES AND SUSPENSION

of this manual.
in Group 10 of the 1962 Galaxie
Shop Manual and in Sections 2, 3 and
4 of the 1961 Mercury Maintenance
Manual and the 1962 Mercury Supplement in this manual remain the
same with the following exceptions.
WHEELS AND TIRES
(MONTEREY)
FRONT WHEEL BEARING

ADJUSTMENT
1. Raise the car until the wheel
and tire clear the floor.
2. Pry off the wheel cover and remove the grease cap (Fig. 245) from
the hub.
3. Wipe the excess grease from
the end of the spindle, and remove
the adjusting nut cotter pin and nut
lock.
4. While rotating the wheel, hub,
and drum assembly, torque the adjusting nut to 15-20 ft-lbs to seat the
bearings (Fig. 246).
5. Locate the nut lock on the adjusting nut so that the castellations
on the lock are aligned with the cotter pin hole in the spindle.
6. Using a lVfc-inch box wrench,

back off both the adjusting nut and
nut lock together until the next castellation on the nut lock aligns with
the cotter pin hole in the spindle.
7. Install a new cotter pin, and
bend the ends of the cotter pin
around the castellated flange of the
nut lock.
8. Check the front wheel rotation.
If the wheel rotates properly, install
the grease cap and the hub cap or
wheel cover. If the wheel still rotates
roughly or noisily, clean or replace
the bearings and cups.
FRONT AND REAR

SUSPENSION
FRONT SPRING
REPLACEMENT
Follow the procedure in the 1962
Galaxie Shop Manual and the 1961
Mercury Maintenance Manual with
the following exceptions:
Removal. After disconnecting the
lower ball joint stud from the spindle,
break loose but do not remove the
following: the threaded bushing that
retains the suspension lower arm and
anti-harsh crank to the frame; the nut
that retains the front end of the arm
HUB AND BRAKE

DRUM ASSEMBLY
ADJUSTING
NUT
GREASE
CAP
OUTER
BEARING
CONE AND
ROLLER
INNER BEARING
CONE AND
ROLLER
WHEEL
ASSEMBLY
COTTER
PIN
HUB BOLT
F I G . 245Front Hub Bearings & Grease Retainer
F1O56-C
106
GROUP 10
WITH DRUM AND WHEEL

ROTATING, TORQUE THE
ADJUSTING
NUT TO 1 5 - 2 0 f t - l b s .
INSTALL LOCK O N NUT SO THAT

CASTELLATIONS ARE ALIGNED
WITH COTTER PIN HOLE.
BACK OFF NUT A N D NUT

LOCK ONE CASTELLATION
INSTALL COTTER PIN.
F1138-A
FIG. 246-Front Wheel Bearing Adjustment

to the crank; and the arm rear retaining bolt nut (Figs. 247 and 248).
Installation. After connecting the
lower ball joint stud to the spindle,
torque the lower suspension arm rear
retaining bolt nut, the crank retaining nut, and the threaded retainer
bushing to specifications (Figs. 247
and 248). The lower arm should be
in a normal load position when the
retaining nuts and bushing are tightened (jack supporting the arm).
Removal
1. Disconnect the lower ball joint
from the wheel spindle, and remove
the front spring as outlined in the
1962 Galaxie and the 1961 Mercury
Manuals.
2. Remove the bolt, nut, and
washers that retain the rear end of
the lower arm to the frame (Fig. 247).
Remove the threaded retainer bushing and shims from the frame and
anti-harsh crank, then remove the
suspension lower arm from the car
(Figs. 247 and 248).
3. Remove the crank retaining
nut, and remove the anti-harsh crank
and washer from the suspension lower
arm.
Installation. The replacement lowTHREADED RETAINER BUSHING
LOWER SUSPENSION A R M ,
SERRATED WASHER
FRONT
I
BUSHING
WASHER
CRANK
RETAININ
NUT
REAR RETAINING
BOLT NUT
REAR RETAINING BOLT
LOWER ARM BUSHING

REPLACEMENT
SHIMS
CRANK
THROW
CRANK RETAINING NUT
Fl 173-A
FIG. 248-Anti-harsh Crank and

Bushing Connection to Arm
and Frame
LOWER SUSPENSION
ARM REPLACEMENT
SHIMS
^ *
ANTI-HARSH
CRANK
THREADED
RETAINER BUSHING
F1172-A
FIG. 247-Lower Suspension

Arm (Exploded View)
shim washers, and install them on the

bushing. Position the bushing and
shims to the frame and turn the internal threads of the bushing onto
the anti-harsh crank. Do not torque
until later.
6. Install the front spring assembly, and connect the lower ball joint
to the wheel spindle as outlined in the
1962 Galaxie and 1961 Mercury
Manuals.
7. Torque the threaded retainer
bushing to specifications (Figs. 247
and 248). The lower arm should be
in a normal load position and the
anti-harsh crank throw should be
in a vertical position (jack supporting
the arm), when the bushing is tightened.
er arm is serviced with the rubber

bushings installed.
1. Place the serrated washer over
the inner end of the anti-harsh
crank with the serrated side of the
washer toward the crank throw. Position the anti-harsh crank through
the rubber bushing at the front end
of the replacement arm, install the
crank retaining washer and nut, and
torque to specifications (Fig. 247).
2. Position the lower control arm
and crank assembly to the mounting
holes in the frame crossmembers, install the rear retaining bolt, washers,
and nut, and torque the nut to specifications.
3. Position a piece of 0.140-inch
shim stock between the crank throw
and the crossmember, then install the
threaded retainer bushing through the
frame crossmember with the internal
threads of the bushing engaging the
threads on the crank (Fig. 248). Turn
the bushing until it contacts the shim
stock.
4. Measure the distance between
the head of the retainer bushing and
the crossmember. This dimension represents the required shim thickness
between the head of the bushing and
the crossmember.
5. Remove the bushing and shim
stock, select the correct thickness of
1. Remove the front spring and

lower suspension arm from the car
as outlined in the foregoing procedures.
2. Remove the old front bushing
from the arm with tool T63P-3044-A
3. On the Galaxie, remove the old
rear bushing with tools T54P-3044A13 and T57P-3044-A as outlined in
Manual. On the Monterey, remove
the old rear bushing with tools 3069J
and 3069H as outlined in Section 3 A
of the 1961 Mercury Maintenance
Manual. Always replace both front
and rear lower arm bushings, if either
bushing is worn or damaged.
4. Install the new front bushing in
the arm (Fig. 250).
FIG. 249Lower Arm Bushing

Removal
GROUPS 10-11
Tool-T63P-3044-A
107
HYDRAULIC AND PARKING

BRAKES
HYDRAULIC SYSTEM
BLEEDING
F I G . 250Lower Arm Bushing

Installation
5. On the Galaxie, install the new

rear bushing with tools T54P-3044A7 and T57P-3044-A as outlined in
Manual. On the Monterey, install the
new rear bushing with tools 3069E
and 3069H as outlined in Section 3A
Manual.
6. Install the lower suspension
arm and the front spring in the car as
outlined in the foregoing procedures.
The brake booster on 1963 cars is

no longer tilted, and the bleeder fitting has been eliminated from the
master cylinder. When bleeding Galaxie brakes, follow the bleeding procedures in the 1962 Galaxie Shop
Manual except for the steps that call
for bleeding at the master cylinder.
When bleeding Monterey brakes, follow the procedure in the 1961 Mercury Maintenance Manual.
REACTION LOAD RING
ATMOSPHERIC
VALVE
**&*rm^^-
CONTROL VALVE
PLUNGER
CONTROL VALVE HUB
O-RING
^RETURN SPRING
'RETAINER
H1235-B
F I G . 2 5 1 -Assembly of Control
Valve Components to Valve Hub
POWER BRAKES
An atmospheric valve return spring

has been added to the 1963 power
booster unit. This spring is located
between the atmospheric valve and
the reaction load ring (Fig. 251).
When assembling the control valve
components to the valve hub, proceed as follows:
1. Insert the control valve plunger
into the control valve hub from the
rear of the hub.
2. Assemble the atmospheric
valve, the return spring and the reaction load ring to the valve plunger
and hub.
3. Push the control valve plunger
assembly forward and the reaction
load ring backward against the return
spring in order to install the retainer
in the groove of the plunger.
A retainer has been added to hold
the push rod components together.
When assembling the reaction cone
and cushion ring to the push rod, proceed as follows:
Assemble the reaction cone and
cushion ring to the push rod, and
secure to the rod with the retainer.
Install the push rod assembly to the
valve hub so that the valve plunger
indexes in the push rod.
GROUP IT-GENERATING AND STARTING SYSTEMS

of this manual.
Shop Manual remain the same for
1963 except as described herein. All
the service procedures in Sections 10A
and 10B of the 1961 Mercury Maintenance Manual and the 1962 portion of this manual remain the same
for 1963 except as described herein.
BATTERY TERMINAL
OF STARTER RELAY
ACCESSORY
TERMINAL
CHARGE
INDICATOR
LIGHT
ALTERNATOR
OUTPUT TERMINAL
FORD ALTERNATOR
ALTERNATOR TESTS
(GALAXIE)
Figure 252 shows the alternator
charging circuit schematic. Figure
253 shows the alternator output connector block.
Alternator Output Test. When an
alternator output test is conducted
off the car, a test bench must be used.
Follow the procedure given by the
test bench manufacturer.
SLIP RINGS
F I G . 252Alternator System Schematic
REGULATOR
J1210-A
GROUP 11
108
CONNECTOR
BLOCK
ji221-A
FIG. 253-Mternator Electrical

Connections
To test the output of the alternator
on the car, proceed as follows:
1. Make the connections as shown
in Fig. 254. Be sure that the field resistance control is at the OFF position at the start of this test.
2. Close the battery adapter
switch. Start the engine, then open
the battery adapter switch.
3. Increase the engine speed to
exactly 2900 rpm.
4. Adjust the field resistance control until the voltmeter reads exactly
15 volts. Observe the ammeter reading. Add 5 amperes to this reading to
obtain total alternator output. The
5-ampere factor represents the field
current and the ignition system current, and must be added to the ammeter reading as these currents are
not indicated on the ammeter. Any
additional continuously operating
equipment, or ignition system drawing more current, will have to be
taken into account.
If the battery was fully charged, it
might not be possible to obtain maximum current output. If specified current is not obtained, make the following test before condemning the
alternator:
5. Turn the field resistance control knob to the OFF position. Rotate the master control knob to the
CURRENT REG. position. Maintain the engine speed at 2900 rpm.
6. Turn the field resistance control
and the master control clockwise,
maintaining a voltmeter reading of
15 volts maximum, until the field resistance control is at its maximum
clockwise position.
INSERT SPADE LUGS\

IN THE A + AND
F OPENING
ALTERNATOR
J122O-A
FIG. 254-Alternator Output Test

7. Readjust the master control until the voltmeter reads exactly 15
volts. Observe the ammeter reading.
Add 5 amperes to this reading to obtain total alternator output.
8. Stop the engine, return the field
resistance control to the OFF position and disconnect the test equipment.
An output of 2 to 5 amperes
below specifications indicates an
open diode rectifier. An output of
approximately 10 amperes below
specifications indicates a shorted
diode rectifier. An alternator with a
shorted diode will usually whine,
which will be most noticeable at idle

speed.
A shorted positive diode may
sometimes be accompanied by alternate flashing of the oil pressure and
charge indicator lights when the ignition switch is off. The field relay contacts will also be closed and the
battery will be discharging through
the field to ground.
Under this condition, the instrument constant voltage regulator will
receive power through the charge indicator light. The operating of the
constant voltage regulator through
the charge indicator light causes the
alternate flashing of the lights.
GROUP 11
Good diodes will be indicated as
on the meter in Figs. 255 and 256 (2
amps or more and readings alike
within 2 scale divisions).
must be intact. The following test

will show that both sufficient voltage
is available and that the wiring is in
good condition.
Field Open or Short Circuit Test.
1. Remove the connector plug

from the regulator, remove the regulator cover, then install the connector
plug.
Make the connections as shown in

Fig. 257. The current draw, as indicated by the ammeter, should be to
specifications. If there is little or no
current flow, the field or brushes
have a high resistance or are open.
A current flow considerably higher
than that specified above, indicates
shorted or grounded turns or brush
leads touching. If the test shows that
the field is shorted or open and the
field brush assembly or slip rings are
not at fault, the entire rotor must be
replaced.
CONTACT
EACH
DIODE PAIR
WITH SHARP
Probe
Field Relay Supply Voltage Test.
J1211-A
FIG. 255-Positive Diode Test
109
The regulator field relay will close

only if the voltage supplied by the
neutral terminal of the alternator is
sufficient to operate the relay. The
wiring from the alternator neutral
terminal to the relay "S" terminal also
2. Connect the voltmeter negative

lead to ground. Start the engine and
operate it at idle speed.
3. Connect the voltmeter positive
lead to a small screwdriver. Touch
the screwdriver to the center rivet at
the front of the regulator.
Use care to touch only the rivet or
the rivet terminal so as not to short
this point to ground or to the other
nearby terminals. The voltmeter
should indicate at least 6 volts, and
the field relay contacts should be
closed.
Low voltage at this point can be
caused by a defective alternator or
defective wiring.
Diode Test. To test the positive

diodes, make the connections shown
in Fig. 255. Contact the probe to
each diode lead. Make sure that the
tip of the probe is sharp and that it
penetrates the varnish at the diode
terminal.
To test the negative diodes, make
the connections shown in Fig. 256.
Follow the same procedure as for the
positive diodes.
CONTACT EACH DIODE

PAIR WITH SHARP Probe
FIELD TERMINAL
J1213-A
J1212-A
FIG. 256-Negative Diode Test
FIG. 257-Field Open or Short Circuit Test
GROUP 11
110
ALTERNATOR TESTS
(MONTEREY)
Figure 252 shows the alternator
charging circuit schematic. Figure
253 shows the alternator output connector block.
Alternator Output Test. When an
alternator output test is conducted
off the car, a test bench must be used.
Follow the procedure given by the
test bench equipment manufacturer.
When the alternator is removed from
the car for this purpose, always disconnect a battery cable, as the alternator output connector is connected
to the battery at all times.
To test the output of the alternator
on the car, proceed as follows:
1. Charge the battery if necessary.
Fig. 257A. Be sure that the Generator
Field Control is in the OPEN posi-
VAT-20-B OR
EQUIVALENT
\
tion at the start of this test.

2. Close the battery adapter
switch. Start the engine, then open
the battery adapter switch. All electrical accessories including door operated interior lights must be turned
off.
3. Carefully increase the engine
speed to a tachometer reading of
exactly 2900 rpm. Do not exceed
this speed.
4. Adjust the Generator Field
Control until the voltmeter reads
exactly 15 volts. Observe the ammeter
reading. Add 5 amperes to this reading to obtain total alternator output.
The 5 ampere factor represents the
field current and the ignition system
current, and must be added to the
ammeter reading as these currents
are not indicated on the ammeter.
CAUTION: Make this test in the
GENERATOR FIELD
CONTROL SET AT
OPEN POSITION
(MAXIMUM
COUNTER
CLOCKWISE)
shortest possible time and do not

exceed 2900 engine rpm.
If the battery was fully charged, it
might not be possible to obtain maximum current output. If specified
current is not obtained, make the
following test before condemning the
alternator:
5. Turn the Generator Field Control to the OPEN position. Rotate the
tester control knob to the LOAD
position. Maintain 2900 rpm engine
speed.
6. Adjust the Generator Field
Control and the LOAD control, maintaining a voltmeter reading of 15
volts maximum, until the Generator
Field Control is at its maximum
clockwise position.
7. Readjust the LOAD control until the voltmeter reads exactly 15
volts. Observe the ammeter reading.
VAT-20-B OR EQUIVALENT
INSERT
SPADE LUGS
IN THE A + AND
F OPENINGS
BATTERY
ALTERNATOR
FIG. 257A-Alternator Output Test
BATTERY
J1233-A
J1224-A
FIG. 257B-Field Open or Short Circuit Test
GROUP 11
Add 5 amperes to this reading to
obtain total alternator output.
8. Stop the engine, return the Generator Field Control to the OPEN
position and disconnect the test
equipment.
An output of two to five amperes
below specifications indicates an open
diode rectifier. An output of approximately ten amperes below specifications indicates a shorted diode rectifier. An alternator with a shorted
diode will usually whine, which will
be most noticeable at idle speed.
A shorted positive diode may sometimes be accompanied by alternate
flashing of the oil pressure and charge
indicator lights when the ignition
switch is off. The field relay contacts
will also be closed and the battery
will be discharging through the field
to ground.
Under this condition, the instrument constant voltage regulator will
receive power through the charge indicator light. The operating of the
constant voltage regulator through
the charge indicator light causes the
alternate flashing of the lights. When
the regulator contacts close, the oil
pressure light becomes dim and the
charge indicator light becomes bright.
When the contacts open the oil pressure light becomes bright and the
charge indicator light becomes dim.
Diode Test. To test the positive
diodes, make the connections shown
in Fig. 255. Contact the probe to
each diode lead. Make sure that the
tip of the probe is sharp and that it
penetrates the varnish at the diode
terminal.
To test the negative diodes, make
the connections shown in Fig. 256.
Follow the same procedure as for the
positive diodes.
Good diodes will be indicated as
on the meter in Figs. 255 and 256 (2
amps or more and readings alike
within 2 scale divisions).
Field Open or Short Circuit Test.
Fig. 257B. The normal current draw,
as indicated by the ammeter, should
be 2.9-3.1 amperes at 12 volts. If
there is little or no current flow, the
field has a high resistance or is open,
or the brushes are not making proper
contact with the slip rings. A current
flow considerably higher than that
specified above, indicates shorted or
grounded turns. If the test shows that
the field is shorted and thefieldbrush
assembly is not at fault, the entire
rotor must be replaced.
111
Field Relay Supply Voltage Test.

The regulator field relay will close
only if the voltage supplied by the
neutral terminal of the alternator is
sufficient to operate the relay. The
wiring from the alternator neutral
terminal to the relay S terminal also
must be intact. The following test will
show that both sufficient voltage is
available and that the wiring is in
good condition.
Use care to touch only the rivet or

the rivet terminal so as not to short
this point to ground or to the other
nearby terminals. The voltmeter
should indicate at least 6 volts, and
the field relay contacts should be
closed.
Low voltage at this point can be
caused by a defective alternator or
defective wiring.
1. Remove the connector plug

from the regulator, remove the regulator cover, then install the connector plug.
ALTERNATOR REPLACEMENT
2. Connect the negative voltmeter

lead to ground. Start the engine and
operate it at 400 to 500 rpm.
3. Connect the positive voltmeter
lead to a small screwdriver. Touch
the screwdriver to the center rivet at
the front of the regulator.
SHIELD MOUNTING BOLTS
SHIELD
SPACER
INSTALLED
SHIELD MOUNTING BOLT
Removal
1. Disconnect the battery ground
cable.
2. Loosen the shield front mounting bolt (Fig. 258).
3. Remove the cable b r a c k e t
mounting screw from the air deflector, and position the cables out of
the way.
4. Remove the remaining shield
mounting bolt and remove the shield.
5. Loosen the alternator mounting
bolt and remove the adjustment arm
to alternator bolt.
6. Disengage the alternator belt.
Remove the alternator mounting bolt
and spacer, disconnect the alternator
cable and remove the alternator.
Installation
1. Attach the alternator cable. Position the alternator to the engine,
and install the spacer and alternator
mounting bolt finger-tight (Fig. 258).
2. Install the adjustment arm to
alternator bolt.
3. Adjust the belt tension using
tool T63L-8620-A. Apply pressure
on the alternator front housing only.
Tighten the adjusting bracket bolt
and the mounting bolt.
4. Position the shield over the alternator and install the mounting
bolts.
5. Position the cables and cable
mounting brackets to the shield and
install the mounting screw.
cable.
ALTERNATOR OVERHAUL
Figure 259 shows a disassembled
view of the Ford alternator.
Disassembly
1. Mark both end housings with
a scribe mark for assembly. Reach
SHIELD REMOVED
J1209-A
FIG. 258-Alternator Mounting

Typical
through a ventilation slot, raise both

brushes off the slip rings, and install
a short length of Vs-inch rod or stiff
wire through the hole in the rear end
112
GROUP 11
BEARING RETAINER
PULLEY AND FAN
BRUSH AND DIODE ASSEMBLY
THROUGH BOLTS
BEARING
DRIVE END HOUSING

ROTATING FIELD
BRUSH AND
DIODE END HOUSING
J1166-A
FIG. 259-Disassembled Alternator

housing, to hold the brushes off the
slip rings (Fig. 260).
2. Remove the three housing
through bolts.
3. Separate the front housing and
rotor from the stator and rear housing. Make certain that the brushes do
not contact the greasy rotor shaft.
4. Remove the nuts from the rectifier to rear housing mounting studs,
and remove the rear housing. Remove the two spacer sleeves from the
rectifier plate studs.
5. If replacement is necessary,
press the bearing from the rear end
housing (Fig 261).
6. Remove the terminal spacer
from the studs and unsolder the neutral wire from the spacer block neutral terminal.
7. If the brushes are being replaced, straighten the field brush terminal blade locking tabs, with a pair
of pliers, and remove the terminal
blade from the terminal spacer block.
Remove the brushes and holders
from the assembly.
8. If either diode plate is being
replaced, carefully unsolder the leads
INCH Rod OR Stiff Wire
from the diodes (Fig. 262). Use only

a 100-watt soldering iron. Leave the
soldering iron in contact with the
diode terminals only long enough
to remove the wires. Both pliers are
used as temporary heat sinks in order
to protect the diodes. Excess heat
can damage a good diode.
9. Remove the three insulated diode plate screws and the insulators,
and separate the diode plates.
10. Remove the drive pulley (Fig.
263).
11. Remove the three screws that
hold the front bearing retainer, and
remove the front housing.
12. If the bearing is being replaced, pull the bearing using a bearing puller (Fig. 264). Remove the
bearing retainer and spacer. It will
not be necessary to remove the stopring, unless it has been damaged.
fier assemblies, and bearings are not

to be cleaned with solvent. These
parts are to be wiped off with a clean
cloth. Cleaning solvent may cause
damage to the electrical parts or contaminate the bearings internal lubricant. Wash all other parts in solvent and dry them.
2. Rotate the front bearing on the
drive shaft. Check for any scraping
noise, looseness or roughness that
will indicate that the bearing is excessively worn. As the bearing is being rotated, look for excessive lubricant leakage. If any of these conditions exist, replace the bearing.
3. Place the rear end housing on
the slip ring end of the shaft and rotate the bearing on the shaft. Make
a similar check for noise, looseness
or roughness as was made for the
front bearing. Inspect the rollers and
Cleaning and Inspection
1. The rotor, stator, diode rectiFOR

INSTALLATION,
PLACE A V4 INC
THICK SPACER
OVER PILOT.
ALLOW SPACE
UNDER OUTER END
OF BEARING
AS BEARING MAY
PROTRUDE FROM
HOUSING.
BOTH Pliers USED

TEMPORARY
HEAT SINKS
Rubber Band
J12O3-A
FIG. 260-Retracting Alternator

Brushes
J1162-A
FIG. 261-Rear Bearing

Replacement
J1167-A
FIG. 262-Soldering Diode

Leads
GROUP 11
Tool-T63L-10300-A
FIG. 263Pulley Removal

cage for damage. Replace the bearing if these conditions exist, or if the
lubricant is lost or contaminated.
4. Check both the front and rear
housings for cracks. Check the front
housing for stripped threads in the
mounting holes. Replace defective
housings.
J1163-A
FIG. 264-Front Bearing

Removal
5. Pulleys that have been removed

and installed several times may have
to be replaced because of the increased bore diameter. A pulley is
not suitable for reuse if more than
VA of the shaft length will enter the
pulley bore with light pressure. Replace any pulley that is bent out of
shape.
6. Check all wire leads on both the
stator and rotor assemblies for loose
soldered connections, and for burned
insulation. Resolder poor connections. Replace parts that show burned
insulation.
7. Check the slip rings for damaged insulation. Check the slip rings
for runout (Fig. 265). If the slip
rings are more than 0.0005 inch out
of round, take a light cut (minimum
diameter limit 1.2 inch) from the
face of the rings to true them up. If
the slip rings are badly damaged, the
entire rotor will have to be replaced,
as they are serviced as a complete
assembly.
Replace any parts that are burned
or cracked. Replace brushes that are
worn to less than 0.35 inch in length.
Replace the brush spring if it has
less than 7 to 12 ounces tension.
Assembly
1. If the stop-ring on the drive
shaft was damaged, install a new
stop-ring. Push the new ring on the
shaft and into the groove. Do not
open the ring with snap-ring pliers.
2. Position the front bearing
spacer on the drive shaft against the
stop-ring, and position the bearing
retainer on the shaft with the flat
surface of the retainer outward.
3. Putting pressure on the inner
race only, press the new bearing on
the shaft until it contacts the spacer.
4. Place the front housing over the
shaft, with the bearing positioned in
the front housing cavity. Install the
bearing retainer mounting screws.
5. Press the pulley onto the shaft
until the hub just touches the inner
race of the front bearing (Fig. 266).
A new pulley must be installed if
more than Vx of the shaft length will
enter the old pulley bore with light
pressure.
6. If a new diode plate is being installed, mount the two plates together so that they are insulated from
each other (insulating spacer between
the plates and cupped insulator under the screw head) as shown in Fig.
267. Do not tighten the screws at this
time. Solder the wire leads to the
113
Dial Indicator
ROTATE ROTOR
SHAFTS O N
BEARING SURFACES
.4
j
/
"V" Block
J12O8-A
FIG. 265Slip Ring Runout

Check
diodes as shown in Fig. 262 in order
to avoid excessive heat to the diode.
Use only a 100-watt iron.
7. Insert the new field brush terminal blade into the slot in the terminal spacer block, with the brush pigtail extending toward the brush holder pivots (Fig. 267).
8. Install the brush holders and
brush spring to the terminal spacer
block, then position the brushes in
the brush holders (Fig. 267).
9. Solder the neutral wire to the
neutral terminal. Position the terminal spacer block assembly on the rectifier plate mounting studs, with the
ground brush lug over the mounting
stud farthest from the output terminal as shown in Fig. 267. Tighten the
diode plate assembly screws.
10. Place the spacers on the rectifier mounting studs farthest from the
terminal block (Fig. 267).
11. Install the rear bearing so that
the open end of the bearing is flush
J1165-A
FIG. 266-Pulley Installation
114
GROUP 11
J1206-A
'
He<
"
Sink a n d T e f m i
'
with the inner surface of the horn

mg boss (Fig. 261). Allow space un"
der the outer end of the bearing dUr"
-imstallation.
L; I ! l \ , t h e
J1207-A
" ' Sper Block Assembly

*"* * 15-hm
""wtStarting
^ T . . . ^
resist
<* to supply a d e
ent ? V
alterna
tor builds
field c u
recti
fier plate and
REGULATOR AND
CIRCUrr TESTS (G4LAXIE)
T
n 1
are closed
field Z,'
REGULATOR
fl atS b e t w e e n
CUrrent is reduc
'he c
e d by
m ter
'
' W e r c o n t e cts
U r r e n t flows
to the
relay closing voltage. If the r,

FIELD RELAY
VOLTAGE LIMITER
Field Relay. The field relay
>
and
ll s
serves
necessary,
CHARGE INDICATOR
LIGHT TERMINAL
' h
/oltage b
.4uild-up.
charge indicator light is shunted
char
FIG. 269-Alternator Regulator
FIELD
TERMINAL
FIELD RELAY
TERMINAL
MINAL FOR
FOR
SUPPLY VOLTAGE
j12l4.A
GROUP 11
closes immediately, even with the
field resistance close to the OFF position, use a 6-volt battery for this test.
If the closing voltage is not to specifications, adjust the relay (Fig. 274).
Voltage Limiter Test. For test
purposes, the lower stage (armature
vibrating on the lower contact) regulation is used. 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 on
the car with a 10-ampere load).
Make the test connections as shown
in Fig. 271. Turn all accessories off,
including door operated dome lights.
Close the battery adapter switch,
start the engine, then open the adapter switch. Attach the voltage regulation thermometer to the regulator
cover. Operate the engine at 2000
rpm for 5 minutes. Turn the master
control to the cutout relay position.
If the ammeter indicates more than
10 amperes, stop the engine, remove
the battery cables and charge the
battery.
When the battery is charged, and
the voltage regulator has been tem-
115
TABLE 1 Voltage Regulator Setting Versus Ambient Air Temperature
Ambient Air
Temperature F.
50
75
100
125
150
175
Voltage Regulation
Setting (Volts)
14.3-15.1
14.1-14.9
13.9-14.7
13.8-14.6
13.6-14.4
13.5-14.3
perature stabilized, rotate the master

control to the VOLTAGE REG. position. The ammeter should indicate
less than 2 amperes.
Cycle the regulator as follows: stop
the engine, close the adapter switch,
start the engine, and open the adapter
switch. Allow the battery to normalize for a short time, then read the
voltmeter. Read the thermometer,
and compare the voltmeter reading
with the voltage given in Table I for
the ambient temperature indicated on
the thermometer. If the regulated
voltage is not within specifications,
make a voltage limiter adjustment.
After each adjustment, be sure to
cycle the regulator before each reading. The readings must be made with
the cover in place.
Circuit Resistance Tests. For the
purpose of this test, the resistance

values of the circuits have been converted to voltage drop readings for a
current flow of 20 amperes.
ALTERNATOR TO BATTERY
POSITIVE TERMINAL. To check
the alternator to battery positive
terminal voltage drop, make the connections as shown in Fig. 272. Turn
off all electrical accessories and lights.
Close the battery adapter switch,
start the engine, then open the battery
adapter switch. Slowly increase the
engine speed until the ammeter reads
20 amperes. Note the voltmeter reading at this point. The voltage reading
should be no greater than 0.3 volt.
These voltage drops have been
computed for a standard car. The
current used by any auxiliary, continuously operating, heavy duty
Yellow
J1215-A
FIG. 270-Field Relay Test
ALTERNATOR
FIG. 271-Voltage Limiter Test
Green
J1216-A
116
equipment will not show on the ammeter and will have to be taken into
account when making this test.
GROUND TERMINAL. To check
the alternator to battery ground terminal voltage drop, make the connections as shown in Fig. 273. Close
the battery adapter switch, start the
engine and open the adapter switch.
Slowly increase the engine speed
until the ammeter reads 20 amperes.
The voltage indicated on the voltmeter should be less than 0.1 volt.
REGULATOR AND CIRCUIT
TESTS (MONTEREY)
The tests presented are outlined
for on the car operation. Be sure
that the regulator is at "normal" operating temperature (equivalent to
the temperature after 20 minutes of
operation on the car with 10 ampere
load).
Field Relay Test. Disconnect the
regulator terminal plug, and remove
GROUP 11
the regulator cover. Make the connections as shown in Fig. 273A.
Slowly rotate the field resistance control clockwise from the OPEN position until thefieldrelay contacts close.
Observe the voltmeter reading at the
moment that the relay closes. This is
the relay closing voltage. If the relay
closes immediately, even with the
field resistance close to the OPEN
position, use a 6-volt battery for this
test. If the closing voltage is not to
specifications, adjust the relay.
Voltage Limiter Test. For test
purposes, the lower stage (armature
vibrating on the lower contact) regulation is used. 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
on the car with a 10 ampere load).
Make the test connections as
shown in Fig. 273B. Turn all accessories off, including door operated
dome lights. Close the battery adapter switch, start the engine, then open
the adapter switch. Attach the voltage regulation thermometer to the
regulator cover. Operate the engine
at 2000 rpm for 5 minutes. Turn the
master control to the DIRECT position. If the ammeter indicates more
than 10 amperes, stop the engine, remove the battery cables and charge
the battery.
When the battery is charged, and
the voltage regulator has been temperature stabilized, rotate the master
control to the XA OHM position, the
ammeter should indicate less than 2
amperes.
Cycle the regulator as follows:
Stop the engine, close the adapter
switch, start the engine, and open
the adapter switch. Allow the battery
to normalize for a short time, then
read the voltmeter. Read the thermometer, and compare the voltmeter
reading with the voltage given in
Table 1A for the ambient temperature
Yellow
J1219-A
FIG. 272-Voltage Drop Test-Alternator to Battery

Positive Terminal
J1218-A
FIG. 273-Voltage Drop Test-Alternator to Battery

Ground Terminal
GROUP 11
indicated on the thermometer. If the
regulated voltage is not within specifications, make a voltage limiter adjustment. After each adjustment, be
sure to cycle the regulator before
each reading. The readings must be
made with the cover in place.
Circuit Resistance Tests. For the
purpose of this test, the resistance
values of the circuits have been converted to voltage drop readings for
a current flow of 20 amperes. If the
battery is fully charged disconnect
the regulator and run a jumper from
the A+ terminal to the F terminal of
the cable connector, before making
the test.
POSITIVE TERMINAL. Make the
connections as shown in Fig. 273C.
Turn off all electrical accessories, and
lights. Close the battery adapter
switch, start the engine, then open
the battery adapter switch. Slowly
TABLE 1 A-Voltage Regulation

Setting Versus Ambient Air
Temperature
Ambient Air
Temperature F
Voltage
Regulation
Setting (Volts)
50
75
100
125
150
175
14.3-15.1
14.1-14.9
13.9-14.7
13.8-14.6
13.6-14.4
13.5-14.3
increase the engine speed until the

ammeter reads 20 amperes. Note the
voltmeter reading at this point. The
voltage reading should be no greater
than 0.7 volt.
GROUND TERMINAL. Make the
connections as shown in Fig. 273D.
Close the battery adapter switch, start
117
the engine and open the adapter
switch. Slowly increase the engine
speed until the ammeter reads 20
amperes. The voltage indicated on
the voltmeter should be less than 0.1
volt.
REGULATOR ADJUSTMENTS
Erratic operation of the regulator,
indicated by erratic movement of the
voltmeter during a voltage limiter
test, may be caused by dirty or pitted
regulator contacts. Use a very fine
abrasive paper such as silicon carbide, 400 grade, to clean the field relay and the voltage limiter contacts.
Wear off the sharp edges of the abrasive by rubbing it against another
piece of abrasive paper. Fold the
abrasive paper over and pull the
paper through the contacts to clean
them. Keep all oil or grease from contacting the points. Do not use compressed air to clean the regulator.
When adjusting the gap spacing use
" S " (FIELD RELAY)

TERMINAL
BATTERY
J1225-A
J1229-A
FIG. 273A-Field Relay Test
FIG. 273B-Voltage Limiter Test
118
only hospital clean feeler gauges.
Regulator Gap Adjustments. The
difference between the upper stage
and lower stage regulation (0.3 volt),
is determined by the voltage limiter
point and core gaps. Make the gap
adjustments with the regulator removed from the car.
Adjust the point gap first. Loosen
the left side lock screw VA turn. Use
a screw driver blade in the adjustment slot above the lock screw. Adjust the upper contact until there is
0.010 to 0.015-inch gap between the
lower contacts. Tighten the lock
screw and recheck the contact gap.
Adjust the core gap with the upper
contacts closed. Loosen the center
lock screw VA turn. Use a screwdriver blade in the adjustment slot under
the lock screw. Adjust the core gap
for 0.045 to 0.052-inch clearance between the armature and the core at
GROUP 11
the edge of the core closest to the
contact points. Tighten the lock
screw and recheck the core gap.
Regulator Voltage Adjustments.
Final adjustment of the regulator
must be made with the regulator at
normal operating temperature.
The field relay closing voltage is
adjusted by bending the spring arm
(Fig. 274). To increase the closing
voltage, bend the spring arm down.
To decrease the closing voltage, bend
the spring arm up.
The voltage limit is adjusted by
bending the voltage limiter spring
arm (Fig. 274). To increase the voltage setting, bend the adjusting arm
downward. To decrease the voltage
setting, bend the adjusting arm upward.
Before setting the voltage and before making a final voltage test, the
alternator speed must be reduced to
VAT-20-B OR
EQUIVALENT
AUTOLITE 40-AMPERE
GENERATOR
An Autolite 40-ampere, low cutin, generator is available in 1963.

Fig. 275 shows the generating system
schematic.
GENERATOR REPAIR
Replacement. Follow the same
procedure as given for the standard
generator replacement in the 1962
Galaxie Shop Manual or the 1961
Mercury Maintenance Manual.
Overhaul. Figure 276 shows a disassembled view of the Autolite 40ampere, low cut-in generator.
DISASSEMBLY
1. Remove the brush cover band,
ALTERNATOR
F I G . 2 7 3 C - V o l t a g e Drop Test-Alternator to Battery

Positive Terminal
zero and the ignition switch opened

momentarily, to cycle the regulator.
J1227-A
F I G . 2 7 3 D - V o l t a g e Drop Test-Alternator to Battery

Ground Terminal
GROUP 11
GAP ADJUSTMENTS
VOLTAGE LIMITER
VOLTAGE ADJUSTMENTS
CONTACT GAP
ADJUSTING
SLOTS
VOLTAGE
LIMITER
BEND ADJUSTING ARM'

DOWN TO INCREASE
VOLTAGE LIMIT.
RFND APAA IIP TO
BtND AKM UP TO
CORE GAP
ADJUSTING SLOTS
119
VOLTAGE LIMIT
"^SS**^
BND
ADJUST
|NG
A R M
DO
WN
TO INCREASE CLOSING
VOLTAGE. BEND ARM UP TO
DECREASE CLOSING VOLTAGE
J1217-A
FIG. 274Regulator Adjustments

ARMATURE TERMINAL
GENERATOR
VOLTAGE
LIMITER
FIELD TERMINAL
FLD
100 OHMS
H u n
V^^
4H
I CURRENT
LIMITER
CUT OUT
BAT
REGULATOR
BATTERY
BATTERY TERMINAL
OF STARTER RELAY
J1234-A
FIG. 275Autolite 40-Ampere Generating System Schematic

the two generator through bolts, and
the bearing cover.
2. Remove the rear bearing inner
race lock screw from the end of the
shaft, disconnect the insulated brush
lead, and remove the brush end plate.
3. Remove the bearing and brushes from the brush end plate.
4. Slide the armature and drive
end plate from the frame.
5. Remove the pulley mounting
nut and lock washer, and remove the
pulley from the shaft. Use a wheel
puller.
6. Remove the shaft key, remove
any burrs from the shaft and remove
the pulley spacer, drive end plate,
and bearing spacer from the shaft.
7. Remove the bearing and oil felt
cover, inner oil felt, felt retainer and

gasket.
8. Remove the bearing, outer oil
felt retainer and oil felt from the
drive end plate.
9. Remove the field coil terminals,
the field pole pieces, and the field
coils from the frame.
1. Wipe the field coils, armature,
commutator, and armature shaft with
a clean cloth. Wash all other parts in
solvent and dry the parts.
2. Inspect the armature windings
for broken or burned insulation and
unsoldered connections.
3. Check the armature for open
circuits and grounds.
4. Check the field windings for
worn insulation and unsoldered connections at the terminal screws.

Check the current draw with a 12volt supply. If the current draw is not
within specification, replace the field
windings. Resolder any connections
as required.
5. Replace the armature or the
field coils if the insulation is worn or
if an open, shorted, or grounded circuit is indicated.
6. Check the commutator for runout and inspect the armature shaft
and the two bearings for scoring and
excessive wear.
7. Check the brush holders for
broken springs and the insulated
brush holder for shorts to ground.
Tighten any rivets that may be loose.
Replace the brushes if worn to Viinch in length.
8. Check the brush spring tension.
Replace the springs if the tension is
not within specified limits (34-41
ounces).
ASSEMBLY
1. Install the field coils on the pole
shoes, and mount the shoe and coil
assemblies in the frame.
2. Tighten the field pole shoe
screws. As the screws are tightened,
strike the frame several sharp blows
with a soft-faced hammer to seat and
align the pole shoes. Stake the screws.
3. Install the field coil terminals
with insulating washers in the frame.
4. Install the brush arms and
springs. Install new brushes in the
holders. Retract the brushes until the
brush arms ride against the side of
the brushes, to hold them in the retracted position.
5. Install the outer oil felt, outer
felt retainer, bearing, inner felt retainer and inner oil felt in the drive
end plate. Install the bearing and felt
cover (Fig. 276).
6. Position the bearing spacer on
the drive end shaft. Slide the drive
end plate assembly on the shaft. Install the pulley spacer, shaft key, pulley, lock washer and retaining nut.
7. Install the armature and front
end plate assembly in the frame, locating the dowel in the end plate hole.
8. Position the oil felt and bearing
in the brush end plate.
9. Attach the insulated brush lead
to the insulated brush holder, and position the brush end plate to the
frame, locating the dowel in the end
plate hole.
10. Install the through bolts, bear-
120
GROUP 11
FIELD COIL ASSEMBLY
BEARING AND
OIL FELT
COVER
OIL FELT
INNER OIL FELT RETAINER
OUTER OIL FELT RETAINER
BEARING RETAINING SCREW
SHAFT
OIL FELT
OILER
OILER
BEARING
COVER
GASKET
BEARING
OIL FELT
BEARING
&
PULLEY SPACER
THROUGH BOLTS
BRUSH END PLATE

DRIVE END PLATE
PULLEY
BRUSH ASSEMBLY
J1230-A
F I G . 276Disassembled Autolite 40-Ampere, Low Cut-in Generator
J1085-A
FIG. 277-Starter Mounting

ing washer, lock washer and bearing
retaining screw (Fig. 276).
11. Install the gasket and bearing
cover.
STARTING SYSTEM
A starter with a positive-engagement type drive is used in 1963 as

well as the type with the "Folo-Thru"
drive. The positive-engagement starter mounting is shown in Fig. 277.
Figure 278 shows the starter circuit
schematic. Figure 279 shows the
starting circuit test.
STARTER AND STARTER

CIRCUIT TESTS
The starter utilizes an integral positive-engagement drive. When the
starter is not in use, one of the field
coils is connected directly to ground
through a set of contacts (Fig. 278).
When the starter is first connected to
the battery a large current flows
through the grounded field coil, actuating a movable pole shoe. The pole
shoe is attached to the starter drive
actuating lever and thus the drive is
forced into engagement with the flywheel.
When the movable pole shoe is
fully seated, it opens the field coil
grounding contacts and the starter is
then in normal operation. A holding
coil is used to maintain the movable
pole shoe in the fully seated position,
during the time that the starter is
turning the engine.
Starter Load Test. To make a
starter load test, use the same procedure given in the 1962 Galaxie Shop
Manual or 1961 Mercury Maintenance Manual.
Starter No-Load Test. The starter

no-load test will uncover such faults
as open or shorted windings, rubbing
armature, and bent armature shaft.
The starter can be tested, at no-load,
on the test bench only.
Make the test connections as
shown in Fig. 280. The starter will
run at no-load, and the current draw
indicated on the ammeter should be
70 amperes maximum at 12 volts.
It is advisable to use an ammeter
with a maximum scale reading of 500
amperes for this test, as the current
necessary to operate the movable
pole shoe is considerably higher than
the steady state no-load current draw.
Armature and Field Open Circuit
TestOn Test Bench. An open circuit armature may sometimes be detected by examining the commutator
for evidence of burning. A badly
burned spot on the commutator is
caused by an arc formed every time
the commutator segment connected
to the open circuit winding passes
under a brush.
GROUP 11
121
AMMETER
BATTERY
POSITIVE LEAD
DO NOT CONNECT
LEAD TO BEARING
SURFACE
TO GENERATOR REGULATOR
STARTER RELAY
BATTERY
M)
J1O87-C
FIG. 280-Starter No-Load Test
TC
IGNIT irw
COIL
Red-Blue Stripe
000
STARTER
AUTOMATIC
TRANSMISSION ONLY
STARTER NEUTRAL SWITCH
CLOSED WITH SELECTOR IN
N OR P POSITION
~ / ^ Red-Blue Stripe
JSTARTER SWITCH
T (ON IGNITION SWITCH)
TO BATTERY TERMINAL OF
GENERATOR REGULATOR
An open circuit test of the field

can be made on the test bench by
connecting a voltmeter and battery
as shown in Fig. 281. If no voltmeter
reading is obtained, one or more coils
are open.
Armature and Field Grounded
Circuit TestOn Test Bench. This
J1O83-C
FIG. 278-Starting Circuit

Schematic
test will determine if the winding insulation has failed, permitting a conductor to touch the frame or armature core.
To determine if the armature
windings are grounded, make the
connections as shown in Fig. 282. If
the voltmeter indicates any voltage,
the windings are grounded.
Grounded field windings can be
detected by making the connections
as shown in Fig. 283. If the voltmeter
indicates any voltage, the field windings are grounded.
Starter Circuit Test. Excessive re-
sistance in the starter circuit can be

determined from the results of this
VOLTMETER POSITIVE L E A D - ^
TOUCH TO COMMUTATOR J 1 O 8 8 - B
F I G . 282-Armature Grounded
Circuit Test
test. Make the test connections as

shown in Fig. 284. Crank the engine
with the ignition OFF. This test is
accomplished by disconnecting and
grounding the high tension lead from
the spark coil and by connecting a
jumper from the battery terminal of
the starter relay to the ignition switch
terminal of the relay.
The voltage drop in the circuit
will be indicated by the voltmeter (0
to 1 volt range). Maximum allowable
voltage drop should be:
1. With the voltmeter negative
lead connected to the starter terminal
and the positive lead connected to
the battery positive terminal (Fig.
284, connection )
0.5 volt.
lead connected to the battery terminal of the starter relay and the positive lead connected to the positive
JUMPER LEAD
JUMPER LEAD
KEEP BOTH FIELD

BRUSHES AWAY
FROM FRAME
DISCONNECT
HOLDING COIL
GROUND LEAD
STARTER
AUTOMATIC
TRANSMISSION ONLY
STARTER NEUTRAL SWITCH
CONNECT TO
INSULATED BRUSH,
THEN TO
HOLDING COIL
GROUND LEAD.
STARTER SWITCH
(ON IGNITION SWITCH)
VOLTMETER
NEGATIVE LEAD
TO BATTERY TERMINAL OF
GENERATOR REGULATOR
DISCONNECT
HOLDING COIL
GROUND LEAD
STARTER
TERMINAL
VOLTMETER
POSITIVE LEAD
J1O95-B
J1O84-D
FIG. 279-Starting Circuit Test
FIG. 281-Field Open

Circuit Test
INSERT INSULATOR
BETWEEN CONTACTS
VOLTMETER
VOLTMETER
POSITIVE
NEGATIVE
LEAD
LEAD
J1094-A
FIG. 283-Field Grounded

Circuit Test
GROUP 11
122
TO
IGNITION
SWITCH
STARTER
TO
COIL
J1O73-B
FIG. 284-Starter Circuit Test

terminal of the battery (Fig. 284,
connection (D)
0.1 volt.
lead connected to the starter terminal of the starter relay and the positive lead connected to the positive
terminal of the battery (Fig. 284,
connection (D)
0.3 volt.
lead connected to the negative terminal of the battery and the positive
lead connected to the engine ground
(Fig. 284, connection ) . . .0.1 volt.
STARTER REPAIR
In many cases it will not be necessary to completely disassemble the
starter to accomplish repair or replacement of certain parts. The armature replacement, commutator turning, and brush replacement are procedures which eliminate the steps in
disassembly that do not apply to these

particular operations.
Starter Replacement
1. Disconnect the starter cable at
the starter terminal, remove the flywheel housing to starter retaining
screws. Remove the starter assembly.
2. Position the starter assembly to
the flywheel housing, and start the
starter retaining screws. On a car
with an automatic transmission, the
transmission dipstick tube bracket is
mounted under the starter side
mounting bolt.
3. Snug all bolts, then tighten to
12-15 ft.-lbs. torque, tightening the
middle bolt first.
4. Connect the starter cable.
Starter Overhaul. Use the following procedure when it becomes necessary to completely overhaul the
starter. Figure 285 illustrates the
starter completely disassembled.
DISASSEMBLY
1. Loosen the brush cover band
retaining screw and remove the brush
cover band and the starter drive actuating lever cover. Remove the commutator brushes from the brush holders.
2. Remove the through bolts,
starter drive gear housing, and the
starter drive actuating lever return
spring.
3. Remove the pivot pin retaining
the starter gear actuating lever and
remove the lever and the armature.
4. Remove the snap ring retainer.
Remove and discard the snap ring
retaining the starter drive gear to the
end of the armature shaft, and remove the starter drive gear assembly.
5. Remove the brush end plate.
BRUSH END PLATE
USE Arbor Press TO HOLD
Tool-10044-A
Tool IN SCREW SOCKET
STARTER
FRAME
" V " Block
BE SURE TO SEAT DRIVE HEAD
IN SCREW SOCKET
J1O59-B
FIG. 286-Pole Shoe Screw

Removal
6. Remove the two screws retaining the ground brushes to the frame.
7. On the field coil that operates
the starter drive gear actuating lever,
bend the tab up on the field retainer
and remove the field coil retainer.
8. Remove the three coil retaining screws, using tool 10044-A and
an arbor press (Fig. 286). The arbor
press prevents the wrench from slipping out of the screw. Unsolder the
field coil leads from the terminal
screw, and remove the pole shoes and
coils from the frame (use a 300-watt
iron).
9. Remove the starter terminal
nut, washer, insulator and terminal
from the starter frame. Remove any
excess solder from the terminal slot.
1. Wipe the field coils, armature,
armature shaft, and drive with a
clean cloth. Wash all other parts in
solvent and dry the parts.
2. Check the field coils for continuity. Check the armature for
grounds and open circuits.
3. Check the commutator runout
(Fig. 287) and, if necessary, turn
down the commutator.
4. Inspect the armature shaft and
Dial Indicator
ROTATE
ARMATURE SHAFTS
O N BEARING SURFACES
STARTER DRIVE
ACTUATING LEVER
ACTUATING LEVER
RETURN SPRING
COVER-
SNAP
RING
SNAP RING
RETAINER
"V" Blocks
J1O89-B
FIG. 285-Starter Disassembled
FIG. 287Commutator Runout

Check
GROUP 11
GROUND BRUSH
STARTER DRIVE
ACTUATING COIL
AND HOLDING
COIL
TERMINAL
SCREW
*>'
GROUND BRUSH
J1O92-C
FIG. 288-Field Coil Assembly

bearings for scoring and excessive
wear.
5. Check the brush holders for
broken springs and the insulated
brush holders for shorts to ground.
6. Check the brush spring tension.
It should be 45 ounces minimum. Replace the springs if the tension is not
within limits.
ASSEMBLY
1. Install the starter terminal, insulator, washers, and retaining nut in
the frame (Fig. 288). Be sure to position the slot in the screw perpendicular to the frame end surface.
2. Position the coils and pole
pieces, with the coil leads in the terminal screw slot, and then install the
retaining screws. As the pole shoe
screws are tightened, strike the frame
several sharp blows with a soft-faced
hammer to seat and align the pole
shoes, then stake the screws.
3. Install the solenoid coil retainer and bend the tabs to retain the
coils to the frame.
4. Solder the field coils and solenoid wire to the starter terminal using
rosin core solder. Use a 300-watt
iron.
5. Check for continuity and
grounds in the assembled coils.
6. Position the solenoid coil
ground terminal over the ground
screw hole nearest the starter terminal.
7. Position the ground brushes to
the starter frame and install the retaining screws (Fig. 288).
8. Position the starter brush end
plate to the frame, with the end plate

boss in the frame slot.
9. Install the starter motor drive
gear assembly to the armature shaft
and install a new retaining snap ring.
Install the snap-ring retainer.
10. Position the fiber thrust washer on the commutator end of the
armature shaft and position the armature in the starter frame.
11. Position the starter drive gear
actuating lever to the frame and
starter drive assembly, and install the
pivot pin.
12. Position the starter drive actuating lever return spring and the
drive gear housing to the frame and
install the through bolts. Do not
pinch the brush leads between the
brush plate and the frame. Be sure
that the snap ring retainer is seated
properly in the drive gear housing.
13. Install the brushes in the brush
holders. Be sure to center the brush
springs on the brushes.
14. Position the drive gear actuating lever cover on the starter and
install the brush cover band with a
gasket. Tighten the band retaining
screw.
15. Check the starter no-load amperage draw.
Armature Replacement
1. Loosen the brush cover band
retaining screw and remove the brush
cover band and the starter drive actuating lever cover (Fig. 285). Remove
the brushes from their holders.
2. Remove the through bolts,
starter drive gear housing, and the
starter drive actuating lever return
spring.
the starter gear actuating lever and
remove the lever.
4. Remove the armature. If the
starter drive gear assembly is being
reused, remove the spring clip from
the end of the armature shaft and remove the assembly.
5. Place the starter drive gear assembly on the new armature with a
new retaining clip.
6. Install the washer on the commutator end of the armature shaft
and install the armature.
7. Position the starter gear actuating lever to the frame and drive
gear assembly and install the retaining pivot pin.
8. Position the starter drive actuating lever return spring, starter
drive gear housing, and brush plate
to the starter frame, and then install
123
the through bolts. Be sure that the
snap ring retainer is seated properly
in the drive gear housing.
9. Place the brushes in their holders, and center the brush springs on
the brushes.
10. Position the actuating lever
cover and brush cover band, with
gasket, and then tighten the retaining
screw.
Commutator Turning. Check the
commutator runout as shown in Fig.
287. If the surface of the commutator is rough or more than 0.002
inch out-of-round, turn it down.
Brush Replacement. Replace the
starter brushes when they are worn
to half size. Always install a complete
set of new brushes.
1. Loosen and remove the brush
cover band and starter drive actuating lever cover. Remove the brushes
from their holders.
2. Remove the two through bolts
from the starter frame.
3. Remove the drive gear housing,
and the actuating lever return spring.
4. Remove the starter drive actuating lever pivot retaining pin and
lever, and remove the armature.
5. Remove the brush end plate.
6. Remove the ground brush retaining screws from the frame and
remove the brushes (cut the ground
brush nearest the starter terminal)
from the terminal block.
7. Unsolder (or cut) the brush
leads from the field coils.
8. Clean and inspect the starter
motor.
9. Replace the brush end plate if
the insulator between the field holder
brush and the end plate is cracked or
broken.
10. Solder the new field brushes
to the field coils using rosin core
solder (Fig. 288). Use a 300 watt
iron.
11. Install the ground brush leads
to the frame with the retaining
screws.
12. Clean the commutator with
#00 or #000 sandpaper.
13. Position the brush end plate
to the starter frame, with the end
plate boss in the frame slot.
14. Position the fiber washer on
the commutator end of the armature
shaft and install the armature in the
starter frame.
15. Install the starter drive gear
actuating lever to the frame and starter drive assembly, and install the
pivot pin.
124
GROUPS 11-12
J1093-A
FIG. 289-Starter Drive

16. Position the return spring on
the actuating lever and the drive-gear
housing to the starter frame. Install
the through bolts. Be sure that the
snap-ring retainer is seated properly
in the drive-gear housing.
17. Install the commutator brush-
es in the brush holders. Center the

brush springs on the brushes.
18. Position the actuating lever
cover and the brush cover band with
gasket on the starter. Tighten the
band retaining screw.
Starter Drive. The starter drive is
shown in Fig. 289.
REPLACEMENT
1. Loosen and remove the brush
cover band and the starter drive actuating lever cover.
2. Loosen the t h r o u g h bolts
enough to allow removal of the drive
gear housing and the starter drive
actuating lever return spring.
the starter drive actuating lever and
remove the lever.
4. Remove the drive gear retain-
ing spring clip from the end of the

armature shaft and remove the drive
gear assembly.
5. Install the drive gear assembly
on the armature shaft and install a
new retaining clip.
6. Position the starter gear actuating lever on the starter frame and install the retaining pivot pin. Be sure
that the actuating lever properly engages the starter drive assembly.
7. Position the starter drive actuating return spring and drive gear
housing to the starter frame, and then
tighten the through bolts.
8. Position the starter drive actuating lever cover and brush cover
band with gasket on the starter.
Tighten the brush cover band retaining screw.
GROUP 12-LIGHTS, INSTRUMENTS AND ACCESSORIES

of this manual.
Shop Manual and in Sections 8, 10D
and 10E of the 1961 Mercury Maintenance Manual remain the same,
with the following exceptions.
LIGHTING SYSTEM
HEADLIGHT ALIGNMENT
Headlight alignment should be
made with a person seated in the
driver's seat, the car unloaded and the
trunk empty except for the spare tire
and jacking equipment. The fuel tank
should be half full, plus or minus one
gallon, and the tires should have recommended air pressure.
WINDSHIELD WIPER
Single-Speed Electric Wiper Motor
Trouble Diagnosis and Adjustment.
When checking an inoperative or
sluggish windshield wiper, first examine the linkage under the instrument panel for obstructions. Disconnect the linkage at the motor and
check for ease of operation, with the
arms and blades removed.
Disconnect the wiring harness connector plug from the motor, turn the
wiper switch and ignition switch to
the on position and check for voltage at the center opening of the plug
(Fig. 290). No voltage indicates a
defective circuit breaker, switch or
wiring. With the switch at the off
position, check for voltage between
the two outside openings of the plug.
If there is no voltage, replace the defective parts.

The park position adjustment is
made during assembly after overhaul.
Follow the procedure outlined in the
section covering assembly. Figure 291
shows a schematic diagram of the
single-speed electric motor circuit.
Single-Speed Electric Wiper Motor Disassembly. A disassembled
view of the single-speed wiper motor
is shown in Fig. 292.
1. Remove the gear cover retaining screws, ground terminal and
cover.
2. Remove the idler gear retainer,
thrust washer and idler gear.
3. Remove the motor through
bolts, motor housing, switch terminal
insulator sleeve, and armature. Do
not pound the motor housing magnet
assembly as the ceramic magnets may
be damaged.
12 VOLTS
FROM B TO GROUND
WITH IGNITION SWITCH
AND WIPER SWITCH ON
12 VOLTS
FROM A TO C
WITH IGNITION
SWITCH ON
AND WIPER
SWITCH
OFF
K1408-A
FIG. 290-Windshield Wiper

Connector Plug Test Points
4. Remove the armature end play

adjusting set screw.
5. Mark the position of the output
arm with respect to the output shaft,
for assembly. Remove the output
arm retaining nut, output arm flat
washer, output gear and shaft assembly, thrust washer, and parking
switch lever.
6. Remove the brushes and brush
springs.
7. Remove the brush plate and
switch assembly, and remove the
switch contact to parking lever pin
from the gear housing.
Cleaning and Inspection.
1. Clean the gear housing of all
old grease. Do not allow any cleaning fluid to contact the armature
shaft and output shaft bearings.
2. Wipe all other parts with a clean
cloth.
3. Cover the motor housing bearing, and blow out any dust from the
housing with compressed air.
4. Inspect the a r m a t u r e for
burned commutator bars and unsoldered connections. Check all shafts,
bushings, and gears for scored surfaces. Check the thrust ball for pitting or discoloration due to heat.
Make sure that the output gear is not
loose on the output shaft, and that
the cam surface is not worn. Replace
any defective parts.
5. Check the armature for grounds
with a test light. Replace the armature if it is grounded.
6. Inspect the brush plate assem-
GROUP 12
125
grease to the output gear teeth and
shaft bearing surface. Place the thrust
washer on the shaft and insert the
shaft in the bearing. Make certain
that the parking switch lever is clear
of the cam and gear assembly.
3. Place the spacer washer on the
shaft, position the output arm on the
shaft in the marked position from
which it was removed, and install the
mounting nut.
MOTOR
CAM ACTUATED PUSH ROD
PARK POSITION
BEGINNING OF
PARK POSITION
OFF
POSITION
ON
POSITION
4. Position the brush springs and

brushes in the holders and wrap wire
around them to hold them in the fully
retracted position. Push the insulated
brush connector onto the switch terminal.
I
l
BATTERY
5. Place the switch - contact to

parking-lever pin in the gear housing.
Position the brush plate assembly
to the housing and install the mounting screws. Adjust the switch contact
points by turning the adjusting screw
clockwise until the inner contact
points just open. Then back off the
adjusting screw (counterclockwise)
one and one half turns. Make this adjustment with the parking lever riding on the lower part of the output
gear cam. Then insert a 0.030-inch
feeler gauge between the center and
outer contact points. Bend the outer
arm to attain the 0.030-inch gap.
O N A N D OFF SWITCH
K1406-A
F I G . 2 9 1 -Single-Speed Wiper Motor Circuit

bly for cracks or distortion. The
brush holders should be securely fastened to the brush plate. Inspect the
contact points for burned or pitted
surfaces. Replace defective parts.
worn to 5/ie inch. Replace distorted

or burned brush springs.
Assembly
7. Inspect the motor housing and

magnet assembly. Replace the assembly if it has a cracked magnet, or
if the thrust button is hollowed out
to a diameter greater than %2 inch.
1. Install the parking switch lever

on the idler gear shaft with the cam
rider pointing toward the gear housing output shaft hole. Make certain
that the lever bottoms against the
casting.
8. Replace the brushes if they are
2. Apply a film of Sun Prestige
6. Apply Sun Prestige grease to the

ball bearing in the end of the armature shaft. Position the armature shaft
MOTOR HOUSING AND

MAGNET ASSEMBLY
BRUSH AND SPRING
OUTPUT ARM
SWITCH TERMINAL
INSULATOR SLEEVE
SWITCH TO PARKING
LEVER PIN
THRUST WASHER
GEAR HOUSING
IDLER GEAR RETAINER

GROUND TERMINAL
GEAR COVER
OUTPUT GEAR AND SHAFT
K1405-A
F I G . 292-Disassembled Single-Speed Wiper Motor
GROUP 12
126
in the gear housing and remove the
brush retracting wires.
7. Holding the armature in position, install the terminal insulating
sleeve, motor housing and magnet assembly, and through bolts. Seal the
area where the terminal insulator
sleeve seats against the motor and
gear housings.
8. Apply Sun Prestige grease to the
worm gear and idler gear, and install
the idler gear, thrust washer and retainer.
9. Install the armature shaft end
play adjusting screw and adjust the
end play to 0.003-inch.
10. Apply a generous amount of
Sun Prestige grease to the area around
the end of the armature shaft. Install
the gear housing cover and ground
terminal.
Two-Speed Electric Motor Disassembly. The two-speed electric motor
may be disassembled for service of
the drive mechanism parts.
1. Remove the gear housing cover
plate and gasket (Fig. 293).
2. Remove the output shaft retainer and spacer washer.
3. Remove the crankpin bearing
retainer and remove the spacer washer and cam return spring assembly.
4. Remove the arm and link assembly.
5. Remove the crankpin bearing
cam.
6. Remove the input gear retainer
and outer spacer shim, and remove
the input gear and inner spacer shim.
7. Remove the wiper arm lever nut
and lock washer.
8. Remove the wiper arm lever
and spacer, and remove the output
shaft and gear assembly from the
housing.
9. The output gear may be removed from its shaft by tapping with
a fiber hammer. Be careful not to
damage the end of the shaft.
The worm drive gear and armature assembly is not serviced.
Two-Speed Electric Motor
Assembly and Adjustment
1. Tighten the motor cover. Adjust the motor shaft end play to 0.0000.005 inch by turning the shaft stop
screw. Measure with a feeler gauge
between the stop screw and the motor
shaft.
2. Install the input gear shim or
the input gear shaft and install the
RETAINER
OUTPUT GEAR
SPACER WASHER
GEAR
HOUSING COVER
OUTPUT SHAFT
GASKET
SPACER
ER
TERMINAL
C
TERMINAL
B
RING GEAR
RETAINER
MOTOR SHAFT
STOP SCREW
WORM
TESTING
TO PARK
B TERMINAL
C TERMINAL
Yellow TO
CONNECTIONS
CRANKPIN
RETAINER
BEARING CAM
CAM RETURN
SPRING ASSEMBLY
TO VOLTAGE SOURCE
TO Blue AND Red
White Black TO GROUND
TO OPERATE AT HIGH SPEED

Yellow TO VOLTAGE SOURCE
Blue TO White Black TO GROUND
B AND C TERMINALS
AND Red NO CONNECTION
TO OPERATE AT LOW SPEED

Red AND Yellow TO VOLTAGE SOURCE
Blue TO White Black TO GROUND
B AND C TERMINALS NO CONNECTION
K1090-D
FIG. 293-Two-Speed Wiper Motor

gear in the housing. Adjust the end
play to 0.005 to 0.010 inch by adding
or removing shims under the input
gear retainer. Install the retainer.
3. Install the output gear on the
output shaft. Make sure that the gear
is bottomed on the shaft.
4. Install the output shaft and gear
assembly into the housing with the
gear teeth facing the motor. Install
one spacer washer to the outside end
of the output shaft and assemble the
wiper arm lever to the output shaft,
with the linkage studs facing away
from and above the shaft. Secure the
lever with a lock washer and nut.
5. Place the bearing cam on the
crankpin with the small diameter portion of the cam facing outward.
6. Install the arm and link assembly to the bearing cam. As the arm is
placed on the shaft, the gears must be
meshed and the link which is riveted
to the arm must be installed to the
output shaft at the same time. Proper
gear indexing is obtained when the
bottom tooth of the arm and gear
segment will be in mesh with the bottom valley of the output shaft gear.
7. Install the output shaft spacer
washer and retainer. Check the end
play of the output shaft (0.005-0.010
inch). Remove or install spacer washers under the shaft retainer to adjust
the end play.
8. Install the cam return spring assembly.
9. Install the bearing spacer and
retainer. If the retainer cannot be in-
stalled, one or more coils of the spring

clutch are probably out of place. If
the bearing has excessive end play on
the crankpin, the projection of the
bearing may ride out of the semicircle slot in the end plate. Add spacer washers under the retainer if necessary.
10. Apply generous amounts of
Sun Prestige grease to all moving
parts. Install the gear housing cover
plate.
When operating the unit on the
bench, do not place hands or fingers
between the wiper lever and the case,
or inside the gear housing, as considerable power is developed by the
gear reduction.
RADIO AND HEATER
RADIO
The 1963 radios are completely
transistorized. The standard model is
the 3 TMF for the Galaxie, manufactured by Motorola, and the 3TBM
for the Monterey manufactured by
Bendix. An AM-FM model is also
available; model F-3TBF for the Galaxie, and the model F-3TBM for the
Monterey, both manufactured by
Bendix.
RADIO TROUBLE DIAGNOSIS
As there are no radio tubes in the
1963 radios, delete all references to
radio tubes when using the 1962 Galaxie Shop Manual Trouble Diagnosis
Guide and the 1961 Monterey Diagnosis and Test Procedures.
GROUP 13
127
GROUP 13-BODY
The 1963 maintenance recommendations are in Group 14, and the 1963
manual.
Shop Manual remain the same for
1963 except as described herein. All
the service procedures in Section 11
Manual and the 1962 portion of this
manual are the same except as described herein.
HOOD LOCK ADJUSTMENT
GALAXIE
Before adjusting the hood lock

mechanism, make certain that the
hood is properly aligned. The hood
lock (Fig. 294) can be moved from
side-to-side and fore or aft to align it
with the lock dowel. The safety catch
can be adjusted fore or aft to engage
the striker that is located to the left
of the hood lock.
1. Loosen the four hood lock attaching bolts (Fig. 294). Move the
lock as required to align it with the
lock dowel on the hood.
2. Tighten the four attaching
bolts.
3. Loosen the lock nut on the hood
lock dowel and turn the dowel inward to adjust the hood tighter or
outward to loosen the adjustment.
SAFETY CATCH STRIKER
HOOD LOCK
SAFETY CATCH HANDLE
HOOD LOCK HANDLE
SAFETY CATCH
HOOD LOCK
SAFETY CATCH STRIKER
LOCK DOWEL
LOCK NUT
N1241-A
FIG. 295-Hood Locking Mechanism-Monterey

4. The lock dowel is adjusted correctly when the top of the hood is
flush with the fenders, when locked.
5. Tighten the dowel lock nut after
adjusting the lock dowel.
6. Lift the hood latch to release
the hood from the lock. If the hood
can be raised without releasing the
safety catch, it will require adjustment.
7. To adjust the safety catch,
loosen the two attaching screws and
move the catch toward the rear of the
hood. Tighten the screws and lower
the hood to make certain that the
safety catch engages the striker.
HOOD LOCK ADJUSTMENTMONTEREY
Before adjusting the hood lock

mechanism, make certain that the
SAFETY CATCH HANDLE
LOCK NUT
hood is properly aligned. The hood

lock (Fig. 295) can be moved from
side-to-side and the lock dowel fore
or aft for proper alignment. The
safety catch can be adjusted fore or
aft to engage the striker located to the
left of the lock dowel.
1. Loosen the four hood lock attaching bolts (Fig. 295). Move it as
required to align it with the lock
dowel on the grille center support.
Tighten the four attaching bolts.
2. Loosen the lock nut on the hood
lock dowel and turn the dowel clockwise to pull the hood tighter or counterclockwise to loosen it. The proper
height is when the top of the hood is
flush with the fenders.
3. Tighten the dowel lock nut after
the proper adjustment has been obtained.
4. Release the hood latch. If the
hood can be raised without releasing
the safety catch, it will require adjustment.
5. To adjust the safety catch,
loosen the two attaching screws and
move the catch toward the rear of the
hood. Tighten the attaching screws
and lower the hood to make certain
that the safety catch engages the
striker on the grille support.
FENDER REPLACEMENT
HOOD LOCK OPERATING HANDLE
HOOD LOCK DOWEL

SAFETY CATCH
FIG. 294-Hood Locking Mechanism-Galaxie
GALAXIE
N1240-A
REMOVAL
1. Remove the two bolts that at-
GROUP 13
128
RADIATOR
SUPPORT BRACE
N1242-A
FIG. 296Front Fender InstallationGalaxie

tach the fender to the fender extension (Fig. 296).
2. Remove the bolt that attaches
the brace to the underside of the
fender.
3. Remove the seven cap screws
that secure the fender to the apron
and to the upper end of the cowl.
4. Remove the kick pad from the
cowl on the inside of the car. Remove
the nut that secures the fender to the
cowl.
INSTALLATION
fender to the cowl.
1. Apply a bead of sealer on the

fender apron to cowl mounting surface. Carefully position the fender
on the fender apron and the cowl.
6. Install the bolt that secures the

fender to the fender apron and radiator support.
2. Install the seven cap screws that

secure the fender to the top of the
apron and to the cowl (Fig. 296). Do
not tighten any of the fender attaching bolts until all of them have been
installed.
5. Remove the bolt that secures

the fender to the rocker panel.
3. Install the two bolts that secure

the fender skirt to the lower part of
the fender apron.
6. Remove the two bolts that secure the skirt of the fender to the
fender apron.
4. Install the bolt that secures the

lower end of the fender to the rocker
panel.
7. Carefully lift the fender off the

apron and the cowl.
5. Working from the inside of the

car, install the nut that secures the
7. Secure the fender to the fender

extension with two bolts.
8. Shim the fender as necessary to
make it flush with the top of the cowl.
9. Tighten all fender attaching
bolts and nuts at this time.
10. Install the cowl kick pad.
FENDER REPLACEMENTMONTEREY
REMOVAL
1. Working from the underside of
the fender, remove the 3 sheet metal
screws that attach the splash shield
GROUP 13
129
BRACKET
V I E W BB
N1243-A
FIG. 297-Front Fender Installation-Monterey

to the radiator and fender support
(Fig. 297).
2. Remove the two nuts that attach the outer headlamp bracket to
the fender.
3. Remove the nut that secures the
end of the grille to the underside of
the fender.
4. Remove the bolt that secures
the fender to the stone shield.
5. Remove the two bolts that secure the fender to the radiator support.
the fender to the radiator support
brace and the fender apron.
the rear of the fender to the upper
end of the cowl.
8. Remove the cowl kick pad from
the inside of the cowl. Working from
the inside of the car, remove the nut
that attaches the fender to the cowl
(Fig. 298).
9. Remove the two bolts that attach the skirt of the fender to the
apron.
10. Remove the bolt that attaches
the lower end of the skirt to the
rocker panel.
11. Carefully lift the fender off the
fender apron and cowl.
M1095-A
FIG. 298-Removing Fender-toCowl Attaching Nut
INSTALLATION
1. Apply a bead of sealer to the
apron, grille and the radiator support
2. When installing the fender,
make sure that all bolts are installed
before tightening any of them. Carefully position the fender over the
apron and on the cowl. Make sure
that the lip on the fender skirt is on
the outside of the apron. Install the
two fender skirt-to-apron bolts.
3. Install the two bolts that attach
the fender to the upper end of the
cowl. Working from the inside of the
car, install the nut that secures the
fender to the cowl.
4. Install the bolts that attach the
fender to the upper end of the apron
and to the radiator support brace.
5. Install the nut that secures the
fender to the end of the grille.
6. Install the bolt that attaches the
fender to the stone shield.
7. Install the two bolts that secure
the fender to the radiator support.
130
GROUP 13
the front fenders, remove the three
metal screws that attach each splash
shield to the fender and remove the
shields.
5. Remove the two nuts that secure each outer headlamp housing to
the fender.
HEADLAMP
DOOR
N124 7- A
FIG. 299Grill Attaching Points-Galaxie

8. Install the two nuts that secure
the outer headlamp bracket to the
fender.
9. Shim the fender as necessary to
make it flush with the top of the
cowl.
10. Tighten all attaching nuts and
bolts at this time.
11. Secure the splash shield to the
fender with three sheet metal screws.
GRILLE REPLACEMENT
GALAXIE
REMOVAL
1. Remove the four sheet metal
screws from each headlamp door
(Fig. 299). Remove the doors from
the headlamp housings.
2. Remove the four nuts that attach the lower end of the grille to the
stone deflector.
3. Remove the four attaching
screws from the upper end of the
grille.
4. Remove the two ornament at-
taching screws and remove the ornament from the hood latch handle.
5. Lift the grille from the car.
INSTALLATION
1. Position the grille on the mounting brackets and install the four upper attaching screws.
2. Secure the grille to the stone
deflector with the four attaching nuts.
3. Secure each headlamp door to
the housings with four sheet metal
screws.
4. Secure the ornament to the
hood latch handle with two screws.
GRILLE REPLACEMENT
MONTEREY
REMOVAL
1. Remove the battery.
2. Remove the two nuts that attach each inner headlamp to the radiator support.
3. Disconnect the headlamp wires
at the connectors.

the fenders, remove the attaching
bolt from each end of the grille
(Fig. 300).
7. Remove the two bolts that attach the lower end of the grille to
the stone deflector.
8. Remove the four bolts that attach the upper end of the grille to the
mounting brackets.
9. Lift the grille from the car.
10. Remove each headlamp housing from the grille.
INSTALLATION
1. Install the headlamp housings
in the grille.
2. Position the grille on the mounting brackets.
3. Install the four bolts that attach the upper end of the grille to the
mounting brackets. To simplify
alignment, none of the grille attaching bolts should be tightened until
all of them have been installed.
4. Install the two lower bolts that
secure the grille to the stone deflector.
5. Install the bolt that secures each
end of the grille to the fender.
6. Install the eight nuts that secure
N1248-A
FIG. 300-Grill Attaching Points-Monterey
131
GROUP 13
ECCENTRIC BOLT
RUBBER
BUMPER
LICENSE PLATE
BOLT
NUT
N-1277-A
FIG. 3 0 1 Front Bumper InstallationGalaxie
INNER ARM
-~\l
REINFORCEMENT
BAR
ECCENTRIC BOLT
BOLT
END BRACE
ABSORBER
RUBBER BUMPER
LICENSE PLATE BOLT

BUMPER BAR
BOLT
N-1278-A
FIG. 302-Front Bumper Installation-Monterey
GROUP 13
132
the headlamp housings to the fenders
and radiator support.
7. Tighten all grille attaching bolts
and nuts at this time.
8. Secure each splash shield to the
fenders with three sheet metal screws.
9. Connect the headlamp wires to
their respective terminals.
10. Install the battery.
FRONT BUMPER REPLACEMENT
GALAXIE
The bumper bar can be replaced

without removing the arms from the
frame. If this method is desirable, disregard steps 3 and 4.
REMOVAL
1. Disconnect the parking lamp
wires from their terminals.
2. Support the bumper with a jack
or stands.
3. Remove the four bolts, flat
washers and lock washers that secure
the two bumper arms to each frame
side rail (Fig. 301).
4. Carefully remove the bumper
and arms from the car.
5. Remove the parking light attaching nuts and retainers. Remove
the parking lights.
6. Remove all bumper arm bolts

and spacer washers from the bumper.
Keep all washers (shims) with their
respective arms to permit proper
alignment of the new bumper.
INSTALLATION
1. Assemble all arms to the
bumper bar (Fig. 301) making sure
that all washers (shims) are in their
original location. Do not tighten the
bumper bolts at this time.
2. Secure the parking lights to the
bumper bar with the retainers.
3. Secure the bumper arms to the
car frame with four bolts, flat washers and nuts.
4. Tighten all bumper arm-toframe attaching bolts to 60-80 ft-lbs.
Tighten the bar-to-arm bolts to 17-23
ft-lbs. Align the bumper with the eccentric bolts (Fig. 301).
5. Connect the parking lamp wires
to their respective terminals.
FRONT BUMPER REPLACEMENT
MONTEREY
The bumper bar can be replaced

without removing the arms from the
frame. If this method is desirable,
disregard steps 3 and 4.
LOCK
CYLINDER
LOCK ACTIVATING
ROD OUTER
DOOR
LOCK
REMOTE
CONTROL
REMOTE CONTROL
ROD
DOOR
LOCK
N1249-A
FIG. 303Front Door Lock Mechanism
REMOVAL
1. Disconnect the parking lamp
wires from their terminals.
2. Support the bumper with a jack
or stands.
3. Remove the four bolts, and lock
washers that secure the three bumper
arms to each frame side rail (Fig.
302).
4. Carefully remove the bumper
and arms from the car.
5. Remove the parking light attaching nuts and retainers. Remove
the parking lights from the bumper
bar.
6. Remove all bumper arm bolts
and spacer washers from the bumper.
Keep all washers (shims) with their
respective arms to permit proper
alignment of the new bumper.
INSTALLATION
1. Assemble all arms to the
bumper bar (Fig. 302) making sure
that all washers (shims) are in their
original location. Do not tighten the
bumper bolts at this time.
GROUP 13
2. Secure the parking lights to the
bumper bar with retainers.
3. Secure the bumper arms to the
car frame with four bolts and lock
washers. Make certain that the two
eccentric bolts are in the forward
holes of the frame side rails.
4. Tighten all bumper arm-tobumper bar bolts to 17-23 ft.-lbs.
5. Turn each eccentric bolt (forward bolts) as required to align the
bumper. Tighten the bumper arm attaching bolts to 60-80 ft.-lbs. when
the bumper is in proper alignment.
6. Connect the parking lamp wires
to their respective terminals.
133
REMOVAL
6. Remove the three screws and

washers that secure the lock to the
inner panel.
7. Remove the lock through the
access hole in the inner panel.
1. Remove the door trim panel.

2. Remove the water shield from
the door inner panel.
3. Remove the arm rest front support (Fig. 304) from the inner panel.
4. Disconnect the remote control
link from the remote control and the
lock.
5. Disconnect the lock control rod
from the bellcrank and from the lock.
INSTALLATION
1. Apply a film of sealer to the
door lock mounting surface.
2. Working through the access
hole in the door inner panel, hold the
lock in position and secure it in place
with three screws and lock washers.
3. Using two new sleeve nuts, connect the lock control rod to the bellcrank and lock. Insert the rod in the
REAR DOOR LOCK

REPLACEMENTGALAXIE
AND MONTEREY
FRONT DOOR LOCK

REPLACEMENTGALAXIE
AND MONTEREY
FINISH PLATE
REMOVAL
2. Remove the water shield from
the door inner panel.
3. Disconnect the remote control
link from the remote control and
from the lock.
4. Disconnect the door lock actuating rods (Fig. 303) from the door
lock.
5. Remove the three screws and
lock washers that attach the door
lock to the inner panel.
6. Remove the lock through the
access hole in the inner panel.
INSTALLATION
1. Apply a film of sealer to the
door lock mounting surface.
2. Working through the access
hole in the door inner panel, hold the
lock in position and secure it in place
with three screws and lock washers.
3. Using two new sleeve nuts, connect the two door lock actuating rods
to the lock.
4. Using two new sleeve nuts, connect the remote control rod to the
door lock and to the remote control.
5. Check the door locking and
window mechanism to make sure that
they function properly.
6. Cement the water shield to the
door inner panel.
7. Install the trim panel and hardware.
N1250-A
FIG. 304-Rear Door Lock Installation
134
GROUP 13
N O . 1 B O W REAR
WEATHERSTRIP
retaining clip on the inner door panel.

4. Using two new sleeve nuts, connect the remote control link to the
lock and to the remote control.
5. Secure the arm rest front support to the inner panel with two sheet
metal screws.
6. Check the operation of the door
lock and window mechanisms. Make
the necessary adjustments.
7. Cement the water shield to the
door inner panel.
WEATHERSTRIP
WEATHERSTRIP
8. Install the door trim panel and

hardware.
CONVERTIBLE TOP FABRIC

REPLACEMENT
VIEW AA
N1251-A
FIG. 305-Weatherstrip Installation
The convertible top consists of the

deck and two side quarters, bonded
into one piece of material. The bonded seams eliminate the possibility of
leaks and also separation, due to
thread deterioration. In most cases it
will be advantageous to replace the
back curtain when replacing the top
fabric.
REMOVAL
1. Place a protective cover across
the deck, cowl and hood to prevent
scratching the finish when replacing
the top.
2. Remove the rear cushion and
seat back.
3. Raise the top to gain access to
the underside of the front bow.
4. Remove the front weatherstrip
retainer (Fig. 305) and the weatherstrip.
5. Remove the two front side rail
weatherstrip retainers and the weatherstrips.
6. Remove the two center side rail
and the two rear side rail weatherstrips.
7. Remove the metal screw and
washer that secures each end of the
folding top compartment well to the
pivot bracket supports (Fig. 306).
VIEW AA
VIEW BB
N1252-A
FIG. 306-Folding Top Compartment Well
8. Starting at one end of the compartment, carefully pull the trim retainer out of the channel. Fold the
trim over the seat area and quarter
panel trim.
9. Remove the tip (Fig. 307) from
each end of the moulding on the rear
bow. Carefully pull the moulding out
of the retainer. Pry the moulding retainer off the bow.
' H / HEADER
TO N O . 1 BOW
HORIZONTAL
CLEARANCE.
Yi6" HEADER
TO NO. 1 BOW
VERTICAL
NO. 3
BOW
NO. 1
BOW
NO. 4
BOW
TACKING STRIP
ATTACHING BOLT
TACKING STRIP
W SIDE RAIL TO
QUARTER PANEL
AT BELT LINE.
STAY PADS HAVE BEEN OMITTED FROM ILLUSTRATION. STAY PADS
ARE NOT AS A RULE REPLACED WITH THE TOP AND ARE NOT
FURNISHED WITH A SERVICE TOP ASSEMBLY.
NO. 1 BOW
WEATHERSTRIP
N1255-A
FIG. 307-Convertible Top Trim Installation
136
the top and back curtain tacking
strips to the body.
11. Remove the staples that secure the top material to the rear bow.
12. Carefully pull the top material
free from the underside of each side
rail.
13. Remove the staples that secure the top material to the underside
of the front bow.
14. Carefully separate the top from
the listings on No. 2 and 3 bows.
15. Remove the staples that secure the upper end of the back curtain to the rear bow. Remove the
curtain.
GROUP 13
INSTALLATION
1. Remove the tacking strips from
the old top and back curtain.
2. Staple them to the new top and
back curtain in the same location as
they were on the old top.
3. Center the dot on the back curtain with the V mark (center) on the
rear bow and staple the upper half of
the zipper to the bow. Separate the
curtain from the upper half of the
zipper.
4. Fit the new top on the roof
bows.
5. Working from the center outward, staple the top deck to the rear
bow. Make sure that the rear section
of the slits is stapled to the bow before drawing and stapling the front
portion of the slits (Fig. 307).
6. Secure, and tighten the quarter
deck tacking strips to the body as
required to align the listings with
the No. 2 and 3 bows.
7. Center the top material and
pull it forward over the front bow
to remove the wrinkles from the top
deck and quarters. While the material is pulled over the front bow, make
a reference mark on the material at
the leading edge of the bow with a
piece of chalk. The mark should extend the entire length of the bow.
8. Raise the top high enough to
DIVISION BAR
MOULDING
VIEW CC
N1256-A
FIG. 308-Back Window Exterior Moulding Installation
GROUP 13
gain access to the underside of the
front bow.
9. Align the reference mark to
the leading edge of the bow and
staple the material in place.
10. Install the weatherstrip and
the three retainers on the No. 1 bow.
11. Secure the flaps to the underside of the side rail with trim cement.
Trim the excess material from the
flaps.
12. Install the rear, center and the
front weatherstrips on the side rails
so that the end of the weatherstrips
are in alignment of the side rail
joints.
13. Tighten the quarter deck tacking strips as required to remove
wrinkles from the material and obtain a tight seal at the mouldings.
14. Install a piece of tape across
the rear bow to cover the staples.
15. Install the moulding retainer,
moulding and the two tips on the
rear bow.
16. Secure the back curtain to the
upper part of the zipper.
17. Secure the back curtain tacking strip in place with the attaching
bolts. Tighten the bolts as required
working from the center outward to
remove all wrinkles.
18. Starting at one end of the folding top compartment, force the trim
retainer into the channel.
19. Secure each end of the trim to
the pivot bracket supports with a
metal screw and washer.
20. Install the rear seat back and
cushion.
21. Cement the top material to the
listings on the No. 2 and 3 bows.
22. Remove the protective covers
from the deck and the hood.
23. Clean all chalk reference
marks from the top material.
STATIONARY BACK W I N D O W
OR SIDE GLASS REPLACEMENTMONTEREY
REMOVAL
1. Remove the upper outside
moulding from the six retaining clips

(Fig. 308).
2. Remove the six moulding retaining clips.
3. Remove the two attaching
screws from each side moulding and
remove them.
4. Carefully pry the lower moulding and clips from the retainer. Remove the retainer attaching screws
and lift the retainer from the body.
5. Remove the inside division
mouldings if working on a car
equipped with a retractable back
window. Working from the inside of
the car, remove the two cap screws
that attach each division bar outside
moulding. Remove the division bar
mouldings.
6. Remove the lower garnish
moulding attaching screws and remove the moulding.
137
9. Working from the inside of the
car, carefully press the glass outward
to remove it from the flange.
10. Remove the weatherstrip from
the glass.
11. Clean all of the sealer from
the weatherstrip.
INSTALLATION
1. Apply a film of sealer around
the edge of glass and in the glass
channel of the weatherstrip.
2. Install a piece of chalk line cord
in the flange groove of the weatherstrip. Make sure that the ends of the
cord overlap each other.
3. Apply a film of sealer around
the window opening as shown in Fig.
309.
7. Remove the two moulding lower corners, attaching screws and remove the corners.
4. With an assistant pressing the

glass and weatherstrip against the
flange, draw the cord upward to lift
the weatherstrip over theflange.This
procedure applies to the side glass as
well as a solid window.
8. Remove the attaching screws

from the two upper garnish mouldings and the joint. Remove the
mouldings.
5. If working on a retractable
window, install the division bar outside mouldings and secure them with
two cap screws.
BACK WINDOW
WEATHERSTRIP
BACK
WINDOW
VIEW AA
VIEW CC
FIG. 309-Weatherstrip Installation
N1258-A
GROUP 13
138
RUBBER TIP
UPPER
MOULDING
N1257-A
FIG. 310-lnterior Moulding Installation

6. Install the two upper garnish
mouldings and joint (Fig. 310).
7. Install the moulding lower corners.
8. Install the two division bar
mouldings.
9. Install the two division bar inside mouldings.
10. Apply a film of sealer on the
weatherstrip retainer surface. Position the retainer against the weatherstrip and install the attaching screws.
11. Apply sealer to the lower
moulding retainer clip holes and install the moulding.
12. Install the upper moulding retainer (Fig. 308). Install the upper
moulding.
13. Install the two side mouldings.
14. Clean the glass.
RETRACTABLE REAR W I N D O W
OR MOTOR REPLACEMENTMONTEREY
REMOVAL
1. Remove the seat cushion and
the seat back.
2. Remove the two screws from
each division bar moulding and remove the two mouldings.
3. Remove the six screws from the
lower garnish moulding and remove
the moulding.
4. Remove the six cap screws that
secure the seat back support (Fig.
311) to the body and remove the
support.
5. Remove the five screws that
secure the inner weatherstrip to the
cover and remove the weatherstrip.
UPPER
SEAL
INNER
WEATHERSTRIP
DIVISION
WINDOW
BAR
SEAT BACK
SUPPORT
COVER
MOTOR
HOUSING
DRAIN
N1259-A
FIG. 311-Retractable Back Window Installation
6. Remove the eleven screws that

secure the cover to the housing and
remove the cover.
7. Remove the two nuts that attach the window side channel to one
side of the housing (Fig. 312).
8. Remove the hairpin clip from
each of the rollers in the glass
channel.
9. Press the regulator arms to the
rear to free them from the two rollers.
10. Lift the side channel off the
two studs and allow the window to
slide to the lower end of the channels.
11. Remove the window from the
housing.
12. Working from inside of the
luggage compartment, disconnect the
motor wires from the main harness.
13. Remove the four cap screws
that secure the regulator to the housing.
14. Slide the regulator arm and
roller out of the equalizer bracket.
15. Turn the motor shaft coupling
manually until the regulator gear is
free of the pinion.
16. Remove the two nuts that secure the motor to the regulator and
disconnect it from the shaft coupling.
INSTALLATION
1. Engage the motor shaft to the
coupling and secure the motor to the
regulator with two nuts and lock
washers.
2. Compress the regulator arm until the large gear contacts the pinion,
then rotate the motor coupling manually until the gear is in the approximate position shown in Fig. 312.
3. Lubricate the equalizer bracket
with Lubriplate or equivalent.
4. Connect the equalizer arm and
roller on the regulator to the equalizer arm bracket.
5. Working from inside the luggage compartment, secure the regulator to the housing with four cap
screws.
6. Connect the motor wires to the
main harness.
7. Lubricate the window channel
roller surface with Lubriplate or
equivalent. Install the hair pin clip
in each roller and install the two
roller assemblies in the channel.
8. Insert the glass in the lower end
of the side channels and carefully
raise it into place. Insert the two
GROUP 13
GLASS CHANNEL
139
ATTACHING
BOLTS
D O W N STOP
INSTALLATION
1. Rotate the vent regulator handle shaft until the flat on the regulator
shaft is at a 90 angle to the handle
shaft.
2. Hold the regulator in place on
the door inner panel and install but
do not tighten the two attaching
screws.
3. Secure the regulator shaft to
the vent window pivot with a cap
screw and lock washer.
4. Tighten the regulator-to-panel
attaching screws.
5. Install the door trim panel and
hardware.
LOCK STRIKER ADJUSTMENT
REGULATOR
GROMMET
MOTOR
DRAIN TABS
HOUSING ATTACHING BOLT
N1260-A
FIG. 3 1 2-Retractable Back Window Motor and Regulator

regulator pins into the rollers. Make
sure the hair pin clips snap into the
retaining groove of the pins.
9. Secure the lower end of the side
channel to the housing with two nuts.
10. Coat the housing flange (Fig.
312) with sealer. Secure the cover to
the housing with eleven screws.
11. Secure the inner weatherstrip
(Fig. 311) to the cover with five
screws. Make sure that the weatherstrip contacts the window before
tightening the screws.
12. Secure the seat back support
to the body with six cap screws.
13. Secure the lower garnish
moulding with six screws.
15. Install the seat back and the

cushion.
VENT GLASS REGULATOR
REMOVAL
LOCK
2. Remove the cap screw and lock

washer that secures the vent glass
regulator to the vent glass lower pivot
(Fig. 313).
3. Remove the two cap screws that
secure the regulator to the door inner
panel.
R1146-A
FIG. 314-Door Lock Striker

Adjustment
REGULATOR
ATTACHING
SCREWS
N1261-A
FIG. 313-Vent Glass Regulator

Installed
STRIKER
4. Remove the regulator through

the opening in the inner panel.
UPPER
PIVOT
HANDLE
SHAFT
14. Secure each division bar

moulding with two screws.
The striker pin can be adjusted

laterally and vertically as well as fore
and aft. The lock striker should not
be adjusted to correct door sag. The
lock striker should be shimmed to get
the clearance shown in Fig. 314 between the lock striker and the lock.
To check this clearance, clean the
lock jaws and the striker area, and
then apply a thin layer of dark grease
to the lock striker. As the door is
closed and opened, a measurable pattern will result. Move the striker
STRIKER
FIG. 315-Deck Lock Adjustment-Galaxie
140
GROUP 13
LOCK ASSEMBLY
LOCK STRIKER
N1246-A
FIG. 316-Deck Lock Adjustment-Monterey
FIG. 317-6-Way Power Seat
assembly laterally to provide a flush

fit at the door and the pillar or quarter panel.
contact between the rotor and striker.

Move the striker downward to decrease the clearance between the
deck lid and lower panel or upward
to increase the clearance.
DECK LOCK ADJUSTMENT
ward to decrease the clearance between the deck lid and lower panel
or downward to increase the clearance.
GALAXIE
DECK LOCK ADJUSTMENTMONTEREY
The striker pin can be adjusted

vertically and from side-to-side by
tilting it. The lock can be adjusted
fore and aft as shown in Fig. 315.
Move the lock fore and aft as required so that end of striker pin does
not contact the jaws or housing of
the lock. Move the striker pin up-
The striker plate can be adjusted

vertically and the lock laterally to
obtain the correct adjustment (Fig.
316). Before adjusting the deck lid
lock, make sure that the deck lid is
properly aligned. To adjust the lock,
loosen the three attaching screws.
Move it as required to obtain a good
SIX-WAY POWER SEAT

MONTEREY
The six-way power seat provides

horizontal, vertical, and tilting adjustments. The seat is driven by a
single motor through a transmission
and six flexible drive cables encased
in housings (Fig. 317).
REAR VERTICAL
SOLENOID
Blue
FIG. 318-Six-Way Seat Wiring Diagram
N1245-A
GROUP 13
141
REAR TILT SWITCH
FRONT TILT SWITCH
HORIZONTAL AND
VERTICAL SWITCH
BEZEL
HORIZONTAL ACTUATOR
REAR VERTICAL
ACTUATOR TUBE
UPPER SUPPORT
REAR VERTICAL
ACTUATOR TUBE
FRONT VERTICAL
ACTUATOR TUBE
COUPLING
VERTICAL
DRIVE GEARS
HORIZONTAL DRIVE GEAR

LOCK NUT
N132O-A
FIG. 319-Six-Way Power Seat Disassembled

The control switches are mounted
on the left seat side shield. The forward switch controls the vertical
movement, or tilt, of the front portion of the seat. The rear switch controls the vertical movement, or tilt,
of the rear portion of the seat. The
center switch controls both horizontal and vertical movement of the seat.
These switches control the operation
of three solenoids through relays
with the exception of horizontal
movement, which is controlled directly by the switch.
The solenoids engage the transmission gears, transmitting driving power
to the respective driven mechanisms
of the seat through drive cables. The
forward solenoid operates the rear
vertical seat drive assemblies. The
center solenoid operates the front vertical drive assemblies. The horizontal
seat screw jacks are operated by the
rear solenoid.
Both the control and power circuits are protected by a common 30ampere circuit breaker mounted on
the starting motor relay (Fig. 318).
TROUBLE SHOOTING
Motor Operates, But There Is No
Seat Movement
1. Defective shaft or coupling between motor and transmission.
2. Solenoid not engaging transmission.
3. Solenoid relay not energizing
the solenoid.
Motor Does Not Operate

1. Defective
breaker.
(30-amp) circuit
2. Defective motor relay.

3. Defective seat control switch.
4. Broken wire or loose connection.
5. Defective motor.
Seat Will Not Move In One
Particular Direction
1. Appropriate solenoid not operating.
2. Transmission binding.
3. Seat control switch inoperative.
4. Broken flexible drive shaft.
142
GROUP 13
2. Remove the two sheet metal
screws that secure both relays to the
mounting bracket and remove the relays.
3. Secure both relays to the mounting bracket with two sheet metal
screws. Make sure that the motor control relay (four-prong connector) is
toward the driver's side of the seat.
4. Connect each connector to its
respective relay.
SWITCH
CONNECTORS
INSTALLATION FOR ALL "A" MODELS

SWITCH
SEAT SIDE
SHIELD
SWITCH MOUNTING
PAD
INSTALLATION FOR ALL "B" MODELS
N1244-A
FIG. 320-Seat Switch Installation

5. Broken or binding mechanical
drive system.
6. Broken, worn or loose connection.
SEAT REMOVAL
1. Disconnect the ground cable
from the battery.
2. Remove the nut and washer
from the front end of each seat
actuator.
lockwasher from the rear of each
seat actuator.
4. Remove the nut and washer that
secures the motor mounting bracket
to the floor pan.
5. Disconnect the main harness
from the wire leading to the 30ampere circuit breaker (Fig. 318).
6. With an assistant, lift the seat
and regulator from the car.
7. Remove the four cap screws and
washers that secure the seat to the
actuators.
MOTOR REPLACEMENT
1. Disconnect the motor leads
from the four connectors (Fig. 319).
2. Remove the two nuts and lockwashers that secure the motor to the
mounting bracket.
3. Slide the motor out of the shaft
coupling and off the mounting
bracket.
4. Slide the motor shaft into the
coupling and the studs into the
mounting bracket.
5. Secure the motor to the mounting bracket with two lockwashers and
nuts.
6. Connect the green, red, yellow
and the black motor leads to their
respective connectors.
RELAY REPLACEMENT
1. Disconnect the connector from
the seat regulator relay and from the
motor control relay (Fig. 319).
TRANSMISSION
REPLACEMENT
1. Disconnect the three leads from
the three solenoids on the transmission (Fig. 319).
2. Remove the cable housing retainer from each end of the transmission. Separate the six cables and
housings from the transmission.
3. Remove the two cap screws and
lock washers that secure the transmission to the mounting bracket.
Separate the transmission from the
mounting bracket.
4. Secure the transmission to the
mounting bracket with two lock
washers and cap screws.
5. Slip the six cables and housings
into their respective ports. Install the
two cable housing retainers.
6. Connect the brown lead to the
front solenoid, the green lead to the
center solenoid and the blue lead to
the rear solenoid.
SWITCH REPLACEMENT
1. Remove the left seat side shield
attaching screws. If working on an
"A" model, remove the two switch
attaching screws (Fig. 320). Separate
the side shield from the seat.
2. Remove the wiring shield that
encloses the seat switch wires.
3. Disconnect the switch from the
four connectors.
4. Remove the two switch attaching screws and remove the switch,
mounting pad and the mounting
bracket ("B" models only).
5. Secure the switch, mounting
pad and the mounting bracket to the
left seat side shield with the two
attaching screws ("B" models only)
6. Connect the four connectors at
the switch leads.
7. Install the wiring shield to enclose the wiring and seat switch connectors.
GROUP 13
SHIFT LEVER BOOT RETAINER
SHIFT LEVER
143
STORAGE COMPARTMENT
POWER WINDOW SWITCH

OPENING COVER
TOP REAR FINISH PANEL
DOOR CATCH
CONSOLE DOOR
AUTOMATIC TRANSMISSION SHIFT

MOUNTING PLATE
MOUNTING PLATE
CARPET
P1088-A
FIG. 321-Console Installation

8. Install the left seat side shield.
9. Secure the switch to the side
shield with the two attaching screws
("A" models only).
SEAT INSTALLATION
1. Secure the seat to the regulator
with four attaching screws.
2. With an assistant, carefully position the seat and regulator in the
car.
3. Secure the motor mounting
bracket to the floor pan with a nut
and washer.
4. Secure each seat actuator (regulator) to the floor pan with a cap
screw, two washers and a nut.
CONSOLEGALAXIE AND
MONTEREY
REPLACEMENT
1. Raise the car on a hoist. Disconnect the gear shift linkage from
the control levers. Lower the car to
the floor.
2. Remove the screw that attaches
the release button and knob to the
transmission shift lever. Lift the release button and the knob off the
lever (Fig. 321).
3. Remove the four center panel
attaching screws. Loosen the two
screws at the forward end of the
glove box. Lift the center panel from
the console (Fig. 321).
5. Connect the main harness to

the harness leading to the 30-ampere
circuit breaker (Fig. 320).
4. Remove the twelve screws that

secure the seven mouldings to the
lower end of the console. Remove the
mouldings.
6. Connect the ground lead to the

battery.
5. Remove the eight console attaching screws.
7. Check the operation of the seat

to make certain that it moves in all
directions.
6. Remove the two rear bolts that

attach the shift control plate to the
mounting bracket.
7. Remove the console.

8. To install the console, reverse
the removal procedure.
DRAIN AND DUST VALVES
Two drain and dust valves are provided in the bottom of the door, two
in the rocker panel, and one in the
quarter panel. These valves are located in the lowest point in the panel.
The weight of the water will open
the valve and allow the water to
escape from the panel. After the
water has drained, the valve will close
and prevent the entry of dust. If for
any reason the door trim panel, rocker panel scuff plate or luggage compartment trim panel has been removed, the drain holes in the metal
should be inspected to make sure that
they are not obstructed.
EXTERIOR MOULDINGS
The following illustrations will assist in replacing any exterior moulding. They also show the various types
of retainers and sealer that is used.
GROUP 13
144
MODEL C3AB-62A SHOWN

MODELS C3AB-65A-65B-76A-76B TYPICAL
MODEL C3AB-54A SHOWN

MODEL C3AB-75A TYPICAL
N1272-A
FIG. 322-Exterior Side Mouldings-Galaxie Models 54A, 62Ar 65A, 65B, 75A, 76A and 76B
GROUP 13
145
MODEL C3AB-62B
Jffi
S2
Si
S)
82
182
MODEL C3AB-54B
TYPICAL
N1275-A
FIG. 323-Exterior Side Mouldings-Galaxie Models 54B and 62B
146
GROUP 13
MODELS C3AB-71A-71E
N1274-A
FIG. 324-Exterior Side Mouldings-Galaxie Models 71 A, 7IB, 71C, and 71E
GROUP 13
147
MODELS C3AB-54A-62A-65A-65B
75A-76A-76B
MODELS C3AB-54B-62B
MODELS C3AB-71B-71C SHOWN

MODELS C3AB-71A-71E TYPICAL
N1273-A
FIG. 325-Exterior Rear Mouldings-All Galaxie Models
148
GROUP 13
MODELS 65B-65C SHOWN

MODELS 76A- 76B TYPICAL
MODELS 54B SHOWN

MODELS 75B TYPICAL
a.
N1271-A
FIG. 326-Exterior Side Mouldings-Monterey Models 54B, 65B, 65C, 7SB, 76A and 76B
GROUP 13
149
N1270-A
FIG. 327-Exterior Side Mouldings-Monterey Models 71B and 71D
150
GROUP 13
MODELS C3MB-54-62-65-75-76
MODEL C3MB-71
N1269-A
FIG. 328-Exterior Rear Mouldings-All Monterey Models
GROUP 14
151
GROUP 14-MAINTENANCE AND LUBRICATION

MAINTENANCE SCHEDULE (PART 14-1)
MAINTENANCE SCHEDULE
Interval
SEASONALLY
Operation
Lubricant
Check Air Conditioner State of Refrigerant Charge, and Add Refrigerant as Required
Adjust Accelerator Pump Lever
AS REQUIRED
Check Convertible Top Pump Reservoir Fluid Level, and Add Fluid as
Required
Use Rotunda Automatic Transmission Fluid, Ford Part No. C1AZ19582-B (Ford Spec. M2C33-D)
for adding or for complete refill. If
Rotunda fluid is not available, automatic transmission fluid marked
"Type A, Suffix A" may be used to
"add to" the factory fill to maintain
fluid level
Check Steering Gear Preload (After

6000-Mile Inspection)
Check Battery Fluid Level and Electrical Charge
Adjust Carburetor Idle Speed and
Idle Fuel Mixture
Adjust Power Steering Idle Compensator
Adjust Fordomatic Transmission
Bands
Replace Windshield Wiper Blades
Service or Replace Spark Plugs
Service or Replace Distributor
Breaker Points
Odometer Reading (Miles)
6000
Lubricate Distributor Wick and

Bushing
Engine OilSAE 10W
Lubricate Distributor Cam
Distributor Cam Grease
Operation
Lubricant
Change Engine Oil and Rotunda Oil

Filter
Certified Sequence-Tested Engine

Oil
SAE 30 or 10W-30 for continuing
temperatures above 90 F
SAE 20, 20W, or 10W-30 between
20 F and 90 F
SAE 10W or 10W-30 between - 1 0
F and 20 F
SAE 5W* or 5W-20 for continuing
temperatures below 10 F
* Sustained speeds above 65 mph
should be avoided when using SAE
5W engine oils
152
GROUP 14
MAINTENANCE SCHEDULE (Continued)

6000
(continued)
Operation
Lubricant
Check Automatic Transmission

Fluid Level and Add Fluid as Required
fluid level
Check Manual-Shift Transmission

Lubricant Level, and Add Lubricant as Required
Use "Rotunda" Manual Transmission

Lubricant, Ford Part No. C3RZ19C547-A (Ford Spec. M-568-D)
for "adding" or for complete refill.
If Rotunda lubricant is not available, a reputable SAE 80 grade mild
extreme pressure type lubricant
may be used to "add to" the factory
fill to maintain the lubricant level
Check Power Steering Pump Reservoir Fluid Level, and Add Fluid
as Required
fluid level
Check Brake Master Cylinder Fluid

Level, and Add Fluid as Required
FoMoCo or Rotunda Heavy-Duty

Brake Fluid Ford Part No. B7A19542
Check Rear Axle Lubricant Level,

and Add Lubricant as Required
FoMoCo or Rotunda Hypoid Gear

Lubricant
Engine
Ford
Ford
Sizes
Specification
Part No.
223
M-2C28-B C2AZ-19580-A
260
M-2C28-B C2AZ-19580-A
352 2-V
Power
Option M-2C28-B C2AZ-19580-A
390 4-V M-2C50-B C1AZ-19580-E
orF
406 4-V
High
Performance
M-2C57-A C2AZ-19580-D
406 6-V
High
Performance
M-2C57-A C2AZ-19580-D
If other specified lubricants are unavailable, M-2C50-B may be used
for "adding to," not exceeding one
pint in quantity, in all except EquaLock axles
GROUP 14
153

6000
(continued)
Operation
Lubricant

Continued
For all cars equipped with EquaLock axles, regardless of engine

size, use M-2C50-B, plus one (1)
ounce of M-2C58 additive per pint
of M-2C50-B (4 oz. for complete
refill)
SAE 90 grade lubricants are recommended for all temperatures above
25 F. For temperatures below
25 F, the same type of lubricant, but of a SAE 80 grade, should
be used
Check Clutch Linkage and Adjust if

Necessary (Std. and O/D)
Check Tension of Engine Accessory
Drive Belts and Adjust if Necessary
Check Steering Gear Preload and
Backlash and Adjust if Necessary
Use FoMoCo Special Steering Gear

Grease, Ford Part No. B8A-19578A (Ford Spec. M-4738) for adding
or for complete refill. If unavailable, a good lithium base grease
# 1 grade may be used to "add to"
the factory fill to maintain grease
level
Clean Carburetor Air Cleaner Filter

Element
Clean Crankcase Breather Cap and
Filter
Clean Positive Crankcase Ventilation
System Valve
Lubricate Exhaust Control Valve
(223 6-Cylinder or 406 8-Cylinder
only)
Lubricate Automatic Transmission
Kickdown Linkage
FoMoCo or Rotunda Solvent and

Penetrating Fluid, Ford Part No.
COAA-19A501-A
FoMoCo Ball Joint Grease Ford Part
No. C1AZ-19590-A. Substitutes
must conform to Ford Spec. M1C47
Cross Switch Wheels and Tires (If

Necessary)
Replace Fuel Filter (406 High Performance V-8 Only)
12,000

Filter

Oil

20 F and 90 F
F and 20 F
^Sustained speeds above 65 mph
5W engine oils
154
GROUP 14

1 2,000
(continued)
Operation
Lubricant

Fluid Level, and Add Fluid as Required
fluid level


as Required
fluid level




Lubricant
Engine
Ford
Ford
Sizes
Specification
Part No.
223
M-2C28-B C2AZ-19580-A
260
M-2C28-B C2AZ-19580-A
352 2-V
Power
390 4-V M-2C50-B C1AZ-19580-E
or F
406 4-V
High
Performance
M-2C57-A C2AZ-19580-D
406 6-V
High
Performance
M-2C57-A C2AZ-19580-D
GROUP 14
155

12,000
(continued)
Operation
Lubricant

Continued

refill \
I Cllll /

- 2 5 F, the same type of lubricant, but of a SAE 80 grade, should
be used
Check Parking Brake and Adjust if
Necessary
Check Front End Alignment and
Correct if Necessary
1 8,000

Filter

Oil

20 F and 90 F
F and 20 F
^Sustained speeds above 65 mph
5W engine oils

fluid level


Rotunda fluid is not available, auto-
as Required
matic transmission fluid marked

fluid level
GROUP 14
156
1 8,000
(continued)
Operation
Lubricant




Lubricant
Engine
Ford
Ford
Sizes
Specification
Part No.
223
M-2C28-B C2AZ-19580-A
260
M-2C28-B C2AZ-19580-A
352 2-V
Power
390 4-V M-2C50-B C1AZ-19580-E
orF
406 4-V
High
Performance
M-2C57-A C2AZ-19580-D
406 6-V
High
Performance
M-2C57-A C2AZ-19580-D
refill)
be used
Element
Filter
System Valve
only)

COAA-19A501-A

Kickdown Linkage

GROUP 14
157
1 8,000
(continued)
Operation
Lubricant

Necessary)
Adjust 3-Speed Automatic Bands
24,000

Filter

Oil
20 F and 90 F
F and 20 F
Sustained speeds above 65 mph
5W engine oils

fluid level


as Required
fluid level


158
GROUP 14

24,000
(continued)
Operatioi

Lubricant

Lubricant
Engine
Ford
Sizes
Specification
223
M-2C28-B
260
M-2C28-B
352 2-V
Power
Option M-2C28-B
390 4-V M-2C50-B
Ford
Part No.
C2AZ-19580-A
C2AZ-19580-A
C2AZ-19580-A
C1AZ-19580-E
orF
406 4-V
High
Performance
M-2C57-A C2AZ-19580-D
406 6-V
High
Performance
M-2C57-A C2AZ-19580-D
refill)
be used
Necessary
Check Valve Tappets and Adjust if
Necessary (Conventional Mechanical)
Check Ignition Timing and Adjust if
Necessary
System Valve, Tubes, Filter and/or
Separator
Element
GROUP 14
159

24,000
(continued)
Operation
Lubricant
Replace Carburetor Air Cleaner Element6-Cylinder Only

Filter
Lubricate Deck Lid Hinge Pivots or
Tailgate Hinge Pivots and Supports
FoMoCo or Rotunda Silicone Jelly

or Spray, Ford Part No. COAZ19553-A or B
Lubricate Door Locks
FoMoCo or Rotunda Lock Lubricant, Ford Part No. B4A-19587-A
Lubricate Deck Lid or Tailgate Lock
Lubricate Hood Latch and Safety

Catch
FoMoCo or Rotunda Silicone Jelly,

Ford Part No. COAZ-19553-A

only)

COAA-19A501-A
Lubricate Fuel Filler Door Hinges


Necessary)
Lubricate and Adjust Front Wheel
Bearings
FoMoCo Wheel Bearing Grease,

Ford Part No. C2AZ-19585-A
Check Brake Lines and Linings

Filter
30,000

Oil
20 F and 90 F
F and 20 F
* Sustained speeds above 65 mph
5W engine oils

fluid level
160
GROUP 14

30,000
(continued)
Operation
Lubricant


as Required
fluid level




Lubricant
Engine
Ford
Sizes
Specification
223
M-2C28-B
260
M-2C28-B
352 2-V
Power
Option M-2C28-B
390 4-V M-2C50-B
Ford
Part No.
C2AZ-19580-A
C2AZ-19580-A
C2AZ-19580-A
C1AZ-19580-E
orF
406 4-V
High
Performance
M-2C57-A C2AZ-19580-D
406 6-V
High
Performance
M-2C57-A C2AZ-19580-D
refill)
be used
GROUP 14
161

30,000
(continued)
Operation
Lubricant

Element
Replace Carburetor Air Cleaner Element8-Cylinder Only
Filter
System Valve
only)

COAA-19A501-A

Kickdown Linkage


Necessary)
36,000

Filter

Oil
20 F and 90 F
F and 20 F
'"Sustained speeds above 65 mph
5W engine oils

Adjust 3-Speed Transmission Bands

fluid level
162
GROUP 14

36,000
(continued)
Operatioi
Lubricant
as Required
fluid level




Lubricant
Ford
Ford
Engine
Specification
Part No.
Sizes
M-2C28-B C2AZ-19580-A
223
M-2C28-B C2AZ-19580-A
260
352 2-V
Power
390 4-V M-2C50-B C1AZ-19580-E
orF
406 4-V
High
PerformM-2C57-A C2AZ-19580-D
ance
406 6-V
High
Performance
M-2C57-A C2AZ-19580-D
refill)
be used

Necessary
Check Valve Tappets and Adjust if
Necessary (Conventional Mechanical)
GROUP 14
163

36,000
(continued)
Operation
Lubricant
Check Ignition Timing and Adjust if

Necessary
System Valve, Tubes, Filter and/or
Separator
Filter
Element
Lubricate Deck Lid Hinge Pivots or
Tailgate Hinge Pivots and Supports

or Spray, Ford Part No. COAZ19553-AorB
Lubricate Door Locks
Lubricate Deck Lid or Tailgate Lock
Lubricate Hood Latch and Safety

Catch


223 6-Cylinder or 406 8-Cylinder
only)

COAA-19A501-A
Lubricate Fuel Filler Door Hinges

Lubricate
Joints
FoMoCo Universal Joint Grease,

Ford Part No. B8A-19589-A. Substitute universal joint greases must
conform to Ford Spec. M-1C57
Drive
Shaft
Universal
Lubricate Steering Linkage

Lubricate
Joints

Front
Suspension Ball

Necessary)
Replace Fuel Filter (All Engines)
Replace Engine Coolant (or Every 2
Years)
Replace Power Steering Filter
164
GROUP 14
MAINTENANCE OPERATIONS (PART 14-2)
MAINTENANCE OPERATIONS
CHECK AUTOMATIC
TRANSMISSION FLUID
LEVEL
With the engine running at idle

speed, the fluid at a normal operating
temperature, and the transmission
selector lever at P (park), the fluid
level should be maintained at the full

mark on the dipstick,
CHECK MANUAL-SHIFT
TRANSMISSION LUBRICANT
LEVEL
The transmission lubricant level

should be maintained at the bottom
of the filler hole in the transmission

case.
CHECK BRAKE MASTER

CYLINDER FLUID LEVEL
The fluid level should be maintained s inch below the top of the
filler opening.
CHECK REAR AXLE

LUBRICANT LEVEL
The lubricant level should be

maintained at the bottom of the filler
hole.
CHECK TENSION OF
ENGINE ACCESSORY DRIVE
BELTS AND ADJUST IF
NECESSARY
BELT TENSION
SPECIFICATIONS:
Air conditioning Drive
Power Steering
Water Pump and Fan
CLEAN CARBURETOR AIR

CLEANER ELEMENT
Remove the element from the air

cleaner body, and direct clean compressed air against the element in
the opposite direction of normal air
flow from the inside out. Clean the

air cleaner body and cover in solvent, and wipe them dry.
CLEAN CRANKCASE
BREATHER CAP AND
POSITIVE CRANKCASE
VENTILATION SYSTEM
Remove the breather cap and wash

it in solvent. Remove the crankcase
ventilation emission valve, exhaust
tube, and connections. Clean the
valve and exhaust tube in clean car-
buretor solvent, and dry them with

compressed air. Clean the rubber
hose connections with a low volatility
petroleum base solvent, and dry
them with compressed air.
LUBRICATE FRONT
SUSPENSION BALL
JOINTS
Remove plugs.
Apply the recommended lubricant
to each ball joint fitting with a pressure gun and replace the plugs.
LUBRICATE STEERING
LINKAGE
Remove plugs.
Apply the recommended lubricant
to each steering linkage fitting with a

pressure gun and replace the plugs. >
LUBRICATE AND ADJUST

FRONT WHEEL BEARINGS
Front wheel bearing adjustment information is provided in Part 10-1 of

the 1962 Ford Galaxie Shop Manual
LUBRICATE DRIVE SHAFT

UNIVERSAL JOINTS
Remove plugs. Lubricate the universal joints with the recommended

lubricant. Replace plugs.
LUBRICATE FUEL FILLER

DOOR HINGES
LUBRICATE HOOD
LATCH AND SAFETY
CATCH
Galaxie
Shop Manual
Part 12-3
Part 9-2
Part 4-1
Mercury
Shop Manual
Section 8C
Section 5B
Section 6E
and Section 3-B of the 1961 Mercury

Maintenance Manual,
Apply lubricant, and wipe clean.
Apply lubricant to all points of

contact.
GROUP 14
165
MAINTENANCE OPERATIONS (Continued)

Apply lubricant to all points of
contact.
LUBRICATE DECK
LID LATCH
LUBRICATE D O O R
LOCKS
LUBRICATE DECK LID

OR TAILGATE LOCK
LUBRICATE DECK LID

HINGE PIVOTS OR
TAILGATE HINGE PIVOTS
AND SUPPORTS
Spray all points of friction.
CHANGE ENGINE OIL

AND REPLACE ROTUNDA
OIL FILTER
Drain the oil from the crankcase,

and remove and discard the oil filter.
Install a new Rotunda filter, and fill
the crankcase to the full mark on the
oil level dipstick. Run the engine at

idle speed and check for oil leaks at
the filter and drain plug. Recheck the
oil level and add oil if necessary.
REPLACE FUEL
FILTER
Complete procedures for replacing the fuel filter are given in Part
3-1 of the 1962 Ford Galaxie Shop
Manual and Section 9A of the 1962

Supplement to the 1961 Mercury
Maintenance Manual.
REPLACE CARBURETOR AIR

CLEANER ELEMENT
Remove the air cleaner from the

carburetor. Clean the air cleaner
body. Insert a new element and assemble the components.
ADJUST STEERING GEAR

PRELOAD AND BACKLASH
Complete steering gear adjustment

procedures are given in Part 9-1 6i
the 1962 Ford Galaxie Shop Manual
and Section 5A of the 1961 Mercury

Maintenance Manual,
INSPECT AND ADJUST

BRAKES
Remove one wheel and drum, and

inspect the drum and linings for wear
or damage. Scored drums should be
repaired. Reline or replace the brake

shoes if the linings are worn to within
%2 inch of any rivet.
CROSS-SWITCH WHEELS
AND TIRES
All tires, including the spare,

should be cross-switched as shown
in Part 10-1 of the 1962 Ford Galaxie
Shop Manual and Section 3B of the

1961 Mercury Maintenance Manual,
PERFORM AIR
CONDITIONER SEASONAL
SERVICES
Check the air conditioner system

for refrigerant or oil leaks, and for
the state of refrigerant charge.
166
GROUP 14
GROUP 15
167
GROUP 15SPECIFICATIONS
NOTE: All specifications are given in inches unless otherwise noted.
ENGINES
GENERAL (Continued)
GENERAL SPECIFICATIONS
ENGINE MODELS AND PISTON DISPLACEMENT Cubic Inches
Mileage Maker Six
223
260
260 V-8
352
352 V-8
390
390 Special V-8
390
390 Police Interceptor V-8
406
406 High Performance V-8 (4-V)
406
COMPRESSION RATIO
Mileage Maker Six
8.4:1
260 V-8
352 V-8
390 Special V-8
8.7:1
8.9:1
10.5:1

10.5:1
11.5:1
11.5:1
BRAKE HORSEPOWER @ Specified rpm

Mileage Maker Six
260 V-8
352 V-8
390 Special V-8
138 4200
164 4400
220 4300
300 4600
330 5000
385 5800
405 5800
TORQUEFt-lbs @ Specified rpm

Mileage Maker Six
260 V-8
352 V-8
390 Special V-8
203 2200
258 2200
336 2600
427 2800
427 3200
444 3400
448 3500
BORE AND STROKE

223
260
352
390
406
3.62x3.60
3.80x2.87
4.00x3.50
4.05x3.78
4.13x3.78
COMPRESSION PRESSURESea Level @ <banking Speed

223 and 260
130-170
352, 390 and 406
160-200
ENGINE IDLE RPM*

Manual-Shift Transmissions
406
Other Engines
...675-700
500-525
Automatic TransmissionsDrive Range

All Engines
475-500
*lf unit is equipped with air conditioner, it should be operated at least
20 minutes before setting engine idle speed.
ENGINE IDLE MANIFOLD VACUUM-Minimum Inches of Mercury
@ Specified Engine Neutral Idle rpm (Sea Level)
18
All Engines
OIL CAPACITY*
223 and 260
352, 390 and 406
*Add one quart extra when changing oil filter.
U.S.
MEASURE
4 quarts
5 quarts
IMPERIAL
MEASURE
3.5 quarts
4
quarts
OIL PRESSURE-Hot @ 2 0 0 0 rpm

Police Interceptor V-8
. . . 4 5 - 7 0 psi
406
. . . 4 0 - 5 5 psi
Other Engines
. . . 3 5 - 5 5 psi
CYLINDER HEAD
GASKET SURFACE FLATNESS
0.003 inch in any 6 inches or 0.006 inch overall
VALVE GUIDE BORE DIAMETERStandard
Intake and Exhaust
223
260
352, 390 and 406
...0.3433-0.3440
...0.3115-0.3125
. ...0.3728-0.3735
VALVE SEAT WIDTH

Intake and Exhaust
260
0.060-0.080
Other Engines
0.070-0.090
VALVE SEAT ANGLE

Intake
406
30
Other Engines
45
Exhaust
TAXABLE HORSEPOWER
223
260
352
390
406
All Engines
31 54
46.20
5120
52 49
54.56
260, 352, 390 and 406
1-5-3-6-2-4
..1-5-4-2-6-3-7-8
VALVE ARRANGEMENT-Front to Rear

223
260
352, 390 and 406
VALVE SEAT RUNOUT

Maximum 260
Maximum Other Engines
0.0015
0.002
VALVE MECHANISM
FIRING ORDER
223
45
E-l-l-E-l-E-E-l-E-l-l-E
...Right I-E-I-E-I-E-I-E
Left
E-l-E-l-E-l-E-l
E-l-E-l-l-E-l-E
VALVE LASH
Cold
INTAKE AND EXHAUST
406 with Mechanical Lifters
0.028
Hot
INTAKE AND EXHAUST
406 with Mechanical Lifters
0.025
GROUP 15
168
VALVE MECHANISM (Continued)
VALVE CLEARANCE
223*
260**
352 and 390**

0.025
0.082-0.152
0.083-0.183
*Silent LashClearance specified is obtained at the valve stem tip

with the eccentric spring compressed.
**Hydraulic valve liftersClearance specified is obtained at the
valve stem tip with the tappet collapsed.
VALVE STEM DIAMETER
Standard
INTAKE
223
260
352, 390 and 406
...0.3416-0.3423
...0.3100-0.3107
...0.3711-0.3718
EXHAUST
223
260
352 and 390
406
...0.3398-0.3405
...0.3090-0.3097
...0.3693-0.3700
...0.3701-0.3708
0.003 Oversize
INTAKE
223
260
352, 390 and 406
.0.3446-0.3453
...0.3130-0.3137
...0.3741-0.3748
EXHAUST
223
260
352,390
406
...0.3428-0.3435
...0.3120-0.3127
...0.3723-0.3730
...0.3731-0.3738
0.015 Oversize
INTAKE
223
260
352, 390 and 406
...0.3566-0.3573
...0.3250-0.3257
...0.3861-0.3868
EXHAUST
223
260
352 and 390
406
.0.3548-0.3555
...0.3240-0.3247
...0.3843-0.3850
...0.3851-0.3858
0.030 Oversize
INTAKE
223
260
352,390 and 406
.0.3716-0.3723
...0.3400-0.3407
0.4011-0.4018
EXHAUST
223
0.3698-0.3705
.0.3390-0.3397
...0.3993-0.4000
0.4001-0.4008
260
352 and 390
406
VALVE FACE ANGLE
406
Other Engines
29
44
VALVE HEAD DIAMETER

Intake
223
260
352, 390 and 406
1.775-1.785
1.582-1.597
2.022-2.037
Exhaust
223
260
352 and 390
406
1.505-1.520
1.381-1.396
1.551-1.566
1.645-1.660
VALVE FACE RUNOUT

Intake
All Engines
0.002
Exhaust
260,352, 390 and 4 0 6 . . .
223
0.002
0.0015
VALVE SPRING FREE LENGTHApproximate

223
260
352
390
406
2.33
2.15
2.26
2.15
2.06
VALVE SPRING OUT OF SQUAREMaximum

All Engines
0.072
VALVE SPRING PRESSURE-Lbs. (a) Specified Length

223
97-105 1.780
Wear Limit 88 1.780
160-178 1.410
Wear Limit 144 1.410
260
57-63 1.770
Wear Limit 52 1.770
161-178 1.380
352
94-104 1.820
Wear Limit 85 @ 1.820
180-198 @ 1.420
390
74-84 1.820
Wwr Limit 67 1.820
190-208 1.420
406
80-90 1.820
255-280 1.320
VALVE SPRING ASSEMBLED HEIGHT
223 and 260
352 and 390
406
VALVE PUSH ROD MAXIMUM RUNOUT
260
Other Engines
P/4-l25/32
l 13 /l6-l 27 /32
l51/64"l53/64
0.015
0.025
VALVE TAPPET DIAMETER-Standard

VALVE STEM TO VALVE GUIDE CLEARANCE
Intake
260
Other Engines
Exhaust
260
406
Other Engines
223
260, 352, 390 and 406
0.4983-0.4989
0.8740-0.8745
0.0008-0.0025-Wear Limit 0.0045

0.0010-0.0024-Wear Limit 0.0045
VALVE TAPPET TO TAPPET BORE CLEARANCE
. . . .0.0018-0.0035
0.0020-0.0034
0.0028-0.0042-Wear Limit 0.0055
HYDRAULIC VALVE LIFTER LEAK DOWN RATE
223
260, 352, 390 and 406
260, 352 and 390
0.0011-0.0027Wear Limit 0.0055

0.0005-0.0020-Wear Limit 0.005
10-100 Seconds
GROUP 15
169
CRANKSHAFT (Continued)

ROCKER ARM TO ROCKER ARM SHAFT CLEARANCE
223
0.002-0.004-Wear Limit 0.006
352, 390 and 406
0.0035-0.0055-Wear Limit 0.0065
MAIN BEARING JOURNAL RUNOUTMaximum

223
0.003-Wear Limit 0.004
260, 352, 390 and 406
ROCKER ARM SHAFT O.D.

223
352, 390 and 406
...0.780-0.781
.0.8385-0.8395
CONNECTING ROD AND MAIN BEARING JOURNALS MAXIMUM

OUT-OF-ROUND
All Engines
0.0004
..0.783-0.784
..0.843-0.844
CONNECTING ROD AND MAIN BEARING JOURNALS MAXIMUM

TAPER
All Engines
0.0003 per inch
ROCKER ARM BORE DIAMETER

223
352, 390 and 406
CAMSHAFT AND TIMING CHAIN

CAMSHAFT JOURNAL DIAMETER-Standard
223
260 #1
260/2
260 #3
260 #4
260 #5
352, 390 and 406
1.9255-1.9265
2.0805-2.0815
2.0655-2.0665
2.0505-2.0515
2.0355-2.0365
2.0205-2.0215
2.1238-2.1248
CAMSHAFT JOURNAL TO BEARING CLEARANCE

0.001-0.003-Wear Limit 0.006
All Engines
CAMSHAFT JOURNAL MAXIMUM OUT-OF-ROUND
260
223,352,390,406
TIMING CHAIN MAXIMUM DEFLECTION
All Engines
0.0005
0.001
0.5
CAMSHAFT LOBE LIFT

Intake
223
0 260-Wear Limit 0 255

0.2375Wear Limit 0.2325
0.232Wear Limit 0.227
0.2316Wear Limit 0.2266
0.2980Wear Limit 0.2930
260
352
390
406
Exhaust
223
260

0.2375-Wear Limit 0 2325
352
0 232-Wear Limit 0 227
390
406
0.2316-Wear Limit 0.2266

0.2980Wear Limit 0.2930
CAMSHAFT END PLAY

223, 260, 352, 390 and 406
0.001-0.007-Wear Limit 0.012
THRUST BEARING JOURNAL LENGTH

223
260
352, 390 and 406
.1.359-1.361
1.137-1.139
.1.124-1.126
MAIN BEARING JOURNAL THRUST FACE RUNOUT

All Engines
0.001
CONNECTING ROD JOURNAL DIAMETER
223 Coded Red

Coded Blue
260 Coded Red
Coded Blue
352, 390 and 406 Coded Red
Coded Blue
CRANKSHAFT FREE END PLAY
All Engines
2.2984-2.2988
2.2980-2.2984
2.1236-2.1240
2.1232-2.1236
2.4384-2.4388
2.4380-2.4384
.0.004-0.008-Wear Limit 0.012
ASSEMBLED FLYWHEEL CLUTCH FACE MAXIMUM RUNOUT

All Engines
0.010
ASSEMBLED FLYWHEEL O.D. MAXIMUM RUNOUT
All Engines
ASSEMBLED SPROCKET FACE RUNOUT
All Engines
0.007
.0.006
MAIN BEARINGS
JOURNAL CLEARANCE
223
260
352 and 390
406
0.0009-0.0033
0.0006-0.0026
0.0006-0.0031
No. 1-0.001-0.002
Nos. 2, 3, 4, 5-0.0010-0.0031
CAMSHAFT BEARINGS
INSIDE DIAMETER
223
260 #1
260/2
260 #3
260 #4
260 #5
352, 390 and 406.
CONNECTING ROD
.1.9275 1.9285
.2.0825 2.0835
.2.0675 2.0685
.2.0525 2.0535
.2.0375 2.0385
.2.0225 2.0235
.2.1258 2.1268
No. 1 bearing is installed with the front edge 0.005 to 0.020 inch toward
the rear from the front face of the cylinder block on all engines.
CRANKSHAFT
MAIN BEARING JOURNAL DIAMETER
Standard
223 Coded Red
Coded Blue
260 Coded Red
Coded Blue . . . .
352, 390 and 406 Coded Red
Coded Blue
2.4984-2.4988
2.4980-2.4984
2.2486-2.2490
2.2482-2.2486
2.7488-2.7492
2.7484-2.7488
PISTON PIN BUSHING I.D.

Standard
223
260
352, 390 and 406
0.9122-0.9125
0.9107-0.9112
0.9752-0.9755
PISTON PIN BUSHING OUT-OF-ROUND AND TAPERMax.

All Engines
0.0004
BEARING BORE DIAMETER
233 Coded Red
Coded Blue
260 Coded Red
Coded Blue
352,390 and 406 Coded Red
Coded Blue
2.4230-2.4234
2.4234-2.4238
2.2390-2.2394
2.2394-2.2398
2.5907-2.5911
2.5911-2.5915
BEARING BORE MAXIMUM OUT-OF-ROUND AND TAPER

All Engines
0.0004
GROUP 15
170
PISTON PIN (Continued)
CONNECTING ROD (Continued)

CONNECTING ROD LENGTH-Center to Center
223
260
352
6 258-6.262
5.154-5.156
6.538-6.542
6.486-6.490
390 and 406
Twist Maximum Total Difference

All Engines
0.012
Bend Maximum Total Difference

All Engines
0.004
CONNECTING ROD ASSEMBLY-Assembled to Crankshaft

. .0.005-0.011Wear Limit 0.014
.. 0.006-0.016Wear Limit 0.019
0.014-0.024-Wear Limit 0.027
BEARING TO CRANKSHAFT CLEARANCE
.0.0006-0.0028
.0.0009-0.0025
.0.0007-0.0028
.0.0009-0.0029
PISTON
PISTON DIAMETER
Color Coded Red
223
260
352
390
406
Color Coded Blue
223
260
352
390
406
0.003 Oversize
223
260
352
390
3.156-3.170
3.202-3.212
PISTON PIN TO CONNECTING ROD BUSHING CLEARANCELoose

All Engines (except 260-Press fit). 0.0001-0.0005-Wear Limit 0.001
PISTON RINGS
CONNECTING ROD BEARINGS

223
260
352 and 390
406
3.010-3.030
352 and 390

406
PISTON PIN TO PISTON CLEARANCE-Loose

260
0.0003-0.0005-Wear Limit 0.0008
Other Engines
0.0001-0.0003-Wear Limit 0.0008
CONNECTING ROD
Side Clearance
223
260,352, and 390
406
PISTON PIN LENGTH

223 and 260
3 6236-3 6242
3 7976-3 7982
3.9982-3 9988
4.0477-4.0483
4.1258-4.1264
RING WIDTH
Compression Ring
UPPER
223
Other Engines
0.0929-0.0936
0.0774-0.0781
LOWER
All Engines
0.0930-0.0940
SIDE CLEARANCE
Compression Ring
UPPER
223 and 260
352,390 and 406
0.0019-0.0036-Wear Limit 0.006

0.0024-0.0041-Wear Limit 0.006
LOWER
223
260
352, 390 and 406
0.0015-0.0035-Wear Limit 0.006

..0.001-0.004-Wear Limit0.006
0.0020-0.0040-Wear Limit 0.006
Oil Ring
All Engines
Snug
RING GAP WIDTH

3 6248-3 6254
3.7988-3 7994
3.9994-4.0000
4.0489-4.0495
4.1270-4.1276
3.6260-3.6266
3 8000-3 8006
4.0006-4 0012
4.0501-4.0507
Compression RingStandard Bore--Upper and Lower

223 and 260
352,390 and 406
0.010-0.020
0.015-0.025
Oil RingStandard Bore

All Engines
0.015-0.055
CYLINDER BLOCK
CYLINDER BORE DIAMETERStandard Spreads for 8 Grades
PISTON TO BORE CLEARANCE-^ inch from Bottom of Skirt

223
260
352
390
406
0.0008-0 0026Wear
0.0021-0 0039Wear
0.0012-0.003-Wear
0.0017-0.0035-Wear
0.0043-0 0049Wear
Limit
Limit
Limit
Limit
Limit
0 006
0 006
0.006
0.006
0 006
223
260
352
390
406
3.6250-3.6274
3.8003-3.8027
4.0000-4.0024
4.0500-4.0524
4.1300-4.1336
CYLINDER BORE MAXIMUM OUT-OF-ROUND

All Engines
PISTON PIN
CYLINDER BORE TAPER
All Engines
PISTON PIN DIAMETER

Standard
223
260
0.9120-0.9123
0.9118-0.9124
352,390 and 406
0.9750-0.9753
0.001 Oversize
223
0.9130-0.9133
352, 390 and 406
0.9760-0.9763
0.002 Oversize
223
352, 390 and 406
0.9140-0.9143
0.9770-0.9773
HEAD GASKET SURFACE FLATNESS

All Engines
0.003 inch in any 6 inches or 0.006 inch overall
OIL PUMPRotor Type

RELIEF VALVE SPRING TENSIONLbs. (cv Specified Length
. ..11.15-11.75 1.704
260
9.0-9.6 1.53
223 352 and 390
8.0-13.0 1.53
406
GROUP 15
OIL PUMPRotor Type (Continued)
RELIEF VALVE CLEARANCE
All Engines
TORQUE LIMITSFt-Lbs (Continued)

WATER PUMP TO CYLINDER BLOCK OR FRONT COVER
0.0015-0.0029
DRIVE SHAFT TO HOUSING BEARING CLEARANCE

All V-8 Engines
0.0015-0.0029
223
171
0.0025-0.0039
ROTOR ASSEMBLY END CLEARANCE-Pump Assembled

All Engines
0.0011-0.0041
OUTER RACE TO HOUSINGRadial Clearance
All Engines
260
223,352,390 and 406
12-15
23-28
CAMSHAFT SPROCKET TO CAMSHAFT

260
Other Engines
DAMPER OR PULLEY TO CRANKSHAFT
All Engines
..30-35
..35-45
70-90
0.006-0.012
CONNECTING ROD NUTS
260
223, 352 and 390
406
TORQUE LIMITSFt-Lbs
MAIN BEARING CAP BOLTS-Olled Threads
260
223, 352, 390, and 406
.60-70
95-105
VALVE ROCKER ARM COVER

260
223, 352, 390 and 406
19-24
40-45
53-58
.3-5
.4-7
CYLINDER HEAD BOLTS-Oiled Threads

223
260
352 and 390
406
105-115
65-70
80-90
100-110
OIL PAN TO CYLINDER BLOCK

260
260
Other Engines
...7-9 !/4-20
.9-11 Vie18
9-13
Intake
223
260
352 and 390
406
23-28
12-15
32-35
25-28
Exhaust
223
260
352, 390 and 406
23-28
.13-18
12-18
FLYWHEEL TO CRANKSHAFT
75-85
OIL PUMP TO CYLINDER BLOCK

223
260, 352, 390 and 406
30-35
23-28
OIL PUMP COVER PLATE

All EnginesRotor Type Pump
12-15
OIL FILTER ADAPTER TO CYLINDER BLOCK

50-60
60-100
223
260
OIL FILTER TO ADAPTER OR CYLINDER BLOCK
All Engines
Hand tighten until gasket contacts adapter face.

Then tighten XA turn more.

223
All V-8 Engines
6-9
12-15
WATER OUTLET HOUSING

223
All V-8 Engines
30-35
VALVE ROCKER ARM ADJUSTING NUT

260
.4.5-10
VALVE PUSH ROD CHAMBER COVER

223
.2.0-2.5
OIL INLET TUBE TO OIL PUMP

All Engines
12-15
CRANKCASE VENTILATION TUBE TO CYLINDER BLOCK
223
260
FUEL PUMP TO CYLINDER BLOCK OR CYLINDER FRONT
COVER
223
All V-8 Engines
3-4
6-9
12-15
23-28
6-9
OIL FILTER ANGLE ADAPTER TO CYLINDER BLOCK

352, 390 and 406
50-60
40-45
VALVE ROCKER ARM ADJUSTING SCREW

Self-LockingMinimum Torque to Rotate
406
VALVE ROCKER ARM ADJUSTMENT LOCK NUT
223
MANIFOLDS TO CYLINDER HEAD
All Engines
VALVE ROCKER SHAFT SUPPORT TO CYLINDER HEAD

223
352, 390 and 406
..23-28
12-15
ENGINE FRONT SUPPORT

Bracket to Insulator
223
.40-45
Bracket to Engine
223
.35-40
Bracket to Crossmember
All Engines
.45-50
Insulator to Frame
All Engines
.45-55
Insulator to Engine
All V-8 Engines
.35-40
ENGINE REAR SUPPORT

Support Retainer to Extension Housing
All Engines
Support to Frame
All Engines
.40-45
.12-15
GROUP 15
172
TORQUE LIMITS-Ft-Lbs (Continued)
T O R Q U E LIMITS FOR V A R I O U S SIZE BOLTS
C A U T I O N : If any of the torque limits listed in this table disagree with any of those listed in the preceding tables, the limits listed in the preceding tables prevail.
Size (Inches)
1/4-28
1/4-20
6-9
Torque (Ft-lbs)
7
Size (Inches)
/ie-14
45-50
Torque (Ft-lbs)
/ie-18
/ie-24
6-9
12-15
15-18
/i6-20
1/2-13
1/2-2O
60-70
70-80
50-60
3/8-16
23-28
30-35
/ie-18
85-95
/8-24
/ 8 -18
130-145
IGNITION SYSTEM
IGNITION TIMING*
DISTRIBUTOR
Recommended Setting
ENGINE
Manual-Shift
Transmission
Automatic
Transmission
Mileage Maker Six

260 V-8
352 (2-V) and 390 V-8 (4-V)
390 V-8 (2-V)
390 Police Interceptor
406 V-8 (4-V and 6-V)
4
6
3
6
10
8
10
10
6
6
10
8
*The initial ignition timing may be advanced 5 over the recommended setting. T o d o t h i s , advance the timing progressively until engine detonation
(spark knock) is evident under actual road test acceleration. Retard the
timing until the detonation is eliminated. If the individual requirements
of the car a n d / o r if sub-standard fuels are used, the initial timing may
be retarded from the recommended setting not to exceed 2 BTC.
Mileage Maker Six

Breaker Arm Spring Tension (Ounces)
Contact Spacing (Inches)
Dwell Angle at Idle Speed
17-20
0.024-0.026
35-38
260 Y-8
17-20
0.015-0.018
26-28
352 and 390 V-8

17-20
0.014-0.016
26 o -28i/ 2
390 V-8 2-V

Breaker A r m Spring Tension (Ounces)
17-20
0.014-0.018
26-28
390 High Performance V-8 Engines

27-32
0.019-0.021
Not Applicable
406 V-8
Breaker A r m Spring Tension (Ounces)
27-32
0.015-0.018
DIMENSION
Mileage Maker Six

Distance between base and gear (Inches)
0.005-0.008
V-8
Distance from bottom of mounting flange to bottom of gear (Inches)
260 V-8
4.031-4.038
352, 390 and 406 V-8
3.071-3.077
CLEARANCEInches
Mileage Maker Six.

260 V-8
Other V-8 Engines.
ADVANCE
(Continued)
Mileage Maker Six (Distributor No. C3AF-12127-G

Used With Manual-Shift Transmission)
Set test stand t0 0 @ 250 rpm and 0 inches of vacuum
Distributor
(rpm)
500
800
Advance
(Degrees)
0.30
6-714
0.45
1400
8 3 / 4 -10
nm-12
Advance Limit.
Vacuum (Inches
of Mercury)
1M-2V4
2000
2.30
4.30
13V*
...10
Mileage Maker Six (Distributor No. C3AF-12127-H

Used With Automatic Transmission)
Distributor
(rpm)
GENERAL
SHAFT END PLAY
(Continued)
CHARACTERISTICS
Set test stand to 0 @ 250 rpm and 0 inches of vacuum
DISTRIBUTOR
GEAR L O C A T I O N
ADVANCE
.0.005-0.008
.0.024-0.035
.0.022-0.030
CHARACTERISTICS
Note: The advance characteristics given apply to the distributor with

the indicated number only. The distributor number is stamped
on the distributor housing or on a plate attached to the distributor housing.
500
800
1400
2000
Advance L i m i t .
Advance
(Degrees)
Vacuum (Inches
of Mercury)
1-2
0.45
41/4-51/4
1.07
7-8
7-8
3.30
10V4
8.50
6.00
260 V-8 (Distributor No. C30F-12127-B

Used with Manual-Shift Transmission)
CENTRIFUGAL ADVANCE. Disconnect the vacuum line. Set test stand to
0 @ 250 rpm.
Advance
(Degrees)
Vacuum (Inches
of Mercury)
500
800
VA-lVi
1200
Wi-VA
0
0
0
0
0
Distributor
(rpm)
1600
81/2-10
2000
103/4-12V4
VACUUM ADVANCE. Set test stand to 0 @ 1000 rpm and 0 inches of

vacuum.
Advance
(Degrees)
Vacuum (Inches
of Mercury)
1000
1-4
1000
1000
5 ^ -81/2
71/2-IO1/2
1000
8-11
8
12
16
20
Distributor
(rpm)
11
Advance Limit
C3AF-12127-II
260 V-8 (Distributor No.

Use with Automatic Transmission)
CENTRIFUGAL ADVANCE. Disconnect the vacuum line\ Set test stand

to 0 @ 250 rpm.
Distributor
(rpm)
500
600
900
Advance
(Degrees)
Vacuum (Inches
of Mercury)
V4-1V*
P/4-21/4
0
0
0
0
0
3-4
1500
5 3 / 4 -7
2000
8!/4-93/4
GROUP 15
DISTRIBUTOR
(Continued)
ADVANCE CHARACTERISTICS
DISTRIBUTOR
(Continued)
0
1-2
0
0
0
0
5-61/4
1250
2000
111/2-13
18
Advance Limit.
VACUUM ADVANCE. Refer to Distributor No. COAF-12127-D.
352 V-8 (Distributor No. COAF-12127-D
Used With Automatic Transmission)
CENTRIFUGAL ADVANCE. Disconnect the vacuum line. Set test stand
to 0 @ 200 rpm.
Distributor
Advance
Vacuum (Inches
(rpm)
(Degrees)
of Mercury)
300
500
0
3/4-13/4
0
0
0
0
1100
5-61/4
2000
III/2-I3
18
Advance Limit.
VACUUM ADVANCE. Set test stand to 0@1000 rpm and 0 inches of vacuum.
Distributor
Advance
Vacuum (Inches
(rpm)
(Degrees)
of Mercury)
1000
0-1
5
1000
5-8
10
1000
8-11
I31/2
9H-121/2
1000
17
Advance Limit.
121/2
390 V-8 (Distributor No. C2AF-12127-A)
CENTRIFUGAL ADVANCE. Set test stand to 0c @ 250 rpm and 0 inches
of vacuum.
Distributor
Advance
Vacuum (Inches
(rpm)
(Degrees)
of Mercury)
325
400
500
600
H-W
31/2-41/2
5-6
0
0
0
0
0
2000
103/4-121/4
VACUUM ADVANCE. Set test stand to 0 @ 1000 rpm and 0 inches
of vacuum.
Distributor
Advance
Vacuum (Inches
(rpm)
(Degrees)
of Mercury)
O-21/2
1000
6
1000
4-7
10
1000
51/2-81/2
15
Advance Limit @ 20" HG
8i/ 2
390 V-8 Engine (Distributor No. C3MF-12127-A)
CENTRIFUGAL ADVANCE. Set test stand to 0 @ 250 rpm and 0 inches
of vacuum.
Distributor
Advance
Vacuum (Inches
(rpm)
500
700
1000
1500
2000
(Degrees)
I-21/4
51/4-61/4
81/4-91/4
103/4-121/4
13i/2-15
(Continued)
ADVANCE CHARACTERISTICS
VACUUM ADVANCE. Set test stand to 0 @ 1000 rpm and 0 inches of

vacuum.
Distributor
Advance
Vacuum (Inches
of Mercury)
(rpm)
(Degrees)
1000
2-5
10
1000
5-8
14
7-10
1000
18
1000
71/2-IO1/2
20
Advance Limit
10i/2
352 V-8 (Distributor No. COAF-12127-E
Used With Manual-Shift Transmission)
CENTRIFUGAL ADVANCE. Disconnect the vacuum line. Set test stand
to 0 @ 300 rpm.
Distributor
Advance
Vacuum (Inches
(rpm)
(Degrees)
of Mercury)
500
775
173
of Mercury)
0
0
0
0
0
(Continued)
VACUUM ADVANCE. Set test stand to 0 c1 1000 rpm and 0 inches

of vacuum.
Distributor
(rpm)
1000
1000
1000
1000
Advance Limit @ 20" HG
Advance
(Degrees)
Vacuum (Inches
of Mercury)
1-4
7
10
12
17
31/2-6!/ 2
5-8
7-10
10
390 Police Interceptor V-8 Engine (Distributor No. C2SF-12127-A)

CENTRIFUGAL ADVANCE. Set test stand to 0 0 @ 250 rpm and 0 inches
of vacuum.
Distributor
Advance
Vacuum (Inches
(rpm)
of Mercury)
(Degrees)
325
400
525
700
2000
VACUUM ADVANCE. Set test
of vacuum.
0
Vi-VA
0
0
0
0
0
41/2 -51/2
7-8
151/4-163/4
s t a n d t o 0 <c% 1000
rpm and 0 inches
Advance
Distributor
Vacuum (Inches
(rpm)
of Mercury)
(Degrees)
0-1
5
1000
7
1-4
1000
10
1000
4-7
15
51/2-81/2
1000
8i/ 2
Advance Limit 20" HG
406 V-8 Engine (Distributor No. COAF- 12127-K Dual Points)
Set test stand to 0 @ 250 rpm and 0 inches of vacuum.
Distributor
(rpm)
650
800
Advance
(Degrees)
Vacuum (Inches
of Mercury)
0
0
0
0
21/4-33/4
5-61/2
73/4-9
1125
Hi/2-13
2000
Advance Limit @ 2500 r p m . . .
14
CONDENSER
All Engines
.0.21-0.25
5
1
Capacity (Microfarads)
Minimum Leakage (Megohms)
Maximum Series Resistance (Ohms).
COIL
All Engines
Primary Resistance (Ohms)

Secondary Resistance (Ohms)...
Amperage Draw
Engine Stopped
Engine Idling
Primary Circuit Resistor (Ohms).
Primary Resistor Voltage Drop...
1.40-1.54 (75F.)
8000-8800 (75F.)
4.5
2.5
1.30-1.40 (75F.)
6.5-5.3
SPARK PLUGS
Mileage Maker Six
260 V-8
352 and 390 V-8
390 and 406 High Performance.
Autolite BTF-6
Autolite BF-82*
..Autolite BF-42
BF-32
All Plugs
Size
Gap (Inches)
Torque (Ft-lbs)
18 mm
....0.032-0.036
15-20**
Also Mileage Maker Six with economy carburetor.

"20-30 ft-lbs when a new plug is installed in a new head.
GROUP 15
174
FUEL SYSTEM
CARBURETOR (Continued)
FUEL PUMP
FUEL PUMP STATIC PRESSURE-Psl a t 5 0 0 Engine rpm
223
3.5-5.5
260
4-5
352,390, and 406
4.5-6.5
MINIMUM FUEL PUMP VOLUMEFlow
223
All V-8 Engines
500 Engine rpm

1 pint in 30 seconds
1 pint in 20 seconds
ECCENTRIC TOTAL LIFT

223
260
352, 390 and 406
0.290-0.310 inch
0.340-0.360 inch
0.690-0.710 inch
CHOKE PLATE CLEARANCE

Engine-Transmission-Drill Size
352 and 390 Standard
352 and 390 Automatic
260 Standard
260 Automatic
Vie inch
/32 inch
Vs inch
7
/64 inch
406-4-V
Vie inch
406-6-V
y64 inch
CARBURETOR
FORD SINGLE-BARREL CARBURETORS
C3AF-9510-A
Manual-Shift Transmission
C3AF-9510-B
Automatic Transmission
C3AF-9510-C (Economy)
C3AF-9510-D (Economy)
Main Metering Jet Identification No.
0-5,000 feet
C3AF-9510-A
C3AF-9510-B
C3AF-9510-C
C3AF-9510-D
63F
63F
62F
62F
5,000-10,000 feet
C3AF-9510-A....
C3AF-9510-B....
C3AF-9510-C...
C3AF-9510-D....
.61F
61F
61F
.61F
10,000-15,000 feet
C3AF-9510-A
C3AF-9510-B
C3AF-9510-C
C3AF-9510-D
59F
59F
59F
59F
"Power Valve Identification No..
None

0-5,000 feet
C3AF-9510-E
C3AF-9510-F
C3MF-9510-A
C3MF-9510-B
5,000-10,000 feet
C3AF-9510-E
C3AF-9510-F
C3MF-9510-A
C3MF-9510-B
Venturi Size
Economy
All Except Economy
l /64 inches
l /64 inches
13
"Spark Control Valve Identification No. or Color

Plain
C3AF-9510-A and B
Anti-Stall Dashpot Clearance
55
54
58
56
10,000-15,000 feet
C3AF-9510-E
C3AF-9510-F
C3MF-9510-A
C3MF-9510-B
53
52
56
54
Power Valve Identification No. or Color

0-5,000 feet
C3AF-9510-E
C3AF-9510-F
C3MF-9510-A
C3MF-9510-B
Red
Red
Red
Red
5,000-10,000 feet
C3AF-9510-E
C3AF-9510-F
C3MF-9510-A
C3MF-9510-B
10,000-15,000 feet
C3AF-9510-E
C3AF-9510-F
C3MF-9510-A
C3MF-9510-B
65
65
65
65
55
55
55
55
.. .
Dry Float Setting (Initial Setting Only)

21
/32 Vu inch from machined surface of main body to top of free
end of float, with float in uppermost position.
Fuel Level Setting

29
/32 Vz2 inch below top surface of main body.
Venturi Size
352
390
\V% inches
l15/64 inches
Choke Thermostatic Spring Housing Initial Setting*

C3AF-9510-E set at index.
C3AF-9510-F, C3MF-9510-A, and C3MF-9510-B set at 2 digits lean.
Choke Plate Clearance

C3AF-9510-E
C3MF-9510-A
C3AF-9510-F
C3MF-9510-B
Initial Idle Mixture Adjustment
0.060-0.090
Me inch
/ i 6 inch
/32 inch
5
/32 inch
3
\-Wz turns open
Fast (Cold) Idle Adjustment

With fast idle screw on the kickdown step of the cam (hot engine).
C3AF-9510-E and C3MF-9510-A
1200 rpm
C3AF-9510-F and C3MF-9510-B
1500 rpm
C3AF-9510-B and D... .3Vi to 33/4 turns against dashpot

diaphragm assembly
4-5 turns open
Power Valve Opens at

*Not applicable to economy carburetor.
57
56
60
58
...
C3AF-9510-F and C3MF-9510-B
1" from bottom of float to air horn with air horn inverted.
*Power Valve Opens at
manual-shift transmission.
automatic transmission.
manual-shift transmission.
automatic transmission.
Float Setting (Initial Setting Only)
FORD DUAL CARBURETORS

C3AF-9510-E used with 352 engines and
C3AF-9510-F used with 352 engines and
C3MF-9510-A used with 390 engines and
C3MF-9510-B used with 390 engines and
5.5-7.5 inches of mercury
7-10 inches of mercury
Final choke setting may be varied + two (2) digits from the initial setting
to suit specific operating conditions.
GROUP 15
FORD DUAL CARBURETORS (Continued)

C30F-9510-E used with 260 engines and manual shift transmissions
C30F-9510-F used with 260 engines and automatic transmissions.
0-5,000 feet
C30F-9510-E
C30F-9510-F
46
45
5,000-10,000 feet
C30F-9510-E
C30F-9510-F
44
43
10,000-15,000 feet
C30F-9510-E
C30F-9510-F
42
41
Black
Black
55
Dry Float Setting (Initial Setting Only)

% inch from top surface of the main body to free end of float-with
float in uppermost position.
Fuel Level Setting

29
/32 inch below top surface of main body.
Yenturi Size
C30F-9510-E
C30F-9510-F
lVfo inches
% inch
7
/64 inch
Choke Thermostatic Spring Housing Initial Setting*
4 digits lean
0.060-0.090
l-P/2 turns open
Final choke setting may be varied + two (2) digits from the initial
setting to suit specific operating conditions.
Bench
0.020 inch clearance between throttle plate and bore (opposite idle
port)with fast idle screw on kickdown step of cam.
In-Chassis
C1AE-9510-AV
1600 rpm
FORD FOUR-BARREL CARBURETORS

C3AF-9510-N and S* used with 390 engines and manual shift transmissions.
C3AF-9510-R and T* used with 390 engines and automatic transmissions.
*Police Interceptor
Primary
0-5,000 feet
C3AF-9510-N and S
C3AF-9510-R and T
5,000-10,000 feet
C3AF-9510-N and S
C3AF-9510-R and T
C3AF-9510-R and T
Secondary
0-5,000 feet
C3AF-9510-N, S and T
C3AF-9510-R
10,000-15,000 feet
C3AF-9510-R
Power Valve Identification No.
0- 5,000 feet
5,000-10,000 feet
10,000-15,000 feet
...61
...60
...59
...58
Plain
...65
...55
Dry Float Initial Setting

Primary and Secondary allowable tolerance + Vu inch.
47
/64 inch from top surface of main body to top of free end of the
float, with the float in the uppermost position.
Primary and Secondary allowable tolerance V32 inch.
6
%4 inch below the top machined surface of the main body.
Yenturi Size
Primary...
Secondary.
\V% inches
l 3 /ie inches
Choke Thermostatic Spring Housing1"

Initial Setting
C3AF-9510-N
C3AF-9510-R, S and T
Index
2 digits lean

C3AF-9510-R
0.060-0.090

l-P/2 turns open
1200 rpm
1500 rpm
Automatic Transmission (Police Interceptor)
1200 rpm
7-10 inches of mercury
'"Final choke setting may be varied + two (2) digits from the initial
HOLLEY FOUR-BARREL CARBURETOR
406 V-8 High Performance (Carburetor N<). C1AE-9510-AM is used

with manual-shift transmission. The carburetor number appears on
the choke plate flange.)
Primary
0- 5,000 feet
5,000-10,000 feet
10,000-15 000 feet
Secondary
0- 5,000 feet
5,000-10,000 feet
10,000-15,000 feet
Power Valve Identification No.
0- 5,000 feet
5,000-10,000 feet
10,000-15,000 feet
66
64
62
0.078 inch orifice
0.078 inch orifice
0.078 inch orifice
65
65
65
Fuel Level Setting

Primary and Secondary
With the engine stopped, the fuel level should be at the lower edge
of the sight plug opening Vie inch.
56
Venturi Size
54
Primary
Secondary
54
52
10,000-15,000 feet
C3AF-9510-N and S
FORD FOUR-BARREL CARBURETORS (Continued)

5,000-10,000 feet
C3AF-9510-R
Fuel Level Setting
Power Valve Identification No./Color

0-5,000 feet
5,000-10,000 feet
10,000-15,000 feet

C30F-9510-F
175
52
50
Choke Thermostatic Spring Housing*

Initial Setting

At Index
Vie inch
l-P/2 turns open

With fast idle screw on the top step of the cam (hot engine).. 1800 rpm
63
62
\XA inches
l3/i6 inches
Final choke setting may be varied + two (2) digits from the initial
176
CARBURETOR
GROUP 15
(Continued)
CARBURETOR
(Continued)
HOLLEY 4 0 6 V - 8 , 6-V CARBURETORS (Continued)
HOLLEY 4 0 6 V - 8 , 6-V CARBURETORS
406 V-8 (Carburetor No. C1AE-9510-AU Primary and C1AE-9510-AV

Secondary are used with manual-shift transmissions. The carburetor
numbers appear on the choke plate flange.)
57
60
65
Primary
Secondary
Power Valve Identification No

Fuel Level Setting
Primary and Secondary

With the engine stopped, the fuel level should be at the lower edge
of the sight plug opening.
Choke Thermostatic Spring Housing

Initial Setting
Primary
Secondary
Wi inches
l3/ie inches
1-114 turns
%-WA turns

With fast idle screw on the top step of the cam (hot engine).. 1800 rpm
IV2-W/2 inches of mercury
FUEL TANK
Venturi Size
Primary
Secondary
At Index
Capacity-Cars
Station Wagons.
U.S.
MEASURE
IMPERIAL
MEASURE
20 gallons
. 21 gallons
16.5 gallons
17.5 gallons
COOLING SYSTEM
WATER PUMP, DRIVE BELTS, AND
THERMOSTATS
WATER PUMP, DRIVE BELTS, AND

THERMOSTATS (Continued)
WATER PUMP DRIVE ARRANGEMENT

All Engines-Single belt drives water pump, fan, and generator.
WATER PUMP TO ENGINE RATIO
223
260
352, 390 and 406
0.95:1
1.05:1
0.90:1
DRIVEN BELT TENSION (Continued)
Between Fan Pulley and Air Conditioner Compressor

All Engines
New 120-150
Used* 90-120
"Belt operated for a minimum of 10 minutes is considered a used belt.
THERMOSTAT
PULLEY OR PULLEY HUB TO WATER PUMP HOUSING FACE

DIMENSION
.4.320 inches from front face of pulley hub
223
260
352, 390 and 406
IMPELLER TO HOUSING CLEARANCE
223
260
352, 390 and 406
Low Temperature
Opens FAll Engines..
Fully OpenAll Engines.
155-162 C
182C
High Temperature
Opens F - A l l Engines..
Fully OpenAll Engines.
185-192 C
212C
0.015-0.025 inch
0.030-0.050 inch
0.070-0.080 inch
COOLING SYSTEM CAPACITY

DRIVEN BELT TENSION
Between Crankshaft and Power Steering Pump Pulley

New
All Engines
STANDARD
120-150
Used* 90-120
Between Generator and \Vater Pump Pulley

223
260, 352, 390 and 406.
New
Used*
New
Used*
90-120
60-120
110-140
80-110
223
260 V-8
Other V-8 Engines
U.S.
MEASURE
Quarts
15*
14*
19*
IMPERIAL
MEASURE
Quarts
12.5
11.5
16
*Add 1 quart extra for heater.
CLUTCH AND MANUAL-SHIFT TRANSMISSIONS

CLUTCH ADJUSTMENTS
Inches
Inches
Clutch Pedal Free Travel (Engine Idling)
Clutch Pedal Total Travel Vs
63/4
Assist Spring Length Installed (Clutch Pedal Up)

Using Tool No. 6392-N
10-10%
Maximum Indicator Reading of Concentricity

Flywheel Housing Bore to Crankshaft Centerline
0.010
Maximum Indicator Reading of Face Squareness

Flywheel Housing Mounting Face to Crankshaft
Centerline*
0.007
GROUP 15
177
CLUTCH IDENTIFICATION
Pressure Plate
Engine Cubic Inch Displacement
Diameter
(Inches)
Disc
Number of
Springs
Number of
Springs
Spring Color
Spring Color
Aluminum
3 Pink
3 Aluminum
ii*
9*
3 Pea Green*
6 Bronze with
White Stripe*
8*
4 Aluminum*
4 Pink*
10
Bronze
4 Aluminum
4 Plain
n*
n
n
9*
Pea Green*
12*
Blue*
Pea Green
12
Blue
4 Pea Green
5 Aluminum
Gray
223
260 V-8
352 V-8
390 V-8
K
Heavy-Duty Clutch
TRANSMISSION GEAR RATIOS
Engine
1st Gear
2nd Gear
3rd Gear
Reverse Gear
Conventional Drive
Conventional Drive
Conventional Drive
Conventional Drive
3.26
1.84
1.00
3.35
Mileage Maker Six

Mileage Maker SixTaxi and 260 V-8
2.79
1.70
1.00
2.87
352 and 390 V-8
2.42
1.61
1.00
2.33
TRANSMISSION GEAR RATIOS (OVERDRIVE)

1st Gear
Engine
2nd Gear
3rd Gear
Reverse Gear
Drive
Overdrive
Conventional
Drive
Overdrive
Drive
Overdrive
Conventional
Drive
3.20
2.80
1.86
1.69
1.00
0.70
3.83
3.80
2.49
1.51
1.59
1.00
0.72
2.81
3.15
Conventional
Mileage Maker Six and 260 V-8

352 and 390 V-8
2.37
Conventional
LUBRICANT REFILL CAPACITIES
TORQUE SPECIFICATIONS
Foot
Foot
Pounds* Pounds!
Lower Access Clutch Cover Plate to Flywheel
Housing Bolts
17-20
14-19
Flywheel Housing to Block Bolts
40-50
40-50
Pints
(Approximate)
Manual Shift Transmission
Overdrive
223 & 260 Engines

352 and 390 V-8 Engines
Pressure Plate and Cover Plate Assembly

Retaining Bolts
23-28
23-28
Transmission Extension Housing to Case Bolts
37-42
42-50
Clutch Release Equalizer Frame Bracket Bolts
25-30
25-30
Input Shaft Bearing Retainer to Transmission

Case Bolts
12-15
19-25
TRANSMISSION ADJUSTMENT
Overdrive Assembly to Transmission Case Nuts
37-42
Transmission Assembly to Flywheel Housing Bolts
37-42
37-42
Gear Shift Housing Assembly to Transmission

Case Bolts
12-15
12-15
Gear Shift Control Levers to Cam and Shaft

Assembly Nuts
12-15
18-23
#3 Crossmember to Support Bracket Bolts
45-50
Engine Rear Support to Transmission Case Bolts
40-45
40-45
*Overdrive Transmission
fThree Speed Synchronized Transmission
Overdrive
Inches
Cluster Gear End Play
0.004 - 0.018
GROUP 15
178
CRUISE-O-MATIC AND MULTI-DRIVE TRANSMISSIONS

SHIFT SPEEDS (APPROXIMATE)
Engine
and
Transmission
Model
Manual
Shift
Speeds
(mph)
Automatic Shift Speeds (mph)

D1
D1 or D2
D1
D2
2-3
Minimum
Throttle
2-3
Maximum
Throttle
3-1
Minimum
Throttle
3-2
Maximum
Throttle
2-1 or 3-1
Maximum
Throttle
3-2
Minimum
Throttle
2-1
Minimum
Throttle
D1
1-2
Minimum
Throttle
D1 or D2
1-2
Maximum
Throttle
260 V-8
PCT-A
7-9
35-42
10-21
58-67
6-8
54-62
26-36
6-10
17-24
352 V-8
PCD-D
8-10
37-46
14-24
60-70
7-8
56-65
27-36
7-10
19-26
390 V-8
PCE-G
8-10
38-46
14-24
62-71
7-8
57-66
27-37
7-10
19-26
390 V-8
PCE-H Police
Interceptor
6-11
47-56
14-27
79-90
6-8
73-81
37-46
4-11
21-31
TORQUE LIMITS
FLUID PRESSURE LIMITS

Manifold
Vacuum
"Hg
18
Minimum
1.5
or Less
Selector
Lever
Position
Engine
Speed
(rpm)
450-475
Gauge
Reading
Police
(PSI) All V-8 Interceptor
Except Police
Interceptor
N-D1-D2
57-72
70-95
P-R-L
57-213
70-228
D1-D2
145-170
170-200
R-L
201-213
212-228
Stall
CHECKS AND ADJUSTMENTS

Operation
Transmission End Play Check
Specification
0.010-0.029 inch
Selective Thrust Washers
Available:
0.063-0.061 inch, 0.069-0.067 inch
0.076-0.074 inch, 0.083-0.081 inch
Item
Foot Pounds
Converter to Flywheel Nuts
15-28
Converter Housing to Transmission Case Bolts
35-45
Front Pump to Transmission Case Bolts
17-22
Front Servo to Transmission Case Bolts
30-35
Rear Servo to Transmission Case Bolts
40-45
Planetary Support to Transmission Case Screws
20-25
Upper Valve Body to Lower Valve Body Bolts
4-6
Control Valve Body to Transmission Case Bolts
8-10
Pressure Regulator Assembly to Transmission Case Screws
17-22
Extension Assembly to Transmission Case Bolts
28-38
Oil Pan to Transmission Case Bolts
10-13
Case AssemblyGauge Hole Plugs
7-15
Rear Band Adjusting Screw Locknut
35-40
Front Band Adjusting Screw Locknut
20-25
Manual Control Lever Nut
35-40
Turbine and Stator End Play Check
0.060 inch (maximum)
Downshift Lever Nut
17-20
Front Band Adjustment

(Use 14-inch spacer between
adjustment screw and servo
piston stem)
Adjust screw to 10 inch-pounds

torque, and back off one full turn
and lock.
Front Pump Cover Screws
25-35*
Rear Pump Cover Screws (M-20)
80-90*
Rear Pump Cover Screws (10-24)
25-35*
Governor Inspection Cover Screws
50-60*
Rear Band Adjustment
Primary Sun Gear Shaft Ring End

Gap Check
Adjust screw to 10 ft-lbs

torque, and back off V/i turns
and lock.
0.002-0.009 inch
Converter Cover Drain Plug
15-28
Converter Housing to Engine Bolts
45-50
Vent Tube Nut
7-12
Governor Valve Body to Counterweight Screws
50-60*
Accelerator Pedal Height Adjustment 3 u /i6 inches above floor mat
Governor Valve Body Cover Screws
20-30*
Rear Clutch Steel Plate Coning

Clearance Check-PCE model
transmission
Pressure Regulator Cover Screws
20-30*
Control Valve Body Screws (10-24)
20-30*
Front Servo Release Piston to Servo Piston Screw
20-30*
Vacuum Diaphragm Unit
20-30
Rear Clutch Steel Plate PCT and

PCD model transmissions
Flat
*lnch-Pounds
GROUP 15
179
FORDOMATIC TRANSMISSION
CONTROL PRESSURE AT
ZERO OUTPUT SHAFT SPEED
EngineSpeed

Operation
Throttle
Position
Shift
Selector
Levr.r Position
Control
(Line)
Pressure
Closed
All
46-63
15 to 12.5
Inches of
Mercury
As
Required
Drive
Low
Reverse
Pressure
Starts
Rising
Stall Below
1.5 Inches
of Mercury
Through
Detent
(Wide Open)
Drive
Low
Reverse
175-200
Manifold Vacuum
Idle Above
15 Inches
of Mercury
Specifications
Transmission End Play Check
0.020-0.039 inch
Selective Thrust Washers
Available:
0.069-0.067 inch, 0.076-0.074 inch
0.085-0.083 inch, 0.094-0.092 inch
Turbine and Stator End Play

Check
Front Band Adjustment
Adjust screw to 10 ft-lbs torque,

and back off two full turns.
Torque locknut to 35-40 ft-lbs.
Reverse Band Adjustment
Insert .250 spacer between nut and

seat. Adjust screw to 45-50 inchpounds torque, and back off two
turns. Torque the locknut to
15-18 ft-lbs and remove the
spacer
Accelerator Pedal Height

Adjustment
3 n /i 6 inches above floor mat
LUBRICANT REFILL CAPACITY-APPROXIMATE

LOW SERVO RETURN SPRING SPECIFICATIONS
Approximate Capacity
Engine
Transmission
Model
Free
Height
(inches)
PCH-B 223
PCP-B-C-D 260
Quarts
223, 260 V-8 and 352 V-8
Total
Coils
Wire
Diameter
(inches)
3.29
9%
.207
3.11
103/4
.187
FORDOMATIC SHIFT POINTS (APPROXIMATE)

Automatic Shift Speeds (rpm)
Rear
Axle
Ratios
Selector Lever at D
Engine
VI w HOI
1-2
Minimum
Throttle
1-2
Thru
Detent
2-1
Thru
Detent
2-1
Closed
Throttle
260 V-8
13-17
46-54
45-52
10-14
223 Six
13-17
46-54
45-52
10-14
260 V-8
12-16
41-48
40-47
9-13
223 Six
12-16
41-48
40-47
9-13
3.50 to 1
3.89 to 1
TORQUE SPECIFICATIONS
Name
Thread
Foot-Poundi
Inch-Pounds
Governor Body Cover
10-24 x /4
20-30
Planet Gear Shaft Retainer to Output Shaft
10-32 X Vie
20-30
Rear Pump to Body Cover
%-20x%
10-24 x %
50-60
Screws
Bolts, Body to Transmission Case
tf-20x
%-20xltt
ScrewUpper Control to Lower
10-24 x IK
20-30
BoltUpper Control to Lower
70-85
Screw-Downshift Valve
tt-20xl%
10-24 x Vi
20-30
BoltUpper to Lower Body
tf-20xltf
70-85
Screw-Plate to Body
10-24 x Me
20-30
Bolts, Upper to Lower Body
Control
Valve
Body
20-30
70-85
8-10
180
GROUP 15
TORQUE SPECIFICATIONS (Continued)

Thread
Foot-Pounds
/l6-18 X 5/8
10-13
Name
Oil Pan to Case
Front Servo Cover to Case
Rear Servo Cover to Case
Converter Stator Support to Front Pump
Front Pump to Case
Rear Pump to Case
12-15
/l6-18 X 5/8
5
/l6-18 X /8
12-15
/ie-18 x %
12-17
18-22
/l6-18 X l f t
/ie-18xl%
Extension Housing to Case
Inch-Pounds
12-15
/8-16 X l f t
28-38
NUTS
Manual Control Shift Lever Shaft
/i6-24
15-18
Downshift Outer Lever Shaft
/i6-24
15-18
Reverse Band Servo Piston Rod Lock Nut
/ 8 -24
15-18
Low Band Lock Stop
ft-16
35-40
lVie-16
45-55
Oil Filler Tube Nut to Case
/2-20
Breather Tube Nut to Case
5-8
PLUGS
Pressure Gauge Connection
ft-27 Taper
10-15
Case to Cooler Outlet
ft-27 Taper
10-15
Case to Cooler Inlet
ft-27 Taper
9-12
Converter Cover Drain
ft-27 Taper
20-28
Vacuum Diaphragm to Case
ft-20
15-18*
Using FCO-24 Modified Tool.
REAR AXLE AND DRIVE LINE

ADJUSTMENTS
PINION AND DRIVE GEAR IDENTIFICATION

Inches
Backlash Between Drive Gear and Pinion
0.003
Maximum Runout of Backface of Drive Gear as Assembled
0.003
Nominal Pinion Locating Shim

Available Pinion Shims (In steps of 0.001 inch)
Drive Gear
Pinion
3.00:1
39
13
3.25:1
39
25
3.56:1
32
3.89:1
35
4.11:1
37
0.004-0.009
Maximum Backlash Variation Between Teeth
Thickness
Differential Side Gear Thrust Washers
Differential Pinion Gear Thrust Washers
Number of Teeth
Ratio
0.030-0.032
0.030-0.032
0.020
0.008-0.029
REAR AXLE LUBRICANT REFILL CAPACITY

5 PINTS
GROUP 15
181
DRIVE PINION ADJUSTING SHIM THICKNESS CHANGES (Inches)

Old Pinion Marking
New Pinion
Marking
-4
-3
-2
-1
+4
+0.008
+0.007
+0.006
+0.005
+3
+0.007
+0.006
+0.005
+2
+0.006
+0.005
+1
+0.005
+1
+2
+3
+4
+0.004
+0.003
+0.002
+0.001
+0.004
+0.003
+0.002
+0.001
-0.001
+0.004
+0.003
+0.002
+0.001
-0.001
-0.002
+0.004
+0.003
+0.002
+0.001
-0.001
-0.002
-0.003
+0.004
+0.003
+0.002
+0.001
-0.001
-0.002
-0.003
-0.004
-1
+0.003
+0.002
+0.001
-0.001
-0.002
-0.003
-0.004
-0.005
-2
+0.002
+0.001
-0.001
-0.002
-0.003
-0.004
-0.005
-0.006
-3
+0.001
-0.001
-0.002
-0.003
-0.004
-0.005
-0.006
-0.007
-4
-0.001
-0.002
-0.003
-0.004
-0.005
-0.006
-0.007
-0.008
TORQUE LIMITS
TORQUE LIMITS-Continued
Foot
Pounds
Foot
Pounds
55-65
Pinion Flange U-Bolt Nuts
15-20
Differential Bearing Adjusting Nut Lock Bolts
12-20
Spring Clip Nuts (Rear Springs to Axle Housing)
30-45
Carrier to Housing Stud Nuts
30-40
Minimum Torque Required to Tighten Pinion Nut to Obtain

Correct Pinion Bearing Preload
Pinion Retainer to Carrier Cap Screws
30-40
Drive Gear Attaching Cap Screws
65-75
Differential Bearing Cap Screws
New Bearings
175*
17-27 inch-pounds
Pinion Bearing Preload

Rear Axle Shaft Bearing Retainer Bolts
15-25
2 /2-3 notches tight
Differential Bearing Preload
30-40**
Rear Shock Absorber to Rear Spring Clip Plate

Assembly Nuts
8-12 inch-pounds
Used Bearings
*lf this torque can not be obtained with a used spacer,

install a new spacer.
"Models 59-71 RPO Heavy Duty
.55-65
MANUAL OR POWER STEERING

Minimum End Play
Sector Shaft End Play Check (Steering Linkage Disconnected)

Worm Bearing Preload Check (With Seal Installed in Adjuster Assembly and not in Mesh
With Sector Tooth)
Total Preload (Mesh Load plus Worm Bearing Preload)

Permissible Backlash at 30 on Either Side of Straight-Ahead Steering Wheel Position
"Total must be minimum of 2 in-lbs greater than Worm Bearing Preload.
Standard
3-8 inch-pounds
Power
2-6 inch-pounds
Standard
10-16 inch-pounds
Power
*4-10 inch-pounds
No Perceptible Backlash
GROUP 15
182
TORQUE LIMIT
Part Name
Foot-Pounds
Part Name
Foot-Pounds
35-47
Steering Wheel Nut
25-35
Steering Spindle Connecting Rod to Steering Idler

Arm Lock Nut
35-47
Steering Gear HousingCover Assembly to

Housing Assembly Bolt
17-25
Steering Spindle Connecting Rod End to Spindle Arm
35-47
Steering (Pitman) Arm to Idler Arm Rod Nut
Steering Spindle Connecting Rod Sleeve Clamp Nut
11-14*
Steering Idler Arm Mounting Bracket to Frame Nut
25-35
Steering Idler Arm Bushing Nuts
60-70
Flexible Joint Flange Connecting Bolt
15-20
Transmission Gear Shift Tube Bracket to Cap

(Gear Shift Tube to Steering Column) Bolt
8-11
110-150
Steering Pitman Arm to Sector Shaft Nut

Steering Gear Assembly to Frame Assembly Bolt
28-43
Steering Column Bracket to Instrument Panel Bolt
12-16
Transmission Manual Shift Rod to Tube and Socket

Assembly (Automatic Transmission Fluid)
8-13
Worm Thrust Bearing Adjuster Lock Nut
60-80
Sector Shaft Adjusting Screw Lock Nut
32-40
Ball Return Guide Clamp Screw
3H-5
"Used nut, 7-10 Ft-Lbs
POWER STEERING
TORQUE LIMITS (Continued)
Maximum Pull Required to Turn Wheel at Least One

Complete Turn, Either Direction (Engine Idling)
12 pounds
Engine
Normal Fluid Pressure Against Either Stop (Engine Idling)

Mileage Maker Six
750-900 psi
352 or 390 V-8
950-1100 psi
Control Valve Spool Travel (from Center)
Pump Reservoir to Fender Apron Nut
Steering Column Locking Lever Pivot Bolt

(Movable Column)
11-14
Drive Pulley and Crankshaft Pulley to

Crankshaft Bolt (9/i6-18)
Approx. 0.060 inch
New: 120-150
Old: 90-120
Power Steering Belt Tension
FootPounds
Part Name
45-55
3
Mileage
Maker
Six
5-22
Drive Pulley to Crankshaft Pulley Bolt ( /8-16)
20-55
Pump Adjusting Bracket to Generator Support

Pivot Bolt
20-25
Pump Support to Exhaust Manifold Bolt
20-25
Steering Column to Track Adjustable Bracket

(Movable Column)
12-18
Pump Support to Water Pump Bolt
30-40
Steering Column Stop Bracket to Track

(Movable Column)
10-14
Power Cylinder to Control Rod
50-60
Steering Column Stop Bolt (Movable Column)
10-14
Steering Spindle Rod to Control Rod
35-40
StrutLower Track Support to Body Mounting

Bracket (Movable Column)
Hydraulic Control Valve Clamp to Rod
15-20
18-22
StrutLower Track Support to Track Assembly

Steering Column (Movable Column)
Cylinder Mounting Bracket to Underbody
35-43
18-22
Hydraulic Cylinder to Mounting Bracket
18-24
Pressure Hose to Pump
18-25
Pressure Hose to Valve
6-9
260 V-8
TORQUE LIMITS
Engine
All
Part Name
FootPounds
Power Cylinder to Pitman Arm to Idler Arm Rod
60-70*
Spindle Connecting Rod Adjusting Sleeve Nut
16-21
Spindle Arm Connecting Rod to Spindle Arm Nut
35-47
Hydraulic Control Valve Sleeve Clamp Nut

and Bolt
15-20
Cylinder Mounting Bracket to Frame Nuts
35-43
352,
390
and
406 V-8
Return Line to Valve
10-20
Power Steering Bracket to Engine (H-20)

(5/ie-18)
(H-16)
8-10
12-15
23-28
Drive Pulley and Crankshaft Pulley

to Crankshaft Bolt (2 Sheaves)
55-65
Drive Pulley to Crankshaft Pulley Bolt

(1 Sheave)
20-25
Pump Adjusting Bracket to Water Pump

Housing Bolt
20-25
Hydraulic Cylinder Piston Rod to Mounting

Bracket Nut
18-24
Hose Insulator Bracket to Frame Bolt
12-15
Pump Valve Retainer
30-35
Pump Adjusting Bracket to Water Pump

Housing Pivot Bolt
20-25
Pump to Adjusting Bracket
20-25
Reservoir Adaptor Nut
30-35
Spring Cap to Valve Housing Bolts
4-61/2
Used nut, 50-60 Ft-Lbs
GROUP 15
183
BRAKES AND SUSPENSION

DIMENSIONS
Drum
Inside
Diameter
(Inches)
Model
Drum
Maximum
Boring
Limit
(Inches)
Lining Length
Lining Width
(Inches)
(Inches)
Secondary
Primary
Primary
Secondary
IVi
IVi
Front
Sedan
Rear
Station Wagon,
Police Interceptor,
and Taxi
Wheel
Cylinder
Bore
Diameter
(Inches)
l 3 /32
15
11.030
9.34
11.090
12.12
Front
Rear
Master Cylinder
Bore
Diameter (Inches)
/l6*
1.000
l /32
IVi
15
/l6
*For Taxi (Max. Wear) only
BRAKE CHECKS AND ADJUSTMENTS

Type of Check or Adjustment
Specification
Brake Shoe Repair
Drum Diameter
11.030-11.045 inch
Brake Lining Required

Standard
11.045-11.060 inch
Oversize
Maximum Brake Lining Clearance (Midway between Rivets)0.005 inch

Maximum Lining Wear Limit (From Top of Rivets)-Vk inch
Master Cylinder
Hydraulic Master Cylinder Bore Maximum Honed Diameter-1.003 inch
Power Unit
Push-Rod Adjustment0.995-1.005 inch
Drum Out of Round
Refinish if Total Indicator Run-Out Exceeds 0.007 inch.
Self Adjustment Cable Length
End of Cable Anchor to End of Cable H o o k - l l V s inch Ve*
TORQUE LIMITS
FootPounds
Description
FootPounds
Description
Master Cylinder Mounting Bolts
20-25
FRONT BRAKES
Pedal Pad to Brake Pedal Nut
12-16
Control AssemblyParking Brake to Cowl Side Bolt
15-19
Master Cylinder Fitting Bolt
30-40
Left Hand Brake Hose-Front to Connector Bolt
12-18
Carrier Plate and Cylinder Assembly Brake Shoe Anchor

Pin Nut
Anchor Pin to Spindle Bolt
Wheel Assembly to Hub and Drum Assembly Nuts
Front Brakes to Spindle Nut
REAR BRAKES
Drum Assembly to Axle Shaft Assembly Speednut
POWIR BRAKES
Vacuum Manifold to Booster Body Mounting Bolt
8-10
Master Cylinder to Booster Body
10-13
Brake Booster to Pedal Support Bracket
15-25
Wheel Assembly to Axle Shaft to Drum Assembly Nuts

Brake Cylinder to Brake Carrier Plate Bolt
Brake Carrier Plate to Axle Housing
20-30
80-100
75-110
25-35
Hand
Push Fit
75-110
10-20
30-40*
"Models 59, 71 RPO Heavy Duty55-65 Foot Pounds
FRONT WHEEL ALIGNMENT

CASTER
Caster Angle
TREAD WIDTH AND WHEELBASE

1
- V ^ t o + / 2 *
Maximum Allowable Difference Between Shim

Stack Thicknesses at Both Bolts
VB inch
Amount of Caster Angle Change With Vl6-inch Change

of Shim Thickness at Either Bolt
Front Tread Width
61.0 inches
Rear Tread Width
60.0 inches
Wheelbase
119 inches
/2
TOE-IN AND TOE-OUT

CAMBER
Camber Angle
Maximum Allowable Thickness of Shim Stock at
Each Bolt
Amount of Camber Angle Change With Me-inch
Change of Shim Thickness at Both Bolts
"Maximum difference between wheels, Vz] VA preferred
Toe-In
/4tO + l *
5
Toe-Out on Turns (Angle of Inside Wheel When

Outside Wheel is Turned 20)
VS-VA inch
241/4
/s inch
TORQUE LIMITS
I Connecting Rod Sleeve Clamp Bolts
11-14 foot -pounds I
GROUP 15
184
FRONT AND REAR SUSPENSION

FRONT SUSPENSION TORQUE LIMITS
Foot-Pounds
Name
Lower Arm Ball Joint Assembly to Spindle Nut
70-90
Upper Arm Ball Joint Assembly to Spindle Nut
60-80
Ball Joint Assembly to Upper Arm Nuts
28-35
Ball Joint Assembly to Lower Arm Nuts
28-35
Upper Arm Inner Shaft to Frame Bracket Nuts
65-85
Upper Arm Bumper Assembly Nut
15-25
Bumper Assembly to Upper And Lower Arm Nut
15-25
Lower Arm Front Bushing Bolt
40-60
Lower Arm Rear Bushing Bolt
36-46
Shock Absorber Stud Nut
15-25
Spindle to Brake Backing Plate-Upper Bolt
80-100
Spindle to Brake Backing Plate-Lower Bolt
25-35
Stabilizer Bar to Lower Arm
8-13
Stabilizer Brackets to Frame
20-35
Front Shock Absorber Pin & Bushing Assembly to Lower Arm Nut
12-20
BushingUpper Arm to Upper Arm Inner Shaft
160-190
Anti-Harsh Threaded Retainer Bushing
160-240
Crank Retaining Nut
40-60
REAR S U S P E N S I O N T O R Q U E L I M I T S
Name
Foot-Pounds
Rear Spring Front Hanger Stud Nut
30-45
Bumper Assembly Retaining Stud Nut
15-22
Rear Shock Absorber Upper Stud Nut
15-25
Rear Shock Absorber to Rear Spring Clip Plate Nut
15-22
Spring Shackle to Spring and Frame Nuts
15-22
Spring U-Bolt Nut Torque
30-45
REAR LEAF SPRINGS (GALAXIE)

Length of Springs
Under Normal Load
(Inches)
Width of
Springs
(Inches)
Deflection
Rate (Pounds
Per Inch)
Number of
Leaves
Capacity at
Normal Loaded
Height (Pounds)
2-Door Sedan
906-944
96-110
4-Door Sedan and Convertible
935-975
96-110
Model Application
2.5
Car-Heavy Duty
992-1038
Station Wagon-Standard
1155-1195
117-135
Station WagonHeavy Duty
1280-1320
144-164
Number of
Leaves
Capacity at
Normal Loaded
Height (Pounds)
60.0
126-140
REAR LEAF SPRINGS (MONTEREY)

Model Application
Length of Springs
Under Normal Load
(Inches)
Width of
Springs
(Inches)
Deflection
Rate (Pounds
Per Inch)
60.0
2.5
119-136
2-Door, 4-Door, and Convertible
971-1009
CarHeavy Duty
1006-1054
Station Wagon
1188-1232
109-126
Station Wagon-Heavy Duty
1223-1277
133-152
95-111
GROUP 15
185
WHEELS AND TIRES
Model Application
Tire Size
and Ply Rating
All except
Station Wagons
7>5
7 xx 114
4t
4"4t
Station Wagons
8.00 x 14-41
Inflation
Pressure
(psi)*
Front
Bolt
Circle
Diameter
(inches)
Rim
Type
Wheel
Number
Nut
of
Torque
Bolts (Foot-Pounds)
Rear
Wheel
Type
24
Disc
Ledge 5.5
4.5
28
Disc
Special 6.0
4.5
Front Wheel
Bearing
End
Play
0.001-0.0006
0.001-0.003 Preferred
75-110
24
*For Sustained High Speed Driving or for Hauling Heavy Loads, add 4 lbs. to recommended pressures.
f8.00 x 14 with Air Conditioning and 390 V-8 Engine.
J8.00 x 1 4 - 6 ply with Air Conditioning and 390 V-8 Engine.
GENERATING AND STARTING SYSTEMS

GENERATORS AND ALTERNATORS
Vendor
Amperes
(@ 15 V)
Watts
(@ 15 V)
Field Current
(Amps. @
12 V 75 F.)
Cut-In Speed
(Generator
rpm)*
Rated Output
Speed
(Generator
rpm)*
Belt
Width
(Inches)
Number
Used
Brushes
Original
Length
(Inches)
Spring
Tension
(Ounces)
0.9
20-26
Ford
30
450
1.2-1.8
1300
2525
Autolite
(Low Cut In)
40
600
1.2-1.8
960
1800
/8
15
Ford
Alternator
30
450
2.3-2.5
950
6500 (Hot)
Vs
0.63
7-12
Ford
Alternator
40
600
2.9-3.1
950
6500 (Hot)
0.63
7-12
/8
34-41
/l6
"To find the equivalent engine rpm, divide the generator pulley diameter by the crankshaft pulley diameter and then multiply by the generator rpm.
REGULATOR
Voltage Limiter
Current
Rating
Cut-Out
Voltage
Reverse
Amperage
To Open
Voltage
Regulation
75 F
Ford
30
12.0-12.8
6-9
Autolite
40
12.5-13.8
30
and
40
14.1-14.9
Manufacturer
Ford
Alternator
Field Relay
Current
Limiter
(Amperes)
Air
Gap
Contact
Gap
Air
Gap
Contact
Gap
14.6-15.4
28-32
14.3-15.1
32-48
0.045-0.052
0.010-0.015
0.022-0.030
0.015-0.022
*Field relay closing volts 3-4.
GENERATOR DATA
Generator Commutator Maximum Runout
Generator Brushes Maximum Wear Limits
Alternator Brushes Maximum Wear Limits
0.002 inch
5
/8 inch
V22 inch
Maximum External Circuit Resistance

(Generator Armature Terminal to Battery
Positive Terminal)
0.7 volts @ 30 amperes
GROUP 15
186
VOLTAGE REGULATION SETTING
Ambient
Temperature
F.
Standard Ford
Generator
Regulator
Ambient
Temperature
F.
Standard Ford
Alternator
Regulator
25
15.1-15.9
25
14.4-15.0
95
14.3-15.1
35
15.0-15.8
50
14.3-14.9
105
14.2-15.0
45
14.9-15.7
75
14.1-14.7
115
14.1-14.9
55
14.8-15.6
100
13.9-14.5
65
14.7-15.5
125
13.8-14.4
125
13.9-14.7
75
14.6-15.4
150
13.6-14.2
135
13.8-14.6
85
14.5-15.3
175
13.5-14.1
145
13.6-14.4
Ambient
Temperature
F.
Standard Ford
Generator
Regulator
Ambient
Temperature
F.
Standard Ford
Alternator
Regulator
STARTER MOTOR
Engine
Current Draw
Under Normal
Load
(Amperes)
Normal Engine
Cranking
Speed
(rpm)
Minimum Stall
Torque @ 5
Volts
(Foot-Pounds)
Maximum
Load
(Amperes)
No Load
Amperage
All except 260 V-8
155-210
150-180
14.8
580
80-110
260 V-8
250-290
15.5
670
70
STARTER BRUSHES
Minimum
Mfg. Length
(Inches)
7
Wear
Limit
(Inches)
5
/l6
/l6
SPECIFIC GRAVITY
Brush
Spring Tension
(Ounces)
No.
Used
48
BATTERY (12 Volts)

Filler Cap Plates
Color
Amp.
Battery
Neg. Post Color
Engine
and Transmission
Domestic 1.280 0.010
Plain
Red
Low S.G. 1.260 + 0.010
Yellow
All Six, 352 and 390 V-8 With

Manual-Shift Transmissions
260 V-8
66
54
55
55
Dry Charge
Red
Gray
Tropical 1.210 0.010
Green
352 and 390 V-8 With Automatic

Transmissions
406 V-8
78
66
65
70
OPTION
BATTERY FREEZING TEMPERATURES

Specific Gravity
Freezing Temp.
1.280
1.250
1.200
1.150
1.100
-90F.
-62F.
-16F.
+ 5F.
+19F.
All Engines
Yellow
66
70
All Six and 292 V-8 Engine

352 and 390 V-8 With ManualShift Transmissions
Gray
78
65
ALLOWABLE FAST CHARGE TIME
(Domestic Only)
Specific
Gravity
1.150 or less..
1.150 to 1.175.
1.175 to 1.200.
1.200 to 1.225.
Above 1.225..
Maximum
Fast Charge Time
1 hour
% hour
Vz hour
VA hour
Slow Charge Only
Ground
Hours
Negative
GROUP 15
187
LIGHTS, INSTRUMENTS AND ACCESSORIES

BULB CHART
Candle Power
or Wattage
Unit
Candle Power
or Wattage
Trade No.
Turn Signal Indicator
2 c.p.
1895
Cluster Illumination
2c.p.
1895
Heater Control
2 c.p.
1895
Clock
2 c.p.
1895
Hi Beam Indicator
2c.p.
1895
Oil Pressure Indicator
2 c.p.
1895
Generator Indicator
2 c.p.
1895
Radio Dial
2 c.p.
1891
Trade No.
EXTERIOR LIGHTS
Unit
INSTRUMENT PANEL INDICATORS
HeadlightHi Beam No. 1 (Inner)
37.5 w
4001
HeadlightHi-Lo Beam No. 2 (Outer)
50/37.5 w
4002
Front Turn Signal/Parking
32/4 c.p.
1157
Rear Turn Signal & Stop/Tail
32/4 c.p.
1157
32 c.p.
1156
Spot Light
30 w
4405
License Plate
4 c.p.
1155
Back-Up Light
INTERIOR ILLUMINATION
Dome Light
15 c.p.
1003
Courtesy LightConvertible
4 c.p.
1155
Courtesy LightTaxi
2 c.p.
1895
FUSE AND CIRCUIT BREAKER CHART

Circuit
Location
Protective Device
Spotlight
SFE 7.5 Fuse
Cartridge in Feed Wire
Clock
1AG2 or AG2 Fuse
Fuse Panel on Lighting Switch
Cigar Lighter
Reset C.B.
Back of Lighter Socket
Overdrive
3AG-15 Fuse
Clips on O.D. Relay
Back-Up Light & Turn Signals
SFE-14 Fuse
Headlight
18 Amp. Circuit Breaker
Integral with Headlight Switch
Auxiliary Lights (Park, Tail, Dash, Dome)
3AG-15 Fuse
Radio
SFE 7.5 Fuse
Heater Blower
SFE 14 Fuse
Air Conditioning
3AG-15 or AGC 15 Fuse
Power Circuit
On Starting Motor Relay
Ground Circuit
Front Doors
Circuit Breaker
Integral with Motor (Not Serviced)
Rear Doors
Circuit Breaker
Rear Quarters
Circuit Breaker
Tail Gate
13.5 Amp. Circuit Breaker
Left Rear Quarter Panel
Electric Window Wipers
Instrument Panel, Left of Steering Column
Electric Seat
Convertible Top Motor
Windshield Washer Pump
SFE 14 Fuse
Electric Window Regulator
188
GROUP 15
INSTRUMENT VOLTAGE
WINDSHIELD WIPER MOTOR CURRENT DRAW
Average Voltage at Fuel and Temperature Gauge Terminals
5 Volts |
Amperes at 12 volts (no load)

Ford Single-Speed
HORN CURRENT DRAW
0.7 0.3
Ford Two-Speed
Low
High
9.0-10.0 Amperes at 12 Volts
STOP LIGHT SWITCH
3.0 + 0.3
2.0 + 0.3
RADIO MODEL IDENTIFICATION

60-110
I Operating Pressure
psi
Model No.
Manufacturer
3TMF
Motorola
3TBM
Bendix
F-3TBF
Bendix (AM-FM)
F-3TBM
Bendix (AM-FM)
HEATER MOTOR CURRENT DRAW

At Low Speed
2-4 Amperes at 12 volts
At Medium Speed
At High Speed
AIR CONDITIONER CURRENT DRAW
FUEL LEVEL VS. GAUGE READING

Maximum
Amperes
at 12 Volts
Unit
SelectAire Blower
HI
12-14
Ford Blower
HI
6-8
Magnetic Clutch
SEDANS
Gauge
Reading
2.65
TURN INDICATOR
Current Draw at 12 Volts
0-4 Amperes
STATION WAGONS
Approximate
Gallons in Tank
Gauge
Reading
Approximate
Gallons in Tank
1.5-4
2-4.5
4-7.5
5.5-9
Vz
7.5-11
Vz
9.5-13
%
F
12-15.5
/4
13.5-17
15.5-19
16-19.5
SPEEDOMETER GEAR-REAR AXLE-TIRE SIZE COMBINATIONS

Tire Size
Rear Axle
Ratio
8.00 x 14
7.50 x 14
Teeth in
Drive Gear
Teeth in
Driven Gear
Color
Teeth in
Drive Gear
Teeth in
Driven Gear
2-Sp. Auto.
18
Purple
18
Purple
3-Sp. Auto.
18
Natural
18
Natural
Manual-Shift
19
Red
18
Natural
Overdrive
19
Red
18
Natural
2-Sp. Auto.
21
Yellow
21
Yellow
3-Sp. Auto.
21
Green
21
Green
Manual-Shift
20
Orange
20
Orange
Overdrive
20
Orange
20
Orange
Transmission
Color
3.00:1
3.50:1
3.89:1
AIR CONDITIONING COMPRESSOR

Location
Screw Size
3
Head Type
Torque (in-lbs)
Base Plate
Rear Cover Plate
ViÔx 5/8 UNC2A
Cylinder Head
Hex Head
144-192
Front Seal Plate
!/4-20x5/8 UNC2A
Hex Head
66-120
Service Valve
/i6-18xl% UNC2A
Allen Socket
120-144
Mounting Bolt
/8-16UNC2A
Hex Head
164-200
/i6-18x / 4 UNC2B
/i6-18 x V/B UNC 2A
Initial Oil Level: Horizontal Mount 15/S Inch or % Pint

Minimum Level % Inch
Hex Head
120-192
Flat Head
60-120

1963 Ford Galaxie

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1963 Ford Galaxie

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Formats disponibles

FORD GALAXIE and

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2-SPED AUTOMATIC TRANSMISSION

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WUUrtS ANO SUSPO*SWN

LIGHTS, ftfSTRUMSITS JWH|

FIG. 1-1963 Gaiaxie Warranty Plate

FIG. 2-Galaxie Vehicle

*"M-32-J" acrylic paint alternate with "M-30-J"

VEHICLE WARRANTY NUMBER

406 Cubic Inch (4-barrel High Performance)

6-Cylinder 223 Cubic Inch (Low Compression)

CONSECUTIVE UNIT NUMBER

FIG. 3-Monterey Warranty Plate

4-Door Col. Pk. 6-Pass. Cust.

"M-32-J" Acrylic Paint Alternate with "M-30-J"

VEHICLE WARRANTY NUMBER

4-Door Col. Pk. 6-Pass. Cust.

8 Cylinder 406 Cubic Inch (4-barrel High

CONSECUTIVE UNIT NUMBER

GROUP 1-ENGINES AND EXHAUST SYSTEMS

6-V) are the same as for the 352 V-8

MILEAGE MAKER SIX

ranty plate identification symbols for

The Mileage Maker Six engines

FIG. 5-Mileage Maker Six-Left Front View

FIG. 7-Mileage Maker Six Special Police and Taxi

FIG. 6-Mileage Maker Six-Right Front View

FIG. 8-Mileage Maker Six Special Police and Taxi

FIG. 9-Main Lubrication System-Mileage Maker Six

not great enough to overcome the

is driven in reverse rotation (counterclockwise); however, the teeth on the

FIG. 10-Vent Tube-Type Crankcase Ventilation System

F I G . 1 1 Positive Crankcase Ventilation SystemSpecial Police and Taxi

Positive Crankcase Ventilation

air cleaner and carburetor through an

F I G . 12Positive Crankcase Ventilation SystemMileage Maker Six

2. Lower the transmission. Install

Gears. The 1963 Mileage Maker Six

"Oil Pan Removal" in the 1962 Ford

FIG. 18Aligning Timing Gears

FIG. 16Timing Gear Backlash

FIG. 19-Front Oil Seal

FIG. 17Gear Runout

FIG. 1 5Damper Removal

10. Crank the engine until the

5. Remove the oil level dipstick.

1. Place the keys into position in

4. Insert the small-diameter end

FIG. 22-Camshaft and Related Parts-Special Police and Taxi

FIG. 20-Cylinder Front Cover

to specification with Belt Tension

FIG. 2 1 Damper Installation

Disconnect the vacuum line at the

1 . PUSH CAM TO REAR OF ENGINE

FIG. 23-Camshaft End Play

FIG. 2 4 - O i l Filter Assembly

The work stand repair operations

F I G . 25Preliminary Valve Lash AdjustmentMileage Maker Six Special

tional equipment on the Mileage

Step Type Feeler Gauge

carburetor solvent and dry it with

PRELIMINARY (COLD) VALVE

the marks approximately 120 apart