Turn Signal Switch Removal & Replacement

Old Ford drum brake history and tutorial Pre 1967 old Ford cars and old Ford trucks used a drum brake system. In these systems, pressure applied to the brake pedal is transmitted to the master cylinder, which in turn disperses the energy ultimately to the brakes in each wheel. The master cylinder uses the brake fluid to move the wheel cylinders, which in turn moves the brake shoes in the drum. There is a front and back brake shoe, the rear one for stopping a vehicle in drive and the forward one for stopping a vehicle in reverse. When either shoe is pressed against the anchor pin, the brakes are engaged, and the vehicle comes to a stop. The brake pads form the shoes to the anchor pin so there is no slipping. The padding on the rear brake shoe is typically longer and sometimes made of a different material to allow the shoes to wear at a similar rate, since the rear shoe sees much more use. The brake shoes are secured in the drum with both hardware and return springs, which must meet ideal sizing and tension specifications for your make and model for top brake performance. These parts should be replaced any time you work on the brakes in order to counteract wear and tear that can lead to longer stopping times. Stock brake line hoses will have a rubber lining, while aftermarket hoses are available in a stainless braided wrap to preserve the hose. Whichever type you get, make sure the hoses are the correct thread size and length for your year and model and meet DOT safety standards. The rear wheel drum brakes will also contain the parking brake mechanism and will have a cable to the parking brake. Brake pipe must be double flared and use flared nuts. It can be purchased with the flaring already completed or you can cut your own and flare it yourself, but it should meet or exceed DOT safety standards. Hydraulic brakes will fail if there is a weak point in the system, so make sure all your hose and fittings are SAE rated and correctly installed. If you are unsure after installation, test the brakes at low speed in a safe area, such as your driveway or an empty parking lot before taking the vehicle on the road. Starting in 1967 all old fords have a dual master cylinder. This part separates the wheel hydraulics of the front and rear of the car, so a failure in one will not cause a failure in the other. In vehicles without this feature, a leak anywhere in the brake line will cause the entire brake system to fail. With a dual master cylinder, a leak in the front brake system will not affect the rear and vice versa. This is standard in vehicles made after '67, but it's a good safety upgrade for older classic Fords as well. Many classic Ford owners choose to upgrade their front brake system to disc brakes, or the complete system. Drum brakes can overheat and fail in high braking conditions, such as rapid stops at high speeds or driving downhill on mountainous roads. Disc brakes are open and exposed to the outside air, which prevents overheating and brake failure. While this upgrade is not strictly necessary, it's a good idea if you frequently drive in hilly or mountainous areas. Original Ford brake shoes used asbestos in the brake pads. If you are working on a vehicle with its original brake shoes or if you are uncertain if they are original, wear a respirator rated for asbestos while working and wet the brake pads before opening the drum to prevent the asbestos from becoming air born. When cleaning dust from drum brakes, use a dense filtration system to trap the asbestos and dispose of it properly. You can resurface a drum with minor surface issues, but make sure it stays within factory limits for your year and model. Worn or thin drums can break apart or crack and cause brake failure. If you see excessive wear and tear, replace the drum. If you are replacing a leaking wheel cylinder, it's a good idea to do them all at once, including the master cylinder. If you have had problems with one, you will soon have problems with the rest. In addition, you won't need to remember which cylinder was replaced when for future maintenance if they were all replaced at once. You can use a vacuum bleeder to remove old brake fluid and contaminants. Once you remove the old fluid you can use denatured alcohol followed by air to purge the lines. Vacuum each cylinder, including the master cylinder, and replace the old fluid with new, DOT 3 or 4 fluids. When changing fluid, change the rubber hoses and seals. If you have a combination disc and drum system, only use DOT 4 fluid. To ensure a complete cleaning, vacuum some of the new fluid through as well do catch any missed contaminants. When working on or near the brake line, make sure no petroleum-based liquid, such as gasoline, oil, or mineral oil, encounters the hosing. These oils can break down the rubber and cause hoses to start leaking. Make sure to wash your hands thoroughly before and during working on the brakes system to prevent this, especially if you have been working on other parts of the vehicle. When working on your brakes, make sure to follow safety precautions, use safety rated parts, and check over your work carefully. Drum brakes are a very important part of the machinery, and due to the hydraulic system, can easily lose stopping power or fail if something is wrong, especially without a dual master cylinder. Whether you're doing regular maintenance or upgrading the whole system, working carefully will ensure a successful job for your vehicle.

Flathead V8 Water Pump & Mount Service Guide1937–1948 Ford Passenger Car | 1939–1948 Mercury V8 Servicing the cooling system on a 1937–1948 Ford passenger car or 1939–1948 Mercury V8 requires more than just swapping a part. The flathead platform integrates the water pumps, front engine mounts, and cooling hoses in a way that makes access and sequencing important. Whether you’re replacing water pumps, water pump bolts, or addressing motor mounts at the same time, the process benefits from a clear plan. The parts referenced here include: 78-8501-PR – Water Pumps 78-8501-HK – Water Pump Bolts 78-6038-BDK – Motor Mounts These components are commonly serviced together on 37–48 Ford and 39–48 Mercury V8 applications due to their physical proximity and shared mounting areas. Why These Systems Overlap On these flathead V8 engines, the water pumps mount at the front of the block and are positioned near the front motor mount assembly. In many cases, removing the pumps requires relieving load from the mounts. Aging rubber mounts can sag over time, changing engine position slightly and complicating pump removal or installation. Addressing motor mounts during cooling system service can help maintain proper engine alignment. Fitment may vary slightly by model year or chassis configuration. Always confirm application for Ford passenger car versus Mercury V8 before ordering parts. Give us a call or email and we will answer your questions! Basic Removal Sequence A structured approach reduces stress on hardware and surrounding components: Drain CoolantBegin by fully draining the cooling system. Open the radiator petcock and, if equipped, block drains to remove as much coolant as possible. Remove Radiator Hoses (Upper and Lower)Disconnect both hoses from the radiator and water pump outlets. Inspect hose condition during removal. Loosen Motor Mount BoltsThe front motor mount assembly may need to be loosened to allow slight engine movement. Do not fully remove the mount until the engine is properly supported. Support the EngineCarefully jack up the engine using a wood block under the oil pan. The wood block helps distribute load. Raise only enough to relieve tension from the mounts. Remove All Eight Water Pump BoltsEach pump is secured with multiple bolts. Remove all mounting hardware evenly to prevent binding. The water pump bolt kit (78-8501-HK) ensures proper hardware replacement if originals are corroded or worn. *PRO TIP there is a bolt in each of the lower water pump outlets. Once the bolts are removed, the water pumps (78-8501-PR) can be removed from the block. Surfaces should be cleaned thoroughly before re-installation. Motor Mount Considerations The motor mount kit (78-6038-BDK) supports the engine’s front weight and isolates vibration from the frame. When mounts are deteriorated, engine position may shift slightly. Replacing mounts during water pump service is practical because access is already established and the engine is supported. Fitment should always be verified for specific Ford passenger car or Mercury V8 applications within the 1937–1948 and 1939–1948 ranges. Restoration-Focused Approach Flathead cooling system service is straightforward when handled methodically. These engines were designed for serviceability, but age introduces corrosion, hardware fatigue, and rubber deterioration. Replacing water pumps, water pump bolts, and motor mounts as a coordinated service helps maintain structural alignment and cooling integrity. Taking the time to follow proper removal steps protects original components and ensures the flathead V8 continues operating as intended. View our full selection of Flathead V8 Water Pumps and Cooling Components.

There’s nothing like the sound of a 289 V8 with a four-barrel carburetor purring down the street. When you’ve got the ponies galloping under the hood of a 1966 Mustang, it doesn’t matter if the sun is shining or the rain is pouring - it’s a beautiful day when you’re behind the wheel of a classic. Classic cars, especially ones like the Mustang, are always head turners. It’s no wonder your car sounds good. You’ve kept your beauty running smoothly with classic Mustang parts whenever you need to replace something. Sometimes, when you own a classic, just like with the newer model cars, a problem can develop unexpectedly. The problems can be small or large. For example, you might start to notice that your Mustang doesn’t have the same gallop it used to have. You don’t see what the problem is until one day, you see smoke like you’ve never seen before. When you see white smoke coming from the exhaust of the car, you need to get it home and check the dipstick to see if there’s a distinctive milky appearance in the oil. That could mean a blown head gasket. When you realize that there’s a blown head gasket, you know that in order to get the car up and running in the best of shape, you’ve got to find an auto store that sells classic Mustang parts. You may not have one local, you may have to order online, but whatever you have to do to get parts for your car, it’s worth any effort. You don’t want to compromise with just any parts seller, come to the best here at C&G Ford Parts! A lot of times, you’ll see shops advertise that their replacement parts for your classic car are so “identical looking” that you can’t see a visual difference. You may not be able to see a visual difference with a knock off part, but you can certainly tell a difference in how the car runs and in how long that part will last. Buying classic Mustang parts isn’t just for when you need to fix something on the car. These are what car enthusiasts look for when they’re restoring a classic to its former glory - and if you ever decide to sell you car, it should have parts made just for it. It doesn’t matter if it’s a small job like replacing your gas cap or a big job like replacing the windshield seal - you’ll get more mileage and less headaches by choosing classic Mustang parts from C&G Ford Parts, always choose the best.