The only thing left to do to the axles was to put the wheel studs in the axles.  Peyton had pressed the bearings and retainers on for me, so this was the last prep step for them.  The Master Line axles are drilled for three different bolt circles: 4 ½, 5 and 5 ½ inches.  The Falcon uses a 4 ½” bolt circle.  I treated the installation of the studs as a very critical step.  I cleaned the studs and holes with brake cleaner, then used Loctite 271 on the threads and torqued them to 100 ft/lbs.  The object was to help ensure that the studs would (hopefully) never come loose in normal usage.  Imagine the feeling of loosening a lug and having the wheel stud rotate with it.  Then, imagine a torch closing in on your mags.  Ouch!  I used 2” studs, which normally go on front wheels, so I could retain my spiffy chrome lug nuts.  The photo gives you an idea of the beefiness of the Master Line axles compared to the stock 8".  The retaining plate is 3 or 4 times thicker as the stock plate.  The axle diameter at the bearing is larger than a big bearing Ford.  The new bearings use an o-ring seal rather than one located in the housing. The final problem is pictured on the right.  The wheel stud heads came very close to the shoe spreaders.  There appeared to be just enough clearance when the retaining plates were tightened down, but I ground about .100 off of the spreaders in that area just for insurance.

References:

Peyton Performance Automotive

422 FM 1493

Waxahachie, TX 75167

(972) 923-1698

Randy’s Ring and Pinion

11630 Airport Road #300

Everett, WA 98204

(800) 292-1031

Richmond Gear

P.O. Box 238

Old Norris Road

Liberty, SC 29657

(803) 843-9231

www.richmondgear.com

Tractech, Inc.

11445 Stephens Dr.

Warren, MI 48090

(810) 759-3850