All Small Six Throttle Return Spring with Throttle Stabilizer

[FuzzyDriver]

I see lots of threads on lots of forums where the simple throttle linkage has a return spring ending at the exhaust manifold flange. My 1964 Comet 200-6 has (what I've heard is called) a throttle stabilizer. This linkage (pictured below) has the throttle return spring ending at the end of the intake manifold. Some PO made a spring out of three different pieces (see below). I want to replace this with the correct spring shown in the drawings (below), but I cannot find it anywhere. Does anyone know the part number of this spring? It is not 9737 as shown on the second drawing; I ordered one of those and got a Thunderbird 428 return spring. :^/

1964 Comet Service Manual drawing from page 328:

Unknown year or model with generic part number:

 

[bmbm40]

That might be tough. Try contacting Mikes carburetors or another carb specialist.

 

[FuzzyDriver]

Mike's is my go-to for carburetor parts. Great site, but either they don't have it or I'm not using the right search term.

 

[rwbrooks50]

Is the retract spring all you need? I may have all the linkage. Will have dig through my I6 parts.

 

[DON]

Just so you know, it looks by the diagram, that it is the same as my 67 mustang. If you have a correct part number, I should be able to verify if it is the same. I have a digital manual that lists part numbers

 

[FuzzyDriver]

RW: I don't seem to have any linkage issues except for that mickey-mouse spring a PO made. What do you have in mind?

Don: Are you saying the second drawing is from a '67 Mustang? This whole thing seems strange to me since all I see are linkages where there's no throttle-stabilizer (I'll keep using that nomenclature until I get a better/more correct one) - but it's found on both a 1964 Falcon/Comet and a 1967 Mustang??? How could it be rare and be on cars so different? BTW, your '67 Mustang coup description sounds really good.

 

[John Ha]

I see lots of threads on lots of forums where the simple throttle linkage has a return spring ending at the exhaust manifold flange. My 1964 Comet 200-6 has (what I've heard is called) a throttle stabilizer. This linkage (pictured below) has the throttle return spring ending at the end of the intake manifold. Some PO made a spring out of three different pieces (see below). I want to replace this with the correct spring shown in the drawings (below), but I cannot find it anywhere. Does anyone know the part number of this spring? It is not 9737 as shown on the second drawing; I ordered one of those and got a Thunderbird 428 return spring. :^/

1964 Comet Service Manual drawing from page 328:

Unknown year or model with generic part number:

9737 is the base part number for a throttle return spring. The rest of the part number, such as C4ZZ-9737-A, is what you need. My reference doesn't have the Mercury line listed but does list for the Falcon (code X). Maybe this will help - it gives dimensions and number of coils, as well as a "replaced by" part number. Interestingly, when I looked up the "replaced by" part number, it appears to be a two-piece affair, similar to what you apparently have. So maybe what you have is actually correct.

 

[FuzzyDriver]

Amazing that you were able to find these part pages. Thanks so much! Searching the part numbers, it looks like the C7 parts are for an Econoline, but they very well may be messed around with to get them onto a Falcon/Comet by, as you said, replacement part number. My service manual is for both Falcon and Comet and it shows the same drawing for both. With the info you give, at least I can get the right diameter and coil count to duplicate the correct tension. Notice how long that spring is supposed to be? The throttle-closed distance is about 10", so there should be about 1" pre-tension.

 

[John Ha]

Amazing that you were able to find these part pages. Thanks so much! Searching the part numbers, it looks like the C7 parts are for an Econoline, but they very well may be messed around with to get them onto a Falcon/Comet by, as you said, replacement part number. My service manual is for both Falcon and Comet and it shows the same drawing for both. With the info you give, at least I can get the right diameter and coil count to duplicate the correct tension. Notice how long that spring is supposed to be? The throttle-closed distance is about 10", so there should be about 1" pre-tension.

These come from the 1965/72 Ford Cars Master Parts and Accessories Catalog. There are 2 parts to it; the detailed parts listings in Volume 1 and a second volume with figures. You can get these in electronic pdf format at various places, including eBay, Amazon and some Mustang suppliers - just do a browser search for "ford master parts catalog". I don't know if there is something similar for the Mercurys, but most of the Mercurys seem to share parts with their Ford counterparts (like Comet-Falcon, etc). You could also try a browser search for "mercury master parts catalog" (I'm too lazy to do that).

 

[FuzzyDriver]

RW: Did you find anything?

 

[chad]

not familiar w/this early. Know the later better.
There are differences, I believe, in this for AUTOMATIC v manual transmissions. I believe we must
“get on the right page” for that 1st. I step back now as out of my depth, just a point of info that may (may not) help~
Good Luck (can U leave 'well enuff’ alone?... what issue duz it create if not?)

 

[FuzzyDriver]

not familiar w/this early. Know the later better.
There are differences, I believe, in this for AUTOMATIC v manual transmissions. I believe we must
“get on the right page” for that 1st. I step back now as out of my depth, just a point of info that may (may not) help~
Good Luck (can U leave 'well enuff’ alone?... what issue duz it create if not?)

My 1964 Comet has a C5 automatic transmission. What are the differences that you believe exist in throttle return springs between automatic and manual transmissions? I can't think of any.

Depending on two home-made thin-wire extensions on a rusty spring to return your throttle to idle when you remove your foot from the accelerator are hardly "well enough". When I reach "well enough", I'll leave it alone.

 

[chad]

I dont have schematics or good visuals, sorry. AND
again, less familiar w/the early models (rod links)
but the C4 hada over the VC curved rod for the kick down (to TV).
Wasnt aware the C5 came THAT early (isnt it an 80s transmis?)
So there may be need to start from scratch on blending systems.
If true all I suggest is if not an oe system mods may B needed. (This
is offered in friendship, not directives or put downs. I have rec complaints
I am patronizing & I do not wish to do that). Example:

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holley has better ‘kits’ but rigging up w/metal tabs (I create from scrap metal) and double & single springs can bring
you far compared to oem solutions. Sometimes a few minutes in bench wrk can save the day. AND
yes, probably not reached 'well enough' as that is when it wrks for wks to mo.s w/o intervention.

 

[DON]

I do remember before I put on my Webber, the return spring was hooked on the end of the intake log. I figured that was better than the exhaust. I’ve looked some on line, NPD didn’t show any so you might be forced to fab your own. I remember thinking I didn’t want too heavy and put excessive strain on the pivot linkage. Dorman has a set that might work, on Amazon or maybe Edelbrock.

Edelbrock 8005 Edelbrock Throttle Return Kits | Summit Racing

Free Shipping - Edelbrock Throttle Return Kits with qualifying orders of $109. Shop Throttle Return Spring and Bracket Kits at Summit Racing.

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[John Ha]

My 1964 Comet has a C5 automatic transmission. What are the differences that you believe exist in throttle return springs between automatic and manual transmissions? I can't think of any.

Depending on two home-made thin-wire extensions on a rusty spring to return your throttle to idle when you remove your foot from the accelerator are hardly "well enough". When I reach "well enough", I'll leave it alone.

Usually the MPC parts lists (as I've posted) will call out differences, if there are any, for cars with various configurations (like manual vs. automatic transmissions). In this case, the return spring seems to be common between the manual and auto transmissions. As mentioned above though, there will be a kickdown linkage somewhere for the transmission.

I looked in the MPC figures book just to see what the differences might be in the linkage and they look pretty much the same for the carb. There are, of course, other differences that accommodate the kickdown stuff for the automatic transmission.

 

[chad]

U likada spend? Lockard: https://www.lokar.com/mounting-brackets.html

mid price? Mr Gasket @ Holley: https://www.holley.com/products/fue...e=1&gbraid=0AAAAAD1FzSrbW5qa5dKA6IcQtNEbrP7cv

me? 'lo co', area hrdware store: 3$

 

[FuzzyDriver]

John Ha: Thanks for the verification. I couldn't think of a difference between AT and MT that would need a different spring.
As for the kickdown linkage - that was a big issue for me with the C5. My Comet originally had the kickdown linkage shown in your second drawing. When a PO replaced the original Merc-O-Matic with a C5, they modified the stock linkage (cut, reweld, etc.) It didn't work right and also prevented installation of the normal C5 Reverse/Neutral start switch. I replaced the mod'ed linkage with a Mustang linkage - the kind with the cable that's normally slack, but tightens up when you gas it. Works now and I installed the normal C5 Reverse/Neutral start switch.

Chad: I've looked at these possible solutions before. Thanks for your input.

 

[chad]

“...I've looked at these..."
any solutions yet?
Looks it (post #17), you’re done ?

 

[FuzzyDriver]

Chad:
No, not done. The original specified spring has a different Ford replacement that is shorter and requires an extension. I found one. It is $20. I suppose I'll get it anyway, despite the price gouge, but I'll need to find/build the correct extension.

 

[chad]

sometimes the hrdwr store wrks (I can stretcha spring, not shrink it), like oe stuff,
often due with the aftr mrkt vendors I mentioned/linked. Sompin’s gunna wrk. Just a
matter of patients’n time. Continued ( & better ) luck. Just use a current bolt. If needed
a washer behind it~