Ä BRAKES 5 - 1

BRAKES

CONTENTS
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ANTI-LOCK BRAKE SYSTEM—BENDIX KELSEY HAYES DOUBLE PIN NON-FAMILY

ANTI-LOCK 10 AC/Y BODY . . . . . . . . . . . . . 72 CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
ANTI-LOCK BRAKE SYSTEM—BENDIX MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . . 66
ANTI-LOCK 6 AA,AG,AJ,AP BODY . . . . . . . 113 PARKING BRAKES . . . . . . . . . . . . . . . . . . . . . . 57
BRAKE DISC (ROTOR) . . . . . . . . . . . . . . . . . . . 53 POWER BRAKES . . . . . . . . . . . . . . . . . . . . . . . 68
BRAKE SUPPORT ASSEMBLY . . . . . . . . . . . . . 25 REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . 45
FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . 31 REAR WHEEL DRUM BRAKES . . . . . . . . . . . . 18
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1 SERVICE ADJUSTMENTS . . . . . . . . . . . . . . . . . . 4
HYDRAULIC SYSTEM CONTROL VALVES . . . 26 WHEEL BEARINGS . . . . . . . . . . . . . . . . . . . . . . 70
KELSEY HAYES DOUBLE PIN FAMILY WHEEL CYLINDERS . . . . . . . . . . . . . . . . . . . . . 23
CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

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GENERAL INFORMATION
Throughout this group, references may be made to The front disc brake shoes have semi-metallic lin-
a particular vehicle by letter or number designation. ings.
A chart showing the break down of these designa- The hydraulic brake system (Fig. 1 2 3 and 4) is
tions is included in the Introduction Section at the diagonally split on both the Non-ABS and ABS brak-
front of this service manual. ing system. With the left front and right rear brakes
Standard brake equipment consists of: on one hydraulic system and the right front and left
• Double pin floating caliper disc front brakes. rear on the other.
• Rear automatic adjusting drum brakes. The Non-ABS and ABS brake system may use dif-
• Differential valve with a brake warning switch. ferent types of brake line fittings and tubing flares.
• Master cylinder. The Non-ABS brake system uses double wall tubing
• Vacuum power booster. flares and fittings at all tubing joint locations. Some
• Double pin floating caliper rear disc brakes are ABS brake systems use both ISO style tubing flares
available on some models. and double wall tubing flares and corresponding fit-
The Bendix Anti-Lock 10 braking system, uses the tings at different joint locations. See (Figs. 2 3 and 4)
standard power brake system caliper assemblies, for specific joint locations and type of tubing flare.
braking discs, pedal assembly, brake lines and hoses. The front disc brakes consist of two different types
The unique parts of the Bendix Anti-Lock 10 braking of caliper assemblies. A double pin Kelsey-Hayes cal-
system consists of the following components. Propor- iper (family caliper) with a bolt-on adapter attached
tioning valves, wheel speed sensors, tone wheels, to the steering knuckle. Or a double pin Kelsey-
electronic control unit, modulator assembly and hy- Hayes caliper (non-family caliper) which mounts di-
draulic assembly. These components replace the con- rectly to rails on the steering knuckle. The non-
ventional master cylinder and power booster. The family caliper is only used on the AY Body
components will be described in detail in the Bendix (Imperials).
Anti-Lock 10 brake section in this group of the ser-
vice manual. CAUTION: Caliper pistons, boots and seals for the
The Bendix Anti-Lock 6 braking system, uses the different caliper assemblies used on the front and
following standard brake system components. Master rear disc brake assemblies are not interchangeable.
cylinder, power booster, caliper assemblies, braking Misusage could result in a complete brake system
discs, pedal assembly, brake lines and hoses. The failure. Be sure that the parts are replaced with the
unique parts of the Bendix Anti-Lock 6 braking sys- correct replacement parts, refer to the parts book
tem consists of the following components. Modulator for the type and model year of the vehicle being
assembly, unique proportioning valves, wheel speed worked on.
sensors, tone wheels, and electronic control unit.
These components will be described in detail in the The master cylinder is anodized, lightweight alu-
Bendix Anti-Lock 6 brake section in this group of the minum, with a bore size of 24.0mm, 21.0mm or 7/8
service manual. inch.
5 - 2 BRAKES Ä

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Fig. 1 Diagonally Split Braking System (Typical Non-ABS System)

Fig. 2 Proper Nut Thread Size And Tube Routing (Non-ABS Equipped)
Ä BRAKES 5 - 3

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Fig. 3 Proper Nut Thread Size And Tube Routing (AC & AY Body With ABS)

Fig. 4 Proper Nut Thread Size And Tube Routing (AG AJ AP AA Body) W/ABS)
5 - 4 BRAKES Ä

SERVICE ADJUSTMENTS

INDEX
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Adjusting Rear Service Brakes . . . . . . . . . . . . . . . 4 Stop Lamp Switch Adjustment (All Vehicles) . . . . 13
Bleeding Brake System . . . . . . . . . . . . . . . . . . . . . 6 Test for Fluid Contamination . . . . . . . . . . . ...... 7
Brake Hose and Tubing . . . . . . . . . . . . . . . . . . . 11 Testing Application Adjuster Operation ... ...... 6
Master Cylinder Fluid Level . . . . . . . . . . . . . . . . . . 4 Wheel Stud Nut Tightening . . . . . . . . . . . . ...... 7

MASTER CYLINDER FLUID LEVEL (1) With the ignition switch turned to the off position
and key removed. De-pressurize hydraulic accumula-
ALL EXCEPT AC/AY BODY WITH ABS tor by applying brake pedal approximately 40 times,
Check master cylinder reservoir brake fluid level a using a pedal force of approximately 220 N (50 lbs.). A
minimum of twice a year. noticeable change in pedal feel will occur when accu-
Master cylinder reservoirs are marked with the mulator is de-pressurized. Continue to apply brake
words fill to bottom of rings indicating proper fluid pedal several times after this change in pedal feel
level (Fig. 1). occurs to insure that brake system is fully de-
If necessary, add fluid to bring the level to the bot- pressurized.

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tom of the primary reservoir split ring. (2) Thoroughly clean both reservoir caps and sur-
Use only Mopart brake fluid or an equivalent from
rounding area of reservoir, (Fig. 2) before removing
a sealed container. Brake fluid must conform to DOT
caps. This is to avoid getting dirt into the reservoir and
3, specifications.
contaminating the brake fluid.
DO NOT use brake fluid with a lower boiling
(3) Inspect the brake fluid to see if it is at the proper
point, as brake failure could result during prolonged
hard braking. level, see instructions on top of reservoir. (FILL TO
Use only brake fluid that was stored in a tightly- TOP OF WHITE SCREEN ON FRONT
sealed container. FILTER/STRAINER.)
DO NOT use petroleum-based fluid because seal (4) Fill reservoir with brake fluid to top of screen
damage in the brake system will result. (Fig. 3) on the filter/strainer located in brake fluid
reservoir. Only use brake fluid conforming to DOT 3
specifications such as Mopart or equivalent.
(5) Replace brake fluid reservoir caps.

ADJUSTING REAR SERVICE BRAKES

Normally, self adjusting drum brakes will not
require manual brake shoe adjustment. Al-
though in the event of a brake reline it is advis-
able to make the initial adjustment manually to
speed up the adjusting time.
(1) Raise the vehicle so all wheels are free to turn.
See Hoisting Recommendations in the Lubrication And
Maintenance Section, at the front of this service
manual.
(2) Remove rear brake adjusting hole rubber plug
(Fig. 4), from the rear brake shoe support plate.
(3) Be sure parking brake lever is fully re-
Fig. 1 Master Cylinder Fluid Level (All Except AC/AY leased. Then back off parking brake cable adjust-
Body W/ABS) ment so there is slack in the cable.
AC AND AY BODY WITH ANTI-LOCK BRAKES (4) Insert Brake Adjuster, Special Tool C-3784, (Fig.
The hydraulic assembly is equipped with a plastic 5) or equivalent through the adjusting hole in support
fluid reservoir with a filter/strainer in the filler neck plate and against star wheel of adjusting screw. Move
of the reservoir. handle of tool upward until a slight drag is felt when
The Anti-Lock brake system requires that the hy- the road wheel is rotated.
draulic accumulator be de-pressurized whenever (5) Insert a thin screwdriver or piece of welding rod
checking the brake fluid level. To check the brake into brake adjusting hole (Fig. 5). Push adjusting lever
fluid level, the following procedure should be used: out of engagement with star wheel. Care
Ä BRAKES 5 - 5

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Fig. 2 Master Cylinder Fluid Level (W/ABS)

Fig. 3 ABS Reservoir Fill Level On Filter/Strainer Fig. 4 Brake Adjusting Hole Plug
should be taken so as not to bend adjusting lever (7) Adjust parking brake after wheel brake adjust-
or distort lever spring. While holding adjusting ment. See parking brake adjustment, under Parking
lever out of engagement with star wheel, back off star Brakes in this group of the service manual.
wheel to ensure a free wheel with no brake shoe drag. It is important to follow the above sequence to
(6) Repeat above adjustment at the other rear wheel. avoid the possibility of the parking brake system
Install adjusting hole rubber plugs (Fig. 4) in rear causing brake drag. This could occur if the park-
brake supports. ing brakes are adjusted before the service
brakes.
5 - 6 BRAKES Ä

CAUTION: Use bleeder tank Special Tool C-3496-B

with adapter Special Tool C-4578 to pressurize the
system for bleeding.

Follow pressure bleeder manufacturer’s instruc-

tions, for use of pressure bleeding equipment.
When bleeding the brake system. Some air may be
trapped in the brake lines or valves far upstream. As
much as ten feet from the bleeder screw (Fig. 6).
Therefore, it is essential to have a fast flow of a large
volume of brake fluid when bleeding the brakes to
ensure all the air gets out.

Fig. 5 Brake Drum Adjustment With Tool C-3784

TESTING APPLICATION ADJUSTER OPERATION

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Place the vehicle on a hoist with a helper in the
driver’s seat to apply the brakes. Remove the access
plug from the rear adjustment slot in each brake
support plate (Fig. 4) to provide access to the ad-
juster star wheel. Then, to eliminate the possibility
of maximum adjustment, where the adjuster does not
operate because the closest possible adjustment has Fig. 6 Trapped Air in Brake Line
been reached. Back the star wheel off approximately
30 notches. It will be necessary to hold the adjuster The following wheel sequence for bleeding the
lever away from the star wheel to permit this adjust- brake hydraulic system should be used to ensure ad-
ment. equate removal of all trapped air from the hydraulic
Spin the wheel and brake drum in the reverse di- system.
rection, and with a greater than normal force apply • Right rear wheel
the brakes suddenly. This sudden application of force • Left front wheel
will cause the secondary brake shoe to leave the an- • Left rear wheel
chor. The wrap up effect will move the secondary • Right front wheel
shoe, and the cable will pull the adjuster lever up. To bleed the brake system. Attach a clear plastic
Upon application of the brake pedal, the lever should hose to the bleeder screw starting at the right rear
move upward, turning the star wheel. Thus, a defi- wheel and feed the hose into a clear jar containing
nite rotation of the adjuster star wheel can be ob- fresh brake fluid (Fig. 7).
served if the automatic adjuster is working properly. Next, open the bleeder screw at least one full turn
If one or more adjusters do not function properly, the or more to obtain an adequate flow of brake fluid
respective drum must be removed for adjuster servic- (Fig. 8).
ing.
CAUTION: Just cracking the bleeder screw often re-
BLEEDING BRAKE SYSTEM stricts fluid flow, and a slow, weak fluid discharge
will NOT get all the air out.
CAUTION: For bleeding of the Anti-Lock brake hy-
draulic system. See the Anti-Lock Brake system After 4 to 8 ounces of fluid has been bled through
service procedures in this group which refers to the the brake system at this wheel. And an air-free flow
particular Anti-Lock brake system being serviced. is maintained in the clear plastic hose and jar, this
will indicate a good bleed.
Repeat the procedure at all the other remaining
PRESSURE BLEEDING bleeder screws. Then check the pedal for travel. If
Before removing the master cylinder cover, wipe it pedal travel is excessive or has not been improved.
clean to prevent dirt and other foreign matter from Enough fluid has not passed through the system to
dropping into the master cylinder.
Ä BRAKES 5 - 7

• Right rear wheel

• Left front wheel
• Left rear wheel
• Right front wheel
(1) Pump the brake pedal three or four times and
hold it down before the bleeder screw is opened.
(2) Then open the bleeder screw at least 1 full
turn. When the bleeder screw opens the brake pedal
will drop all the way to the floor.
(3) Release the brake pedal only after the bleeder
screw is closed.
(4) Repeat steps 1 through 3, four or five times, at
each bleeder screw. This should pass a sufficient
amount of fluid to expel all the trapped air from the
Fig. 7 Proper Method for Purging Air From Brake brake system. Be sure to monitor the fluid level in
System (Typical) the master cylinder, so it stays at a proper level so
air will not reenter the brake system through the
master cylinder.
Test drive vehicle to be sure brakes are operating

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correctly and that pedal is solid.

TEST FOR FLUID CONTAMINATION

Indications of fluid contamination are swollen or
deteriorated rubber parts.
Swollen rubber parts indicate the presence of petro-
leum in the brake fluid.
To test for contamination, put small amount of
drained brake fluid in clear glass jar. If fluid sepa-
rates into layers, there is mineral oil contamination.
If contaminated, drain and thoroughly flush sys-
tem. Replace master cylinder, proportioning valve,
caliper seals, wheel cylinder seals and all hoses.

WHEEL STUD NUT TIGHTENING

When tightening wheel stud nuts, a criss-cross
tightening sequence should be followed (Fig. 9).

Fig. 8 Open Bleeder Screw at Least One Full Turn

(Typical)
expel all the trapped air. Be sure to monitor the fluid
level in the pressure bleeder. It must stay at the
proper level so air will not be allowed to reenter the
brake system through the master cylinder.

BLEEDING WITHOUT A PRESSURE BLEEDER

If a pressure bleeder is not available. A good brake
fluid flow can be obtained by manual bleeding of the
brake hydraulic system, following these steps.
Manual bleeding of the brakes hydraulic sys-
tem will require the aid of a helper to correctly
perform manual brake bleeding procedure.
The following wheel sequence for bleeding the Fig. 9 Wheel Stud Nut Tightening Sequence
brake hydraulic system should be used to ensure ad- Tighten all stud nuts to one-half specified torque.
equate removal of all trapped air from the hydraulic Repeat, fully tightening to 129 NIm (95 ft. lbs.).
system.
 5-8
BRAKES

FIG. 10 BRAKE LINE ROUTING NON ABS BRAKES

Ä

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 Ä
BRAKES

FIG. 11 BRAKE LINE ROUTING WITH ANTI-LOCK 10 BRAKES

5-9

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 5 - 10
BRAKES

FIG. 12 BRAKE LINE ROUTING WITH ANTI-LOCK 6 BRAKES

Ä

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Ä BRAKES 5 - 11

BRAKE HOSE AND TUBING edges, moving components or into hot areas. All
tubes should be properly attached with recommended
INSPECTION OF BRAKE HOSE AND TUBING retaining clips.
Flexible rubber hose is used at both front brakes and
at the rear axle. Inspection of brake hoses should be TYPES OF TUBING FLARES
performed whenever the brake system is serviced and Two different tubing flares (Fig. 13) are used on 93
every 7,500 miles or 12 months, whichever comes first M.Y. vehicles. On some ABS brake systems the tub-
(every engine oil change). Inspect hydraulic brake ing connections made to the hydraulic assembly use
hoses for severe surface cracking, scuffing, or worn an ISO flare. All other ABS brake system compo-
spots. Should the fabric casing of the rubber hose be nent, tubing connections are made using a double in-
exposed due to cracks or abrasions in the rubber hose verted flare. On non-ABS brake systems all
cover, the hose should be replaced immediately. Even- component tubing connections use only the double in-
tual deterioration of the hose can take place with verted flare. No ISO flares are used.
possible burst failure. Faulty installation can cause
twisting and wheel, tire or chassis interference. CAUTION: ALWAYS USE THE PROPER FLARING
The steel brake tubing should be inspected periodi- TOOL AND PROCEDURE, FOR THE TYPE OF
cally for evidence of physical damage or contact with BRAKE SYSTEM THAT IS BEING SERVICED TO IN-
moving or hot components. SURE THE INTEGRITY OF THE HYDRAULIC SYS-
TEM.
INSTALLATION OF BRAKE HOSE

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Always use factory recommended brake hose to en-
sure quality, correct length and superior fatigue life.
Care should be taken to make sure that the tube and
hose mating surfaces are clean and free from nicks and
burrs. Front right and left side hoses are not
interchangeable.
Connections should be correct and properly made.
Use new copper seal washers on all connections using
Banjo Bolts and tighten all fittings to their specified
torques.
The flexible front hydraulic brake hose should al-
ways be installed on the vehicle by first attaching the
Banjo connector to the caliper assembly. Then bolt the
intermediate hose bracket to the strut assembly allow-
ing the bracket to position the hose to prevent twisting.
Attach the hose to the body bracket and steel brake
tubing. Tighten all fittings to specified torque. The
body bracket and hose end are keyed so that they will
only fit one way.
Install rear brake hoses first to the trailing arm
tubes and then to the floor pan tubes. Minimize hose Fig. 13 Identifying Hydraulic Brake Tubing Flares
twisting. Vehicles equipped with rear disc brakes have
brake hoses attached to the caliper on each side. The TO REPAIR OR FLARE TUBING
brake hose should be first attached by the Banjo bolt to Using Tubing Cutter, Special Tool C-3478-A or
the caliper and then secured to the hose bracket with equivalent, cut off damaged seat or tubing (Fig. 14).
Ream out any burrs or rough edges showing on in-
the retaining clip. The attach the steel brake tubing to
side of tubing (Fig. 15). This will make the ends of
the hose fitting.
tubing square (Fig. 15) and ensure better seating of
REPAIR AND INSTALLATION OF BRAKE TUB- flared end tubing. PLACE TUBE NUT ON TUB-
ING ING BEFORE FLARING THE TUBING.
Only double wall 4.75mm (3/16 in.) steel tubing DOUBLE INVERTED TUBING FLARES.
should be used for replacement. Care should be taken To make a double inverted tubing flare (Fig. 13 &
when replacing brake tubing, to be sure the proper 16). Open handles of Flaring Tool, Special Tool
bending and flaring tools and procedures are used, to C-4047 or equivalent. Then rotate jaws of tool until
avoid kinking. Do not route the tubes against sharp the mating jaws of tubing size are centered between
vertical posts on tool. Slowly close handles with tub-
5 - 12 BRAKES Ä

tended end of the tubing. Remove gauge and continue

to screw down until tool is firmly seated in tubing.
Remove tubing from flaring tool and inspect seat. Refer
to routing diagrams (Figs. 18 to 21) for proper routing
and clip location. Replace any damaged tube routing
clips.

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Fig. 14 Cutting and Flaring of Brake Line Tubing

Fig. 16 Double Flare And ISO-Flare Tubing Connec-

tions
ISO TUBING FLARES

CAUTION: All ISO style tubing flares (Fig. 13 & 16 ) are

of metric dimensions. When performing any service
procedures on vehicles using ISO style tubing flares,
metric size tubing of 4.75 mm MUST be used with
metric ISO tube flaring equipment.

To create a (metric) ISO style tubing flare, Use

Snap-On Flaring Tool TFM-428, or equivalent. See
(Fig. 17) and proceed with the steps listed below.Be
sure to place the tubing nut on the tube before
flaring the tubing.
(1) Carefully prepare the end of the tubing to be
Fig. 15 Brake Tube Preparation For Flaring
flared. Be sure the end of the tubing to be flared is
ing inserted in jaws but do not apply heavy pressure square and all burrs on the inside of the tubing are
to handle as this will lock tubing in place. removed (Fig. 15). This preparation is essential to
Place gauge (Form A) on edge over end of brake obtain the correct form of a (metric) ISO tubing
tubing. Push tubing through jaws until end of tubing flare.
contacts the recessed notch in gauge matching the (2) Open the jaws of the Flaring Tool. Align the
tubing size. Squeeze handles of flaring tool and lock mating size jaws of the flaring tool around the size of
tubing in place. Place 3/16 inch plug of gauge (A) the tubing to be flared. Close the jaws of the Flaring
down in end of tubing. Swing compression disc over Tool around the tubing to keep it from sliding out of the
gauge and center tapered flaring screw in recess of flaring tool, but do not lock the tubing in place. See
disc. Screw in until plug gauge has seated on jaws of (Fig. 17)
flaring tool. This action has started to invert the ex-
Ä BRAKES 5 - 13

(3) Position the tubing in the jaws of the Flaring STOP LAMP SWITCH ADJUSTMENT (ALL
Tool so that it is flush with the top surface of the VEHICLES)
flaring tool bar assembly. (See Fig. 17). The stop lamp switch incorporates a self adjusting
(4) Install the correct size adaptor for the brake feature. If adjustment or replacement is required,
tubing being flared, on the feed screw of the yoke as- proceed as follows: Install the switch in the retaining
sembly. Center the yoke and adapter over the end of bracket and push the switch forward as far as it will
the tubing. Apply lubricant to the adapter area that go. The brake pedal will move forward slightly (Fig.
contacts brake tubing. Making sure the adapter pilot 18). Gently pull back on the brake pedal bringing the
is fully inserted in the end of the brake tubing. striker back toward the switch until the brake pedal
Screw in the feed screw of the yoke assembly until will go back no further. This will cause the switch to
the adaptor has seated squarely on the surface of the ratchet backward to the correct position. Very little
bar assembly (Fig. 17). This process has created the movement is required, and no further adjustment is
(metric) ISO tubing flare. necessary.

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Fig. 17 ISO Tubing Flare Process Fig. 18 Stop Lamp Switch
BASIC DIAGNOSIS GUIDE
5 - 14 BRAKES Ä

BRAKE SYSTEM DIAGNOSTICS

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Ä BRAKES 5 - 15

BRAKE SYSTEM DIAGNOSTICS

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5 - 16 BRAKES Ä

BRAKE SYSTEM DIAGNOSTICS

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Ä BRAKES 5 - 17

BRAKE SYSTEM DIAGNOSTICS

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BRAKE SYSTEM DIAGNOSTICS
5 - 18 BRAKES Ä

REAR WHEEL DRUM BRAKES

INDEX
page page
Brake Drum Refacing . . . . . . . . . . . . . . . . . . . . . 21 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Brake Shoe Assemblies . . . . . . . . . . . . . . . . . . . 19 Service Procedures . . . . . . . . . . . . . . . . . . . . . . . 18

DESCRIPTION SERVICE PROCEDURES

Rear wheel drum brakes (Fig. 2 & 3) are two shoe,
internal expanding type with an automatic adjuster REAR BRAKE DRUM REMOVAL
screw assembly that is activated each time the If the rear brake drum is difficult to remove, fur-
brakes are applied. The automatic adjuster screw is ther clearance can be obtained by backing off the
located directly below the wheel cylinder as shown in brake automatic adjuster screw. Remove rubber plug
figure (Fig. 2 & 3). from the top of the support plate and rotate the au-
tomatic adjuster screw assembly with an upward mo-
WARNING: DUST AND DIRT ON BRAKE PARTS tion, using the Brake Adjuster, Special Tool C-3784.
GENERATED DURING THE NORMAL USE AND See adjusting rear service brakes in the Service
WEAR OF MOTOR VEHICLE BRAKE SYSTEMS MAY Adjustments section in this group of the service man-

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CONTAIN ASBESTOS FIBERS. BREATHING EXCES- ual for the specific adjustment procedure.
SIVE CONCENTRATIONS OF ASBESTOS FIBERS Remove wheel bearing grease cap (Fig. 1).
CAN CAUSE SERIOUS BODILY HARM, SUCH AS Remove cotter pin, nut lock, retaining nut, thrust
ASBESTOSIS AND CANCER. EXTREME CARE washer and outer bearing cone (Fig. 1).
SHOULD BE EXERCISED WHILE SERVICING Remove brake drum and hub and bearing assembly
BRAKE ASSEMBLIES OR COMPONENTS. from the rear spindle (Fig. 1).
DO NOT CLEAN BRAKE ASSEMBLIES OR COM- Inspect brake linings for wear, shoe alignment and
PONENTS WITH COMPRESSED AIR OR BY DRY contamination.
BRUSHING; USE A VACUUM CLEANER SPECIFI-
CALLY RECOMMENDED FOR USE WITH ASBES-
TOS FIBERS. IF A SUITABLE VACUUM CLEANER IS
NOT AVAILABLE, CLEANING SHOULD BE DONE
WET USING A WATER DAMPENED CLOTH.
DO NOT CREATE DUST BY SANDING, GRINDING,
AND/OR SHAVING BRAKE LININGS OR PADS UN-
LESS SUCH OPERATION IS DONE WHILE USING
PROPERLY EXHAUST VENTILATED EQUIPMENT.
DISPOSE OF ALL DUST AND DIRT SUSPECTED
TO CONTAIN ANY ASBESTOS FIBERS IN SEALED
BAGS OR CONTAINERS TO MINIMIZE DUST EXPO-
SURE TO YOURSELF AND OTHERS.
FOLLOW ALL RECOMMENDED PRACTICES PRE-
SCRIBED BY THE OCCUPATIONAL SAFETY AND
HEALTH ADMINISTRATION AND THE ENVIRON-
MENTAL PROTECTION AGENCY. FOR THE HAN- Fig. 1 Brake Drum and Hub Assembly
DLING, PROCESSING, AND DISPOSITION OF DUST BRAKE DRUM INSTALLATION
OR DIRT WHICH MAY CONTAIN ASBESTOS FI- Install brake drum and hub and bearing assembly
BERS. on rear spindle.
IT IS RECOMMENDED NOT TO BREATH ANY Install outer wheel bearing, thrust washer and nut.
TYPE OF BRAKE LINING MATERIAL DUST EVEN Tighten wheel bearing adjusting nut to 27 to 34
ASBESTOS FREE, DUE TO THE FIBROUS NATURE NIm (240 to 300 in. lbs.) torque while rotating hub.
OF THE MATERIALS BEING USED. This seats the bearings.
Back off adjusting nut 1/4 turn (90°) then tighten
adjusting nut finger tight.
Position lock on nut with one pair of slots in-line
with cotter pin hole. Install cotter pin.
Ä BRAKES 5 - 19

Install grease cap and wheel and tire assemblies. Except for brake shoe to support plate, park brake
Tighten wheel stud nuts to 115 NIm (85 ft. lbs.) lever retention and automatic adjuster positioning
torque on all models. Install wheel covers. guide buttons, service procedures for either assembly
are essentially the same.
BRAKE SHOE ASSEMBLIES
Three brake shoe assemblies are used on the front REMOVAL
wheel drive passenger cars. Vehicles will have axle Remove automatic adjuster spring and lever (Fig.
sets of either 200 or 220 mm Kelsey Hayes (Fig. 2), 4).
or Varga (Fig. 3). Varga brake shoes are HANDED
for right or left side.

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Fig. 4 Remove or Install Adjuster Lever Spring
Rotate the automatic adjuster screw assembly so
that each shoe assembly moves out far enough to be
free from the wheel cylinder boots (Fig. 5).

Fig. 2 Kelsey Hayes 200 And 220 (Left) Rear Wheel

Brake

Fig. 5 Expand or Retract Adjuster Screw

Fig. 3 Varga (Left) Rear Wheel Brake Disconnect the parking brake cable from the park-
ing brake lever (Fig. 6).
5 - 20 BRAKES Ä

Fig. 6 Disconnect Parking Brake Cable

Kelsey Hayes—Leading/trailing shoes; Remove
holddown springs (Fig. 7). Pull assembly down and
away to remove shoes from support plate (Fig. 8). Re-
move brake shoe springs and adjusting screw assem-

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bly.
Fig. 8 Remove or Install Brake Shoes

Fig. 9 Remove or Install Park Brake Lever Retainer

CLEANING AND INSPECTION
Clean metal portion of brake shoes. Check to see if
Fig. 7 Remove or Install Holddown Springs shoes are bent.
Lining should show contact across entire width and
Varga—Leading shoe; Remove the upper shoe to from heel to toe, otherwise replace.
shoe return spring (Fig. 3). The leading shoe hold Shoes with lack of contact at toe or heel maybe im-
down spring (Fig. 7). And the shoe to shoe spring at properly ground.
the anchor plate (Fig. 3). Remove shoe and adjuster Clean and inspect support and adjusting screws.
assembly. Apply a thin coat of Mopar Multi-Purpose Lubricant
Varga—Trailing shoe; Remove holddown spring or equivalent to the threads of the self adjuster (Fig.
and lower shoe-to-anchor plate spring. 10). Replace adjusting screw if corroded.
Kelsey Hayes: Remove park brake lever from
trailing brake shoe by disengaging the retainer clip
(Fig. 9). Be sure not to lose park brake lever wave
washer.
Ä BRAKES 5 - 21

Expand the automatic adjuster so that the end of the

shoes will clear the wheel cylinder boots. Position the
brake shoe assemblies on support plate and install
holddown springs (Fig. 7).
Install self adjuster lever and spring.
Connect park brake cable.
Adjust brake shoes so that they will not interfere
with the drum installation.

CAUTION: Make sure the adjuster screw nut contacts

the adjuster tubular strut.
Fig. 10 Adjuster Screw and Lever (Typical)
If old springs have overheated or are damaged, re- Install the drums and pump the brake pedal
place. Overheating indications are paint discoloration several times to partially complete the shoe ad-
or distorted end coils. Varga brake springs are not justment.
painted but overheating of the brake springs will be After adjusting the Parking brake cable (see Adjust-
noted by any Blueing of the springs. ing Parking Brake), road test vehicle. The automatic
adjuster will continue the brake adjustment during the
BRAKE SHOE INSTALLATION test.
Lubricate the eight shoe contact areas on the sup-

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port plate and anchor using Mopar Multi-Purpose VARGA REASSEMBLE
Lubricant or equivalent (Fig. 11). (1) Install park brake cable in park brake lever of
trailing shoe.
(2) Attach trailing shoe, then leading shoe lower
springs to shoes and anchor plate.
(3) Position shoes on support plate and install hold-
down springs.
(4) Install automatic adjusters. Left side adjuster
has left hand threads and right side adjuster has
right-hand threads. Do not interchange sides.
Make sure adjuster is installed correctly. (Adjuster
ends must be above extruded pins in web of shoe as
shown in Fig. 3).
(5) Install upper shoe to shoe spring. Ensure that
the spring terminal ends are fully engaged in the shoe
webs.
(6) Rotate serrated adjuster nut to remove free play
from the adjuster assembly.
(7) Install the adjuster lever on the leading shoe
pivot pin. Then attach the short end of the adjuster
spring into the hole on the lever. Then install the long
end of the spring in the leading shoe hole.
(8) Connect park brake cable and adjust brake shoes
so as not to interfere with drum installation.
Fig. 11 Shoe Contact Areas on Support Plate
KELSEY HAYES REASSEMBLE BRAKE DRUM REFACING
Assemble the park brake lever and wave washer to Measure drum runout and diameter. If not to speci-
the new replacement shoe (Fig. 9). fication, reface drum. (Runout should not exceed
Attach upper return spring between the two new 0.1524 mm or 0.006 inch). The diameter variation (oval
shoe assemblies. shape) of the drum braking surface must not exceed
Apply a small amount of Mopar Multi-Purpose Lu- either 0.0635 mm (0.0025 inch) in 30° or 0.0889 mm
bricant or equivalent to the automatic adjuster screw (0.0035 inch) in 360°.
assembly. Install adjuster with the two stepped forks All drums will show markings of maximum allowable
facing toward the outboard side of the shoes (Fig. diameter (Fig. 12).
10). The longer fork will be pointing to the rear.
Connect the lower shoe to shoe spring.
5 - 22 BRAKES Ä

Using suitable tool, remove grease seal from drum

hub. Clean, inspect and pack wheel bearings. Install
new seal (Fig. 13). See Wheel Bearings section in
this group of the service manual for detailed infor-
mation on the wheel bearings, and service proce-
dures.

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Fig. 12 Maximum Drum Diameter Identification Fig. 13 Installing Grease Seal
Ä BRAKES 5 - 23

WHEEL CYLINDERS

INDEX
page page
General Information . . . . . . . . . . . . . . . . . . . . . . . 23 Service Procedures . . . . . . . . . . . . . . . . . . . . . . . 23
Installing Wheel Cylinders . . . . . . . . . . . . . . . . . . 24

GENERAL INFORMATION
The piston boots are of the push-on type and pre-
vent moisture from entering the wheel cylinder.
To perform service operations or inspections of the
rear wheel brake cylinders. It will be necessary to re-
move the cylinders from the support plate and disas-
semble on the bench.

CAUTION: Wheel cylinders with cup expanders

must have cup expanders after any service proce-
dures (reconditioning or replacement).

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SERVICE PROCEDURES
REMOVING WHEEL CYLINDERS FROM BRAKE
SUPPORT PLATES
With brake drums removed, inspect the wheel cyl-
inder boots for evidence of a brake fluid leak. Then
block the brake pedal in the stroke position, and vi-
sually check the boots for cuts, tears, or heat cracks.
If any of these conditions exist, the wheel cylinders
should be completely cleaned, inspected and new
parts installed. (A slight amount of fluid on the boot Fig. 1 Brake Tube Disconnected
may not be a leak, but may be preservative fluid
used at assembly.)
(1) In case of a leak, remove brake shoes, (replace
if soaked with grease or brake fluid.)
(2) Thoroughly clean area of wheel cylinder, where
hydraulic brake line connects to wheel cylinder. Dis-
connect hydraulic brake tube from wheel cylinder
(Fig. 1).
(3) Remove the rear wheel cylinder attaching bolts
(Fig. 1). Then pull wheel cylinder assembly off the
brake support plate (Fig. 2).
(4) Clean the surface sealant off the support plate
and wheel cylinder surfaces.

DISASSEMBLING WHEEL CYLINDERS

To disassemble the wheel cylinders, (Fig. 3) pro-
ceed as follows:
(1) Pry boots away from cylinders and remove.
(2) Press IN on one piston to force out opposite pis-
ton, cup and spring (with cup expanders). Then using
a soft tool such as a dowel rod, press out the cup and
piston that remain in the wheel cylinder.
(3) Wash wheel cylinder, pistons, and spring in Fig. 2 Remove or Install Wheel Cylinder
clean brake fluid or alcohol; (DO NOT USE ANY
PETROLEUM BASE SOLVENTS) clean thor- oughly and blow dry with compressed air. Inspect
5 - 24 BRAKES Ä

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Fig. 3 Rear Wheel Cylinder

cylinder bore and piston for scoring and pitting. (Do

not use a rag as lint from the rag will stick to bore
surfaces.)
Wheel cylinder bores and pistons that are scored or
pitted in any way should be replaced. Cylinder walls
that have light scratches, or show signs of corrosion,
can usually be cleaned with crocus cloth, using a cir-
cular motion. Black stains on the cylinder walls are
caused by piston cups and will not impair operation
of cylinder.

ASSEMBLING WHEEL CYLINDERS

Before assembling the pistons and new cups in the
wheel cylinders, dip them in clean brake fluid. If the
boots are deteriorated, cracked or do not fit tightly
on the pistons or the cylinder casting, install new
boots.
(1) Coat cylinder bore with clean brake fluid.
(2) Install expansion spring with cup expanders in
cylinder. Install cups in each end of cylinder with
open end of cups facing each other (Fig. 3). Fig. 4 Apply Sealant on Support Plate
(3) Install piston in each end of cylinder having
the flat face of each piston contacting the flat face of (3) Attach hydraulic brake tube to wheel cylinder,
each cup, already installed (Fig. 3). and tighten tube to wheel cylinder fitting to 17 NIm
(4) Install a boot over each end of cylinder. Be (145 in. lbs.).
careful not to damage boot during installation. (4) Install brake shoes on support plate.
(5) Install rear brake drum onto rear hub. Install
INSTALLING WHEEL CYLINDERS rear wheel and tire assembly, tighten wheel stud
(1) Apply Mopart Gasket In-A-Tube or equivalent nuts to 115 NIm (85 ft. lbs.).
sealant around wheel cylinder mounting surface (Fig. (6) Adjust the rear brakes, (See Adjusting Service
4). Brakes) in Service Adjustments section in this group
(2) Install wheel cylinder onto brake support, and of the service manual.
tighten the wheel cylinder to brake support plate at- (7) Bleed the entire brake system. See (Bleeding
taching bolts to 8 NIm (75 in. lbs.). Brake System) in Service Adjustments section in this
group of the service manual.
Ä BRAKES 5 - 25

BRAKE SUPPORT ASSEMBLY

REMOVAL
Back off parking brake adjusting nut to provide
slack in cable.
With wheel and brake drum removed, disconnect
hydraulic tube from wheel cylinder.Disconnect park-
ing brake cable and adjuster lever spring (Fig. 1).

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Fig. 2 Removing Park Brake Cable From Support
Plate
Remove attaching bolts and washers and separate
Fig. 1 Removing Adjuster Lever Spring brake support and spindle from rear support trailing
arm.
Using a suitable tool such as an aircraft type hose
clamp, install the clamp over the retainer on the end INSTALLATION
of the parking brake cable (Fig. 2). Compress cable Insert parking brake cable and housing into sup-
housing retainer and start housing out of support port plate.
plate (Fig. 2). Remove clamp when retainer is free Install support plate, spindle and gasket between
from the park brake cable mounting hole in the rear support plate and spindle on to rear suspension mem-
brake support plate. Alternate method is to slide a ber. Tighten support plate attaching bolts to 71 NIm
14 mm box wrench over housing end fitting com- (53 ft. lbs) torque.
pressing the three fingers. Attach cable to parking brake lever.
Connect brake tube to wheel cylinder. Tighten
brake tube to wheel cylinder fitting to 17 NIm (145
in. lbs.).
Install brake drum and wheel. Adjust and bleed
service brakes. Adjust parking brake.
5 - 26 BRAKES Ä

HYDRAULIC SYSTEM CONTROL VALVES

INDEX
page page
ABS Brake Proportioning Valve Operation . . . . . . 27 Non-ABS Proportioning Unit Operation . . . . . . . . 26
General Information . . . . . . . . . . . . . . . . . . . . . . . 26 Pressure Differential Warning Light Switch . . . . . . 26
Hydraulic System Service Procedures . . . . . . . . . 27 Testing ABS Proportioning Valves . . . . . . . . . . . . 29

GENERAL INFORMATION and left rear are part of another. Both systems are
Most models not equipped with an Anti-Lock brak- routed through, but hydraulically separated by a Pres-
ing system have a combination hydraulic system con- sure Differential Switch. The function of the Pressure
trol valve in the brake hydraulic system (Fig. 1). The Differential Switch is to alert the driver of a malfunc-
valve is attached to the frame rail below the master tion in the brake system.
cylinder. If hydraulic pressure is lost in one system, the
warning light switch will activate a red light on the
instrument panel, when the brake pedal is depressed.
At this point the brakes require service. However, since
the brake systems are split diagonally the vehicle will

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retain 50% of its stopping capability in the event of a
failure in either half.
The warning light switch is the latching type. It
will automatically center itself after the repair is
made and the brake pedal is depressed.
The instrument panel bulb can be checked each time
the ignition switch is turned to the start position or the
parking brake is set.

Fig. 1 Brake Combination Valve And Warning

Switch Location
The control valve assembly combines a warning
switch with a dual proportioning valve (Fig. 2)
Proportioning valves balance front to rear braking
by controlling at a given ratio, the increase in rear
system hydraulic pressure above a preset level. Un-
der light pedal application, the valve allows full hy-
draulic pressure to the rear brakes. Fig. 2 Switch and Valve Assembly
There is only one valve assembly in each vehicle,
see Valve Application Chart. During any service pro- NON-ABS PROPORTIONING UNIT OPERATION
cedures identify valve assemblies by part number as The proportioning valve section operates by trans-
well as split point (PSI) and slope. mitting full input pressure to the rear brakes up to a
certain point. This is called the split point. Beyond this
PRESSURE DIFFERENTIAL WARNING LIGHT point it reduces the amount of pressure increase to the
SWITCH rear brakes according to a certain ratio.
The hydraulic brake system, on non-ABS vehicles, On light pedal applications equal brake pressure will
is split diagonally. The left front and right rear be transmitted to the front and rear brakes. On heavier
brakes are part of one system. And the right front pedal applications the pressure transmitted
Ä BRAKES 5 - 27

to the rear will be lower than the front brakes. This will HYDRAULIC SYSTEM SERVICE PROCEDURES
prevent premature rear wheel lock-up and skid. If
hydraulic pressure is lost in one half of the diagonally BRAKE WARNING SYSTEM
split system, the operation of the proportioning valve
in the remaining half is not effected. CHECKING BRAKE WARNING SWITCH UNIT
The Red Brake Warning light will come on when
ABS BRAKE PROPORTIONING VALVE OPERATION the parking brake is applied with the ignition key
On vehicles using the ABS braking system, screw in turned ON. The same light will also illuminate
proportioning valves are used in place of the conven- should one of the two service brake hydraulic sys-
tional differential pressure/proportioning valve. tems fail.
Each rear brake circuit has its own screw-in propor-
tioning valve which is attached to the rear brake outlet CAUTION:Make sure air does not enter the hydrau-
ports of the hydraulic assembly. These valves limit lic system during this test procedure. See bleeding
brake pressure to the rear brakes after a certain without a pressure bleeder at the beginning of this
pressure is reached. This improves front to rear brake section for master cylinder fluid level checking pro-
balance during normal braking. cedures.

To test the service brake warning system lamp.

Raise the vehicle on a hoist and open a wheel cylin-
der bleeder while a helper depresses the brake pedal

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and observes the warning light.
If the light fails to light, inspect for a burned out
bulb, disconnected socket, or a broken or discon-
nected wire at the switch. If the bulb is not burned
out and the wire continuity is uninterrupted. Check
the service brake warning switch operation with a
test lamp between the switch terminal and a known
good ground. Be sure to fill master cylinder and
bleed brake system after correction has been made, if
necessary.

PROPORTIONING VALVES

TESTING PROPORTIONING VALVE UNIT

If premature rear wheel skid occurs on hard brake
application, it could be an indication that a malfunc-
tion has occurred with the proportioning valve unit.
The proportioning valve is designed with two sep-
arate systems. One half controls the right rear
brake, and the other half controls the left rear brake.
Therefore, a road test to determine which rear brake
slides first is essential.

RIGHT REAR WHEEL SLIDES FIRST

To test the proportioning valve when the right rear
Fig. 3 ABS PROPORTIONING VALVE IDENTIFICA- wheel slides first, leave the front brakes connected to
TION the valve, proceed as follows:
Screw in proportioning valves can be identified by (1) Install one gauge and (TEE) of set C-4007-A
the numbers stamped on the body of the valve. The between the brake line from the master cylinder sec-
first digit represents the slope, the second digit repre- ondary port and the brake valve assembly.
(2) Install the second gauge of set C-4007-A to the
sents the split (cut-in) point, and the arrow represents
right rear brake outlet port (Fig. 4). Using an
the flow direction of the valve. Be sure that the
adapter tube, made from a short piece of brake tube
numbers listed on the replacement valve are the
and (2) 3/8 x 24 tube nuts. Connect the hose to the
same as on the valve that is being removed. See
valve. Bleed the hose and gauge.
(Fig. 3) for detail of the valve identification. (3) Have a helper exert pressure on the brake
pedal (holding pressure) to get a reading on the valve
inlet gauge and check the reading on the outlet
5 - 28 BRAKES Ä

PROPORTIONING VALVE APPLICATIONS

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Ä BRAKES 5 - 29

gauge. If the inlet and outlet pressures do not agree

with the values on the following chart, replace the
valve.

LEFT REAR WHEEL SLIDES FIRST

To test the proportioning valve when the left rear
wheel slides first, leave the front brakes connected to
the valve, proceed as follows:
(1) Install one gauge and (TEE) of set C-4007-A
between brake line from the master cylinder primary
port and the brake valve assembly.
(2) Install the second gauge of set C-4007-A to the
left rear brake outlet port (Fig. 5). An adapter tube,
made up from a 7/16 x 24 tube nut, a short piece of
brake tube and 3/8 x 24 tube nut. Will be required to
connect the hose to the valve. Bleed the gauge and
hose.
(3) Have a helper exert pressure on the brake
pedal. Hold pressure steady to get a reading on the
valve inlet gauge and check the reading on the outlet

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gauge. If the inlet and outlet pressures do not agree
with the values on the following chart, replace the
valve. Fig. 5 Tube Connection for Left Rear Skidding
(1) Install one gauge and (TEE) between the hy-
draulic assembly and the male end (Inlet) of the
TESTING ABS PROPORTIONING VALVES
All ABS components use an ISO type tubing flare. valve.
Use the correct adapters with ISO type tubing flares (2) Install the second gauge at the female end
when installing gauges to test ABS proportioning (Outlet) of the valve (Fig. 6).
valves. (3) Have a helper exert pressure on the brake
pedal (holding pressure) to get a reading on the valve
inlet gauge.
(4) Check the reading on the outlet gauge. If the
inlet and outlet pressures do not agree with the fol-
lowing chart, replace the valve. See (Fig. 3) for pro-
portioning valve identification.

Fig. 6 Tube Connections for ABS

Fig. 4 Tube Connection for Right Rear Skidding
5 - 30 BRAKES Ä

PROPORTIONING VALVE PRESSURES ABS-BRAKES

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PROPORTIONING VALVE PRESSURES NON-ABS BRAKES
Ä BRAKES 5 - 31

FRONT DISC BRAKES

INDEX
page page
General Information . . . . . . . . . . . . . . . . . . . . . . . 31 Shoe and Lining Wear . . . . . . . . . . . . . . . . . . . . 33
Service Precautions . . . . . . . . . . . . . . . . . . . . . . . 34

GENERAL INFORMATION (Fig. 4). The adapter is not used on the vehicles
The single piston, floating caliper disc brake as- equipped with the Non-Family caliper assembly.
sembly (Fig. 1 and 2) consists of: Two machined abutments on the caliper mounting
• The driving hub adapter or steering knuckle, (Fig. 3 and 4) position
• Braking disc (rotor) the caliper fore and aft. The guide pin bolts, sleeves
• Caliper assembly and bushings control the float, side to side movement
• Shoes and linings of the caliper. The piston seal, is designed to pull the
• Adapter for mounting the caliper assembly to the piston back into the bore of the caliper when the
steering knuckle brake pedal is released. This maintains proper brake
WARNING: THE PISTONS THAT ARE USED shoe to rotor clearance (Fig. 6).
IN THE 2 DIFFERENT CALIPER ASSEMBLIES

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Vehicles equipped with Kelsey-Hayes double pin
ARE UNIQUE TO THE CALIPER THEY ARE family calipers, have 1 anti-rattle clip attached to
USED IN. THE DIMENSIONS OF THESE PIS- the top of the adapter (Fig. 1).
TONS ARE DIFFERENT, DO NOT INTER-
All of the braking force is taken up directly by the
CHANGE THE CALIPER PISTONS.
adapter or the steering knuckle depending on the
IMPROPER USE COULD CAUSE A COM-
type of caliper assembly the vehicle is equipped with.
PLETE FAILURE OF THE BRAKE SYSTEM.
The caliper is a one piece casting with the inboard
The double pin Kelsey-Hayes Family Caliper, is
mounted to the adapter using bushings, sleeves and side containing a single piston cylinder bore.
2 through bolts threaded into the adapter (Fig. 3 and The front disc brake caliper phenolic piston is 2 dif-
5). The adapter is then mounted to the steering ferent sizes depending on the vehicle that the caliper
knuckle using 2 attaching bolts. assembly is used on. The AC, AG & AY body use a
The double pin Kelsey-Hayes Non-Family Caliper, 60 mm piston, and the AA, AP, AG & AJ body use a
is mounted directly to the steering knuckle of the ve- 54 mm piston.
hicle using bushings, sleeves and 2 through bolts

Fig. 1 Front Disc Brake Assembly (Family Caliper Typical)

5 - 32 BRAKES Ä

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Fig. 2 Front Disc Brake Assembly (Non-Family Caliper Typical)

Fig. 3 Disc Brake Caliper Mounting (Family Caliper)

A square cut rubber piston seal is located in a ma- As lining wears, master cylinder reservoir brake
chined groove in the cylinder bore. This provides a fluid level will go down. If brake fluid has been
hydraulic seal between the piston and the cylinder added to the reservoir, reservoir overflow may occur
wall (Fig. 6). when the piston is pushed back into the new lining
A molded rubber dust boot is installed in a groove position. Overflowing can be avoided in this case by
of the caliper assembly piston bore. This prevents removing a small amount of fluid from the master
contamination in the bore area of the caliper assem- cylinder reservoir.
bly. All Vehicles, are equipped with an audible wear
The boot mounts in the cylinder bore opening and sensor on the outboard pad of the front disc brake as-
in a groove in the piston (Fig. 6). This prevents con-
tamination in the bore area.
Ä BRAKES 5 - 33

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Fig. 4 Disc Brake Caliper Mounting (Non-Family Caliper)

Fig. 6 Piston Seal Function for Automatic

Adjustment
Remove the shoe and lining assemblies. (See Brake
Shoe Removal paragraph).
Combined shoe and lining thickness should be
measured at the thinnest part of the assembly.
When a shoe and lining assembly is worn to a
thickness of approximately 7.95 mm (5/16 inch) it
should be replaced.
Replace both shoe assemblies (inboard and out-
Fig. 5 Disc Brake Caliper Mounting (Typical) board) on the front wheels. It is necessary that both
semblies. This sensor when emitting a sound signals front wheel sets be replaced whenever shoe assem-
that brake lining may need inspection and/or re- blies on either side are replaced.
placement. If a shoe assembly does not require replacement.
Reinstall, the shoe assemblies making sure each shoe
SHOE AND LINING WEAR assembly is returned to the original position. (See
If a visual inspection does not adequately deter- Brake Shoe Installation).
mine the condition of the lining, a physical check
will be necessary. To check the amount of lining
wear, remove the wheel and tire assemblies, and the
calipers.
5 - 34 BRAKES Ä

SERVICE PRECAUTIONS FOLLOW ALL RECOMMENDED PRACTICES PRE-

SCRIBED BY THE OCCUPATIONAL SAFETY AND
WARNING: DUST AND DIRT ON BRAKE PARTS HEALTH ADMINISTRATION AND THE ENVIRONMEN-
GENERATED DURING THE NORMAL USE AND TAL PROTECTION AGENCY. FOR THE HANDLING,
WEAR OF MOTOR VEHICLE BRAKE SYSTEMS CAN PROCESSING, AND DISPOSITION OF DUST OR DIRT
CONTAIN ASBESTOS FIBERS. BREATHING EXCES- WHICH MAY CONTAIN ASBESTOS FIBERS.
SIVE CONCENTRATIONS OF ASBESTOS FIBERS IT IS RECOMMENDED NOT TO BREATH ANY TYPE
CAN CAUSE SERIOUS BODILY HARM, SUCH AS
OF BRAKE LINING MATERIAL DUST EVEN ASBES-
ASBESTOSIS AND CANCER. EXTREME CARE
TOS FREE, DUE TO THE FIBROUS NATURE OF THE
SHOULD BE EXERCISED WHILE SERVICING
MATERIALS BEING USED.
BRAKE ASSEMBLIES OR COMPONENTS.
DO NOT CLEAN BRAKE ASSEMBLIES OR COM- Grease or any other foreign material must be kept off
PONENTS WITH COMPRESSED AIR OR BY DRY
caliper assembly, surfaces of braking disc and external
BRUSHING; USE A VACUUM CLEANER SPECIFI-
surfaces of hub, during service procedures.
CALLY RECOMMENDED FOR USE WITH ASBES-
Handling of the braking disc and caliper. Should be
TOS FIBERS. IF A SUITABLE VACUUM CLEANER IS
done in such a way as to avoid deformation of the disc
NOT AVAILABLE, CLEANING SHOULD BE DONE
WET USING A WATER DAMPENED CLOTH. and scratching or nicking of the brake linings.
DO NOT CREATE DUST BY SANDING, GRINDING, If inspection reveals that the square sectioned cali-
AND/OR SHAVING BRAKE LININGS OR PADS UN- per piston seal is worn or damaged, it should be
replaced immediately.

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LESS SUCH OPERATION IS DONE WHILE USING
PROPERLY EXHAUST VENTILATED EQUIPMENT. During removal and installation of a wheel and tire
DISPOSE OF ALL DUST AND DIRT SUSPECTED assembly, use care not to strike the caliper.
TO CONTAIN ANY ASBESTOS FIBERS IN SEALED Before vehicle is moved after any brake service
BAGS OR CONTAINERS TO MINIMIZE DUST EXPO- work, be sure to obtain a firm brake pedal.
SURE TO YOURSELF AND OTHERS.
Ä BRAKES 5 - 35

KELSEY HAYES DOUBLE PIN FAMILY CALIPER

BRAKE SHOE SERVICE PROCEDURES
BRAKE SHOE REMOVAL
(1) Raise vehicle on jackstands or centered on a
hoist. See Hoisting Information in the Lubrication
and Maintenance section of this manual.
(2) Remove front wheel and tire assemblies.
(3) Remove caliper guide pin bolts (Fig. 1).

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Fig. 2 Loosening Family Caliper Assembly From
Adapter And Rotor

Fig. 1 Removing or Installing Caliper Guide Pin

Bolts
(4) After removing caliper guide pin bolts. Lift cal-
iper away from braking disc using a pry bar or
screwdriver (Fig. 2).
(5) Remove caliper assembly from braking disc and
adapter by sliding the assembly out and away from
the braking disc and adapter (Fig. 3).
(6) Support caliper firmly to prevent weight of cal-
iper from damaging the flexible brake hose (Fig. 4).
(7) Remove the outboard brake shoe assembly from
the caliper adapter (Fig. 5).
(8) Remove the braking disk (rotor) from the hub
by pulling it straight off the wheel mounting studs
(Fig. 6).

Fig. 3 Removing or Installing Caliper Assembly

5 - 36 BRAKES Ä

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Fig. 4 Storing Caliper Fig. 6 Removing or Installing Braking Disc

Fig. 5 Removing and Installing Outboard Shoe Fig. 7 Removing or Installing Inboard Shoe
Assembly Assembly
(9) Remove the inboard brake shoe assembly by BRAKE SHOE INSTALLATION
sliding it out along the bottom adapter abutment un- (1) Thoroughly clean and lubricate both adapter
til brake shoe assembly loosens from anti-rattle clip abutments with a liberal amount of Mopart Multi-
(Fig. 7). purpose Lubricant, or equivalent.
(10) Remove the anti-rattle clip from the top (2) Install the anti-rattle clip on the upper abut-
adapter abutment (Fig. 8). ment of the caliper mounting adapter (Fig. 8).
(3) Install the new inboard brake shoe assembly on
the adapter by sliding it along the adapter abut-
ments. Be careful not to get any grease from the
adapter abutment on the surface of the brake lining
Ä BRAKES 5 - 37

(6) Carefully lower caliper over the braking disk and

brake shoe assemblies (Fig. 3). Make sure that the
caliper guide pin bolt, bushings and sleeves are clear of
the adapter.
(7) Install the caliper guide pin bolts and tighten to
34 to 37 NIm (25 to 35 ft. lbs.). Extreme caution
should be taken not to cross the threads of the
caliper guide pin bolts.
(8) Install the wheel and tire assembly. Tighten the
wheel mounting stud nuts in proper sequence (Fig. 9)
until all nuts are torqued to half specification. This is
important. Then repeat the tightening sequence to the
full specified torque of 129 NIm (95 ft. lbs.).

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Fig. 8 Remove Or Replace Anti-Rattle Clip
material, (Fig. 7). Be sure inboard brake shoe assem-
bly is correctly positioned against anti-rattle clip
(Fig. 6).
(4) Reinstall the Braking Disk on the hub, by in-
stalling it over the wheel studs until it is seated
against the face of the hub (Fig. 6).
(5) Slide the new outboard brake shoe assembly on Fig. 9 Tightening Wheel Nuts
the adapter abutment, (Fig. 5). (9) Remove jackstands or lower hoist. Before mov-
ing vehicle, pump the brake pedal several times
to insure the vehicle has a firm brake pedal to
adequately stop vehicle..
(10) Road test the vehicle and make several stops to
wear off any foreign material on the brake linings and
to seat the brake shoe linings.
5 - 38 BRAKES Ä

KELSEY HAYES DOUBLE PIN NON-FAMILY CALIPER

INDEX
page page
Assembling Disc Brake Caliper . . . . . . . . . . . . . . 42 Disc Brake Caliper Disassembly . . . . . . . . . . . . . 40
Cleaning and Inspection of Brake Caliper . . . . . . 41 Service Procedures . . . . . . . . . . . . . . . . . . . . . . . 38

SERVICE PROCEDURES
BRAKE SHOES REMOVE
(1) Raise the vehicle on jackstands or centered on
a hoist.
(2) Remove the front wheel and tire assemblies
from the vehicle.
(3) Remove the brake caliper assembly to steering
knuckle attaching guide pin bolts (Fig. 1)
(4) Pull lower end of brake caliper out from the
machined abutment on the steering knuckle (Fig. 2).

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Then roll caliper out and away from braking disc
(Fig. 2). The brake shoe assemblies will remain with
the brake caliper.
(5) When the caliper is removed from the vehicle
to service the brake shoes. SUPPORT CALIPER
FIRMLY TO PREVENT WEIGHT OF CALIPER
FROM DAMAGING THE FLEXIBLE HOSE. (See
Fig. 3).
(6) Remove the outboard brake shoe by prying be-
tween the top of the outboard shoe and the top of the
caliper assembly as shown in (Fig. 4).
(7) Remove the inboard brake shoe from the cali- Fig. 2 Removing Caliper and Brake Shoes as an
per, by pulling the inboard shoe assembly away from Assembly
the piston (Fig. 5).

Fig. 1 Non-Family Disc Brake Assembly

Ä BRAKES 5 - 39

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Fig. 3 Storing Caliper Fig. 5 Removing or Installing Inboard Shoe
Assembly
BRAKE SHOES INSTALL
(1) Thoroughly clean and lubricate both adapter
ways on the steering knuckle, with a liberal amount
of Mopar Multi-purpose Lubricant, or equivalent.
(2) The inboard brake shoes are common. The out-
board brake shoes are marked with an (LH) or (RH)
to denote which side of the vehicle to be installed on
(Fig. 6).

Fig. 4 Prying Outboard Shoe Assembly Away from

Caliper
CLEANING AND INSPECTION
Check for piston seal leaks (brake fluid in and
around boot area and inboard lining) and for any
ruptures of the piston dust boot. If boot is damaged,
or fluid leak is visible, disassemble caliper assembly
and install a new seal and boot,(and piston if scored).
Refer to procedures titled Disc Brake Caliper Disas-
sembly.
Check the caliper dust boot and caliper pin bush-
ings to determine if they are in good condition. Re- Fig. 6 Brake Shoe Identification
place if they are damaged, dry, or found to be brittle.
(3) Remove protective paper from the noise sup-
Refer to Cleaning And Inspection Of Brake Caliper.
pression gasket and position the properly marked
outboard brake shoe assembly onto the caliper (Fig.
7).
(4) Install new inboard brake shoe assembly in cal-
5 - 40 BRAKES Ä

guide pin bolts, use extreme caution not to cross

thread the guide pin bolts.
(7) Install wheel and tire assembly. Tighten stud
nuts in proper sequence until all nuts are torqued to
half specification. This is important. Then repeat
sequence to full specification.
(8) Remove jackstands or lower hoist. Before mov-
ing vehicle be sure it has a firm pedal, pump
pedal several times.
(9) Road test vehicle and make several stops to
wear off any foreign material on the brakes and
to seat the linings.

DISC BRAKE CALIPER DISASSEMBLY

CLEANING AND INSPECTION
Check for piston fluid seal leaks (brake fluid in and
around boot area and inboard lining) and for any
ruptures of piston dust boot. If boot is damaged, or fluid
Fig. 7 Installing Outboard Shoe Assembly onto Cali- leak is visible, disassemble caliper assembly and in-

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per stall a new seal and boot,(and piston if scored). Refer to
iper, by installing retaining clip into the bore of the procedures titled Disc Brake Caliper Disassembly.
piston (Fig. 5). Check the caliper dust boot and caliper pin bushings
to determine if they are in good condition. Replace if
CAUTION: Use care when installing the caliper as- they are damaged, dry, or found to be brittle. Refer to
sembly onto the steering knuckle, so the seal on the Cleaning And Inspection Of Brake Caliper.
sealed for life bushings does not get damaged.
(1) Remove caliper from braking disc (See Brake
(5) Carefully lower caliper over braking disc and Shoe Removal). Hang assembly on a wire hook away
guide holddown spring under machined abutment on from braking disc, so hydraulic fluid cannot get on
knuckle assembly (Fig. 8). braking disc (See Fig. 3 in Brake Shoe Removal). Place
a small piece of wood between the piston and caliper
fingers.
(2) Carefully depress brake pedal to hydraulically
push piston out of bore. (Brake pedal will fall away
when piston has passed bore opening.) Then prop up
the brake pedal to any position below the first inch of
pedal travel, this will prevent loss of brake fluid from
the master cylinder.
(3) If both front caliper pistons are to be removed,
disconnect flexible brake line at frame bracket after
removing piston. Plug brake tube and remove piston
from opposite caliper. Using the same process as above
for the first piston removal.

WARNING: UNDER NO CONDITION SHOULD AIR

PRESSURE BE USED TO REMOVE PISTON FROM
CALIPER BORE. PERSONAL INJURY COULD RE-
SULT FROM SUCH A PRACTICE.

(4) Disconnect brake flexible hose from the caliper.

To disassemble, mount caliper assembly in a vise
equipped with protective jaws.
Fig. 8 Guiding Holddown Spring Under Machined
Abutment CAUTION: Excessive vise pressure will cause bore
distortion and binding of piston.
(6) Install caliper guide pin bolts and tighten to
24-34 NIm (18-25 ft. lbs.) torque. When installing
Ä BRAKES 5 - 41

(5) Clamp caliper in vise (with protective caps on The double pin caliper uses a sealed for life bushing
vise jaws). and sleeve assembly. If required this assembly can be
(6) Remove dust boot from the brake caliper and serviced using the following procedure.
discard (Fig. 1). (1) Push out and then pull the inner sleeve from
inside of the bushing using your fingers as shown in
(Fig. 3)

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Fig. 1 Removing Piston Dust Boot
(7) Using a plastic trim stick, work piston seal out of
its groove in caliper piston bore (Fig. 2). Discard old Fig. 3 Removing Inner Sleeve
seal. Do not use a screwdriver or other metal tool (2) Using your fingers collapse one side of the bush-
for this operation, because of the possibility of ing. Then pull on the opposite side to remove the
scratching piston bore or burring edges of seal bushing from the brake caliper assembly (Fig. 4).
groove.
CLEANING AND INSPECTION OF BRAKE CALIPER
Clean all parts using alcohol or a suitable solvent
and wipe dry using only a lint free cloth, no lint
residue can remain in caliper bore. Clean out all drilled
passages and bores. (Whenever a caliper has been
disassembled, a new boot and seal must be in-
stalled at assembly).
Inspect the piston bore for scoring or pitting. Bores
that show light scratches or corrosion, can usually be
cleared of the light scratches or corrosion using crocus
cloth.
Bores that have deep scratches or scoring should be
honed. Use Caliper Hone, Special Tool C-4095, or
equivalent providing the diameter of the bore is not
increased more than 0.0254 mm (0.001 inch) (Fig. 5).
If the bore does not clean up within this specification,
a new caliper housing should be installed. Install a new
piston if the old one is pitted or scored.
When using Caliper Honing Tool, Special Tool
C-4095, coat the stones and bore with brake fluid.
Fig. 2 Removing Piston Seal After honing the bore, carefully clean the seal
and boot grooves with a stiff non-metallic rotary
brush.
5 - 42 BRAKES Ä

Dip new piston seal in clean brake fluid and install

in the groove of the caliper bore. Seal should be po-
sitioned at one area in groove and gently worked
around the groove (Fig. 1), using only your fingers
until properly seated.
NEVER USE AN OLD PISTON SEAL. (Be sure
that fingers are clean and seal is not twisted or
rolled) (Fig. 1).

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Fig. 4 Removing Bushings From Caliper

Fig. 1 Installing New Piston Seal

Coat new piston boot with clean brake fluid leav-
ing a generous amount inside boot.
Position dust boot over piston after coating with
brake fluid.
Install piston into caliper bore pushing it past the
piston seal until it bottoms in the caliper bore (Fig.
2).

Fig. 5 Honing Piston Bore

Use extreme care in cleaning the caliper after
honing. Remove all dirt and grit by flushing the
caliper with brake fluid; wipe dry with a clean,
lint free cloth and then clean a second time.

ASSEMBLING DISC BRAKE CALIPER

Clamp caliper in vise (with protective caps on vise Fig. 2 Pushing Piston into Bore
jaws).
CAUTION: Force must be applied to the piston uni-
CAUTION: Excessive vise pressure will cause bore formly to avoid cocking and binding of the piston in
distortion and binding of piston. the bore of the caliper.
Ä BRAKES 5 - 43

Position dust boot in counterbore of the caliper piston

bore.
Using a hammer and Installer Piston Caliper Boot,
Special Tool C-4689 and Handle, Special Tool C-4171,
drive boot into counterbore of the caliper (Fig. 3).

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Fig. 5 Installing Caliper Guide Pin Sleeve Bushings
the caliper assembly. Flanges should be seated
evenly on both sides of the bushing hole in the cali-
per assembly (Fig. 6).

Fig. 3 Installing Dust Boot in Caliper Counterbore

Use the following steps, to install the Guide Pin
Sleeve Bushings into the caliper assembly.
(1) Fold the bushing in half lengthwise at the solid
middle section of the bushing (Fig. 4).

Fig. 4 Folded Caliper Guide Pin Bushing Fig. 6 Bushing Correctly Installed In Caliper
(2) Using your fingers insert the folded bushing into Install the Guide Pin Sleeve into the guide bushing
the caliper assembly (Fig. 5). Do not use a sharp using the following procedure.
object to perform this step do to possible damage (1) Install the sleeve into one end of the bushing
to the bushing. until the seal area of the bushing is past the seal
(3) Unfold the bushing using your fingers or a groove in the sleeve (Fig. 7).
wooden dowel until the bushing is fully seated into (2) Holding the convoluted end of the bushing with
one hand. Push the sleeve through the bushing (Fig.
5 - 44 BRAKES Ä

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Fig. 7 Installing Caliper Sleeves Fig. 8 Installed Caliper Bushing Sleeve
7) until the one end of the bushing is fully seated Before installing caliper assembly on vehicle, inspect
into the seal groove on the one end of the sleeve. braking disc. If any conditions as described in Check-
(3) Holding the sleeve in place work the other end ing Braking Disc for Runout and Thickness are present
of the bushing over the end of the sleeve and into the the braking disc, must be replaced or refaced. If the
seal grove (Fig. 8). Be sure the other end of the bush- braking disc does not require any servicing, install
ing did not come out of the seal grove in the sleeve. caliper assembly.
(4) When the sleeve is seated properly into the Install brake hose onto caliper using banjo bolt.
bushing. The sealed for life bushing can be held be- Torque the brake hose to caliper assembly banjo bolt to
33 NIm (24 ft. lbs.). New seal washers MUST al-
tween your fingers and easily slid back and forth
ways be used when installing brake hose to cali-
without the bushing seal unseating from the sleeve.
per.
Bleed the brake system (see Bleeding Brake System).
Ä BRAKES 5 - 45

REAR DISC BRAKES

INDEX
page page
Assembling Rear Disc Brake Caliper .... . . . . . . 49 General Information . . . . . . . . . . . . . . . . . . . . . . . 45
Brake Shoe Removal ........... .... . . . . . . 46 Lining Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Cleaning and Inspection . . . . . . . . . .... . . . . . . 49 Service Precautions . . . . . . . . . . . . . . . . . . . . . . . 46
Disassembling Rear Caliper Assembly ... . . . . . . 48

GENERAL INFORMATION size and type of braking disk used on the vehicle.
The rear disc brakes are similar to front disc The 149 solid braking disk (rotor) applications use a
brakes, however, there are several distinctive fea- 34 mm (1.34 inch) piston, and the 159 vented braking
tures that require different service procedures. This disk (rotor) applications use a 36 mm (1.42 inch) pis-
single piston, floating caliper rear disc brake assem- ton.
bly includes a hub assembly, adapter, braking disc The caliper assembly on all applications float on
(rotor), caliper, shoes and linings. The parking brake rubber bushings using internal metal sleeves which
system on all vehicles equipped with rear disc are attached to the adapter using threaded guide pin
brakes. Consists of a small duo-servo drum brake bolts.

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mounted to the caliper adapter. The drum brake The adapter is mounted to the rear axle of the ve-
shoes expand out against a braking surface (hat sec- hicle and is used to mount the brake shoes and actu-
tion) on the inside area of the braking disk (rotor).
ating cables for the parking brake system. The
The AC and AY body vehicles are equipped with a
adapter also mounts the rear caliper assembly to the
caliper assembly that has a 36 mm (1.42 inch) piston,
vehicle. The adapter has two machined abutments
and utilizes a 14 inch solid braking disc (rotor).
which are used to position and align the caliper and
The AA body vehicle are equipped with a caliper
assembly that uses a 34 mm (1.34 inch) piston. The brake shoes for movement for and aft (Fig. 1)
AA body uses the same 14 inch solid braking disc
(rotor) as on the AC and AY applications. Also avail- LINING WEAR
To check the amount of lining wear, remove the
able on the AA body is a caliper assembly with a 36
wheel and tire assemblies. If a visual inspection does
mm (1.42 inch) piston, with a 15 inch vented braking
disc (rotor). not adequately determine the condition of the lining,
The AG AJ and AP body vehicles are also equipped
with different size caliper pistons depending on the

Fig. 1 Rear Disc Brake Assembly

5 - 46 BRAKES Ä

removal will be necessary. Remove the shoe and lin- Handling the braking disc and caliper should be done
ing assemblies (see Brake Shoe Removal). in such a way as to avoid deformation of the disc and
Combined shoe and lining thickness should be scratching or nicking the brake linings (pads).
measured at the thinnest part of the assembly. During removal and installation of a wheel and tire
When a shoe and lining assembly is worn to a assembly, use care not to strike the caliper.
thickness of approximately 7.0 mm (9/32 inch) it Before vehicle is moved after any brake service
should be replaced. work, be sure to obtain a firm brake pedal.
Replace both shoe assemblies (inboard and out-
board) on both wheels whenever shoe assemblies on BRAKE SHOE REMOVAL
either side are replaced. (1) Raise vehicle on jackstands or centered on a
If a shoe assembly does not require replacement. hoist.
Reinstall it, making sure each shoe assembly is re- (2) Remove rear wheel and tire assemblies.
turned to its original position on the wheel of the ve- (3) Remove caliper attaching bolts (Fig. 2).
hicle from which it was removed. (See Brake Shoe
Installation).

SERVICE PRECAUTIONS
WARNING: DUST AND DIRT ON BRAKE PARTS
GENERATED DURING THE NORMAL USE AND

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WEAR OF MOTOR VEHICLE BRAKE SYSTEMS CAN
CONTAIN ASBESTOS FIBERS. BREATHING EXCES-
SIVE CONCENTRATIONS OF ASBESTOS FIBERS
CAN CAUSE SERIOUS BODILY HARM, SUCH AS
ASBESTOSIS AND CANCER. EXTREME CARE
SHOULD BE EXERCISED WHILE SERVICING
BRAKE ASSEMBLIES OR COMPONENTS.
DO NOT CLEAN BRAKE ASSEMBLIES OR COM-
PONENTS WITH COMPRESSED AIR OR BY DRY
BRUSHING; USE A VACUUM CLEANER SPECIFI-
CALLY RECOMMENDED FOR USE WITH ASBES-
TOS FIBERS. IF A SUITABLE VACUUM CLEANER IS
NOT AVAILABLE, CLEANING SHOULD BE DONE
WET USING A WATER DAMPENED CLOTH. Fig. 2 Removing Caliper Attaching Bolts
DO NOT CREATE DUST BY SANDING, GRINDIN- (4) Lift caliper away from adapter rails (Fig. 3).
G,AND/OR SHAVING BRAKE LININGS OR PADS (5) Remove outboard shoe. By prying the shoe re-
UNLESS SUCH OPERATION IS DONE WHILE USING taining clip over the raised area on the caliper. Then
PROPERLY EXHAUST VENTILATED EQUIPMENT. slide the shoe down and off the caliper (Fig. 4).
DISPOSE OF ALL DUST AND DIRT SUSPECTED (6) Pull inboard shoe away from piston, until the
TO CONTAIN ANY ASBESTOS FIBERS IN SEALED retaining clip is free from the cavity in the piston. (Fig.
BAGS OR CONTAINERS TO MINIMIZE DUST EXPO- 5).
SURE TO YOURSELF AND OTHERS.
FOLLOW ALL RECOMMENDED PRACTICES PRE- CLEANING AND INSPECTION
SCRIBED BY THE OCCUPATIONAL SAFETY AND Check for piston seal leaks (brake fluid in and
HEALTH ADMINISTRATION AND THE ENVIRON- around boot area and inboard lining) and for any
MENTAL PROTECTION AGENCY. FOR THE HAN- ruptures of piston dust boot. If the boot is damaged, or
DLING, PROCESSING, AND DISPOSITION OF DUST fluid leak is visible, disassemble caliper assembly and
OR DIRT WHICH MAY CONTAIN ASBESTOS FI- install a new seal and boot (and piston if scored). Refer
BERS.
to procedure titled Disc Brake Caliper Disassembly.
IT IS RECOMMENDED NOT TO BREATH ANY
TYPE OF BRAKE LINING MATERIAL DUST EVEN BRAKE SHOE INSTALLATION
ASBESTOS FREE, DUE TO THE FIBROUS NATURE (1) Retract piston.
OF THE MATERIALS BEING USED. If the originally removed brake shoe assem-
Grease or any other foreign material must be kept blies are to be replaced back on vehicle. Be sure
off the caliper assembly, surfaces of the braking disc
and external surfaces of the hub, during service pro-
cedures.
Ä BRAKES 5 - 47

Fig. 5 Remove and Install Inboard Brake Shoe

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Fig. 3 Removing Caliper

Fig. 6 Installing Outboard Shoe

sure the lower tabs on the brake shoes and the cast-
ing projections on the caliper are under the adapter
rail (Fig. 7).
(5) Rotate caliper down over rotor.
Fig. 4 Removing Outboard Shoe
(6) Install caliper attaching bolts and tighten to 22
each brake shoe assembly is returned to its origi- NIm (193 in. lbs.) torque (Fig. 8).
nal position on the wheel of the vehicle from (7) Install wheel and tire assembly. Tighten stud
which it was removed. nuts in proper sequence until all nuts are torqued to
(2) Install inboard brake shoe by inserting shoe half specification. This is important. Then repeat
retaining clip into piston cavity. Be sure brake shoe is sequence to full specification.
seated squarely on the face of the piston. (Fig. 5). (8) Remove jackstands or lower hoist. Before mov-
(3) Install outboard shoe by sliding retaining clip
ing vehicle be sure it has a firm pedal.
over caliper fingers. Be sure the brake shoe is installed
on the caliper, so the retaining clip is past the raised
area on the caliper fingers (Fig. 6).
(4) Install lower end of caliper on to adapter. Make
5 - 48 BRAKES Ä

place if they are damaged, dry, or found to be brittle.

Refer to Cleaning And Inspection Of Brake Caliper.
(1) Remove caliper from braking disc (See Brake
Shoe Removal). Hang assembly on a wire hook away
from braking disc, so hydraulic fluid cannot get on
braking disc (See Fig. 4 in Brake Shoe Removal). Place
a small piece of wood between the piston and caliper
fingers.
(2) Carefully depress brake pedal to hydraulically
push piston out of bore. (Brake pedal will fall away
when piston has passed bore opening.) Then prop up
the brake pedal to any position below the first inch of
pedal travel, this will prevent loss of brake fluid from
the master cylinder.
(3) If both front caliper pistons are to be removed,
disconnect flexible brake line at frame bracket after
removing piston. Plug brake tube and remove piston
from opposite caliper. Using the same process as above
for the first piston removal.

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WARNING: UNDER NO CONDITION SHOULD AIR
PRESSURE BE USED TO REMOVE PISTON FROM
Fig. 7 Installing Caliper CALIPER BORE. PERSONAL INJURY COULD RE-
SULT FROM SUCH A PRACTICE.

(4) Disconnect brake flexible hose from the caliper.

To disassemble, mount caliper assembly in a vise
equipped with protective jaws.

CAUTION: Excessive vise pressure will cause bore

distortion and binding of piston.

Support rear caliper assembly in a vise. Then remove

caliper to piston dust boot and discard (Fig. 1).

Fig. 8 Installing Attaching Bolts

DISASSEMBLING REAR CALIPER ASSEMBLY
CLEANING AND INSPECTION
Check for piston fluid seal leaks (brake fluid in and
around boot area and inboard lining) and for any
ruptures of piston dust boot. If boot is damaged, or
fluid leak is visible, disassemble caliper assembly
and install a new seal and boot,(and piston if scored).
Refer to procedures titled Disc Brake Caliper Disas-
sembly. Fig. 1 Removing Piston Dust Boot
Check the caliper dust boot and caliper pin bush- Using a plastic trim stick, work piston seal out of its
ings to determine if they are in good condition. Re- groove in caliper piston bore (Fig. 2). Discard old seal.
Do not use a screwdriver or other metal
Ä BRAKES 5 - 49

tool for this operation, because of the possibility (2) Using your fingers collapse one side of the bush-
of scratching piston bore or burring edges of seal ing. Then pull on the opposite side to remove the
groove. bushing from the caliper assembly (Fig. 4).

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Fig. 2 Removing Piston Seal
The double pin caliper uses a sealed for life bushing Fig. 4 Removing Bushings From Caliper
and sleeve assembly. If required this assembly can be
CLEANING AND INSPECTION
serviced using the following procedure. Clean all parts using alcohol or a suitable solvent
(1) Using your fingers push on one end the inner and wipe dry. Clean out all drilled passages and bores
sleeve until it pops out of the bushing. Then grasp the on the caliper assembly body. (Whenever a caliper
inner sleeve with your fingers and pull the inner sleeve has been disassembled, a new boot and seal must
out from the inside of the bushing (Fig. 3). be installed at assembly).
Inspect the caliper assembly piston bore for scoring
or pitting. Bores that show light scratches or corrosion,
can usually have the scratches or corrosion removed
using crocus cloth.
Bores that have deep scratches or scoring should be
honed. Use Caliper Hone, Special Tool C-4095, or
equivalent providing the diameter of the bore is not
increased more than 0.0254 mm (0.001 inch) (Fig. 5).
If the bore does not clean up within this specification,
a new caliper housing should be installed. Install a new
piston if the old one is pitted or scored.
When using Caliper Honing Tool, Special Tool
C-4095, coat the stones and bore with brake fluid.
After honing the bore, carefully clean the seal
and boot grooves with a stiff non-metallic rotary
brush.
Use extreme care in cleaning the caliper after
honing. Remove all dirt and grit by flushing the
caliper with brake fluid; wipe dry with a clean,
lint free cloth and then clean a second time.

Fig. 3 Removing Inner Sleeve From Bushing ASSEMBLING REAR DISC BRAKE CALIPER
Clamp caliper in vise (with protective caps on vise
jaws).
5 - 50 BRAKES Ä

Install piston into caliper bore pushing it past the

piston seal until it bottoms in the caliper bore (Fig.
7).

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Fig. 5 Honing Piston Bore
Fig. 7 Pushing Piston into Bore
CAUTION: Excessive vise pressure will cause bore
CAUTION: Force must be applied to the piston uni-
distortion and binding of piston.
formly to avoid cocking and binding of the piston in
Dip new piston seal in clean brake fluid and install the bore of the caliper.
in the groove of the caliper bore. Seal should be po-
Position dust boot in counterbore of the caliper pis-
sitioned at one area in groove and gently worked
ton bore.
around the groove (Fig. 6), using only your fingers
Using a hammer and Installer Piston Caliper Boot,
until properly seated.
Special Tool C-4383-7 and Handle, Special Tool
NEVER USE AN OLD PISTON SEAL. (Be sure
C-4171, drive boot into counterbore of the caliper
that fingers are clean and seal is not twisted or
(Fig. 8).
rolled) (Fig. 6).

Fig. 6 Installing New Piston Seal

Coat new piston boot with clean brake fluid leav-
ing a generous amount inside boot.
Position dust boot over piston after coating with
brake fluid.
Fig. 8 Installing Boot in Caliper
Ä BRAKES 5 - 51

Use the following steps, to install the Guide Pin

Sleeve Bushings into the caliper assembly.
(1) Fold the bushing in half lengthwise at the solid
middle section of the bushing (Fig. 9).

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Fig. 9 Folded Caliper Guide Pin Bushing
(2) Using your fingers insert the folded bushing into Fig. 11 Bushing Correctly Installed In Caliper
the caliper assembly (Fig. 10). Do not use a sharp
(1) Install the sleeve into one end of the bushing
object to perform this step do to possible damage
until the seal area of the bushing is past the seal
to the bushing.
groove in the sleeve (Fig. 12).

Fig. 10 Installing Caliper Guide Pin Sleeve Bushings Fig. 12 Installing Caliper Sleeves
(3) Unfold the bushing using your fingers or a (2) Holding the convoluted end of the bushing with
wooden dowel until the bushing is fully seated into the one hand. Push the sleeve through the bushing (Fig.
caliper assembly. Flanges should be seated evenly on 13) until the one end of the bushing is fully seated
both sides of the bushing hole in the caliper assembly into the seal groove on the one end of the sleeve.
(Fig. 11). (3) Holding the sleeve in place work the other end
Install the Guide Pin Sleeve into the guide bushing of the bushing over the end of the sleeve and into the
using the following procedure.
5 - 52 BRAKES Ä

seal grove (Fig. 13). Be sure the other end of the

bushing did not come out of the seal grove in the sleeve.
(4) When the sleeve is seated properly into the
bushing. The sealed for life bushing can be held be-
tween your fingers and easily slid back and forth
without the bushing seal unseating from the sleeve.
Before installing caliper assembly on vehicle, inspect
braking disc. If any conditions as described in Check-
ing Braking Disc for Runout and Thickness are present
the braking disc, must be replaced or refaced. If the
braking disc does not require any servicing, install
caliper assembly.
Install brake hose onto caliper using banjo bolt.
Torque the brake hose to caliper assembly banjo bolt to
33 NIm (24 ft. lbs.). New seal washers MUST al-
ways be used when installing brake hose to cali-
per.
Bleed the brake system (see Bleeding Brake System).
Pump the brake pedal several times to be sure that the

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vehicle has a firm pedal, before the vehicle is moved or
driven.
Fig. 13 Installed Caliper Bushing Sleeve
Ä BRAKES 5 - 53

BRAKE DISC (ROTOR)

INDEX
page page
Braking Disc Removal . . . . . . . . . . . . . . . . . . . . . 54 Installing Braking Disc . . . . . . . . . . . . . . . . . . . . . 54
General Information . . . . . . . . . . . . . . . . . . . . . . . 53 Refinishing Braking Disc . . . . . . . . . . . . . . . . . . . 55
Inspection Diagnosis . . . . . . . . . . . . . . . . . . . . . . 53 Service Procedures . . . . . . . . . . . . . . . . . . . . . . . 53

GENERAL INFORMATION SERVICE PROCEDURES

Any servicing of the braking disc requires extreme
care to maintain the braking disc within service toler- CHECKING BRAKING DISC FOR RUNOUT AND
ances to ensure proper brake action. THICKNESS
On vehicle, braking disc (rotor) runout is the com-
CAUTION: If the braking disk (rotor) needs to be bination of the individual runout of the hub face and
replaced with a new part. The protective coating on the runout of the disc. (The hub and disc are separa-
the braking surfaces of the rotor MUST BE REMOVED ble). To measure runout on the vehicle, remove the
with an appropriate solvent, to avoid contamination wheel and reinstall the lug nuts tightening the disc
of the brake shoe linings. to the hub. Mount Dial Indicator, Special Tool

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C-3339 with Mounting Adaptor, Special Tool SP-1910
When replacing a rotor with a new part do NOT on steering arm. Dial indicator plunger should con-
reface the new rotor. Rotor already has the re- tact disc (braking surface) approximately one inch
quired micro finish when manufactured, only from edge of disc (See Fig. 1). Check lateral runout
remove the protective coating. (both sides of disc) runout should not exceed 0.13 mm
(0.005 inch).
INSPECTION DIAGNOSIS
Before refinishing or refacing a braking disc, the disc
should be checked and inspected for the following
conditions:
Braking surface scoring, rust, impregnation of lining
material and worn ridges.
Excessive lateral rotor runout or wobble.
Thickness variation (Parallelism).
Dishing or distortion (Flatness).
If a vehicle has not been driven for a period of time.
The discs will rust in the area not covered by the brake
lining and cause noise and chatter when the brakes are
applied.
Excessive wear and scoring of the disc can cause
temporary improper lining contact if ridges are not
removed before installation of new brake shoe assem-
blies.
Some discoloration or wear of the disc surface is
normal and does not require resurfacing when linings
are replaced.
Excessive runout or wobble in a disc can increase
pedal travel due to piston knock back. This will in- Fig. 1 Checking Braking Disc for Runout
crease guide pin bushing wear due to tendency of
caliper to follow disc wobble. If runout is in excess of the specification, check the
lateral runout of the hub face. Before removing disc
Thickness variation in a disc can also result in pedal
from hub, make a chalk mark across both the disc
pulsation, chatter and surge due to variation in brake
and one wheel stud on the high side of runout. So
output. This can also be caused by excessive runout in
you’ll know exactly how the disc and hub was origi-
braking disc or hub.
nally mounted (Fig. 2). Remove disc from hub.
Dishing or distortion can be caused by extreme heat Install Dial Indicator, Special Tool C-3339 and
and abuse of the brakes. Mounting Adaptor, Special Tool SP-1910 on steering
5 - 54 BRAKES Ä

Fig. 2 Marking Braking Disc and Wheel Stud Fig. 4 Index Braking Disc and Wheel Stud
If runout is not within specifications. Install a new

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knuckle. Position stem so it contacts hub face near
outer diameter. Care must be taken to position stem braking disc or reface disc, being careful to remove
outside the stud circle but inside the chamfer on the as little as possible from each side of disc. Remove
hub rim. Clean hub surface before checking. (See equal amounts from each side of disc. Do not reduce
Fig. 3) thickness below minimum thickness cast into the un-
machined surface of the rotor.
Thickness variation measurements of disc should
be made in conjunction with runout. Measure thick-
ness of disc at 12 equal points with a micrometer at
a radius approximately 25.4 mm (1 inch) from edge
of disc (Fig. 5). If thickness measurements vary by
more than 0.013 mm (0.0005 inch) disc should be re-
moved and resurfaced (Figs. 6 and 7), or a new disc
installed. If cracks or burned spots are evident in the
disc, disc must be replaced.
Light scoring and/or wear is acceptable. If heavy
scoring or warping is evident, the disc must be refin-
ished or replaced (See Refinishing/Refacing Braking
Disc). If cracks are evident in the disc, replace the
disc.

BRAKING DISC REMOVAL

(1) Raise vehicle on hoist or jackstands. Remove
wheel and tire assembly.
(2) Remove caliper assembly, as described under
Brake Shoe Removal in this Group, (but do not dis-
connect brake line). Suspend caliper from wire hook
Fig. 3 Checking Hub for Runout or loop to avoid strain on flexible hose.
Runout should not exceed 0.08 mm (0.003 inch). If (3) Remove braking disc from the hub.
runout exceeds this specification, hub must be re-
placed. See Suspension Group 2. If hub runout does
INSTALLING BRAKING DISC
(1) Slide braking disc on hub. Clean both sides of
not exceed this specification, install disc on hub with
braking disc with alcohol or suitable solvent.
chalk marks two wheel studs apart (Fig. 4). Tighten
(2) Install caliper assembly, as described in Brake
nuts in the proper sequence and torque to specifica-
Shoe Installation paragraph.
tions. Finally, check runout of disc to see if runout is
now within specifications.
Ä BRAKES 5 - 55

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Fig. 5 Checking Disc for Thickness
REFINISHING BRAKING DISC
REFACING BRAKING DISC Fig. 6 Refacing Braking Disc
Refacing of the braking disc is not required each
time the shoe assemblies are replaced.
If the braking disc surface is deeply scored or
warped or there is a complaint of brake roughness or
pulsation the rotor should be resurfaced or refaced
(Figs. 6 and 7).
When refacing a braking disc the required 0.10
mm (0.004 inch) TIR (Total Indicator Reading) and
0.013 mm (0.0005 inch) thickness variation limits
MUST BE MAINTAINED. Extreme care in the op-
eration of braking disc turning equipment is re-
quired.
The collets, shafts and adapters used on the brake
lathe and the bearing cups in the rotor MUST be
clean and free from any chips or contamination.
When mounting the disc on the brake lathe, strict
attention to the brake lathe manufacturer’s operat-
ing instructions is required.
If the disc is not mounted properly the run-out will
be worse after refacing than before refacing.
The use of a double straddle cutter (Fig. 6) that Fig. 7 Resurfacing Braking Disc (Final Finish)
machines both sides of the disc at the same time is
It will generally follow variations in thickness that
highly recommended.
are in the disc.
RESURFACING BRAKING DISC The following chart shows the location of measure-
This operation can be used when disc surface is ments and specifications when servicing the braking
rusty, has lining deposits or excessive runout or disc.
thickness variation is evident. All braking discs have markings for minimum
A sanding disc attachment will remove surface con- allowable thickness cast on an un-machined sur-
tamination without removing much braking disc ma- face of the braking disc (Fig. 8). The thickness
terial.
5 - 56 BRAKES Ä

markings may be located on the disc as shown This marking includes 0.76 mm (0.030 inch) allow-
in (Fig. 8) or on an alternate surface. able disc wear beyond the recommended 0.76
mm(0.030 inch) of disc refacing.

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Fig. 8 Minimum Thickness Markings

BRAKING DISC (ROTOR) REFINISHING LIMITS

Ä BRAKES 5 - 57

PARKING BRAKES

INDEX
page page
Adjust Parking Brake (AG & AJ Body) ........ 61 Rear Parking Brake Cable Removal (AA, AC, AP,
General Information . . . . . . . . . . . . . . . . . . . . . . . 57 AY Body) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Installing Parking Brake Front Cable (AA, AC, AP Removal and Installation Parking Brake Shoes . . 63
AY Body) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Removing Parking Brake Front Cable (AA, AC, AP,
Installing Parking Brake Shoes . . . . . . . . . . . . . . 64 AY Body) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Parking Brake Hand Lever Assembly Removal and
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Self Adjusting Procedures (AG & AJ Body) . . . . . 61
Rear Parking Brake Cable Installation . . . . . . . . . 62 Service Procedures . . . . . . . . . . . . . . . . . . . . . . . 57

GENERAL INFORMATION
The parking brake mechanism on vehicles with
rear disc brake applications. Consists of a small duo-
servo brake which is mounted to the adapter. The
hat (center) section (Fig. 1) of the rear rotor serves as
the braking surface (drum) for the parking brakes.

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On AA, AC, AP, AY body vehicles with rear disc
brake applications, the parking brake cable system is
similar in design to the drum brake parking brake
system.
The parking brake system on the AG and AJ body
vehicles is a 2 cable design. One individual park
brake cable operates each rear park brake mecha-
nism, and brake application is balanced by an equal-
izer at the park brake lever.
On rear drum brake applications, the rear wheel
service brakes also act as parking brakes. The rear
drum brake shoes are mechanically operated by an
internal lever and strut connected to a flexible steel
cable. The wheel brake cables are joined to an inter-
mediate cable which attaches to the front cable lead-
ing to the foot lever (Figs. 2, 3 and 4).
Fig. 1 Drum In Hat Braking Disc
SERVICE PROCEDURES Adjust the parking brake after service brake ad-
justment by tightening the adjusting nut until a
ADJUSTING PARKING BRAKE slight drag is felt while rotating the wheels.
AP, AA, AC & AY (WITH FOOT LEVER) Loosen the cable adjusting nut until both rear
wheels can be rotated freely, then back-off the cable
The service brakes must be properly adjusted be-
fore adjusting the parking brake. adjusting nut two full turns.
Release the parking brake lever then back-off Apply and release the parking brake several times
parking brake cable adjustment so there is slack in to see that the rear wheels rotate freely without
the cable (Figs. 2 and 3). dragging.
Before loosening cable adjusting nut, clean threads
with a wire brush, and lubricate with Mopar Multi- AG AND AJ BODY (WITH HAND LEVER)
Purpose grease on equivalent. The parking brake hand lever assembly contains a
The rear brakes adjust every time you depress the self adjuster for the cable system. Routine parking
brake pedal. brake adjustment is no longer required (Fig. 5).
 5 - 58
BRAKES

FIG. 2 PARKING BRAKE CABLE ROUTING AA AND AP BODY

Ä

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 Ä
BRAKES

FIG. 3 PARKING BRAKE CABLE ROUTING AC AND AY-BODY

5 - 59

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 5 - 60
BRAKES
Ä

FIG. 4 PARKING BRAKE CABLE ROUTING AG AND AJ BODY

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Ä BRAKES 5 - 61

WARNING: THE SELF ADJUSTING FEATURE OF THIS

PARKING BRAKE LEVER ASSEMBLY CONTAINS A
CLOCK SPRING LOADED TO APPROXIMATELY 30
POUNDS. CARE MUST BE TAKEN TO PREVENT EX-
CESSIVE JARRING OF THE ASSEMBLY. DO NOT
RELEASE THE SELF ADJUSTER LOCKOUT DEVICE
BEFORE INSTALLING CABLES INTO THE EQUAL-
IZER. KEEP HANDS OUT OF SELF ADJUSTER SEC-
TOR AND PAWL AREA. FAILURE TO OBSERVE CAU-
TION IN HANDLING THIS MECHANISM COULD LEAD
TO SERIOUS INJURY.

When repairs to the hand lever assembly or cable

system are required the self adjuster must be reloaded
and locked out.

SELF ADJUSTING PROCEDURES (AG & AJ BODY) Fig. 5 Self Adjusting Parking Brake Lever Assembly
With vehicle jacked up on a suitable hoist, remove
TO RELOAD SELF ADJUSTER wheel and tire assembly (Fig. 6).
(1) Remove ash receiver or courtesy light from rear Back off cable adjusting nut to provide slack and

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of center console to gain access to self adjuster. Also, disconnect rear brake cable from connector.
remove carpet from sides of console.
(2) Pull on equalizer/output cable to wind up sprin- DRUM BRAKES
g(requires greater than 30 pounds effort). Continue (1) Disconnect park brake cable from park brake
until self adjuster lockout pawl is positioned about lever in rear wheel brakes.
midway on the self adjuster sector (Fig. 6). Rotate (2) Using an aircraft type hose clamp compress re-
lockout pawl into self adjuster sector by turning allen tainers on end of cable housing and start cable out of
screw clockwise. Rotating lockout device requires retaining hole in the support plate. Remove clamp
very little effort. Do not force or failure of lock- when retainers are free of the mounting hole in the
out device will occur. support plate, (Fig. 6).
(3) When repairs are complete, adjust rear brakes
before adjusting parking brake. On drum-in-hat type of
rear disc brake adjust shoe diameter to 171.5 mm (6.75
inch).

ADJUST PARKING BRAKE (AG & AJ BODY)

Be sure that the cables are properly assembled to the
equalizer bracket prior to cable adjustment.
(1) Insert a 7/32 inch allen wrench into hex socket
and turn counter-clockwise through approximately 15°
of rotation (Fig. 4). In turning lockout device, self
adjuster release is a loud snapping noise followed by
reaching a more felt than heard detent. Very light
effort is required to seat lockout arm into detent.
Follow through to the detent is important in prevent-
ing the lockout rod from rattling.
Note: The parking brake handle can be in any
position when releasing self adjuster.
(2) Cycle lever to position cables. Rear wheels should
rotate freely without dragging.
Fig. 6 Removing Brake Cable from Support Plate
REAR PARKING BRAKE CABLE REMOVAL (AA, AC, (3) Remove clip from brake cable at support
AP, AY BODY) bracket and pull cable away from trailing arm as-
The rear brake cables are attached to rear connec- sembly (Figs. 3 and 4).
tors.
Should it become necessary to remove either parking DISC BRAKES
brake cable for installation of a new cable, proceed as (1) Remove disc brake caliper from adapter, and
follows: brake disc (rotor) from rear hub.
5 - 62 BRAKES Ä

(2) Disconnect parking brake cable from brake DISC BRAKES (AG & AJ BODY)
shoe lever. (1) Route each individual parking brake cable as-
(3) Using an aircraft type hose clamp compress re- sembly through trailing arm and parking brake ca-
tainers on end of cable housing and start cable out of ble mounting bracket.
retaining hole in the adapter. Remove clamp when (2) Install parking brake cable to mounting
retainers are free of mounting hole in the adapter bracket retaining clip.
(Fig. 6). (3) Install parking brake cable into rear disc brake
(4) Remove clip from parking brake cable at adapter. Be sure all cable retainers on parking brake
hanger bracket and pull cable away from trailing cable are expanded around mounting hole in adapter,
arm. and then connect cable end to brake shoe lever.
(4) Insert forward end of parking brake cable into
REAR PARKING BRAKE CABLE INSTALLATION floor pan of vehicle. Then connector park brake cable
to equalizer at park brake hand lever.
DRUM BRAKES (AA, AC, AP, AY BODY) (5) Adjust parking brake shoe diameter to 171 mm
(1) Route parking brake cable assembly through
(6.75 inch).
trailing arm and hanger bracket.
(6) Install rear braking disc, caliper assembly and
(2) Install parking brake cable retaining clip.
wheel and tire assembly.
(3) Install parking brake cable into rear brake sup-
port plate. Be sure all retainers are expanded around REMOVING PARKING BRAKE FRONT CABLE (AA,
mounting hole in brake support plate, and then con- AC, AP, AY BODY)

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nect parking brake cable end to brake shoe lever. (1) Loosen parking brake cable adjusting nut un-
(4) Insert forward end of parking brake cable into der car. Disengage front cable from intermediate ca-
connector. ble connector (Fig. 2).
(5) Install brake drum, and wheel and tire assem- (2) Remove park brake cable retaining clip from
bly. floor pan of vehicle.
(3) Lift floor mat for access to floor pan.
DRUM BRAKES (AG & AJ BODY) (4) Remove floor pan seal.
(1) Route each parking brake cable assembly
(5) Pull parking brake cable strand end forward
through trailing arm and mounting bracket.
and disconnect from foot lever clevis. Separate park-
(2) Install parking brake cable retaining clip.
ing brake cable from parking brake foot lever and
(3) Install parking brake cable into rear brake sup-
bracket on body rail.
port plate. Be sure the retainers are expanded
(6) Pull parking brake cable assembly through
around mounting hole in the brake support plate and
hole in floor pan and up into vehicle.
connect parking brake cable end to brake shoe lever.
(4) Insert forward end of parking brake cable into INSTALLING PARKING BRAKE FRONT CABLE (AA,
floor pan of vehicle. Then connector park brake cable AC, AP AY Body)
to equalizer at park brake hand lever. (1) Insert parking brake cable housing retainers
(5) Install brake drum, and wheel and tire assem- into hole in rail bracket and parking brake foot lever
bly. assembly (Fig. 2).
(2) Feed parking brake cable end through holes in
DISC BRAKES (AA, AC, AP, AY BODY) floor pan and rail bracket, from the interior of the
(1) Route parking brake cable assembly through
vehicle.
trailing arm and parking brake cable hanger
(3) Install floor pan seal.
bracket.
(4) Engage parking brake cable strand end in foot
(2) Install parking brake cable to hanger bracket
lever clevis. Seat cable ends in parking brake assem-
retaining clip.
bly and parking brake cable rail bracket.
(3) Install parking brake cable into rear brake
(5) Replace floor mat.
adapter. Be sure all cable retainers on parking brake
(6) Attach park brake cable retaining clip to floor
cable are expanded around mounting hole in adapter
pan of vehicle.
and connect cable end to brake shoe lever.
(7) Engage rear parking brake cable end to inter-
(4) Insert forward end of cable into connector.
mediate cable connector.
(5) Adjust parking brake shoe diameter to 171 mm
(8) Adjust service and parking brakes.
(6.75 inch).
(6) Install rear braking disc, caliper assembly and
wheel and tire assembly.
Ä BRAKES 5 - 63

PARKING BRAKE HAND LEVER ASSEMBLY

REMOVAL AND INSTALLATION
REMOVAL (AG AND AJ BODY)
Remove ash receiver or courtesy light from rear of
console. Remove carpet from sides of console. Remove
parking brake trim cover from passenger side of con-
sole (pulls off).
Load and lockout parking brake self adjuster (Fig.
6). Disconnect rear cables from equalizer bracket.
Remove the 3 hold down nuts and remove hand le-
ver assembly through opening created by removing
console trim cover. Passenger seat might have to be
removed. Also, if metal tab at bottom of console pre-
vents removal of hand brake assembly, bend tab out
of the way. (Bend the tab back to original position af-
ter R & R of hand brake).

INSTALLATION (AG AND AJ BODY)

Install hand lever assembly through side opening
in console and bolt into place.

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Connect rear parking brake cables to equalizer.
Adjust parking brakes. Fig. 1 Removing Brake Shoe Hold-Down Clip
Install console trim cover, carpet, passenger seat
and rear ash receiver or courtesy light.

REMOVAL AND INSTALLATION PARKING BRAKE

SHOES
ALL WITH REAR DISK BRAKES
(1) Remove rear disc brake caliper assembly from
adapter and braking disc (See Disc Brake Shoe Re-
moval).
(2) Remove rear braking disc from rear hub (See
Removing Braking Disk).
(3) Remove grease cap.
(4) Remove cotter pin, lock nut, hub bearing re-
taining nut, and washer.
(5) Remove hub and bearings.(See Wheel Bearing
Section)
(6) Remove forward brake shoe assembly hold
down clip (Fig. 1).
(7) Turn parking brake, brake shoe adjuster wheel
until adjuster is at shortest length.
(8) Remove the parking brake, shoe adjuster as-
sembly (Fig. 2).
(9) Remove upper parking brake, shoe to shoe Fig. 2 Removing Adjuster Assembly
spring (Fig. 3).
(10) Pull front parking brake shoe, away from an-
chor. Then remove front parking brake shoe and
lower spring (Fig. 4).
(11) Remove rear parking brake shoe hold-down
clip. Then remove rear parking brake shoe assembly
(Fig. 5).
5 - 64 BRAKES Ä

Fig. 5 Removing Rear Holddown Clip and Shoe

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Fig. 3 Removing Upper Spring

Fig. 6 Installing Rear Shoe and Hold-Down Clip

(6) Install front, parking brake shoe holddown clip
(Fig. 10).
(7) Adjust parking brake shoes to a diameter to
171 mm (6.75 inch).
(8) Install hub assembly on spindle.
Fig. 4 Removing Shoe and Lower Spring
(9) Install outer bearing, thrust washer and nut.
INSTALLING PARKING BRAKE SHOES (10) Tighten wheel bearing adjusting nut to 27 to
(1) Install rear parking brake shoe and holddown 34 NIm (240 to 300 in. lbs.) torque while rotating
clip (Fig. 6). hub. This seats the bearings.
(2) Install lower parking brake, shoe to shoe re- (11) Back off adjusting nut 1/4 turn (90°) then
turn spring (Fig. 7). tighten adjusting nut finger tight.
(3) Pull forward parking brake shoe over anchor (12) Position lock on nut with one pair of slots in
block until properly located on adapter. line with cotter pin hole. Install cotter pin.
(4) Install upper parking brake, shoe to shoe re- (13) Install grease cap.
turn spring (Fig. 8). (14) Install rear braking disc.
(5) Install parking brake shoe adjuster assembly (15) Install rear, disc brake caliper on the adapter
with star wheel forward (Fig. 9). (See Brake Shoe Removal).
Ä BRAKES 5 - 65

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Fig. 7 Installing Lower Spring Fig. 9 Installing Adjuster Assembly

Fig. 8 Installing Upper Spring Fig. 10 Installing Front Parking Brake Shoe Hold-
Down Clip
(16) Install wheel and tire assemblies.
(17) Tighten wheel stud nuts to 129 NIm (95 ft-
.lbs.).
5 - 66 BRAKES Ä

MASTER CYLINDER

INDEX
page page
Brake Fluid Level Sensor . . . . . . . . . . . . . . . . . . 66 Master Cylinder Service Procedures . . . . . . . . . . 67
General Information . . . . . . . . . . . . . . . . . . . . . . . 66 Testing the Master Cylinder . . . . . . . . . . . . . . . . . 66

GENERAL INFORMATION master cylinder reservoir should be checked and filled

The tandem master cylinder (Fig. 1) has a glass re- to the bottom of the rings with DOT 3 brake fluid.
inforced nylon reservoir and an anodized aluminum To check the operation of the Brake Fluid Level
body. sensor, with ignition on and wiring still attache-
Do not hone the bore of the cylinder, as this will d,remove sensor from master cylinder and hold in
remove the anodized surface. upright position. Within 30 seconds the instrument
The reservoir is indexed to prevent installation in panel message BRAKE FLUID LOW should appear.
the wrong direction (Fig. 2). The cap diaphragms are Next invert the sensor. The instrument panel message
slit to allow atmospheric pressure to equalize on both should turn off immediately. If the above sequence
sides of the diaphragm. occurs the sensor is operating properly. If the message

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does not appear remove the wiring from the sensor and
The primary and secondary outlet tubes from the
using a jumper wire connect both sides of the plug. The
master cylinder are connected to the valve mounted
instrumental panel message BRAKE FLUID LOW
under the master cylinder. The front part of this
should appear within 30 seconds. If the message does
block connects to the secondary outlet tube and sup-
not appear a problem exists in the wiring or instru-
plies the right rear and left front brakes. The rear
mentation. If the message does appear the sensor is
portion of the block connects to the primary outlet faulty and must be replaced. The Brake Fluid Level
tube and supplies the right front and left rear sensor is not a repairable item (Fig. 2).
brakes.

Fig. 1 Aluminum Master Cylinder (Cutaway View)

BRAKE FLUID LEVEL SENSOR
The Brake Fluid Level sensor is found only in the
AJ body vehicles with the visual electronic message
center. The purpose of the sensor is to provide the
driver with an early warning message that brake
Fig. 2 Brake Fluid Level Sensor
fluid in master cylinder reservoir has dropped to a
below normal. TESTING THE MASTER CYLINDER
As the fluid drops below the design level the sensor Be sure master cylinder vents at both ports.
closes the warning message circuit. Approximately Apply pedal lightly with engine running and look for
fluid squirting or swirling into reservoirs.
15 seconds later the message BRAKE FLUID LOW
In this master cylinder, a special baffle reduces the
appears on the instrument panel. At this time the
amount of fluid entering the secondary reservoir only a
small disturbance may be seen.
Ä BRAKES 5 - 67

MASTER CYLINDER SERVICE PROCEDURES

MASTER CYLINDER REMOVAL
Disconnect primary and secondary brake tubes from
master cylinder housing. Install plugs at brake tube
outlets.
Remove 2 nuts (Fig. 3) attaching master cylinder
housing to power brake booster unit.

Fig. 4 Removing Reservoir

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Fig. 5 Removing Grommets
Be sure reservoir is positioned properly. All lettering
should be properly read from the left side of the master
cylinder (Fig. 4).
Make sure bottom of reservoir touches top of grom-
met.
Fig. 3 Master Cylinder Mounting
Slide master cylinder straight out, and away from BLEEDING MASTER CYLINDER
power brake booster unit. Clamp the master cylinder in a vise. Attach Bleeding
Tubes, Special Tool C-4546 to the master cylinder.
BRAKE FLUID RESERVOIR REPLACEMENT Position tubes so the outlet of the Bleeding Tubes will
Clean master cylinder housing and brake fluid res- be below the surface of the brake fluid when the
ervoir. reservoir is filled to the proper level.
Remove the brake fluid reservoir caps. Using a Fill both reservoirs with brake fluid conforming to
syringe or equivalent empty brake fluid from reservoir. DOT 3 specifications such as Mopar or Equivalent.
Position master cylinder in vise. Using a wooden dowel per (Fig. 6). Depress push rod
Rock reservoir from side to side and remove from slowly, and then allow pistons to return to released
master cylinder housing (Fig. 4). position. Repeat several times until all air bubbles are
Do not pry off with tool, damage to reservoir expelled (Fig. 6).
may result. Remove bleeding tubes from cylinder, plug outlets
Remove housing-to-reservoir grommets (Fig. 5). and install caps.
Install new housing-to-reservoir grommets in master Remove master cylinder from vise and install on
cylinder housing. power brake vacuum booster.
Lubricate reservoir mounting area with clean brake It is not necessary to bleed the entire hydraulic
fluid. Place reservoir in position over grommets. Seat system after replacing the master cylinder. But
reservoir with a rocking motion onto master cylinder the master cylinder must have been bled and
housing. filled upon installation.
5 - 68 BRAKES Ä

INSTALLING MASTER CYLINDER

Position master cylinder over studs of power brake
unit, align push rod with master cylinder piston.
Install the master cylinder to power brake unit
mounting nuts (Fig. 4) and tighten to 28 NIm (250 in.
lbs.) torque.
Connect brake tubes to master cylinder primary and
secondary ports. Tighten fittings to 17 NIm (145 in-
.lbs.) torque.

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Fig. 6 Bleeding Master Cylinder

POWER BRAKES
GENERAL INFORMATION
All vehicles, except non turbo charged AP bodies,
equipped with manual transmissions use a 205 mm
tandem booster. The non turbo charged manual trans-
mission equipped AP body application use a 230 mm
non-tandem booster.
The purpose of the vacuum operated power brake
booster. Is to reduce the amount of force applied to the
brake pedal by the drivers foot. To obtain the required
hydraulic pressure in the brake system to stop the
vehicle.
The power brake booster can be identified if required,
by the tag attached to the body of the booster assembly
(Fig. 1). This tag contains the following information.
The production part number of the power booster
assembly, the date it was built and who manufactured
it.
The power brake booster assembly is not a
repairable part and must be replaced as a com-
plete unit if it is found to be faulty in any way.
The power booster vacuum check valve is not
repairable but can be replaceable as an assembly. Fig. 1 Power Brake Booster Identification
The power brake booster is vacuum operated. The pressure to enter on the other. This difference in
vacuum is supplied from the intake manifold on the pressure forces the output rod of the power booster
engine through the power brake booster check valve out against the primary piston of the master cylin-
(Fig. 2). der. As the pistons in the master cylinder move for-
As the brake pedal is depressed, the power boosters ward this creates the hydraulic pressure in the brake
input rod moves forward. This opens and closes valves system.
in the power booster, creating a vacuum on one side of Different systems and engine combinations require
a diaphragm and allowing atmospheric different vacuum hose routings.
Ä BRAKES 5 - 69

SERVICE PROCEDURES
POWER BRAKE BOOSTER ASSEMBLY

REMOVE
(1) Remove the 2 nuts (Fig. 4) attaching master
cylinder assembly to power brake unit.

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Fig. 2 Power Brake Booster Assembly
The power brake booster assembly mounts on the
engine side of the dash panel. It is externally con-
nected to the brake system by an input push rod to
the brake pedal. A vacuum line connects the power
booster to the intake manifold. The master cylinder
is bolted to the front of the power brake booster as-
sembly (Fig. 3).

Fig. 4 Master Cylinder Mounting

(2) Carefully slide master cylinder off mounting
studs with brake lines attached, and allow the assem-
bly to rest against fender shield.
(3) Disconnect vacuum hose from power brake
booster check valve (Fig. 1). DO NOT REMOVE
CHECK VALVE FROM POWER BRAKE
BOOSTER.
(4) From under instrument panel, position a small
screwdriver between the center tang on the power
brake booster input rod to brake pedal pin retaining
clip.
(5) Rotate screwdriver enough to allow retainer clip
center tang to pass over end of brake pedal pin and pull
retainer clip off pin. Discard retainer clip it is not
to be reused, replace only with a new retainer
clip.
Fig. 3 Power Brake Mounting
(6) Remove the four nuts that attach the power
brake booster to the vehicle dash panel. Nuts are
accessible from under the dash panel in the area of the
steering column and pedal bracket (Fig. 5).
5 - 70 BRAKES Ä

(8) Slide the power brake unit up and to the left

(mounting holes are slotted) on the dash panel, then
tilt inboard and up to remove.

CAUTION: Do not attempt to disassemble power

brake unit as this booster is serviced ONLY as a
complete assembly.

INSTALL
(1) Position power brake booster onto dash panel.
(2) Install and tighten the 4 power brake booster to
dash panel mounting nuts (Fig. 5) to 29 NIm (250 in.
lbs.) torque.
(3) Install steel heater water line and clutch cable
bracket, if so equipped.
(4) Carefully position master cylinder on power
brake unit.
(5) Install and tighten the 2 master cylinder to
power booster mounting nuts (Fig. 4) to 29 NIm (250
in. lbs.) torque.

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(6) Connect vacuum hose onto the check valve, lo-
Fig. 5 Power Brake Booster Mounting cated on the power brake unit.
(7) Using lubriplate, or equivalent, coat the bearing
(7) Unfasten brackets on steel heater water line at surface of pedal pin (Fig. 5).
dash panel and left frame rail. On Manual Transmis- (8) Connect power brake booster input rod to brake
sion vehicles, unfasten clutch cable bracket at shock pedal pin and install a NEW retainer clip. Use only a
tower and move aside. new retainer clip DO NOT USE the old clip.
(9) Check stop light operation.

WHEEL BEARINGS
FRONT WHEEL BEARINGS must be cleaned and repacked. Do not add grease to
Front wheel drive vehicles are equipped with per- a wheel bearing that already has grease packed
manently sealed front wheel bearings. There is no in it. Relubricate completely. Mixing of different
periodic lubrication or maintenance recommended for types of greases in wheel bearings should be
these units. However if during servicing of the brake avoided since it may result in excessive thinning
system, service to the front wheel bearing is required and leakage of the grease.
refer to Group 2, Suspension in this service manual.
REMOVAL AND INSTALLATION
REAR WHEEL BEARINGS For the servicing, removal and installation of the
rear wheel bearings follow the procedure listed below.
NORMAL SERVICE (1) Remove the rear tire and wheel assembly.
The lubricant in the rear wheel bearings should be (2) On rear disc brake equipped vehicles remove the
inspected whenever the hubs are removed to inspect caliper and rotor. Support the caliper out of the way.
or service the brake system. Or at least every 30,000 Do not allow the caliper to hang by the hydraulic
miles (48,000 km). The bearings should be cleaned hose. See disc brake section in this group for caliper
and repacked with a High Temperature Multipurpose removal procedure.
E.P. Grease whenever the disc brake rotors are re- (3) Remove grease cap, cotter pin, nut lock, nut,
surfaced. thrust washer and outer wheel bearing.
(4) Carefully slide hub or drum from spindle. Do not
INSPECTION
drag inner bearing or grease seal over stub axle
Check lubricant to see that it is adequate in quan-
(thread, bearing, and oil seal may be damaged.) Using
tity and quality. If the grease is low in quantity, con-
an appropriate tool remove the grease seal and inner
tains dirt, appears dry or has been contaminated
with water, it will appear milky. The bearings then bearing from the drum or hub. Discard grease
Ä BRAKES 5 - 71

seal, a new seal should be used when reinstalling the signs of pitting or roughness they should be
inner bearing. (See Fig. 1) replaced. Bearings must be replaced as a set,
both the cup and the bearing need to be replaced
at the same time. If bearings are suitable for
further use, remove engine oil from bearings
using appropriate solvent and dry bearings. Re-
pack the bearings using a Multi-Purpose NLGI.
Grade 2 EP Grease such as Mopar or equivalent,
and place them in a clean covered container
until ready for installation. If a bearing packer is
not available, hand pack grease into all cavities
between bearing cage and rollers.
(6) If bearings and cups are to be replaced, remove
cups from the drum or hub using a brass drift or
suitable remover.
(7) Replace bearing cups with appropriate installing
tool.
(8) Install inner bearing in grease coated hub and
bearing cup, and install new grease seals using the
appropriate seal installer.

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(9) Coat hub cavity and cup with grease.
(10) Before installing hub or drum assembly, inspect
stub axle and seal surface for burrs or roughness, and
smooth out all rough surfaces.
(11) Coat the stub axle with Multi-Purpose NLGI,
Fig. 1 Rear Wheel Bearings Grade 2 EP grease such as Mopar or equivalent.
(5) Thoroughly clean all old grease from the outer (12) Carefully slide the hub of drum assembly onto
and inner bearings, bearing cups and hub cavity (See the stub axle. Do not drag seal or inner bearing
Fig. 1). To clean bearings, soak them in an ap- over the threaded area of the stub axle.
propriate cleaning solvent. Strike the flat sur- (13) Install outer bearing, thrust washer and nut.
face of the bearing inner race against a (14) Tighten the wheel bearing adjusting nut to 27 to
hardwood block several times. Immerse the 34 NIm (240 to 300 in. lbs.) while rotating hub or drum
bearings in solvent between the blows to jar assembly. This seats the bearings.
grease loose and wash old particles of hardened (15) Back off adjusting nut 1/4 turn (90°) then
grease from bearings. Repeat this operation un- tighten adjusting nut only finger tight.
til bearings are clean. Bearings can be dried (16) Position the nut lock over the bearing adjusting
using compressed air but do not spin the bear- nut with one pair of slots in line with the cotter pin hole
ings. After cleaning, oil the bearings with engine in the stub axle, and install cotter pin.
oil. Insert the bearing into its appropriate cup, (17) Install the grease caps and the wheel and tire
apply pressure to the bearing while rotating it to assemblies. Tighten wheel stud nuts to 115 NIm (85 ft.
test them for pitting and roughness. Replace all lbs.) on all models. reinstall wheel covers if so
worn or defective bearings. If bearing shows equipped.
5 - 72 ANTI-LOCK 10 BRAKE SYSTEM Ä

ANTI-LOCK BRAKE SYSTEM—BENDIX ANTI-LOCK 10 AC/Y BODY

INDEX
page page
ABS Brake System Diagnostic Features . . . . . . . 92 Anti-Lock Brake System Definitions . . . . . . . . . . . 72
ABS Braking System Diagnosis . . . . . . . . . . . . . . 87 Anti-Lock Operation and Performance . . . . . . . . . 73
ABS Controller Anti-Lock Brake (CAB) Service Anti-Lock System Relays and Warning Lamps . . . 82
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Controller Anti-Lock Brake (CAB) . . . . . . . . . . . . . 80
ABS Equipped Vehicle Performance . . . . . . . . . . 75 Electronic Components . . . . . . . . . . . . . . . . . . . 103
ABS Hydraulic Circuits and Valve Operation . . . . 85 General Information . . . . . . . . . . . . . . . . . . . . . . . 72
ABS System Diagnostic Connector . . . . . . . . . . . 82 General Service Precautions . . . . . . . . . . . . . . . . 93
ABS System General Service Precautions . . . . . . 88 Major ABS Components . . . . . . . . . . . . . . . . . . . 73
ABS System Self-Diagnostics . . . . . . . . . . . . . . . 75 Mechanical Diagnostics and Service Procedures . 89
ABS Warning Systems Operation . . . . . . . . . . . . 75 Normal Braking System Function . . . . . . . . . . . . . 72
Anti-Lock Brake System Components . . . . . . . . . 76 On Car Hydraulic ABS Component Service . . . . . 93

GENERAL INFORMATION NORMAL BRAKING SYSTEM FUNCTION

The purpose of the Anti-Lock Brake System (ABS) Under normal braking conditions, the ABS System
is to prevent wheel lock-up under heavy braking con- functions much the same as a standard brake system

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ditions on virtually any type of road surface. Anti- with a diagonally split master cylinder. The primary
Lock Braking is desirable because a vehicle which is difference is that power assist is provided by hydrau-
stopped without locking the wheels will retain direc- lic power assist instead of the conventional vacuum
tional stability and some steering capability. This al- assist.
lows the driver to retain greater control of the
If a wheel locking tendency is noticed during a
vehicle during heavy braking.
brake application, the system will enter Anti-Lock
mode. During Anti-Lock braking, hydraulic pressure
ANTI-LOCK BRAKE SYSTEM DEFINITIONS
In this section of the manual several abbreviations in the four wheel circuits is modulated to prevent
are used for the components that are in the Anti- any wheel from locking. Each wheel of the vehicle
Lock Braking System They are listed below for your has a set of electrical solenoid valves and hydraulic
reference. line to provide hydraulic modulation. For vehicle sta-
• CAB—Controller Anti-Lock Brake bility, though both rear wheel valves receive the
• ABS—Anti-Lock Brake System same electrical signal. The system can build, hold or
• PSI—Pounds per Square Inch (pressure) reduce pressure at each wheel of the vehicle. This is
• WSS—Wheel Speed Sensor determined by the signals generated by the wheel

Four-Wheel Anti-Lock Brake System

Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 73

speed sensors (WSS) at each wheel and received at

the Controller-Anti-Lock Brake (CAB).

MAJOR ABS COMPONENTS

The following is a list of major system components.
Details of all components can be found later in this
section.

HYDRAULIC ASSEMBLY
The Hydraulic Assembly (Fig. 1) provides the func-
tion of an integral master cylinder and hydraulic
booster assembly. The hydraulic assembly contains
the wheel circuit valves used for brake pressure mod-
ulation.

WHEEL SPEED SENSORS

A Wheel Speed Sensor (Fig. 2) is located at each Fig. 2 Wheel Speed Sensor
wheel to transmit wheel speed information to the
Controller Anti-Lock Brake (CAB). izes it for storage in the accumulators for power as-
sist and Anti -Lock braking.
CONTROLLER-ANTI-LOCK BRAKE (CAB)

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The (CAB) (Fig. 3) is a small control computer that ANTI-LOCK OPERATION AND PERFORMANCE
receives wheel speed information, controls Anti-Lock
operation and monitors system operation.
NORMAL BRAKING SYSTEM FUNCTION
Under normal braking conditions, the ABS System
PUMP/MOTOR ASSEMBLY functions much the same as a standard brake system
The Pump/Motor Assembly (Fig. 4) is an electri- with a diagonally split master cylinder. The primary
cally driven pump. It takes low pressure brake fluid
from the hydraulic assembly reservoir and pressur-

Fig. 1 ABS Hydraulic Assembly

5 - 74 ANTI-LOCK 10 BRAKE SYSTEM Ä

the driver increased safety and vehicle control during

hard braking. This is accomplished by a sophisticated
system of electrical and hydraulic components. That
differ from conventional vacuum boosted hydraulic
actuation systems. Because, there are several perfor-
mance characteristics that may at first seem differ-
ent but should be considered normal. These
characteristics are discussed below. More technical
details are discussed further in this section.

PEDAL FEEL
The ABS System uses hydraulic power assist for
both normal power assisted braking and to provide a
source of high pressure hydraulic fluid during Anti-
Lock Braking. In general, pedal feel will be similar
Fig. 3 (CAB) Controller Anti-Lock Brake Module to that of a conventional vacuum boosted brake sys-
tem. If during an Anti-Lock stop additional force is
applied to the brake pedal, or the brake pedal is re-
leased and reapplied rapidly. The driver may notice a
very hard pedal feel. This is due to normal isolation

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of the master cylinder during A.B.S. operation as
wheel brake pressure is fed from the hydraulic
booster.

ANTI-LOCK OPERATION
During Anti-Lock Braking, brake pressures are
modulated by cycling electric valves. The cycling of
these valves can be heard as a series of popping or
ticking noises. In addition, the cycling may be felt as
a pulsation in the brake pedal, although no pedal
movement will be noticed. If Anti-Lock operation oc-
curs during hard braking. Some pulsation may be
felt in the vehicle body due to fore and aft movement
of the vehicles suspension as brake pressures are
modulated.
Although ABS operation is available at virtually
all vehicle speeds. It will automatically turn off at
speeds below 3 to 5 mph. Therefore wheel lock-up
Fig. 4 ABS Pump/Motor Assembly may be perceived at the very end of an Anti-Lock
stop and should be considered normal.
difference is that power assist is provided by hydrau-
lic power assist instead of the conventional vacuum TIRE NOISE & MARKS
assist. Although the ABS system prevents complete wheel
If a wheel locking tendency is noticed during a lock-up, some wheel slip is desired to achieve opti-
brake application, the system will enter Anti-Lock mum braking performance. During brake pressure
mode. During Anti-Lock braking, hydraulic pressure modulation, as brake pressure is increased, wheel
in the four wheel circuits is modulated to prevent slip is allowed to reach up to 30%. This means that
any wheel from locking. Each wheel has a set of elec- the wheel rolling velocity is 30% less than that of a
trical solenoid valves and a hydraulic line to provide free rolling wheel at a given vehicle speed. This slip
hydraulic modulation. For vehicle stability, though may result in some tire chirping, depending on the
both rear wheel valves receive the same electrical road surface. This sound should not be interpreted as
signal. The system can build, hold or reduce pressure total wheel lock-up.
at each wheel. Depending on the signals generated Complete wheel lock-up normally leaves black tire
by the wheel speed sensors (WSS) at each wheel and marks on dry payment. However, Anti-Lock Braking
received at the Controller-Anti-Lock Brake (CAB). will not leave dark black tire marks since the wheel
The ABS system represents current state-of-the-art never reaches a locked condition. Tire marks may
in vehicle braking systems. The ABS system offers however be noticeable as light patched marks.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 75

ABS EQUIPPED VEHICLE PERFORMANCE • Parking brake not fully released. If the parking
Anti-Lock Brakes provide the driver with some brake is applied or not fully released. The switch on the
steering control during hard braking. However there parking brake pedal assembly will ground the Red
are conditions where the system does not provide any Brake Warning Lamp circuit and cause the lamp to
benefit. In particular, hydroplaning is still possible turn on. On vehicles equipped with mechanical instru-
when the tires ride on a film of water. Hydroplaning ment clusters, the Amber Anti-Lock Lamp will turn on
results in the vehicle tires leaving the road surface if the vehicle is driven above 3 miles per hour with the
rendering the vehicle almost uncontrollable. In addi- Parking Brake applied.
tion, extreme steering maneuvers at high speed or • Low brake fluid. The fluid level sensor in the hy-
high speed cornering beyond limits of tire adhesion draulic assembly reservoir will ground the Red Brake
to the road surface may cause vehicle skidding. So, Warning Lamp circuit if low brake fluid level is de-
the ABS system is termed Anti-Lock instead of Anti- tected. In addition, ABS will be deactivated above 3
Skid. miles per hour and the Amber Anti-Lock Warning
One of the significant benefits of the ABS system is Lamp will be illuminated. If the vehicle is equipped
that of maintaining steering control during hard with EVIC, a low fluid condition will also cause the
braking or during braking on slippery surfaces. It is Low Brake Fluid message to appear.
therefore possible to steer the vehicle while braking • Low Accumulator Pressure. In the event of low
on almost any road surface. accumulator pressure, the dual function pressure
switch in the hydraulic assembly will signal the (CAB)
ABS SYSTEM SELF-DIAGNOSTICS

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to ground the Red Brake Warning Lamp circuit. This
The ABS system has been designed with Self Diag- will cause the Red Brake Warning Lamp to turn on.
nostic Capability. There are two self checks the sys- Low accumulator pressure also results in the activa-
tems performs every time the vehicle is started. tion of the Yellow Anti-Lock Warning Lamp. Low accu-
First, when the key is turned on the system performs mulator pressure may result in loss of power assist.
an electrical check called Start-Up Cycle. During this • Modulator Or (CAB) Faults. The modulator assem-
check, the Red Brake Warning Lamp and the Amber bly or (CAB) may turn on the Yellow Anti-Lock Warn-
Anti-Lock Warning Lamp are illuminated. Then ing Lamp, if certain faults are detected in either the
turned off at the end of the test, after about 1 to 2 modulator assembly or the (CAB).
seconds. When the vehicle reaches a speed of about 3 • Bulb check. As a bulb check, the Red Brake Warning
to 4 miles per hour. The system performs a func- Lamp will illuminate whenever the ignition switch is
tional check called Drive-Off. During Drive-Off. hy- placed in the crank position.
draulic valves are activated briefly to test their Illumination of the red Brake Warning Lamp
function. Drive-Off can be detected as a series of may indicate reduced braking ability. A vehicle
rapid clicks upon driving off the first time the car is that has the Red Brake Warning Lamp ON should
started. If the brake pedal is applied during Drive- not be driven except to do diagnostic procedures
Off, the test is by-passed. Both of these conditions described in Section 2 of this manual. Most con-
are a normal part of the system self test. Most fault ditions that turn on the Red Brake Warning
conditions will set a ABS Fault Code in the (CAB), Lamp will also turn on the Amber Anti-Lock
which can be retrieved to aid in fault diagnosis. De- Warning Lamp, consequently disabling the Anti-
tails can be found in Diagnosis Section. Lock function.
ABS WARNING SYSTEMS OPERATION ANTI-LOCK WARNING LAMP
The ABS system uses two methods for notifying
The Anti-Lock Warning Lamp is located in the in-
the driver of a system malfunction. These include the
strument cluster and is Amber in color. The Amber
standard Red Brake Warning Lamp and an Amber
Anti-Lock Warning Lamp is illuminated when the
Anti-Lock Warning Lamp, both located in the instru-
ment cluster. The purpose of these two lamps are dis- (CAB) detects a condition that results in a shutdown of
cussed in detail below. Anti-Lock function. The Amber Anti-Lock Warning
Lamp is normally on until the (CAB) completes its self
RED BRAKE WARNING LAMP tests and turns the lamp off. For example, if the (CAB)
The Red Brake Warning Lamp, located in the in- is disconnected, the lamp is on.
strument cluster, will Turn On to warn the driver of Display of the Amber Anti-Lock Warning Lamp
brake system conditions that may result in reduced without the Red Brake Warning Lamp indicates
braking ability. The lamp is also turned on when the only that Anti-Lock function has been disabled.
parking brake is not fully released. Conditions which Power assisted normal braking is unaffected.
may cause the Red Brake Warning Lamp to Turn On
include:
5 - 76 ANTI-LOCK 10 BRAKE SYSTEM Ä

NORMAL OPERATION OF WARNING LAMPS HYDRAULIC ASSEMBLY

With the ignition in the Crank position, the Red The ABS system uses an integral Hydraulic Assem-
Brake Warning Lamp will turn on as a bulb check. bly (Fig. 1). The hydraulic assembly includes a
The Amber Anti-Lock Warning Lamp will turn on Booster/Master Cylinder, Modulator, Hydraulic Blad-
for as little as 1 second to as long as 30 seconds. der Accumulator and Fluid Reservoir. The Hydraulic
If the car has not been started for several hours, Assembly is located on the dash panel cowl on the
for example after sitting overnight. The Red Brake drivers side of the vehicle. The following is a descrip-
Warning Lamp and the Amber Anti-Lock Warning tion of the components that make up the Hydraulic
Lamp may both be turned on for as long as 60 sec- Assembly.
onds after turning the ignition on. This condition is
caused by the loss of accumulator charge when the HYDRAULIC ASSEMBLY BRAKE FLUID RES-
vehicle is parked for extended periods, particularly in ERVOIR
cold weather. When the key is then turned on. The A one piece Fluid Reservoir is attached to the hy-
Pump/Motor assembly must recharge the hydraulic draulic assembly with rubber seals. The Fluid Reser-
accumulator to its normal operating pressure. As re- voir (Fig. 1) is internally separated into three fluid
charging is completed, both warning lamps will turn sections. Most of the brake fluid is contained in the
off when accumulator pressure reaches about (1,000 Fluid Reservoir and hydraulic bladder accumulator
psi). Both lamps should remain off at all other times, (Fig. 1). Additional fluid is contained in the
indicating normal operation. pump/motor assembly accumulator.

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ANTI-LOCK BRAKE SYSTEM COMPONENTS BOOSTER/MASTER CYLINDER
The following is a detailed description of the Anti- The Booster/Master Cylinder portion of the
Lock Brake System components. For information on hydraulic assembly is an integral component and
servicing the other Non-ABS related components should never be disassembled.
that may be referred to in this section. See the Stan- The Booster/Master Cylinder uses a diagonally split
dard Brakes Section that refers to the specific com- configuration during normal braking. The two
ponent.

Fig. 1 Hydraulic Assembly

Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 77

circuits are hydraulically isolated so a leak or mal-

function in one circuit will allow continued braking
ability in the other.
When force is applied to the brake pedal, the input
pushrod applies force to the boost control valve. As
the boost control valve is moved, it allows the pres-
surized fluid from the accumulator to flow into the
master cylinder booster chamber. The pressure gen-
erated in the booster chamber is directly propor-
tioned to the brake pedal force exerted by the driver.
This pressure in the booster servo in turn applies
pressure to the primary master cylinder piston that
in turn applies pressure to the secondary master cyl-
inder piston. The pressure generated in the primary
and secondary circuits are used to apply the brakes
during normal braking.

WARNING: THE HYDRAULIC ACCUMULATORS

CONTAIN BRAKE FLUID AND NITROGEN GAS AT
HIGH PRESSURE. CERTAIN PORTIONS OF THE

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BRAKE SYSTEM ALSO CONTAIN BRAKE FLUID AT
HIGH PRESSURE. REMOVAL OR DISASSEMBLY Fig. 2 Hydraulic Fluid Accumulator
MAY RESULT IN PERSONAL INJURY AND IM- psi.) the pump motor switch (internal to the dual
PROPER SYSTEM OPERATION. REFER TO THE AP- function pressure switch) will close. This provides a
PROPRIATE SERVICE MANUAL FOR PROPER ground, through Pin 1 of the Transducer and Switch,
SERVICE PROCEDURES. 10 way electrical connector to the Pump/Motor relay
coil. The energized coil pulls the relay contacts
closed, providing battery voltage to run the Pump/
HYDRAULIC BLADDER ACCUMULATOR
A Hydraulic Bladder Accumulator (Fig. 2) is used Motor. When Accumulator Pressure reaches 13,790
to store brake fluid at high pressure. The pressurized kPa (2,000 psi.) the switch opens, de-energizing the
fluid is used for Anti-Lock operation and for power Pump/Motor Relay that turns off the Pump/Motor.
assisted normal braking. The accumulator uses an NOTE: THE (CAB) DOES NOT REGULATE
elastomeric bladder configuration with a nitrogen OR CONTROL ACCUMULATOR PRESSURE.
pre-charge of about 6,895 kPa (1,000 psi.) With no The second purpose of the Dual Function Pressure
brake fluid in the system, the nitrogen gas pre- Switch is to provide a signal to the (CAB) when the
charge applies approximately 6,895 kPa (1,000 psi.) Accumulator Pressure falls below 6,895 kPa (1,000
to one side of the diaphragm (Fig. 2) psi). A Warning Pressure Switch, internal to the
Under normal operation, the Pump/Motor assembly Dual Function Pressure Switch, is normally closed
charges the accumulator to an operating pressure of above 6,895 kPa (1,000 psi.) This sends a ground sig-
between 11,032 and 13,790 kPa (1600 psi to 2,000 nal to pin 17 at the (CAB). At or below 6,895 kPa
psi.) As pressurized brake fluid enters the accumula- (1,000 psi.) the Warning Pressure Switch opens. In-
tor, pushing against the opposite side of the dia- ternally, the (CAB) (pin 17) detects 12 volts and thus
phragm, (Fig. 2) the nitrogen gas is compressed and low pressure. At this warning pressure, the (CAB)
increases in pressure. will disable the Anti-Lock Braking functions, light
the Red Brake Warning Lamp and the Amber Anti-
DUAL FUNCTION PRESSURE SWITCH Lock Warning Lamp. After two minutes of continu-
The Dual Function Pressure Switch is located on ous detection, a low accumulator fault is stored.
the bottom of the hydraulic assembly (Fig. 1) and Grounding for the Dual Function Pressure Switch.
monitors Accumulator Pressure. The Dual Function Is provided through Pin 1 of the Transducer and
Pressure Switch, if found to be functioning improp- Switch, 10 way electrical connector and the Modula-
erly using the ABS diagnostics, can be replaced. See tor Assembly.
service procedure in Electronic Components area of
On Car ABS Service in this section of the service PRESSURE TRANSDUCERS
manual. The primary function is to control operation Two Pressure Transducers are used for brake sys-
of the Pump/Motor assembly and thus maintain tem fault detection. Both transducers generate a
proper accumulator operating pressure. When accu- voltage signal (between 0.25 volts and 5.0 volts) that
mulator pressure falls to or below 11,032 kPa (1600 is proportional to pressure. These signals are com-
5 - 78 ANTI-LOCK 10 BRAKE SYSTEM Ä

DUAL FUNCTION PRESSURE SWITCH WIRING DIAGRAM

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pared by the (CAB) and used to detect brake system Proportioning Valve. Each rear brake circuit has its
faults that would require Anti -Lock Braking to be own screw-in Proportioning Valve that is attached to
disabled. the rear brake outlet ports of the hydraulic assembly
The Boost Pressure Transducer is mounted on the (Fig. 1). These valves limit brake pressure to the
bottom of the hydraulic assembly, (Fig. 1) and moni- rear brakes after a certain brake pressure is reached.
tors booster servo pressure. The Primary Pressure This improves front to rear wheel brake balance dur-
Transducer is mounted on the left side of the hydrau- ing normal braking.
lic assembly and monitors primary master cylinder
pressure. FILTERS-SERVICEABILITY
There is a screen filter in each of the two master
DIFFERENTIAL PRESSURE SWITCH cylinder fill ports. There is also a low pressure filter
A non-latching Differential Pressure Switch is used for the pump/motor. The filter is integral to the
to detect a pressure difference greater than 2,068 Pump/Motor low pressure hose.
kPa (300 psi.) between the primary and secondary
master cylinder hydraulic circuits. If detected, the FLUID LEVEL SWITCH
Differential Pressure Switch grounds the output of A Low Fluid Switch is located in the hydraulic as-
the primary pressure transducer (circuit B-218). This sembly fluid reservoir, (Fig. 1). The switch consists of
results in a 0.0 volt signal from the Primary Pres- a float and magnetic reed switch that closes when
sure Transducer that is sensed by the (CAB) as a dif- low fluid is detected. The Low Fluid Switch is used
ferential pressure fault. The (CAB) will then light as an input, to the Red Brake Warning Lamp, the
the Red Brake Warning Lamp and the Amber Anti- (CAB), and the EVIC (if so equipped). When a low
Lock Warning Lamp and disable the Anti-Lock brak- fluid condition exists the switch will close, grounding
ing function. See Fig. 1 for location of the differential the low fluid circuit and illuminating the Red Brake
pressure switch. Warning Lamp. The (CAB) will disable the Anti-
Lock Function and light the Amber Anti-Lock Warn-
PROPORTIONING VALVES ing Lamp if vehicle is in motion above 3 mph. If
The ABS system uses screw-in Proportioning vehicle is not in motion, the Amber Anti-Lock Warn-
Valves in place of the conventional Height Sensing ing Lamp will NOT be lit.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 79

PRESSURE SWITCH AND PRESSURE TRANSDUCER WIRING

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PUMP/MOTOR ASSEMBLY
NOTE: The (CAB) does not control the opera-
tion of the pump/motor assembly.
The Pump/Motor Assembly is mounted to the tran-
saxle below the hydraulic assembly,(Fig. 3). Integral to
the Pump/Motor Assembly is an accumulator using a
sliding piston configuration with a nitrogen pre-charge
of 3,172 kPa (460 psi.) The Pump/Motor is an electri-
cally driven pump that takes low pressure brake fluid
from the hydraulic assembly fluid reservoir and pres-
surizes it. The pressurized fluid is then stored in the
piston accumulator and hydraulic bladder accumulator
for power assist and Anti-Lock Braking. Operation of
the Pump/Motor is controlled by the Dual Function
Pressure Switch through the Pump/Motor Relay. The
(CAB) does NOT control the Pump/Motor activa-
tion. Rubber isolators are used to mount the pump to
its bracket for noise isolation. The Pump/Motor Assem-
bly is connected to the Hydraulic Assembly with a low
pressure return hose and a high pressure hose. A filter
is located in the low pressure return line.

WHEEL SPEED SENSORS Fig. 3 Pump/Motor Assembly And Heat Shield

One Wheel Speed Sensor (WSS), is located at each
Wheel Drive and All Wheel Drive applications. The
wheel (Fig. 4, 5 and 6) and sends a small (AC) electrical
Tone Wheel is part of the outboard constant velocity
signal to the control module (CAB). This signal is
joint housing.
generated by magnetic induction. The magnetic induc-
The Rear Wheel Speed Sensor, is mounted to the
tion is created when a toothed sensor ring (Tone Wheel)
caliper mounting adapter (Fig. 5). The rear Tone
passes by the stationary magnetic (Wheel Speed Sen-
Wheel is an integral part of the rear disc brake rotor
sor). The (CAB) converts the (AC) electrical signal
hub (Fig. 6).
generated at each wheel into a digital signal. If a wheel
The speed sensor, to tone wheel air gap on all ap-
locking tendency is detected, the (CAB) will then
plications is NOT adjustable.
modulate hydraulic pressure to prevent the wheel(s)
All 4 of the vehicles, Wheel Speed Sensors are ser-
from locking.
viced individually as replaceable components.
The front Wheel Speed Sensor (Fig. 4) is mounted to
The Front Wheel Drive front Tone Wheels are ser-
a boss on the steering knuckle, for both the Front
viced as an assembly with the front outboard con-
5 - 80 ANTI-LOCK 10 BRAKE SYSTEM Ä

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Fig. 4 Front Wheel Speed Sensor
stant velocity joint housings. The rear Tone Wheels Fig. 6 Rear Tone Wheel
are serviced as an assembly with the rear disc brake tem and controls the system while it functions in
rotor hub. Anti-Lock Mode. The CAB is located under the bat-
Correct Anti-Lock System operation is dependent tery tray and is mounted to the left frame rail (Fig.
on wheel speed signals from the wheel speed sensors. 7) and uses a 60-way system connector. The power
The vehicles’ wheels and tires must all be the same
source for the CAB is through the ignition switch to
size and type to generate accurate signals. In addi-
pin 60 of the controller. With the ignition in the
tion, the tires must be inflated to the recommended
RUN or ON position. IF THE (ABS) CONTROL-
pressures for optimum system operation. Variations
in wheel and tire size or significant variations in in- LER NEEDS TO BE REPLACED BE SURE THE
flation pressure can produce inaccurate wheel speed CORRECT CONTROLLER IS USED. THE CON-
signals. TROLLER ANTI-LOCK BRAKE (CAB) IS NOT
ON THE CCD BUS
CONTROLLER ANTI-LOCK BRAKE (CAB)
The Anti-Lock Brake Controller is a small micro-
processor based device that monitors the brake sys-

Fig. 7 Location Controller Anti-Lock Brake (CAB)

Fig. 5 Rear Wheel Speed Sensor
 Ä
ANTI-LOCK 10 BRAKE SYSTEM

ABS SYSTEM WIRING SCHEMATIC

5 - 81

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5 - 82 ANTI-LOCK 10 BRAKE SYSTEM Ä

The primary functions of the (CAB) are: • Diagnostic communication.

• (1) Detect wheel locking tendencies.
• (2) Control fluid modulation to the brakes while in ABS SYSTEM DIAGNOSTIC CONNECTOR
Anti-Lock mode. The Bendix Anti-Lock system diagnostic connector
• (3) Monitor the system for proper operation. is located under the lower dash panel or in the area
• (4) Provide communication to the DRB II while in of the fuse box (Fig. 8). The fuse box is located be-
diagnostic mode. hind the access panel that is on the bottom portion of
The (CAB) continuously monitors the speed of each the dash panel, left of the steering column. The diag-
wheel, through the signals generated at the Wheel nostics connector is a blue 6 way connector.
Speed Sensors, to determine if any wheel is begin-
ning to lock. When a wheel locking tendency is de-
tected, the (CAB) will isolate the master cylinder
from the wheel brakes. This is done by activating the
Isolation Valves. The (CAB) then commands the ap-
propriate Build or Decay valves to modulate brake
fluid pressure in some or all of the hydraulic circuits.
The fluid used for modulation comes from the booster
servo circuit. The (CAB) continues to control pres-
sure in individual hydraulic circuits until a locking
tendency is no longer present.

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The (ABS) system is constantly monitored by the
(CAB) for proper operation. If the (CAB) detects a
fault, it can disable the Anti-Lock braking function.
Depending on the fault, the (CAB) will light one or
both of the brake warning lamps.
The (CAB) contains a System Diagnostic Program
which triggers the brake system warning lamps
when a system fault is detected. Faults are stored in
a diagnostic program memory. There are 19 fault
codes that may be stored in the (CAB) and displayed
through the DRB II. These fault codes will remain in
the (CAB) memory even after the ignition has been Fig. 8 A.B.S. Diagnostic Connector Location
turned off. These fault codes will remain in memory
until they are cleared with the DRB II, or automati- ANTI-LOCK SYSTEM RELAYS AND WARNING
cally erased from the memory after (50) ignition LAMPS
switch on/off cycles.
PUMP/MOTOR RELAY
CONTROLLER ANTI-LOCK BRAKE (INPUTS) Pump/Motor power is supplied by the Pump/Motor
• Four wheel speed sensors. Relay. The Pump/Motor relay is located inside the
• Boost pressure transducer. Power Distribution Center (PDC). The relay coil is
• Primary pressure transducer. energized by a ground from the Dual Function Pres-
• Low fluid level switch. sure Switch. See (Fig. 9) for the location of the pump/
• Differential pressure switch. motor relay in the (PDC).
• Parking brake switch.
• Dual function pressure switch (warning pressure SYSTEM RELAY
only) The (ABS) Modulator Valves and Anti-Lock Warn-
• Stop lamp switch. ing Lamp Relay are controlled through a System Re-
• Ignition switch. lay. The System relay is located on the top left inner
• System relay voltage. fender behind the headlight (Fig. 10). The system re-
• Ground. lay provides power to the (CAB) for modulator valve
• Low Accumulator operation (pins 47 and 50) after the start-up cycle
when the ignition is turned on.
CONTROLLER ANTI-LOCK BRAKE (OUTPUTS)
• Ten modulator valves-3 decay, 3 build and 4 isola- ANTI-LOCK WARNING LAMP RELAY
tion. The Anti-Lock Warning Lamp is controlled by the
• Red Brake warning lamp. Yellow Light Relay. See (Fig. 10) for location behind
• Amber Anti-Lock Warning Lamp. the left headlight. With the relay de-energized, the
• System relay actuation. lamp is lit. When the system relay is energized by
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 83

the (CAB), the Anti-Lock Warning Lamp relay is en-

ergized, and the lamp is turned off. Thus, the lamp
will be lit if the (CAB) is disconnected or if a system
fault causes (ABS) function to be turned off, or if the
system relay fails open.

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Fig. 10 ABS System Relay And Yellow Lamp Relay
Location
The (CAB) by itself, also can turn on the Anti-Lock
Warning Lamp. The (CAB) can turn on the Anti-
Lock Warning Lamp by providing a ground at pin
Fig. 9 Pump/Motor 15.
ANTI-LOCK WARNING LAMP OFF ANTI-LOCK WARNING LAMP ON
System Relay (normally open) and Yellow System Relay and Anti-Lock Warning Lamp
Light Relay (normally closed) Energized. Relay De-Energized.
When the (CAB) energizes the system relay by pro- When the Amber Anti-Lock Warning Lamp is on,
viding 12 volts to pin 57. The voltage flow in the coil there is no current flow from the (CAB) at pin 57.
closes the system relay. Electrical current is then The system relay coil is NOT energized. No electrical
provided to pins 47 and 50 of the (CAB) to provide current flows to pins 47 and 50 (modulator valve
power to the modulator valves. This voltage also en- power), or to the Anti-Lock Warning Lamp relay coil.
Thus, the Anti-Lock Warning Lamp Relay is not en-
ergizes the Anti-Lock Warning Lamp Relay Switch.
ergized. The Anti-Lock Warning Lamp is grounded
This breaks the ground path to the Anti-Lock Warn-
through the Anti-Lock Warning Lamp relay contacts.
ing Lamp and the lamp is turned off. The Anti-Lock Warning Lamp is illuminated.
 5 - 84
ANTI-LOCK 10 BRAKE SYSTEM

ANTI-LOCK SYSTEM RELAY WIRING SCHEMATIC

Ä

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Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 85

ABS HYDRAULIC CIRCUITS AND VALVE cuit does not flow to the wheel brakes. The fluid flow
OPERATION is blocked by the closed build valves and check
Through the following operation descriptions and valves.
diagrams. The function of the various hydraulic con-
trol valves in the ABS system will be described. The POWER ASSIST
fluid control valves mentioned below, control the flow The boost control valve shuttles between its three
of pressurized brake fluid to the wheel brakes during positions to provide power assisted braking (Fig. 11).
the different modes of Anti-Lock Braking.
ABS BRAKING-BUILD PRESSURE
NORMAL BRAKING
ISOLATION VALVES
ISOLATION VALVES Closed, isolating wheel brakes from master cylin-
Open to primary and secondary master cylinder der primary and secondary fluid supplies and open to
brake fluid supply (Fig. 11) booster servo circuit pressure through open build
valves (Fig. 12)
DECAY AND BUILD VALVES
Closed, not allowing for the build-up or release of DECAY VALVES
brake fluid supply (Fig. 11). Closed, not allowing the escape of pressurized fluid
The brake pedal is applied. The travel of the brake supply from the hydraulic system (Fig. 12).
pedal closes primary, secondary and booster servo

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circuits from fluid supply at the fluid reservoir. BUILD VALVES
Brake fluid from the primary and secondary circuits Open, allowing booster servo circuit pressure to
flows through the open isolation valves and applies flow to the wheel brakes through the isolation valves
the wheel brakes. Fluid from the booster servo cir- (Fig. 12).

Fig. 11 Normal Braking - Hydraulic Control

5 - 86 ANTI-LOCK 10 BRAKE SYSTEM Ä

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Fig. 12 Build Pressure - Hydraulic Control
POWER ASSIST ABS BRAKING-DECAY PRESSURE
The boost control valve shuttles between its three
positions to provide power assisted braking (Fig. 12). ISOLATION VALVES
Closed, isolating the wheel brakes from the master
ABS BRAKING-HOLD PRESSURE cylinder primary and secondary fluid supplies (Fig.
For explanation purposes we will assume all speed 14)
sensors are sending the same wheel speed informa-
tion, requiring the same modulation at the same DECAY VALVES
rate. Open, allowing release of fluid pressure through
decay valve to the fluid reservoir (Fig. 14)
ISOLATION VALVES
Closed, isolating the wheel brakes from the master BUILD VALVE
cylinder primary and secondary fluid supplies. Build Closed, blocking booster servo circuit fluid to wheel
and decay valves are closed preventing any fluid brakes (Fig. 14).
from reaching the open isolation valves (Fig. 13).

DECAY AND BUILD VALVES

Closed, not allowing fluid supply to reach the open
isolation valves (Fig. 13).
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 87

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Fig. 13 Hold Pressure - Hydraulic Control
ABS BRAKING SYSTEM DIAGNOSIS GENERAL INFORMATION
This section contains information necessary to di-
WARNING: SOME OPERATIONS IN THIS SECTION agnosis mechanical conditions that can affect opera-
REQUIRE THAT HYDRAULIC TUBES, HOSES AND tion of the Bendix Anti-Lock 10 Brake System.
FITTINGS BE DISCONNECTED FOR INSPECTION Specifically, this section should be used to help diag-
OR TESTING PURPOSES. THIS BRAKE SYSTEM nose mechanical conditions that result in any of the
USES A HYDRAULIC ACCUMULATOR THAT, WHEN following:
FULLY CHARGED, CONTAINS BRAKE FLUID AT
HIGH PRESSURE. BEFORE DISCONNECTING ANY CAUTION: Review this entire section before per-
HYDRAULIC TUBE, HOSE OR FITTING. BE SURE forming any mechanical work on a vehicle equipped
THAT THE ACCUMULATOR IS FULLY DE-PRES- with the Bendix Anti-Lock 10 brake system. For in-
SURIZED AS DESCRIBED IN THIS SECTION. FAIL- formation on precautions pertaining to potential
URE TO DE-PRESSURIZE THE ACCUMULATOR component damage, vehicle damage and personal
MAY RESULT IN PERSONAL INJURY AND/OR DAM- injury.
AGE TO PAINTED SURFACES.
(1) Anti-Lock warning lamp illuminated
(2) BRAKE warning lamp on
CAUTION: Certain components of the Anti-Lock (3) Lack of Power Assist or Excessive Pedal Travel
Brake System (ABS) are not intended to be serviced (4) Brakes Lock on Hard Application
individually. Attempting to remove or disconnect Diagnosis of conditions that are obviously mechan-
certain system components, may result in personal ical in nature. Such as brake noise, brake pulsation,
injury and/or improper system operation. Only or vehicle vibration during normal braking. Should
those components with approved removal, service be directed to Group 5 Brakes in the service manual.
and installation procedures described in this man- This also pertains to problems involving the parking
ual should be serviced. brake system.
5 - 88 ANTI-LOCK 10 BRAKE SYSTEM Ä

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Fig. 14 Decay Pressure - Hydraulic Control
In order to effectively diagnose an Anti-Lock Brake ABS CONTROLLER ANTI-LOCK BRAKE (CAB) SER-
System (ABS) condition. It is important to read Sec- VICE PRECAUTIONS
tion 1 of this manual, Anti-Lock Brake System De- The ABS system uses an electronic control module,
scription. This section will give you information on the (CAB). This module is designed to withstand nor-
the function of the ABS components. Then follow the mal current draws associated with vehicle operation.
diagnostic procedures outlined in this section. However care must be taken to avoid overloading the
Many conditions that generate customer com- (CAB) circuits. In testing for open or short circuits, do
plaints of the ABS system may be normal operating not ground or apply voltage to any of the circuits unless
conditions. These conditions though are judged to be instructed to do so by the appropriate diagnostic pro-
a problem due to unfamiliarity with the ABS system. cedure. These circuits should only be tested using a
These conditions can be recognized without perform- high impedance multi-meter, special tools or the DRB
ing extensive diagnostic work, given adequate under- II tester as described in this section. Power should
standing of operating principles and performance never be removed or applied to any control module with
characteristics of the ABS system. See Section 1 of the ignition in the ON position. Before removing or
this manual to familiarize yourself with the operat- connecting battery cables, fuses, or connectors, always
ing principles of the ABS system. turn the ignition to the OFF position.

DEFINITIONS ABS SYSTEM GENERAL SERVICE PRECAUTIONS

Several abbreviations are used in this manual.
They are presented here for reference. TEST DRIVING ABS COMPLAINT VEHICLES
• CAB—Controller Anti-Lock Brake Most ABS complaints will require a test drive as a
• ABS—Anti-Lock Brake System part of the diagnostic procedure. The purpose of the
• PSI—Pounds per Square Inch (pressure) test drive is to duplicate the condition.
• WSS—Wheel Speed Sensor Before test driving a brake complaint vehicle,
especially if the Red Brake Warning Lamp is on.
Test the brake function at low speed to be sure
that the car will stop normally. Remember that
conditions that result in illumination of the Red
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 89

Brake Warning Lamp may indicate reduced key is in the ON position. The pump/motor assembly
braking ability. The following procedure should cannot run if the ignition is off or either battery ca-
be used to test drive an ABS complaint: ble is disconnected.
(1) Ignition on. Turn the ignition to the ON position Unless otherwise specified, the hydraulic accumu-
without starting the car and wait until the Red Brake lator should be de-pressurized before disassembling
Warning Lamp and Amber Anti-Lock Warning Lamp any portion of the hydraulic system. The following
turn off. This will allow the pump to charge the procedure should be used to de-pressurize the hy-
accumulator to operating pressure. If the warning draulic accumulator:
lamp(s) do not turn off, go to step 3. (1) With ignition off, or either battery cable discon-
(2) Ignition off for 15 seconds. nected, pump the brake pedal a minimum of 40 times
(3) Start car. Wait for displays to return to normal using approximately 50 pounds of pedal force. A no-
operating mode before proceeding. ticeable change in pedal feel will occur when the ac-
(4) With Shift lever in PARK, slowly depress brake cumulator becomes discharged.
pedal and release. (2) When a definite increase in pedal effort is felt,
(5) Drive vehicle a short distance. During this test pump the pedal a few additional times. This will in-
drive, be sure that the vehicle achieves at least 20 mph. sure removal of all hydraulic pressure from the
Then brake to at least one complete stop and accelerate brake system.
slowly back up to at least 20 mph.
(6) If a functional problem with the A.B.S. system is WHEEL SPEED SENSOR CABLES
Proper installation of wheel speed sensor cables is

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determined while test driving a vehicle. Refer to the
Bendix Anti-Lock 10 Diagnostics Manual for required critical to continued ABS system operation. Be sure
test procedures and proper use of the DRB II tester. that cables are installed and routed properly. Failure
to install cables in their retainers, as shown in Sec-
CAUTION: The following are general precautions that tion 3 of this manual. May result in contact with
should be observed when servicing and diagnosing moving parts or over extension of cables, resulting in
the ABS system and/or other vehicle systems. Failure an open circuit.
to observe these precautions may result in ABS
system damage. MECHANICAL DIAGNOSTICS AND SERVICE
PROCEDURES
(1) If welding work is to be performed on the vehicle
using an arc welder, the (CAB) should be disconnected SPECIAL SERVICE TOOLS
before the welding operation begins. Some diagnostic procedures in this section require
(2) The (CAB) and hydraulic assembly 10 way con- the use of special service tools. Each of these tools is
nectors should never be connected or disconnected with described below.
the ignition on.
DRB II DIAGNOSTIC TESTER
(3) Some components of the ABS system are not
serviced separately and must be serviced as complete Some of the diagnostic procedures that are ex-
assemblies. Do not disassemble any component which plained in this section require the use of the DRB II
is designated as non-serviceable. DIAGNOSTICS TESTER to insure that proper diag-
(4) Always de-pressurize the Hydraulic Accu- nostics are performed. Refer to those sections for
mulator when performing any work that re- proper testing procedures and the DRB II manual for
quires disconnecting any hydraulic tube, flex its proper operational information.
hose or fitting. The ABS system uses brake fluid
MST-6163 PRESSURE TESTER
at high pressure. Failure to de-pressurize the
Some diagnostic procedures in this manual require
accumulator may result in personal injury
the use of the MST-6163 pressure gauge and adaptor
and/or damage to painted surfaces.
(Fig. 2). Pressure Gauge, Special Tool MST-6163 is
Brake fluid will damage painted surfaces. If brake
required to measure accumulator pressure during
fluid is spilled on any painted surfaces, wash off with
certain phases of ABS operation. The pressure gauge
water immediately.
and adaptor should be installed as follows:
DE-PRESSURIZING HYDRAULIC ACCUMULA- (1) De-pressurize the accumulator by pumping the
TOR brake pedal a minimum of 40 times with the ignition
The ABS pump/motor assembly keeps the hydraulic off. The procedure is fully explained under De-Pres-
accumulator charged between approximately 11,032 surizing Hydraulic Accumulator which is described
and 13,790 kPa (1600 and 2000 psi) anytime earlier in this System Diagnosis Section.
5 - 90 ANTI-LOCK 10 BRAKE SYSTEM Ä

WARNING: FAILURE TO DE-PRESSURIZE THE AC-

CUMULATOR PRIOR TO PERFORMING THIS OPER-
ATION MAY RESULT IN PERSONAL INJURY
AND/OR DAMAGE TO PAINTED SURFACES.

(2) Remove hydraulic assembly accumulator port

plug,located on right hand side of hydraulic assembly
(Fig. 1).

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Fig. 2 Pressure Gauge and Adapter Installed on
Hydraulic Assembly
HYDRAULIC ASSEMBLY INTERNAL LEAK
CHECK
If an internal leak is suspected in the ABS hydrau-
Fig. 1 Hydraulic Assembly Accumulator Port Plug lic circuit, Test Gauge, Special Tool 6685 has been
Location developed to assist in the diagnostics. This fixture
(3) Install pressure gauge to hydraulic assembly will assist in determining if there is an internal leak;
adaptor into accumulator port of hydraulic assembly and if the leak is in the hydraulic unit or the pump
(Fig. 2). Then torque adaptor to 10 NIm (7.5 ft. lbs.). motor assembly. It can be used whether the pump
(4) Install adaptor onto the pressure gauge hose shuts off or not.
(Fig. 2) and tighten the fitting to 15 NIm (11 ft. lbs.) Test Gauge, Special Tool 6685 installation and op-
torque. eration procedure is detailed below. Refer to the Hy-
(5) Install pressure gauge and hose adaptor assem- draulic Pressure Performance Test in the 1993
bly onto the adaptor installed in the hydraulic as- Bendix Anti-Lock 10 Diagnostic Manual for the re-
sembly accumulator port. Then install the retaining quired test procedures.
clip into the grove on the accumulator port adaptor
(Fig. 2). MAKE SURE THAT THE RETAINING WARNING: FAILURE TO DE-PRESSURIZE THE AC-
CLIP IS INSTALLED ON THE ACCUMULATOR CUMULATOR PRIOR TO PERFORMING THIS OPER-
PORT ADAPTOR BEFORE RE-PRESSURIZING ATION MAY RESULT IN PERSONAL INJURY
THE HYDRAULIC SYSTEM. AND/OR DAMAGE TO PAINTED SURFACES.

WARNING: BEFORE REMOVING PRESSURE (1) De-pressurize the accumulator by pumping the
GAUGE AND ADAPTOR, BE SURE TO DE-PRES- brake pedal a minimum of 40 times with the ignition
SURIZE THE HYDRAULIC ASSEMBLY. THEN IN- off. The procedure is fully explained under De-Pres-
STALL AND TIGHTEN ACCUMULATOR PORT PLUG surizing Hydraulic Accumulator which is described
TO 12 NIM (9 FT. LBS.). earlier in this System Diagnosis Section.
(2) Remove wiring harness connector from dual
It is not necessary to bleed the hydraulic assembly function pressure switch on bottom of hydraulic as-
or brake system after installation and removal of the sembly. Connect wiring harness from Test Gauge,
pressure gauge. Unless additional tubes, hoses, or fit- Special Tool 6685 into wiring harness connector re-
tings were removed or loosened. moved from dual function pressure switch.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 91

(3) Locate high pressure brake fluid hose going

from hydraulic assembly to pump/motor. Remove
high pressure hose tube nut from fitting on hydraulic
assembly.

CAUTION: When installing Test Gauge, Special Tool

6685, ensure that pressure gauge is on high pres-
sure hose side of shut off valve (Fig. 3).

(4) Verify shut off valve on Test Gauge, Special

Tool 6685 is in the open position. Then install Test
Gauge, Special Tool 6685 in-line with high pressure
hose (Fig. 3). Screw male end of Test Gauge, Special
Tool 6685 into high pressure adapter on hydraulic
assembly and torque nut to 16 NIm (145 in. lbs.).

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Fig. 4 Hydraulic Assembly Accumulator Port Plug
Location

Fig. 3 Test Gauge 6685 Installed

(5) Install high pressure brake fluid hose (Fig. 3)
into Test Gauge, Special Tool 6685 and torque tube
nut to 16 NIm (145 in. lbs.).
(6) Remove hydraulic assembly accumulator port
plug,located on right hand side of hydraulic assembly
(Fig. 4).
(7) Install pressure gauge to hydraulic assembly
adaptor, for Pressure Tester, Special Tool MST-6163
(Fig. 5) into accumulator port of hydraulic assembly.
Tighten adapter to 10 NIm (7.5 ft. lbs.) torque.
(8) Install Pressure Tester, Special Tool MST-6163
and hose adaptor assembly, onto adaptor in hydraulic
assembly accumulator port. Then install retaining
clip into grove on accumulator port adaptor (Fig. 5). Fig. 5 Pressure Gauge and Adapter Installed on Hy-
MAKE SURE THAT THE RETAINING CLIP IS draulic Assembly
INSTALLED ON ACCUMULATOR PORT (10) De-pressurize hydraulic accumulator by pump-
ADAPTOR BEFORE RE-PRESSURIZING THE ing brake pedal a minimum of 40 times with the
HYDRAULIC SYSTEM. ignition off. The procedure is fully explained under
(9) Run the required diagnostic tree per the 1993 De-Pressurizing Hydraulic Accumulator which is de-
Bendix Anti-Lock 10 Diagnostic Manual to diagnose scribed earlier in this System Diagnosis Section.
the failure and make required repairs.
5 - 92 ANTI-LOCK 10 BRAKE SYSTEM Ä

(11) Remove all special tools previously installed, • Low system voltage. If low system voltage is de-
from the ABS hydraulic assembly. tected by the (CAB), the (CAB) will turn on the Am-
(12) Install accumulator port plug into hydraulic ber Anti-Lock Warning Lamp until normal system
assembly. Torque accumulator port plug to 12 NIm (9 voltage is achieved. Once normal voltage is seen at
ft. lbs.). the (CAB), normal operation resumes.
(13) Install high pressure brake hose from the • Low Brake Fluid. A low brake fluid condition will
pump motor assembly into hydraulic fitting on ABS cause the Red Brake Warning Lamp to illuminate.
hydraulic assembly. Torque high pressure brake hose When the fluid sensor again indicates an acceptable
tube nut to 16 NIm (145 in. lbs.). fluid level, the Red Brake Warning Lamp will go out.
(14) Turn ignition switch to the run position to en- This condition may exist during hard cornering or
ergize the pump/motor assembly and pressurize hy- while the vehicle is on a grade. If the vehicle is in
draulic system. Check for leakage at the hydraulic motion above 3 M.P.H. the Amber Anti-Lock Warn-
assembly to hydraulic bladder accumulator fitting. ing Lamp will also be turned on.
(15) Again de-pressurize accumulator by pumping • Low Accumulator Pressure. Low Accumulator
brake pedal a minimum of 40 times. Use procedure Pressure will cause both the Red Brake Warning and
described in De-Pressurizing Hydraulic Accumulator Amber Anti-Lock Warning Lamps to illuminate.
in this section of the service manual. Once normal operating pressure is achieved, the
(16) Then check the brake fluid level in the hy- lamps will extinguish and the system will return to
draulic assembly reservoir. If brake fluid level is low, normal operation.

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fill reservoir to proper level with Mopart brake fluid Additionally, any condition that results in an inter-
or equivalent conforming to DOT 3 requirements. ruption of power to the (CAB) or hydraulic assembly.
May cause the Red Brake Warning and Amber Anti-
INTERMITTENT FAULTS Lock Warning Lamps to illuminate intermittently.
As with almost any electronic system, intermittent All the conditions (or faults) mentioned above, can
faults in the ABS system may be difficult to accu- store a fault code in the (CAB) module.
rately diagnose.
Most intermittent faults are caused by faulty elec- ABS BRAKE SYSTEM DIAGNOSTIC FEATURES
trical connections or wiring. When an intermittent
fault is encountered, check suspect circuits for: SYSTEM SELF DIAGNOSIS
(1) Poor mating of electrical connector halves, or The ABS system is equipped with a diagnostic ca-
electrical terminals not fully seated in the connector pability that may be used to assist in isolation of
body. ABS faults. The features of the diagnostics system
(2) Improperly formed or damaged electrical termi- are described below.
nals. All connector terminals in a suspect circuit
should be carefully reformed to increase contact ten- CONTROLLER ANTI-LOCK BRAKE (CAB)
sion. Fault codes are kept in a Non-Volatile memory un-
(3) Poor terminal to wire connection. This requires til either erased by the technician using the DRB II
removing the terminal from the connector body and or erased automatically after 50 ignition cycles (key
inspecting for proper terminal to wire connection. ON-OFF cycles). The only fault that will not be
If a visual check does not find the cause of the erased after 50 (KEY CYCLES) is the (CAB) fault.
problem, operate the vehicle in an attempt to dupli- The (CAB) fault can only be erased by using the
cate the condition and record the Fault Code. DRB II diagnostic tester. More than one fault can be
Most failures of the ABS system will disable the stored at a time. The number of key cycles since the
Anti-Lock function for the entire ignition cycle even most recent fault was stored is also displayed. Most
if the fault clears before ignition key-off. There are functions of the (CAB) and (ABS) system can be ac-
some failure conditions however, which will allow cessed by the technician for testing and diagnostic
ABS operation to resume during the ignition cycle in purposes by using the DRB II Diagnostic Tester.
which a failure occurred. If the failure conditions are
no longer present. START-UP CYCLE
The following conditions may result in intermittent The START-UP CYCLE takes place immediately
illumination of the Red Brake Warning Lamp and/or after the ignition switch is turned on. It is an elec-
Amber Anti-Lock Warning Lamp. All other failures trical check of basic electrical functions such as the
will cause the lamp(s) to remain on until the ignition System Relay and Anti-Lock Warning Lamp Relay.
switch is turned off. Circuits and or components in- During this check, the Amber Anti-Lock Warning
volving these inputs to the (CAB) should be investi- Lamp is turned on, then turned off at the end of the
gated if a complaint of intermittent warning system test. The test takes approximately 1 - 2 seconds to
operation is encountered. complete.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 93

DRIVE-OFF CYCLE The (CAB) or hydraulic assembly connector should

The DRIVE-OFF CYCLE takes place when the ve- never be connected or disconnected with the ignition
hicle reaches about 3 miles per hour the first time af- switch in the ON position.
ter an ignition reset. During this test, the modulator Many components of the Anti-Lock brake system are
solenoid valves are activated briefly to test their not serviceable and must be replaced as an assembly.
function. The DRIVE-OFF CYCLE will be bypassed Do not attempt to disassemble any component
if you drive-off with the service brake pedal de- that is not designed to be a serviced component.
pressed.
DE-PRESSURIZING HYDRAULIC ACCUMULA-
LATCHING VERSUS NON-LATCHING FAULTS TOR
Some faults detected by the (CAB) are latching. The pump/motor assembly will keep the hydraulic
The fault is latched and (ABS) function is disabled accumulator charged to approximately 11,032 and
until the ignition switch is reset (turned OFF/ON). 13,790 kPa (1600 and 2000 psi) any time that the
Thus (ABS) function is disabled even if the original ignition is in the ON position. The pump/motor assem-
fault has disappeared during the ignition cycle in bly cannot run if the ignition is off or if either battery
which it occurred. Other faults are non-latching; any cable is disconnected.
warning lights that are turned on are only on as long Unless otherwise specified, the hydraulic accumula-
as the fault condition exists. As soon as the condition tor should be de-pressurized before disassembling any
goes away. The Amber Anti-Lock Warning Light is portion of the hydraulic system. The following proce-
turned off. Although a fault code will be set in most dure should be used to relieve the pressure in the

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cases. (Example:low accumulator fault will not be hydraulic accumulator:
stored for a time of 2 minutes after the fault is de- (1) With ignition off, or either battery cable discon-
tected). nected, pump the brake pedal a minimum of 40 times,
using approximately 222 N (50 lbs.) pedal force. A
BENDIX ABS SYSTEMS DIAGNOSTICS noticeable change in pedal feel will occur, when the
The Bendix Anti-Lock 10 Brake System diagnos- accumulator is discharged.
tics. Beyond the basic mechanical diagnostics, sys- (2) When a definite increase in pedal effort is felt,
tems and components covered earlier in this section, pump pedal a few additional times. This will insure
is accomplished by using the DRB II diagnostic removal of all hydraulic pressure from the brake sys-
tester. See testing procedures outlined in the Bendix tem.
Anti-Lock 10 Diagnostics Manual for the 1993 M.Y.
Please reference the above mentioned manual. For CHECKING BRAKE FLUID LEVEL
any further diagnostic service procedures that are re-
quired on the Bendix Anti-Lock 10 Brake System, re- CAUTION: Use only brake fluid conforming to DOT 3
quiring the use of the DRB II diagnostic tester. specifications such as MoparT or Equivalent. Do not
use any fluid in the brake hydraulic system, which
ON CAR HYDRAULIC ABS COMPONENT SERVICE contains a petroleum base. Do not use a container
which has been used for petroleum based fluids or a
WARNING: FAILURE TO FULLY DE-PRESSURIZE container that is wet with water. Petroleum based
THE HYDRAULIC ACCUMULATOR BEFORE PER- fluids will cause swelling and distortion of rubber
FORMING HYDRAULIC SYSTEM SERVICE OPERA- parts in the hydraulic brake system and water will mix
TIONS. COULD RESULT IN INJURY TO SERVICE with brake fluid, lowering the fluid boiling point. Keep
PERSONNEL AND OR DAMAGE TO PAINTED SUR- all brake fluid containers tightly capped to prevent
FACES. SEE SECTION 2 FOR ADDITIONAL WARN- contamination.
INGS AND CAUTIONS.
The hydraulic assembly is equipped with a plastic
fluid reservoir, with a filter/strainer located in the filler
GENERAL SERVICE PRECAUTIONS neck of each reservoir section.
The following are general precautions that should The Anti-Lock brake system requires that the hy-
be observed when servicing the Anti-Lock Brake Sys- draulic accumulator be de-pressurized when checking
tem and/or other vehicle systems. Failure to observe the fluid level. To check the brake fluid level, the
these precautions may result in Anti-Lock brake sys- following procedure should be used:
tem damage. (1) With the ignition off, de-pressurize the hydraulic
If welding work is to be performed on the vehicle, accumulator by applying the brake pedal approxi-
using an electric arc welder, the (CAB) connector mately 40 times, using a pedal force of approximately
should be disconnected during the welding operation. 220 N (50 lbs.). A noticeable change in pedal feel will
occur when the accumulator is de-
5 - 94 ANTI-LOCK 10 BRAKE SYSTEM Ä

pressurized. When a definite increase in pedal effort the bleeding procedure and add only DOT 3 brake
is felt, pump pedal a few additional times. This will fluid to the reservoir as required.
insure removal of all hydraulic pressure from the
brake system. PRESSURE BLEEDING (FIG. 2)
(2) Thoroughly clean both reservoir caps and sur- The brake lines may be pressure bled, using a
rounding area of reservoir before cap removal. This standard diaphragm type pressure bleeder. Only dia-
will avoid getting dirt into the reservoir and brake phragm type pressure bleeding equipment should be
fluid. used to prevent air, moisture, and other contami-
(3) Inspect the fluid level, see instructions on top nants from entering the system. The following proce-
of reservoir (Fill To Top Of The White Screen In dure should be used for pressure bleeding of the
Front Filter/Strainer). master cylinder and wheel circuits (Fig. 2)
(4) Fill reservoir to top of white screen on filter/ (1) Ignition should be turned off and remain off
strainer (Fig. 1) as required. Use only brake fluid throughout this procedure.
conforming to DOT 3 specifications such as Mopart (2) Fully de-pressurize hydraulic accumulator by
or an Equivalent. pumping brake pedal a minimum of 40 times. The
procedure is fully described in this section of the ser-
vice manual under De-Pressurizing Hydraulic Accu-
mulator.

WARNING: FAILURE TO DE-PRESSURIZE HYDRAU-

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LIC ACCUMULATOR, BEFORE PERFORMING THIS
OPERATION, MAY RESULT IN PERSONAL INJURY
AND/OR DAMAGE TO PAINTED SURFACES.

(3) Remove both reservoir caps (Fig. 2).

(4) Install pressure bleeder adapter, on front reser-
voir port and a dummy cap on the rear port of the
reservoir (Fig. 2)
(5) Attach bleeding equipment to bleeder adapter
(Fig. 2). Charge pressure bleeder to approximately
138 kPa (20 psi).

Fig. 1 ABS Fill Level On Filter/Strainer

(5) Replace reservoir cap.

BLEEDING ABS BRAKE SYSTEM

The Anti-Lock brake system must be bled anytime
air is permitted to enter the brake hydraulic system,
due to disconnection of brake lines or hoses for ser-
vice. It is important to note that excessive air in the
brake system may set a primary pressure/delta P
fault in the (CAB). Refer to Diagnosis, for further in-
formation.
Pressure bleeding or manual bleeding procedures
can be used when bleeding the (ABS) hydraulic sys-
tem, after brake lines or hoses have been discon-
nected. Bleeding the (ABS) hydraulic system is also
necessary after the replacement of the hydraulic as- Fig. 2 Pressure Bleeding Brake System
sembly or wheel brakes. (6) Connect a transparent hose to the caliper bleed
During bleeding operations, be sure that the brake screw (Fig. 3). Submerge the free end of the hose in a
fluid level remains close to the FULL level in the clear glass container, which is partially filled with
reservoir. Check the fluid level periodically during clean, fresh brake fluid.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 95

(7) With the pressure bleeder turned on, open the

caliper bleed screw 3/4 to one full turn allowing brake
fluid to flow into the container. Leave bleed screw open
until a clear, bubble-free flow of brake fluid is coming
from the hose in the container. If the reservoir has been
drained or the hydraulic assembly removed from the
car before the bleeding operation. Slowly pump the
brake pedal one or two times while the bleed screw is
open and fluid is flowing. This will help purge any
trapped air from the hydraulic assembly. Tighten
bleeder screw to 10 NIm (7.5 ft. lbs.) torque.
(8) Step 7 above should be done at all wheel brakes,
following the order wheel by wheel as listed below.
a) Left rear.
b) Right rear.
c) Left front.
d) Right front.
(9) After bleeding is completed at all four wheel
brakes. Remove pressure bleeding equipment and

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adapter by closing pressure bleeder valve and slowly
unscrewing bleeder adapter from hydraulic assembly
reservoir. Failure to release pressure in the reser-
voir will cause spillage of brake fluid, and could Fig. 3 Bleeding Brake System
result in personal injury or damage to painted bled (Fig. 3). Submerge the free end of the hose in a
surfaces. clear glass container, which is partially filled with
(10) Using a syringe or equivalent method, remove clean, fresh brake fluid.
excess fluid from the reservoir to bring the brake fluid (4) Slowly pump the brake pedal several times,
to the required fill level (Fig. 1). If brake fluid is below using full strokes of the pedal and allowing approxi-
the proper level add Mopart brake fluid or equivalent mately five seconds between pedal strokes. After two or
conforming to DOT 3, requirements. three strokes, continue to hold pressure on the pedal,
(11) Install the reservoir caps and turn on the igni- keeping it at the bottom of its travel.
tion to allow the (ABS) pump to charge the accumula- (5) With pressure on the pedal, open the bleed screw
tor. 3/4 to 1 full turn. Leave bleed screw open until fluid no
longer flows from the hose. Tighten the bleed screw
MANUAL BLEEDING and release the pedal. Be sure that the bleed screw
Brake lines can be bled, using the manual bleeding it tightened before brake pedal is released, or air
method. Manual bleeding is a two person operation, may be drawn back into hydraulic system.
one to pump the brake pedal and the other to bleed (6) Repeat Steps 3, 4 and 5 on each wheel brake,
each wheel brake. The following procedure should be until clear, bubble-free fluid flows from the hose.
used: (7) Repeat the above sequence at each wheel brake,
De-pressurizing the hydraulic accumulator is done in the following order:
by following the steps described below. a) Left rear.
(1) Verify that the ignition switch is in the off posi- b) Right rear.
tion. c) Left front.
(2) Fully de-pressurize the hydraulic accumulator by d) Right front.
pumping brake pedal a minimum of 40 times. Use the (8) Fill the hydraulic assembly to the proper fill level
procedure as described in De-Pressurizing Hydraulic (Fig. 1) using Mopart or equivalent brake fluid meet-
Accumulator listed earlier in this section. ing DOT 3, requirements.
(9) Install both reservoir caps on reservoir.
WARNING: FAILURE TO DE-PRESSURIZE HYDRAU- (10) Turn the ignition switch to the RUN position to
LIC ACCUMULATOR, PRIOR TO PERFORMING THIS allow the Pump/Motor to turn on and recharge the
OPERATION, MAY RESULT IN PERSONAL INJURY accumulator.
AND/OR DAMAGE TO PAINTED SURFACES.

(3) Connect a transparent hose to the bleed screw on

the wheel cylinder or brake caliper that is to be
5 - 96 ANTI-LOCK 10 BRAKE SYSTEM Ä

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Fig. 4 Pump/Motor Assembly Mounting
Fig. 5 Brake Tube and Hose Routing
PUMP/MOTOR SERVICE (FIG. 4)
(10) Lift pump/motor assembly from mounting
REMOVE bracket and remove assembly from the vehicle.
(1) Fully de-pressurize the hydraulic accumulator
by pumping the pedal a minimum of 40 times. Use INSTALL
the procedure described in De-Pressurizing Hydraulic
Accumulator listed earlier in this section. CAUTION:Be sure all high and low pressure hose
routing clips. Are securely fastened to the vehicle
WARNING: FAILURE TO DE-PRESSURIZE HYDRAU- body or component they were removed from when
LIC ACCUMULATOR, BEFORE PERFORMING THIS hose assembly is reinstalled (Fig. 5).
OPERATION, MAY RESULT IN PERSONAL INJURY
(1) Install pump/motor assembly in reverse order of
AND/OR DAMAGE TO PAINTED SURFACES.
removal.
(2) Remove the fresh air intake ducts from the en- (2) Tighten the pump/motor assembly fluid lines to
gine induction system. the torque values shown below.
• Low pressure hose clamp. 1 NIm (10 in. lbs.)
(3) Loosen the low pressure hose clamp (Fig. 5) at
• High pressure hose fitting to pump/motor assembly.
the hydraulic assembly.
16 NIm (145 in. lbs.) Fig. 5.
(4) Disconnect any routing clips which attach the
Note: It is not necessary to bleed the founda-
high and low pressure fluid lines to the body or com-
tion brakes of the vehicle when the pump/motor
ponents of the vehicle (Fig. 5). assembly and high and low pressure fluid hoses
(5) Unclip the pump/motor assembly wiring har- are serviced. Any other service to the brake
ness electrical connector from the left side engine system unless stated otherwise will require
mount (Fig. 5). Disconnect the pump/motor assembly bleeding of the complete brake system.
wiring harness from the underhood wiring harness.
(6) Loosen the high pressure hose tube nut at the BRAKE FLUID PRESSURE AND RETURN
hydraulic assembly fitting (Fig. 5). HOSES (FIG. 6)
(7) Remove the high and low pressure hose assem-
bly (Fig. 5) from the hydraulic assembly. Cap all REMOVE
open ports on reservoir and hydraulic assembly to (1) Remove the pump/motor assembly from its
prevent brake fluid from leaking out. mounting bracket, see Pump/Motor Service.
(8) Remove the pump/motor assembly front heat (2) Cut the 4 tie straps that secure the high and low
shield to mounting bracket attaching bolt, from front pressure hoses and pump/motor assembly wiring har-
of pump/motor bracket (Fig. 5). ness together Fig. 6.
(9) Remove front heat shield from the pump/motor (3) Remove the banjo bolt and spray shield from the
assembly. pump/motor assembly Fig. 6.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 97

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Fig. 6 Positioning Tie Straps On High And Low Pressure Hose Assembly

(4) Remove the high and low pressure hose assem- HYDRAULIC ASSEMBLY
bly from the pump/motor assembly Fig. 6.
REMOVE
INSTALL (1) Fully de-pressurize the hydraulic accumulator
(1) The rubber O-Ring seals used on the high and by pumping brake pedal a minimum of 40 times. Use
low pressure hose connections to the pump/motor as- procedure described in De-Pressurizing Hydraulic Ac-
sembly. Should be lubricated with clean brake fluid cumulator listed earlier in this section.
before connecting hoses to the pump/motor assembly.
(2) Position the high and low pressure hose assem- WARNING: FAILURE TO DE-PRESSURIZE HYDRAU-
bly and spray shield on the pump/motor assembly LIC ACCUMULATOR, BEFORE PERFORMING THIS
(Fig. 6). Then install the banjo bolt and torque to 14 OPERATION, MAY RESULT IN PERSONAL INJURY
NIm (120 in.lbs.) AND/OR DAMAGE TO PAINTED SURFACES.
(3) Carefully route pump/motor assembly wiring
harness along the side of the high and low pressure (2) Remove fresh air intake duct and air cleaner
hose assembly Fig. 6. from vehicle.
(4) Install the 4 tie straps around the hose assem- (3) Remove the windshield washer fluid bottle
bly and wiring harness per the sequence and loca- from the vehicle.
tions shown in (Fig. 6). (4) Disconnect all electrical connectors from the
(5) Install the pump/motor assembly back on hydraulic assembly.
mounting bracket, See Pump/Motor Service. (5) Remove as much fluid as possible from the res-
(6) Turn the ignition switch to the RUN position. ervoir on the hydraulic assembly.
This will turn on the pump/motor assembly to charge (6) Remove pump high pressure hose fitting (Fig.
the high pressure system. 7) from hydraulic assembly.
(7) Pump the brake system down as detailed in De- (7) Disconnect pump return hose from steel tube.
pressurizing Hydraulic Accumulator in this section of Cap the end of the steel tube.
the service manual. (8) Disconnect the 4 brake tubes from the hydrau-
(8) Fill the hydraulic assembly to the proper level lic assembly (Fig. 7).
with Mopart brake fluid or an equivalent meeting (9) From under the instrument panel, position a
DOT 3 specifications. See Master Cylinder Fluid small screwdriver between the center tang on the re-
Level in the Service Adjustments section of this tainer clip and the pin in the brake pedal. Rotate the
group. screwdriver enough to allow the retainer clip center
tang to pass over the end of the brake pedal pin. Dis-
5 - 98 ANTI-LOCK 10 BRAKE SYSTEM Ä

(10) Remove the 4 hydraulic assembly to dash

panel mounting nuts from the hydraulic assembly
mounting studs, located under instrument panel (Fig.
8).
(11) Remove hydraulic assembly from vehicle.

INSTALL
(1) Position the hydraulic assembly into its mount-
ing holes on the dash panel of the vehicle.
(2) Install and tighten the 4 hydraulic assembly to
dash panel mounting stud nuts (Fig. 8) to 28 NIm
(250 in. lbs.) torque.
(3) Using lubriplate or equivalent, coat the bearing
surface of the brake pedal pin.
(4) Connect push rod to pedal pin and install a
NEW retainer clip. HYDRAULIC ASSEMBLY
PUSH ROD MUST BE ASSEMBLED TO BRAKE
PEDAL PIN IN THE POSITION AS SHOWN IN
(FIG. 8).
(5) If proportioning valves were removed from the

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hydraulic assembly, install and torque to 40 NIm (30
Fig. 7 Brake Tube and Hose Routing at Hydraulic ft. lbs.) torque. Then install all 4 brake tubes on the
Unit hydraulic assembly (Fig. 7). Torque the brake tubes
card the old retainer clip, a new clip must be to hydraulic assembly fittings to 16 NIm (145 in.
used when hydraulic assembly is reinstalled lbs.).
(Fig. 8). (6) Install return hose on steel tube. Tighten the
return hose clamp to 1 NIm (10 in.lbs.)

Fig. 8 Removing or Installing Hydraulic Assembly

Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 99

(7) Install high pressure hose to hydraulic assem- Then remove the bladder accumulator and brake
bly (Fig. 7). Tighten the hose, to hydraulic assembly fluid spray shield from the hydraulic assembly (Fig.
fitting to 16 NIm (145 in. lbs) 10). Remove high pressure banjo fitting from hydrau-
(8) Fill hydraulic assembly brake fluid reservoir to lic assembly.
top of screen on the reservoir filter/strainer Fig. 9.

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Fig. 10 Removing Bladder Accumulator
Fig. 9 ABS Fill Level On Filter/Strainer (4) Using needle nose pliers, remove the three
(9) Connect all electrical connectors to the hydrau- fluid reservoir retaining pins from the hydraulic as-
lic assembly. sembly (Fig. 11). Compress the barb on the opposite
(10) Bleed the entire brake system, see Bleeding side of retaining pin to prevent pin from breaking.
Brake System in this section of the Service Manual.
(11) Replace all fresh air intake ducts, air cleaner
and washer bottle.
(12) Check that the brake fluid in the hydraulic
assembly is at the correct level before moving vehicle
(Fig. 9). (See Checking Brake Fluid Level in this sec-
tion of the service manual).

BRAKE FLUID RESERVOIR

REMOVE
(1) Fully de-pressurize the hydraulic accumulator
by pumping brake pedal a minimum of 40 times. Use
procedure described in De-Pressurizing Hydraulic Ac-
cumulator listed earlier in this section.

WARNING: FAILURE TO DE-PRESSURIZE HYDRAU-

LIC ACCUMULATOR, BEFORE PERFORMING THIS
OPERATION, MAY RESULT IN PERSONAL INJURY
AND/OR DAMAGE TO PAINTED SURFACES.

(2) Remove as much brake fluid as possible from

the fluid reservoir, using a syringe or equivalent Fig. 11 Remove Reservoir Retaining Pins
method.
(3) Using Oil Filter Band Wrench, Special Tool (5) Remove reservoir from hydraulic assembly by
C-4065 or equivalent loosen bladder accumulator. CAREFULLY prying between reservoir and hydrau-
5 - 100 ANTI-LOCK 10 BRAKE SYSTEM Ä

lic assembly with a blunt prying tool (Fig. 12). Use a (7) Using fingers, remove the 3 reservoir grommets
rocking motion to help disengage reservoir from (Fig. 14) from the hydraulic assembly or reservoir, and
grommets while prying. BE EXTREMELY CARE- discard. Grommets must not to be reused when
FUL TO AVOID DAMAGING OR PUNCTURING reservoir is installed on hydraulic assembly.
RESERVOIR DURING THIS PROCEDURE.

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Fig. 14 Remove Brake Fluid Level Switch
Fig. 12 Remove Reservoir From Hydraulic Assembly
INSTALL
(6) Remove the brake fluid level sensor switch (1) Thoroughly lubricate the new reservoir grom-
from the reservoir. Remove switch by compressing mets with clean brake fluid and install on reservoir
the retaining barbs (Fig. 13) on the end of the switch outlet ports (Fig. 14). The new reservoir grommets
and then slide switch out of the brake fluid reservoir supplied with reservoir, must ALWAYS be used.
(Fig. 14) (2) Install brake fluid level switch into brake fluid
reservoir (FIG. 14).
(3) Press reservoir into hydraulic assembly BY
HAND, using a rocking motion to help seat reservoir
into hydraulic assembly. Be sure that grommets are
fully seated in the hydraulic assembly. DO NOT AT-
TEMPT TO POUND RESERVOIR INTO HY-
DRAULIC ASSEMBLY, USING A HAMMER.
(4) Using needle nose pliers, install the 3 brake fluid
reservoir to hydraulic assembly retaining pins (Fig.
11). Make sure that pins are fully installed with barbs
extending past reservoir on opposite side.
(5) Reinstall the high pressure hose, banjo fitting
onto the hydraulic assembly and torque the fitting to
13 NIm (10.0 ft.lbs).
(6) Install the brake fluid spray shield and bladder
accumulator onto the hydraulic assembly. Install the
bladder accumulator by hand to be sure it does not bet
cross threaded. Be sure that the O-Ring on the
bladder accumulator is fully seated into the hy-
draulic assembly.
(7) Using Oil Filter Band Wrench, Special Tool C-
Fig. 13 Fluid Switch Retaining Barbs 4065 or equivalent, (Fig. 10) torque the bladder accu-
mulator to 48 NIm (35 ft. lbs.)
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 101

(8) Fill the hydraulic assembly reservoir to the top

of the screen on the filter/strainer (Fig. 15). Using
fresh clean brake fluid such as Mopart or equivalent,
conforming to DOT 3 requirements.

Fig. 16 Pump Supply Filter

(2) Install replacement hose clamp, on brake fluid
supply hose to pump motor assembly.
(3) Install the brake fluid supply hose to pump mo-

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tor assembly, onto the nipple of the pump supply fil-
ter. Position hose clamp on brake fluid supply hose
so that it is past upset bead on nipple, then torque
hose clamp to 1.5 NIm (13.5 in. lbs.).
(4) Remove plug from brake fluid supply hose com-
ing from hydraulic assembly. Install the brake fluid
Fig. 15 ABS Reservoir Fill Level On Filter/Strainer supply hose from hydraulic assembly, onto the nipple
PUMP SUPPLY FILTER of the pump supply filter. Position hose clamp on
brake fluid supply hose so that it is past upset bead
REMOVE on nipple, then torque hose clamp to 1.5 NIm (13.5
(1) Fully de-pressurize the hydraulic accumulator in. lbs.).
by pumping brake pedal a minimum of 40 times. Use (5) Turn ignition switch to the run position to en-
procedure described in De-Pressurizing Hydraulic Ac- ergize the pump/motor assembly and pressurize hy-
cumulator listed earlier in this section. draulic system. Check for leakage at the hydraulic
assembly to hydraulic bladder accumulator fitting.
WARNING: FAILURE TO DE-PRESSURIZE HYDRAU- (6) Again de-pressurize accumulator by pumping
LIC ACCUMULATOR, BEFORE PERFORMING THIS brake pedal a minimum of 40 times as described. Use
OPERATION, MAY RESULT IN PERSONAL INJURY procedure in De-Pressurizing Hydraulic Accumulator
AND/OR DAMAGE TO PAINTED SURFACES. in this section of the manual.
(7) Then check the brake fluid level in the hydrau-
(2) Remove and then reinstall one filler cap from lic assembly reservoir. If brake fluid level is low, fill
brake fluid reservoir on hydraulic assembly. reservoir to proper level (Fig. 15) with Mopart brake
(3) Remove brake fluid supply hose from hydraulic fluid or equivalent conforming to DOT 3 require-
assembly master cylinder at the pump supply filter ments.
(Fig. 16). After hose is removed from pump supply
filter, plug end of hose to stop brake fluid from drain- HYDRAULIC BLADDER ACCUMULATOR
ing out of fluid reservoir.
(4) Remove brake fluid supply hose (Fig. 16), from REMOVE
pump supply filter going to the pump motor assem- (1) Fully de-pressurize the hydraulic accumulator
bly. by pumping brake pedal a minimum of 40 times. Use
(5) Remove pump supply filter (Fig. 16) from at- procedure described in De-Pressurizing Hydraulic Ac-
taching bracket on front of hydraulic assembly. cumulator listed earlier in this section.

INSTALL
(1) Attach pump supply filter to attaching bracket
on front of hydraulic assembly (Fig. 16).
5 - 102 ANTI-LOCK 10 BRAKE SYSTEM Ä

WARNING: FAILURE TO DE-PRESSURIZE HYDRAU- PROPORTIONING VALVES (FIG. 18)

LIC ASSEMBLY/ACCUMULATOR PRIOR PERFORM-
ING THIS OPERATION. MAY RESULT IN PERSONAL
INJURY AND/OR DAMAGE TO PAINTED SURFACES
OF THE VEHICLE.

(2) Using Oil Filter Band Wrench, Special Tool

C-4065 or equivalent loosen bladder accumulator.
Then remove the bladder accumulator and brake
fluid shield from the hydraulic assembly (Fig. 17).

Fig. 18 ABS Proportioning Valve

CAUTION: Proportioning valves should never be dis-
assembled or repaired in any way, repair is by re-
placement only.

REMOVE
(1) Fully de-pressurize the hydraulic accumulator by
pumping brake pedal a minimum of 40 times. Use

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procedure described in De-Pressurizing Hydraulic Ac-
cumulator listed earlier in this section.

WARNING: FAILURE TO FULLY DE-PRESSURIZE THE

HYDRAULIC ASSEMBLY/ACCUMULATOR PRIOR TO
REMOVING THE PROPORTIONING VALVE. MAY RE-
SULT IN PERSONAL INJURY AND/OR DAMAGE TO
PAINTED SURFACES OF THE VEHICLE.

(2) Remove fresh air intake ducts and air cleaner.

(3) Remove pressure and return hose (Fig. 5) from
hydraulic unit. (See Pressure and Return Hose Section
Fig. 17 Remove And Install Bladder Accumulator For Proper Removal Procedure).
(4) Remove brake tube from the proportioning valve
INSTALL
that requires servicing.
(1) Install the brake fluid spray shield onto the hy- (5) Remove proportioning valve requiring service
draulic accumulator (Fig. 1). from the hydraulic assembly (Fig. 19).
(2) Install the bladder accumulator onto the hy-
draulic assembly by hand. Be sure that the O-Ring INSTALL
on the bladder accumulator is fully seated into the (1) Install proportioning valve on hydraulic assem-
hydraulic assembly. bly and tighten to 40 NIm (30 ft. lbs.) torque.
(3) Using Oil Filter Band Wrench, Special Tool (2) Install brake tube on proportioning valve.
C-4065 or equivalent, (Fig. 17) torque the bladder ac- Tighten tube nut to 16 NIm (145 in. lbs.) torque.
cumulator to 48 NIm (35 ft. lbs.) (3) Install hydraulic pressure and return hoses.
(4) Turn ignition switch to the run position to en- Torque pressure hose to hydraulic assembly fitting to
ergize the pump/motor assembly and pressurize hy- 16 NIm (145 in. lbs). Torque return hose to metal tube
draulic system. Check for leakage at the hydraulic hose clamp to 1 NIm (10 in. lbs.).
assembly to hydraulic bladder accumulator fitting. (4) Install fresh air intake duct and air cleaner.
(5) Again de-pressurize accumulator by pumping (5) Bleed the affected brake line, see Bleeding Brake
brake pedal a minimum of 40 times. Use procedure System in this section.
described in De-Pressurizing Hydraulic Accumulator
in this section of the service manual.
(6) Then check the brake fluid level in the hydrau-
lic assembly reservoir. If brake fluid level is low, fill
reservoir to proper level (Fig. 15) with Mopart brake
fluid or equivalent conforming to DOT 3 require-
ments.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 103

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Fig. 19 Hydraulic Assembly
ELECTRONIC COMPONENTS
CONTROLLER ANTI-LOCK BRAKE (CAB)

REMOVAL
(1) Turn vehicle ignition off.
(2) Raise vehicle on hoist, (CAB) access for re-
moval is from the underside of the vehicle (Fig. 1)
(3) Remove transmission oil cooler line routing
clip.
(4) Disconnect the wiring harness 60 way connec-
tor from the Controller Anti-Lock Brake Module
(CAB). VERIFY THAT THE VEHICLE IGNI-
TION IS OFF BEFORE REMOVING THE 60
WAY CONNECTOR.
(5) Remove the 3 (CAB) module to frame rail
mounting bolts.
(6) Remove the (CAB) module from the vehicle.

INSTALLATION
(1) Install the (CAB) module back in the vehicle.
(2) Install the 3 (CAB) module to frame rail at-
Fig. 1 Location Controller Anti-Lock Brake (CAB)
taching bolts. Torque the 3 (CAB) module to frame
rail attaching bolts to 5 NIm (40 in. lbs.). seated. Torque the 60 way connector to (CAB) mod-
(3) VERIFY THAT THE VEHICLE IGNITION ule retaining bolt to 12 NIm (105 in. lbs.).
IS OFF BEFORE CONNECTING THE 60 WAY
CONNECTOR. Connect the wiring harness 60 way
connector into the (CAB) module until it is fully
5 - 104 ANTI-LOCK 10 BRAKE SYSTEM Ä

SYSTEM RELAY, ANTI-LOCK WARNING LAMP (3) Connect the wiring harness connectors onto the
RELAY AND PUMP/MOTOR RELAYS (FIG. 2) relays until the locking tabs on the connectors and
relays are fully engaged. Do not twist connectors when
installing them on the relays.

WHEEL SPEED SENSORS

INSPECTION
Inspect tone wheels (Fig. 3) for any missing or broken
teeth, this can cause erratic speed sensor signals.

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Fig. 3 Tone Wheel (Typical)
Tone wheels should show no evidence of contact with
the wheel speed sensor. If contact was made, determine
cause and correct.
Fig. 2 Pump/Motor and Anti-Lock System Relays Excessive runout of the tone wheels can cause erratic
REMOVE wheel speed sensor signals. Replace assembly if runout
See (Fig. 2) Power Distribution Center. Find the lo- exceeds approximately 0.25 mm (0.010 inch).
cation of the pump/motor relay in the (PDC). Remove
pump/motor relay by pulling upward and install by FRONT WHEEL SPEED SENSOR
pushing firmly into position. Do not twist the relay
REMOVAL
when removing or installing it.
See (Fig. 10) in the Relay And Warning Lamp Sec- (1) Raise vehicle and remove front wheel and tire
tion of this group, for the location of the Anti-Lock assembly.
system relay and the Yellow Lamp relay. Remove (2) Remove screw from clip (Fig. 4) that holds sensor
the relay from the vehicle using the following proce- assembly grommet into fender shield.
dure. (3) Carefully, pull sensor assembly grommet from
(1) Disconnect the wiring harness connectors from fender shield. When removing grommet from
the relays. Connectors are removed from the relays fender shield, do not pull on speed sensor cable.
by disengaging the connector locking tab from relay (4) Unplug speed sensor cable connector, from ve-
and pulling strait off relay, do not twist. hicle wiring harness.
(2) Then remove the relay pack to inner fender at- (5) Remove the 2 screws (Fig. 4) that secure the
taching bolt. speed sensor cable, routing tube to the fender well.
(6) Remove the 2 sensor assembly grommets from
INSTALL the retainer bracket, on the strut damper (Fig. 4).
The Anti-Lock system and Yellow Lamp relay are (7) Remove speed sensor assembly to steering
installed using the following procedure. knuckle attaching bolt (Fig. 4).
(1) Mount the relay pack to the inner fender with (8) Carefully, remove sensor head from steering
the anti-rotation tab on the bracket around lip of in- knuckle. If the sensor has seized, due to corrosion, use
ner fender hole (Fig. 10).
a hammer and punch to tap edge of sensor ear
(2) Install the relay pack to inner fender mounting
bolt and torque to 4 NIm (35 in. lbs.).
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 105

(2) Push sensor assembly grommet into hole in

fender shield. Install clip and screw (Fig. 4). Torque
screw to 4 NIm (35 in. lbs.).
(3) Install speed sensor cable grommets in bracket
on strut damper (Fig. 4).
(4) Install speed sensor cable routing tube to fender
well (Fig. 4). Torque both screws to 4 NIm (35 in. lbs.).
(5) Coat the speed sensor with High Temperature
Multi-purpose E.P. Grease before installing into the
steering knuckle. Install speed sensor attaching screw
and tighten to 7 NIm (60 in. lbs.)

CAUTION: Proper installation of wheel speed sensor

cables is critical to continued system operation. Be
sure that cables are routed correctly and installed in
all retainers. Failure to properly route and install
cables in retainers, as shown in this section. May
result in contact with moving parts and/or over ex-
tension of cables, resulting in an open circuit.

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REAR WHEEL SPEED SENSOR (FIGS. 6 AND 8)

REMOVAL
(1) Raise vehicle and remove wheel and tire assem-
bly.
Fig. 4 Front Wheel Speed Sensor Routing (2) Remove sensor assembly grommet from under-
(Fig. 5), rocking the sensor side to side until free. DO body and pull harness through hole in underbody.
NOT USE PLIERS ON SENSOR HEAD. (3) Unplug connector from harness.
(4) Remove sensor grommet bracket screw from
body hose bracket, just forward of trailing arm bush-
ing.
(5) Remove sensor assembly clip, located on the
inboard side of trailing arm.
(6) Remove sensor wire fastener from rear brake
hose bracket.
(7) Remove outboard sensor assembly retainer nut.
(8) Remove sensor head screw.
(9) Carefully, remove sensor head from adapter as-
sembly. If the sensor has seized, due to corrosion, DO
NOT USE PLIERS ON SENSOR HEAD. Use a ham-
mer and a punch (Fig. 7) and tap edge of sensor ear,
rocking the sensor side to side until free.

INSTALLATION
Installation is reverse order of removal. Be sure to
coat sensor with High Temperature Multi-purpose E.P.
Grease before installing into adapter assembly.
Tighten screw to 7 NIm (60 in. lbs.) torque. Avoid
getting grease on the pickup area of the speed sensor
assembly.
Fig. 5 Removing Speed Sensor (Typical)
INSTALLATION
(1) Connect the wheel speed sensor cable connec-
tor, to the vehicle wiring harness.
5 - 106 ANTI-LOCK 10 BRAKE SYSTEM Ä

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Fig. 6 Rear Wheel Speed Sensor Routing at Trailing Arm
CAUTION: THOROUGHLY CLEAN THE BOTTOM OF
THE HYDRAULIC ASSEMBLY IN THE AREA OF THE
DUAL FUNCTION PRESSURE SWITCH, BEFORE RE-
MOVING THE SWITCH FROM HYDRAULIC ASSEM-
BLY. USE MOPAR BRAKE PARTS CLEANER OR AN
EQUIVALENT. EXTREME CARE MUST BE USED SO
NO DIRT IS ALLOWED TO ENTER THE HYDRAULIC
ASSEMBLY THROUGH WHERE THE DUAL FUNC-
TION PRESSURE SWITCH IS MOUNTED. ANY DIRT
ENTERING HYDRAULIC ASSEMBLY MAY PLUG IN-
TERNAL PASSAGES CAUSING A HYDRAULIC AS-
SEMBLY FAILURE.

(1) Fully de-pressurize the hydraulic accumulator by

pumping brake pedal a minimum of 40 times. Use
procedure described in De-Pressurizing Hydraulic Ac-
cumulator listed earlier in this section.
(2) Raise vehicle See Hoisting, Group 0.
(3) From under vehicle, disconnect wiring harness
connectors from dual function pressure switch and
boost pressure transducer (Fig. 9) on the bottom of
hydraulic assembly.
Fig. 7 Removing Speed Sensor (Typical)
WARNING: WEAR EYE PROTECTION WHEN PER-
DUAL FUNCTION PRESSURE SWITCH
FORMING THE FOLLOWING PROCEDURE. SERIOUS
EYE INJURY CAN RESULT FROM BRAKE FLUID
REMOVE
CONTACTING THE EYES.
WARNING: FAILURE TO DE-PRESSURIZE THE HY- (4) Be sure that the hydraulic system is de-
DRAULIC ACCUMULATOR PRIOR TO REMOVING pressurized. Remove the dual function pressure
DUAL FUNCTION PRESSURE SWITCH. WILL RESULT switch from the hydraulic assembly using Socket,
IN PERSONAL INJURY AND/OR DAMAGE TO Special Tool 6607 (Fig. 10). Access to the switch is from
PAINTED SURFACES OF THE VEHICLE. under the vehicle using a long extension.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 107

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Fig. 8 Body Routing of Rear Speed Sensor Wiring

Fig. 10 Dual Function Pressure Switch Remove/

Install
INSTALL

CAUTION: Be sure that the dual function pressure

switch is thoroughly cleaned using Mopar Brake
Fig. 9 Dual Function Pressure Switch And Pressure Parts Cleaner or an equivalent before installing it
Transducer Wiring into the hydraulic assembly. Wet the O-ring seals
on the switch with fresh clean brake fluid before in-
stalling it into the hydraulic assembly.
5 - 108 ANTI-LOCK 10 BRAKE SYSTEM Ä

CAUTION: Do not insert dual function pressure

switch into hydraulic assembly using the socket
and ratchet. Cross threading of the switch may oc-
cur.

(1) Install the dual function pressure switch into

the hydraulic assembly by hand until the O-ring
seals are seated.
(2) Using Socket, Special Tool 6607, (Fig. 10)
torque the dual function pressure switch into the hy-
draulic assembly to 12 NIm (9 ft. lbs.).
(3) Connect the wiring harness connectors (Fig. 9)
onto the dual function pressure switch and the boost
pressure transducer. Be sure the locking tabs on the
connectors are fully engaged on the switches.
(4) Lower the vehicle.
(5) Turn the ignition switch to the on position and Fig. 11 Primary Pressure Transducer Location On
let the system pressurize. Check for any leaks at the Hydraulic Assembly
dual function pressure switch.
(6) Fully de-pressurize the hydraulic assembly a

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second time. This will purge any air out that may
have entered hydraulic assembly when the switch
was removed. Turn the ignition switch to the on po-
sition and let the system pressurize again.
(7) Road test vehicle to insure that the brake sys-
tem is performing correctly.

PRIMARY PRESSURE TRANSDUCER

REMOVE

WARNING: FAILURE TO FULLY DE-PRESSURIZE

THE HYDRAULIC BLADDER ACCUMULATOR PRIOR
TO REMOVING PRIMARY PRESSURE TRANS-
DUCER. WILL RESULT IN PERSONAL INJURY
AND/OR DAMAGE TO PAINTED SURFACES OF THE
VEHICLE.

To remove primary pressure transducer (Fig. 11),

from hydraulic assembly, removal of hydraulic as-
sembly from vehicle is not required. Fig. 12 Removing Bladder Accumulator
(1) Fully de-pressurize the hydraulic accumulator
by pumping brake pedal a minimum of 40 times. Use CAUTION: Be extremely careful during the following
procedure described in De-Pressurizing Hydraulic Ac- procedure to avoid damaging or puncturing brake
cumulator listed earlier in this section. fluid reservoir during its removal.
(2) Remove as much brake fluid as possible from
the brake fluid reservoir, using a syringe or equiva- (6) Remove brake fluid reservoir from hydraulic
lent method. assembly by carefully prying between reservoir and
(3) Using oil filter band wrench, Special Tool hydraulic assembly using a blunt pry bar (Fig. 15).
C-4065 or equivalent, (Fig. 12) loosen bladder accu- Use a rocking motion to help disengage reservoir
mulator. Then remove bladder accumulator and from grommets while prying.
brake fluid spray shield from hydraulic assembly. (7) Remove brake fluid level sensor from reservoir
(4) Remove high pressure banjo fitting (Fig. 13) and remove fluid reservoir from vehicle.
from hydraulic assembly. (8) Remove hydraulic assembly wiring harness
(5) Using needle nose pliers, remove the 3 fluid connector from the primary pressure transducer (Fig.
reservoir retaining pins from the hydraulic assembly 16).
(Fig. 14). Compress barb on opposite side of retaining
pin, to prevent pin from breaking.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 109

Fig. 13 High Pressure Banjo Fitting

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Fig. 15 Reservoir Removal From Hydraulic Assem-
bly

Fig. 14 Reservoir Retaining Pin Removal

Fig. 16 Wiring Harness Connection To Primary Pres-
(9) Using Socket, Special Tool 6684 loosen and re- sure Transducer
move primary pressure transducer from hydraulic as-
sembly (Fig. 17) discard. Sealing grommets must not be reused,
when brake fluid reservoir is installed back on
INSTALL hydraulic assembly.
(1) Install primary pressure transducer into hy- (4) Thoroughly lubricate new reservoir sealing
draulic assembly by hand, until O-ring is fully seated grommets, using fresh clean brake fluid, and install on
into hydraulic assembly. Then torque primary pres- fluid reservoir outlet ports.
sure transducer, into hydraulic assembly, using (5) Install brake fluid level switch into brake fluid
Socket, Special Tool 6684, to 12 NIm (106 in. lbs.). reservoir.
(2) Connect vehicle wiring harness connector, onto (6) Press brake fluid reservoir into hydraulic assem-
primary pressure transducer (Fig. 16). Be sure latch bly by hand, using a rocking motion to help seat fluid
on vehicle wiring harness connector is fully engaged reservoir into hydraulic assembly. Be sure that sealing
with locking tab on primary pressure transducer. grommets are fully seated into the hydraulic assembly.
(3) Using fingers, remove the 3 reservoir sealing Do not attempt to pound fluid reservoir into
grommets from hydraulic assembly or reservoir and hydraulic assembly using a hammer.
5 - 110 ANTI-LOCK 10 BRAKE SYSTEM Ä

Fig. 17 Primary Pressure Transducer Removal And Fig. 18 Differential Pressure Switch Location
Replacement (1) De-pressurize hydraulic bladder accumulator on
(7) Using needle nose pliers, install the 3 brake fluid hydraulic assembly by pumping the brake pedal a
reservoir to hydraulic assembly retaining pins (Fig. minimum of 40 times. Refer to the procedure as de-

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14). Be sure retaining pins are fully installed with scribed in De-Pressurizing Hydraulic Accumulator
barbs extending out past reservoir on opposite listed earlier in this section.
side. (2) Disconnect the hydraulic assembly wiring har-
(8) Install high pressure hose banjo fitting onto ness connector from the primary pressure transducer
hydraulic assembly and install banjo fitting attaching (Fig. 19).
bolt. Torque banjo fitting to hydraulic assembly banjo
bolt to 13 NIm (10 ft. lbs.).
(9) Install brake fluid spray shield onto hydraulic
assembly. Install bladder accumulator into hydraulic
assembly by hand (using care not to cross thread
accumulator) until O-ring seal is fully seated into
hydraulic assembly.
(10) Using Oil Filter Band Wrench, Special Tool
C-4065 or equivalent, (Fig. 12) torque bladder accumu-
lator to 48 NIm (35 ft. lbs.).
(11) Fill hydraulic assembly fluid reservoir to the top
of the screen on the filter\trainer. Use only fresh clean
brake fluid conforming to DOT 3 requirements, such as
Mopart or equivalent.
(12) Bleed the brake hydraulic system using proce-
dure shown in Bleeding Brake System in this section of
the service manual. Fig. 19 Primary Pressure Transducer And Differen-
tial Pressure Switch Wiring Harness Connectors
DIFFERENTIAL PRESSURE SWITCH (3) Disconnect differential pressure switch wiring
harness connector from hydraulic assembly wiring
REMOVE
harness (Fig. 19). Do not attempt to remove wiring
harness from differential pressure switch.
WARNING: FAILURE TO FULLY DE-PRESSURIZE THE
(4) Raise vehicle on a frame contact type hoist. See
HYDRAULIC BLADDER ACCUMULATOR PRIOR TO
Hoisting in the Lubrication And Maintenance section
REMOVING DIFFERENTIAL PRESSURE SWITCH.
of this manual, for the required lifting procedure to be
WILL RESULT IN PERSONAL INJURY AND/OR DAM-
used for this vehicle.
AGE TO PAINTED SURFACES OF THE VEHICLE.
(5) Using a long extension and Socket, Special Tool
To remove the differential pressure switch (Fig. 18), 6684 loosen and remove differential pressure switch
from the hydraulic assembly, removal of the hydraulic from bottom of hydraulic assembly (Fig. 20)
assembly from the vehicle is not required.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 111

To remove the boost pressure transducer (Fig. 21),

from the hydraulic assembly, removal of the hydrau-
lic assembly from the vehicle is not required.

Fig. 20 Differential Pressure Switch Removal And

Replacement
INSTALL
(1) Install differential pressure switch into hydrau- Fig. 21 Boost Pressure Transducer Location

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lic assembly by hand, until fully threaded into hy- (1) De-pressurize hydraulic bladder accumulator on
draulic assembly. Then torque differential pressure hydraulic assembly by pumping the brake pedal a
switch, into hydraulic assembly, using Socket, Spe- minimum of 40 times. Refer to the procedure as de-
cial Tool 6684, to 1.5 NIm (13 in. lbs.). scribed in De-Pressurizing Hydraulic Accumulator
(2) Lower vehicle listed earlier in this section.
(3) Connect differential pressure switch wiring (2) Raise vehicle on a frame contact type hoist. See
harness connector into hydraulic assembly wiring Hoisting in the Lubrication And Maintenance section
harness (Fig. 19). of this manual, for the required lifting procedure to
(4) Connect the hydraulic assembly wiring harness be used for this vehicle.
connector into the primary pressure transducer (Fig. (3) Disconnect hydraulic assembly wiring harness
19). connectors from the dual function pressure switch
(5) Turn the ignition switch to the on position and and boost pressure transducer (Fig. 21).
let the system pressurize. Check for any signs of (4) Using a long extension and Socket, Special Tool
leakage at the differential pressure switch. 6607, remove dual function pressure switch from bot-
(6) Fully de-pressurize the hydraulic assembly a tom of hydraulic assembly (Fig. 22)
second time to purge any air out that may have en-
tered hydraulic assembly when the differential pres-
sure switch was removed. Turn the ignition switch to
the on position and let the system pressurize again.
(7) Fill hydraulic assembly fluid reservoir to the
top of the screen on the filter\trainer. Use only fresh
clean brake fluid conforming to DOT 3 requirements,
such as Mopart or equivalent.
(8) Road test vehicle to insure that the brake sys-
tem is performing correctly.

BOOST PRESSURE TRANSDUCER

REMOVE

WARNING: FAILURE TO FULLY DE-PRESSURIZE

THE HYDRAULIC BLADDER ACCUMULATOR PRIOR Fig. 22 Remove And Install Dual Function Pressure
TO REMOVING BOOST PRESSURE TRANSDUCER. Switch
MAY RESULT IN PERSONAL INJURY AND/OR DAM-
(5) Remove boost pressure transducer from hydrau-
AGE TO PAINTED SURFACES OF THE VEHICLE. lic assembly, from under vehicle using a long exten-
sion and Socket, Special Tool 6684 (Fig. 23).
5 - 112 ANTI-LOCK 10 BRAKE SYSTEM Ä

pressure transducer, into hydraulic assembly, using

Socket, Special Tool 6684, to 12 NIm (106 in. lbs.).
(2) Install Dual Function Pressure Switch (Fig. 22)
into hydraulic assembly by hand, until O-ring is
fully seated into hydraulic assembly. Then torque
dual function pressure switch, into hydraulic assem-
bly, using Socket, Special Tool 6607, to 12 NIm (106
in. lbs.).
(3) Connect hydraulic assembly wiring harness
connectors, onto the dual function pressure switch
and boost pressure transducer (Fig. 21).
(4) Turn the ignition switch to the on position and
let the system pressurize. Check for any signs of
leakage at the differential pressure switch.
(5) Fully de-pressurize the hydraulic assembly a
second time to purge any air out that may have en-
Fig. 23 Remove And Install Boost Pressure tered hydraulic assembly when the differential pres-
Transducer sure switch was removed. Turn the ignition switch to
INSTALL the on position and let the system pressurize again.
(6) Fill hydraulic assembly fluid reservoir to the
(1) Install boost pressure transducer (Fig. 23) into

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top of the screen on the filter\trainer. Use only fresh
hydraulic assembly by hand, until O-ring is fully clean brake fluid conforming to DOT 3 requirements,
seated into hydraulic assembly. Then torque boost such as Mopart or equivalent.
(7) Road test vehicle to insure that the brake sys-
tem is performing correctly.
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 113

ANTI-LOCK BRAKE SYSTEM—BENDIX ANTI-LOCK 6 AA,AG,AJ,AP BODY

INDEX
page page
ABS Brake System Diagnosis . . . . . . . . . . . .. . 123 General Information . . . . . . . . . . . . . . . . . . . . . . 113
ABS Brake System Diagnostic Features . . . .. . 125 Hydraulic Circuits and Valve Operation . . . . . . . 121
ABS Computer System Service Precautions .. . 124 Major Components .................... . . 114
ABS General Service Precautions . . . . . . . . .. . 124 Mechanical Diagnostics and Service Procedures . 125
Anti-Lock Brake System Components . . . . . .. . 116 Normal Braking System Function . . . . . . . . . . . . 114
Anti-Lock Brake System Definitions . . . . . . . .. . 113 On-Car ABS Brake System Service . . . . . . . . . . 126
Anti-Lock Brakes Operation and Performance . . 115 Specifications ........................ . . 135
Anti-Lock System Relays and Warning Lamps . . 120 System Self-Diagnostics ................ . . 115
Controller Anti-Lock Brake (CAB) . . . . . . . . . .. . 119 Vehicle Performance . . . . . . . . . . . . . . . . . . . . . 115
Diagnostic Connector . . . . . . . . . . . . . . . . . . .. . 120 Warning Systems Operation ............. . . 116
Electronic Components . . . . . . . . . . . . . . . . .. . 130

GENERAL INFORMATION required on the non ABS related components of the

The purpose of the Anti-Lock Brake System (ABS) brake system. Refer to the appropriate section in this
is to prevent wheel lock-up under heavy braking con- group of the manual for the specific service procedure

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ditions on virtually any type of road surface. Anti- required.
Lock Braking is desirable because a vehicle which is
stopped without locking the wheels will retain direc- ANTI-LOCK BRAKE SYSTEM DEFINITIONS
tional stability and some steering capability. This al- In this section of the manual several abbreviations
lows the driver to retain greater control of the are used for the components that are in the Anti-
vehicle during heavy braking. Lock Braking System They are listed below for your
This section of the service manual covers the de- reference.
scription, diagnostics, and on car service for the Ben- • CAB—Controller Anti-Lock Brake
dix Anti-Lock 6 Brake System. If other service is • ABS—Anti-Lock Brake System

Fig. 1 Four-Wheel Anti-Lock Brake System Components AA/AG/AJ Body

5 - 114 ANTI-LOCK 6 BRAKE SYSTEM Ä

• PSI—Pounds per Square Inch (pressure) MODULATOR AND PUMP MOTOR/ASSEMBLY

• WSS—Wheel Speed Sensor The Modulator Assembly (Fig. 3) contains the
wheel circuit valves used for brake pressure modula-
NORMAL BRAKING SYSTEM FUNCTION tion and the Pump/Motor.
Under normal braking conditions, the ABS System The Pump/Motor function, as part of the Modulator
functions the same as a standard brake system with Assembly. Is to pump low pressure brake fluid from
a diagonally split master cylinder and conventional the brake fluid sump into the ABS Accumulator.
vacuum assist. During a stop which requires the ABS system to be-
If a wheel locking tendency is detected during a come operational.
brake application, the system will enter Anti-Lock
mode. During Anti-Lock Braking, hydraulic pressure
in the four wheel circuits is modulated to prevent
any wheel from locking. Each wheel circuit is de-
signed with a set of electrical valves and hydraulic
line to provide modulation, although for vehicle sta-
bility, both rear wheel valves receive the same elec-
trical signal. The system can build or reduce
pressure at each wheel, depending on signals gener-
ated by the wheel speed sensors (WSS) at each wheel
and received at the Controller Anti-Lock Brake

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(CAB).

MAJOR COMPONENTS
The following is a list of major system components.
Details of all components can be found later in this
section. See (Fig. 1) for the general location of the
components in the vehicle.

MASTER CYLINDER AND VACUUM BOOSTER

The Bendix Anti-Lock 6 Brake System uses the ve-
hicles standard Master Cylinder/Reservoir and Vac-
uum Booster (Fig. 2). The master cylinder primary Fig. 3 Modulator And Pump/Motor Assembly
and secondary outputs go directly to the Modulator
Assembly. WHEEL SPEED SENSORS
A Wheel Speed Sensor (Fig. 4) is located at each
wheel to transmit wheel speed information to the
Controller Anti-Lock Brake (CAB).

Fig. 4 Wheel Speed Sensor

Fig. 2 Master Cylinder Brake Booster Assemble

Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 115

CONTROLLER ANTI-LOCK BRAKE (CAB) pulsation may be felt in the vehicle body due to fore
The (CAB) (Fig. 5) is a small control computer and aft movement of the suspension as brake pres-
which receives wheel speed information, controls An- sures are modulated.
ti-Lock operation and monitors system operation. Although ABS operation is available at virtually
all vehicle speeds. It will automatically turn off at
speeds below 3 to 5 mph. Wheel lockup may be per-
ceived at the very end of an anti lock stop and is con-
sidered normal.

TIRE NOISE & MARKS

Although the ABS system prevents complete wheel
lock-up, some wheel slip is desired in order to
achieve optimum braking performance. During brake
pressure modulation, as brake pressure is increased,
wheel slip is allowed to reach up to 30%. This means
that the wheel rolling velocity is 30% less than that
of a free rolling wheel at a given vehicle speed. This
slip may result in some tire chirping, depending on
the road surface. This sound should not be inter-
preted as total wheel lock-up.

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Fig. 5 Controller Anti-Lock Brake (CAB) Complete wheel lock up normally leaves black tire
ANTI-LOCK BRAKES OPERATION AND marks on dry pavement. The Anti-Lock Braking Sys-
PERFORMANCE tem will not leave dark black tire marks since the
This Anti-Lock Braking System represents the cur- wheel never reaches a locked condition. Tire marks
rent state-of-the-art in vehicle braking systems and may however be noticeable as light patched marks.
offers the driver increased safety and control during
braking. This is accomplished by a sophisticated sys- VEHICLE PERFORMANCE
Anti-Lock Brakes provide the driver with some
tem of electrical and hydraulic components. As a re-
steering control during hard braking, however there
sult, there are a few performance characteristics that
are conditions where the system does not provide any
may at first seem different but should be considered
benefit. In particular, hydroplaning is still possible
normal. These characteristics are discussed below.
when the tires ride on a film of water. This results in
More technical details are discussed further in this
the vehicles tires leaving the road surface rendering
section.
the vehicle virtually uncontrollable. In addition, ex-
PEDAL FEEL treme steering maneuvers at high speed or high
Since the Bendix Anti-Lock 6 Braking System uses speed cornering beyond the limits of tire adhesion to
the conventional Booster/Master Cylinder. The brake the road surface may cause vehicle skidding, inde-
pedal feel during normal braking is the same as con- pendent of vehicle braking. For this reason, the ABS
ventional Non ABS equipped cars. system is termed Anti-Lock instead of Anti-Skid.
When Anti-Lock is activated during hard braking
due to a wheel lockup tendency. Brake pedal effort
SYSTEM SELF-DIAGNOSTICS
The Bendix Anti-Lock 6 Brake System has been
will increase do to the master cylinder pressure be- designed with the following self diagnostics capabil-
ing isolated from the brake system. Some brake ity.
pedal movement and associated noises may be felt The self diagnostic ABS startup cycle begins when
and herd by the driver. This is normal of a Anti-Lock the ignition switch is in the on position. An electrical
Braking System due to pressurized fluid being trans- check is completed on the ABS components such as
ferred to and from the wheel brakes. Wheel Speed Sensor Continuity and System and
other Relay continuity. During this check the Amber
ANTI-LOCK BRAKE SYSTEM OPERATION Anti-Lock Light is on for approximately 1-2 seconds.
During Anti-Lock Braking, brake pressures are Further Functional testing is accomplished once
modulated by cycling electric solenoid valves. The cy- the vehicle is set in motion.
cling of these valves can be faintly heard as a series (1) The solenoid valves and the pump/motor are ac-
of popping or ticking noises. In addition, the cycling tivated briefly to verify function.
may be felt as a pulsation in the brake pedal, al- (2) The voltage output from the wheel speed sen-
though no pedal movement will be noticed. If Anti- sors is verified to be within the correct operating
Lock Operation occurs during hard braking, some range.
5 - 116 ANTI-LOCK 6 BRAKE SYSTEM Ä

If the vehicle is not set in motion within 3 minutes location as the non ABS equipped combination valve.
from the time the ignition switch is set in the on po- The wheel brake lines are attached to the system via
sition. The solenoid test is bypassed but the pump/ the connector block.
motor is activated briefly to verify that it is
operating correctly. ISOLATION VALVES
The Isolation Valves are used to isolate the master
WARNING SYSTEMS OPERATION cylinder from the rest of the brake hydraulic circuit
The ABS system uses an Amber Anti-Lock Warn- during an Anti-Lock stop. Two Isolation Valves are
ing Lamp, located in the instrument cluster. The used, one for the primary circuit and one for the sec-
purpose of the warning lamp is discussed in detail ondary circuit. The Isolation Valves are spring
below. loaded in the released position. In the released posi-
The Amber Anti-Lock Warning Light will turn on tion the Isolation Valves provide a fluid path from
when the (CAB) detects a condition which results in the master cylinder outputs to the wheel brakes via
a shutdown of the Anti-Lock function. The Amber the Build/Decay valves. When actuated it provides a
Anti-Lock Warning Lamp is normally on until the fluid path from the accumulator (which was charged
(CAB) completes its self tests and turns the lamp off by the Pump/Motor during ABS operation) to the
(approximately 1-2 seconds). When the Amber Anti- Build/Decay valves through the Shuttle Orifices.
Lock Warning Light is on only the Anti-Lock func-
tion of the brake system if affected. The standard BUILD/DECAY VALVES
brake system and the ability to stop the car will not There are 4 Build/Decay valves, one for each

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be affected when only the Amber Anti-Lock Warning wheel. In the released position they provide a fluid
Light is on. path from the wheel brakes to the Isolation Valve
through the shuttle orifices. In the actuated (decay)
NORMAL OPERATION OF WARNING LAMP position, they provide a fluid path from the wheel
With the ignition in the Crank position, the Red brakes to the sump. The Build/Decay valves are
Brake Warning Lamp will turn on as a bulb check. spring loaded in the released (build) position.
The Amber Anti-Lock Warning Lamp will stay on for
1-2 seconds then turn off. Once verification of the self SHUTTLE ORIFICE
diagnosis is completed. There are 4 Shuttle Orifice Valves, one for each
wheel. The Shuttle Orifice Valve is a hydraulically
ANTI-LOCK BRAKE SYSTEM COMPONENTS actuated valve which shuttles when the Build/Decay
The following is a detailed description of the Anti- valve is actuated. Actuating of the Build/Decay valve
Lock Brake System components. For information on causes a pressure differential to be created across the
servicing the Four Wheel Disk Brake System, see the Shuttle Orifice Valve. This acts like placing an ori-
standard Brake section of this Service Manual. fice (restriction) in the line between the Isolation
Valve and the Build/Decay Valve. This restriction
MODULATOR ASSEMBLY provides a controlled build rate to each wheel brake
during an Anti-Lock stop. The Shuttle Orifice Valve
WARNING: THE ONLY PART OF THE MODULATOR
will remain in the orificed position until the ABS cy-
ASSEMBLY THAT IS A SERVICEABLE COMPONENT
cle is complete. When the ABS cycle has been com-
IS THE DELTA P SWITCH. THE REMAINING COM- pleted the Isolation and Build/Decay valves will
PONENTS OF THE MODULATOR ASSEMBLY ARE return to their released position which will equalize
NOT SERVICEABLE ITEMS. NO ATTEMPT SHOULD
the pressure across the Shuttle Orifice Valves. When
BE MADE TO REMOVE OR SERVICE ANY OTHER the pressure equalizes, the spring loaded Shuttle Or-
PARTS OF THE MODULATOR ASSEMBLY.
ifice valves will return to the unrestricted position.
The Modulator Assembly (Fig. 1) is located under FLUID SUMPS
the battery tray and is covered with an acid shield. There are two Fluid Sumps in the Hydraulic As-
The Modulator Assembly contains the following com- sembly, one each for the primary and secondary hy-
ponents for controlling the Anti-Lock braking sys- draulic circuits. The Fluid Sumps store the brake
tem. 2 Isolation Valves, 4 Build/Decay Valves, 4 fluid that is decayed from the wheel brakes during
Shuttle Orifices, 2 Fluid Sumps, 2 Accumulators, a ABS cycle. This fluid is then pumped to an accumu-
Pump/Motor and a Pressure Differential Valve/
lator and/or the hydraulic system in order to provide
Switch. Also attached to the Modulator Assembly are
build pressure. The typical pressure in the sumps is
4 brake tubes which are connected to an 8 way con-
50 psi, During ABS operation only.
nector block. The connector block is mounted to the
left frame rail below the master cylinder in the same
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 117

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Fig. 1 Modulator Assembly
HYDRAULIC SPRING ACCUMULATOR PRESSURE DIFFERENTIAL VALVE/SWITCH
The Hydraulic Spring Accumulators (Fig. 2) (one (DELTA P SWITCH)
on each circuit) are used to store pressurized hydrau- The Pressure Differential Valve/Switch is located
lic brake fluid during ABS operation only. This fluid inside the hydraulic assembly. This valve/switch func-
is used during hard braking when the ABS system is tions the same as the Pressure Differential
activated, to supplement brake pressure when re- Valve/Switch located in the combination valve on stan-
quired. During normal Non ABS braking operation dard brake systems. The delta P switch monitors the
there is NO pressurized brake fluid stored in the ac- primary and secondary hydraulic circuits for a differ-
cumulators. The Hydraulic Spring Accumulators are ence in pressure. A pressure difference greater than
not a serviceable part of the Modulator Assembly 225 psi. Will move and latch the shuttle to ground the
and should never be removed from the assembly. Red Brake Warning Light circuit. This will in turn,
turn on the Red Brake Warning Light in the instru-
ment panel to warn the driver of a hydraulic system
problem. This Pressure Differential Valve Switch is a
replaceable item of the Modulator Assembly. The Red
Brake Warning Light indicates a problem with
the foundation brake system and not the Anti-
Lock system.

PUMP/MOTOR ASSEMBLY
The Modulator Assembly contains 2 Pump Assem-
blies, one each for the primary and secondary hydrau-
lic circuits. Both pumps are driven by a common
electric motor which is part of the Modulator Assembly.
The pumps pick up fluid from the sumps to supply
pressure to the accumulators or hydraulic system via
the isolation valves during an Anti-Lock stop. The
motor only runs during an ABS stop and is controlled
by the (CAB) via the Pump/Motor Relay. The
Pump/Motor Assembly is not a serviceable item. If it
requires service the Modulator Assembly must be re-
placed.
Fig. 2 Hydraulic Spring Accumulator
5 - 118 ANTI-LOCK 6 BRAKE SYSTEM Ä

PROPORTIONING VALVES
Two Proportioning Valves (Fig. 3) are used in the
system, one for each rear brake hydraulic circuit.
The Proportioning Valves function the same as in a
standard brake system. The Proportioning Valves are
located on the bottom of the hydraulic assembly (Fig.
1). They are the same screw in type as the ones used
on the Bendix Anti-Lock 10 and Bosh Anti-Lock
Brake systems.

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Fig. 4 Front Wheel Speed Sensor

Fig. 3 Proportioning Valve Identification

WHEEL SPEED SENSORS
One Wheel Speed Sensor (WSS), is located at each
wheel (Fig. 4 and 5), and sends a small (AC) signal
to the control module (CAB). This signal is generated Fig. 5 Rear Wheel Speed Sensor
by magnetic induction. The magnetic induction is The four Wheel Speed Sensors are serviced individ-
created, when a toothed sensor ring Tone Wheel (Fig. ually. The front Tone Wheels are serviced as an as-
6) passes a stationary magnetic Wheel Speed Sensor. sembly with the outboard constant velocity joint. The
The (CAB) converts the (AC) signal generated at rear Tone Wheels are serviced as an assembly with
each wheel into a digital signal. If a wheel locking the rear brake hub.
tendency is detected, the (CAB) will then modulate Correct Anti-Lock system operation is dependent
hydraulic pressure to prevent the wheel(s) from lock- on the vehicle’s wheel speed signals, that are gener-
ing. ated by the Wheel Speed Sensors. The vehicle’s
The front Wheel Speed Sensor is attached to a boss wheels and tires must all be the same size and type
in the steering knuckle (Fig. 4). The tone wheel is
to generate accurate signals. In addition, the tires
part of the outboard constant velocity joint. The rear
must be inflated to the recommended pressures for
Wheel Speed Sensor is mounted to the caliper adap-
optimum system operation. Variations in wheel and
tor (Fig. 5) and the rear tone wheel is an integral
tire size or significant variations in inflation pres-
part of the rear wheel hub (Fig. 6). The speed sensor
air gap is NOT adjustable. sure can produce inaccurate wheel speed signals.
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 119

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Fig. 6 Tone Wheel (Typical)
CONTROLLER ANTI-LOCK BRAKE (CAB)
The Anti-Lock Brake Controller is a small micro-
processor based device which monitors the brake sys-
tem and controls the system while it functions in
Anti-Lock mode. The CAB is mounted on the top of
the right front frame rail and uses a 60-way system Fig. 7 Location Controller Anti-Lock Brake (CAB)
connector (Fig. 7). The power source for the CAB is
The (CAB) contains a self-diagnostic program
through the ignition switch in the Run or On posi-
which will turn on the Amber Anti-Lock Warning
tion. THE CONTROLLER ANTI-LOCK BRAKE
Lamp when a system fault is detected. Faults are
(CAB) IS NOT ON THE CCD BUS
stored in a diagnostic program memory. There are 16
The primary functions of the (CAB) are:
(1) Detect wheel locking tendencies. fault codes which may be stored in the (CAB) and
(2) Control fluid modulation to the brakes while in displayed through the DRB II. These fault codes will
Anti-Lock mode. remain in the (CAB) memory even after the ignition
(3) Monitor the system for proper operation. has been turned off. The fault codes can be cleared
(4) Provide communication to the DRB II while in by using the DRB II diagnostics tester, or they will
diagnostic mode. be automatically cleared from the memory after (50)
The (CAB) continuously monitors the speed of each ignition switch on/off cycles.
wheel, through the signals generated at the Wheel
Speed Sensors, to determine if any wheel is begin- CONTROLLER ANTI-LOCK BRAKE (INPUTS)
ning to lock. When a front wheel locking tendency is • Four wheel speed sensors.
detected, the (CAB) will isolate the master cylinder • Stop lamp switch.
from the wheel brakes. This is done by activating the • Ignition switch.
Isolation Valves. The (CAB) then commands the ap- • System relay voltage.
propriate Build/Decay valves to modulate brake fluid • Ground.
pressure in some or all of the hydraulic circuits. The • Pump/Motor Relay Monitor
(CAB) continues to control pressure in individual hy- • Diagnostics Communications
draulic circuits until a locking tendency is no longer
present. CONTROLLER ANTI-LOCK BRAKE (OUTPUTS)
The (ABS) system is constantly monitored by the • 6 modulator valves, 4 Build/Decay and 2 isolation
(CAB) for proper operation. If the (CAB) detects a valves.
fault, it will turn on the Amber Anti-Lock Warning • Anti-Lock warning lamp.
Lamp and disable the ABS braking system. The nor- • System relay actuation.
mal Non ABS braking system will remain opera- • Diagnostic communication.
tional. • Pump motor relay actuation
5 - 120 ANTI-LOCK 6 BRAKE SYSTEM Ä

DIAGNOSTIC CONNECTOR
On the AA, AG, AJ and AP bodies, the Bendix An-
ti-Lock System diagnostic connector is located under
the fuse panel access cover. The access cover is lo-
cated on the lower section of the instrument panel on
the left side of the steering column. The diagnostics
connector is a blue 6 way connector see (Fig. 8).

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Fig. 9 System Relay/Warning Lamp Relay

Fig. 8 A.B.S. Diagnostic Connector Location

ANTI-LOCK SYSTEM RELAYS AND WARNING
LAMPS
SYSTEM RELAY
The (ABS) Modulator Valves and Anti-Lock Warn-
ing Lamp Relay. Are powered through a System Re-
lay located on a bracket mounted to the (CAB) see
(Fig. 9) for location of the relay. The System Relay
provides power to the (CAB) for modulator valve op-
eration (pins 47 and 41) after the startup cycle when
the ignition is turned on.

ANTI-LOCK WARNING LAMP RELAY

The Amber Anti-Lock Warning Lamp is controlled
by the Anti-Lock Warning Lamp relay. The relay is
mounted to the same bracket as the system relay at
the (CAB) see (Fig. 9). With the relay de-energized,
the lamp is lit. When the System Relay is energized
by the (CAB), the Anti-Lock warning lamp relay is Fig. 10 Pump Motor Relay With Power Distribution
energized, and the lamp is turned off. Thus, the lamp Center
will be lit if the (CAB) is disconnected or if a system
ANTI-LOCK WARNING LAMP OFF
fault causes the (ABS) function to be turned off.
System Relay and Anti-Lock Warning Lamp
PUMP/MOTOR RELAY Relay Energized
Pump/Motor power is supplied by the Pump/Motor From pin 57 the (CAB) energizes the system relay
Relay. The Pump/Motor Relay is either mounted on coil. The electrical current flow in the coil closes the
the left front inner fender shield, or the front of the system relay. Then electrical current is provided to
left shock tower. The mounting location is dependent pins 47 and 41 of the (CAB) to provide power to the
on whether the vehicle is or is not equipped with a modulator valves. This electrical current also ener-
power distribution center. See (Fig. 10 and 11) for gizes the Amber Anti-Lock Warning Lamp Relay
specific mounting locations. coil. The current flow in the Anti-Lock Warning
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 121

Lamp is grounded through the Anti-Lock Warning

Lamp Relay contacts. The Amber Anti-Lock Warning
Lamp is turned on.

HYDRAULIC CIRCUITS AND VALVE OPERATION

Through the following operation descriptions and
diagrams. The function of the various hydraulic con-
trol valves in the ABS system will be described. The
fluid control valves mentioned below, control the flow
of pressurized brake fluid to the wheel brakes during
the different modes of Anti-Lock braking.
For explanation purposes we will assume all speed
sensors are sending the same wheel speed informa-
tion, requiring the same hydraulic fluid modulation
at the same rate.

Fig. 11 Pump Motor Relay W/O Power Distribution NORMAL BRAKING

Center
ISOLATION VALVES
Lamp Relay opens the Anti-Lock Warning Lamp Re- Open to primary and secondary master cylinder
lay switch. This breaks the ground path to the Am-

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fluid supply (Fig. 1)
ber Anti-Lock Warning Lamp and the light is turned
off. BUILD/DECAY VALVES
The (CAB) by itself, also has the ability to turn on Closed (Fig. 1)
the Amber Anti-Lock Warning Lamp. The (CAB) can The brake pedal is applied. The travel of the brake
turn on the Amber Anti-Lock Warning Lamp by pro- pedal closes primary and secondary circuits from the
viding a ground at pin 15. master cylinder fluid supply. Brake fluid from the
primary and secondary circuits flows through the
ANTI-LOCK WARNING LAMP ON open isolation valves, through the build/decay valves
System Relay and Anti-Lock Warning Lamp to the wheel brakes.
Relay De-Energized.
When the Amber Anti-Lock Warning Lamp is on, ABS BRAKING-BUILD PRESSURE
there is no electrical current flow from the (CAB) at
pin 57. The System Relay coil is NOT energized. No ISOLATION VALVES
electrical current flows to pin 47 and 41 (modulator Closed, isolating wheel brakes from master cylin-
valve power), or to the Anti-Lock Warning Lamp Re- der primary and secondary fluid supply. Through
lay coil. Thus, the Amber Anti-Lock Warning Lamp open build valves (Fig. 2).
is not energized. The Amber Anti-Lock Warning
BUILD/DECAY VALVES
Open (Fig. 2)
5 - 122 ANTI-LOCK 6 BRAKE SYSTEM Ä

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Fig. 1 Normal Braking - Hydraulic Control

Fig. 2 Build Pressure - Hydraulic Control

Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 123

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Fig. 3 Decay Pressure - Hydraulic Control
ABS BRAKING-DECAY PRESSURE AGE AND PERSONAL INJURY WHICH COULD RE-
SULT WHEN SERVICING AN ABS EQUIPPED
ISOLATION VALVES VEHICLE.
Closed, isolating the wheel brakes from the master
cylinder primary and secondary fluid supplies (Fig.
3) CAUTION: Certain components of the Anti-Lock
Brake System (ABS) are not intended to be serviced
BUILD/DECAY VALVES individually. Attempting to remove or disconnect
certain system components, may result in personal
Open, allowing release of fluid pressure through
injury and/or improper system operation. Only
decay valve to the fluid reservoir. Which gets
those components with approved removal and in-
pumped into the accumulator for the build pressure
stallation procedures in this manual should be ser-
cycle (Fig. 3).
viced.
ABS BRAKE SYSTEM DIAGNOSIS This section contains information necessary to di-
agnosis mechanical conditions which can affect oper-
GENERAL INFORMATION
ation of the Bendix Anti-Lock 6 Brake System.
WARNING: SOME OPERATIONS IN THIS SECTION Specifically, this section should be used to help diag-
REQUIRE THAT HYDRAULIC TUBES, HOSES AND nose mechanical conditions which result in any of
FITTINGS BE DISCONNECTED FOR INSPECTION the following:
OR TESTING PURPOSES. (1) Anti-Lock Warning Lamp turned on.
(2) Brakes Lock on Hard Application
Diagnosis of conditions which are obviously me-
CAUTION: REVIEW THIS ENTIRE SECTION PRIOR chanical in nature. Such as brake noise, brake pulsa-
TO PERFORMING ANY MECHANICAL WORK ON A tion, lack of power assist, turning on of the Red
VEHICLE EQUIPPED WITH THE BENDIX ANTI-LOCK Brake Warning Lamp or vehicle vibration during
6 BRAKE SYSTEM. THIS SECTION CONTAINS IN- normal braking. Should be directed to Group 5
FORMATION ON PRECAUTIONS PERTAINING TO Brakes in this service manual. This also pertains to
POTENTIAL COMPONENT DAMAGE, VEHICLE DAM- problems involving the parking brake system.
5 - 124 ANTI-LOCK 6 BRAKE SYSTEM Ä

In order to effectively diagnose an Anti-Lock Brake ber Anti-Lock Warning Lamp is on only the Anti-Lock
System (ABS) condition. It is important to read Anti- function of the brake system if affected. The standard
Lock Brake System Description. And to follow the brake system and the ability to stop the car is not be
diagnostic procedures outlined in this section. affected if only the Amber Anti-Lock Warning Lamp is
Many conditions that generate customer complaints on.
may be normal operating conditions, but are judged to (1) Turn the key to the off position and then back to
be a problem due to not being familiar with the ABS the on position. Note whether the Amber ABS Warning
system. These conditions can be recognized without Lamp continues to stay on. If it does refer to the 1993
performing extensive diagnostic work. Given adequate M.Y. Bendix Anti-Lock 6 Diagnostic Manual for the
understanding of the operating principles and perfor- required test procedures.
mance characteristics of the ABS system. See Section 1 (2) If the Amber ABS Warning Lamp goes out, shift
of this manual to familiarize yourself with the operat- into gear and drive the car to a speed of 5 mph to
ing principles of the ABS system. complete the ABS start up cycle. If at this time the
Amber ABS Warning Lamp goes on refer to the Bendix
DEFINITIONS Anti-Lock 6 Diagnostic Manual.
Several abbreviations are used in this manual. They (3) If the Amber ABS Warning Lamp remains OUT,
are presented here for reference. drive the vehicle a short distance. During this test
• CAB—Controller Anti-Lock Brake drive be sure that the vehicle achieves at least 25 mph.
• ABS—Anti-Lock Brake System Brake to at least one complete stop and again acceler-
• PSI—Pounds per Square Inch (pressure)

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ate to 25 mph.
• WSS—Wheel Speed Sensor
(4) If a functional problem with the A.B.S. system is
determined while test driving a vehicle. Refer to the
ABS COMPUTER SYSTEM SERVICE PRECAUTIONS
The ABS system uses an electronic control module, Bendix Anti-Lock 6 Diagnostics Manual for required
the (CAB). This module is designed to withstand nor- test procedures and proper use of the DRB II tester.
mal current draws associated with vehicle operation.
However care must be taken to avoid overloading the ABS BRAKE SYSTEM ON VEHICLE SERVICE
(CAB) circuits. In testing for open or short circuits, The following are general precautions which
do not ground or apply voltage to any of the should be observed when servicing and diagnos-
circuits unless instructed to do so by the appro- ing the ABS system and/or other vehicle systems.
priate diagnostic procedure. These circuits should Failure to observe these precautions may result
only be tested using a high impedance multi-meter, in ABS system damage.
special tools or the DRB II tester as described in this (1) If welding work is to be performed on a vehicle
section. Power should never be removed or applied to using an arc welder, the (CAB) should be disconnected
any control module with the ignition in the ON posi- before the welding operation begins.
tion. Before removing or connecting battery cables, (2) The (CAB) and modulator assembly 10 way con-
fuses, or connectors, always turn the ignition to the nector should never be connected or disconnected with
OFF position. the ignition in the on position.
(3) Some components of the ABS system are not
ABS GENERAL SERVICE PRECAUTIONS serviced separately and must be serviced as complete
assemblies. Do not disassemble any component which
TEST DRIVING ABS COMPLAINT VEHICLES
Most ABS complaints will require a test drive as a is designated as non-serviceable.
part of the diagnostic procedure. The purpose of the
CAUTION: Brake fluid will damage painted surfaces.
test drive is to duplicate the condition.
If brake fluid is spilled on any painted surfaces, wash
Remember conditions that result in the turn-
off with water immediately.
ing on of the Red Brake Warning Lamp may
indicate reduced braking ability. The following
procedure should be used to test drive an ABS WHEEL SPEED SENSOR CABLES
complaint vehicle. Proper installation of the Wheel Speed Sensor Cables
Before test driving a brake complaint vehicle, note is critical to continued system operation. Be sure that
whether the Red or Amber Brake Warning Lamp is cables are installed, routed and clipped properly. Fail-
turned on. If it is the Red Brake Warning Lamp, refer ure to install speed sensor cables as shown in the on
to the standard brake, Control Valves Section in the
car service section of this manual. May result in
brake group of this manual. If the Amber Anti-Lock
contact with moving parts or over extension of cables,
Warning light was/is on, read record and erase the
resulting in component failure and an open circuit.
fault. While the Amber ABS Warning Lamp is on the
ABS system is not functional. When the Am-
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 125

MECHANICAL DIAGNOSTICS AND SERVICE (3) Excess decay, an extended pressure decay pe-
PROCEDURES riod, will turn on the Amber Anti-Lock Warning
Light until the vehicle comes to a complete stop.
SPECIAL SERVICE TOOL Additionally, any condition which results in inter-
Some diagnostic procedures in this section require ruption of electrical current to the (CAB) or modula-
the use of the DRB II diagnostics tester. The proper tor assembly. May cause the Amber Anti-Lock
application and procedures for the use of this tool are Warning Lamp to turn on intermittently.
described below.
ABS BRAKE SYSTEM DIAGNOSTIC FEATURES
DRB II DIAGNOSTIC TESTER
Some of the diagnostic procedures that are ex- ABS SYSTEM SELF DIAGNOSIS
plained in this section require the use of the DRB II The ABS system is equipped with a self diagnostic
Diagnostics Tester to insure that proper diagnostics capability which may be used to assist in isolation of
are performed. Refer to those sections for proper test- ABS faults. The features of the self diagnostics sys-
ing procedures and the DRB II operators manual for tem are described below.
its proper operational information.
START-UP CYCLE
INTERMITTENT FAULTS The self diagnostic ABS start up cycle begins when
As with virtually any electronic system, intermit- the ignition switch is turned to the on position. An
tent faults in the ABS system may be difficult to ac- electrical check is completed on the ABS components.

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curately diagnose. Such as Wheel Speed Sensor Continuity and System
Most intermittent faults are caused by faulty elec- and other Relay continuity. During this check the
trical connections or wiring. When an intermittent Amber Anti-Lock Light is turned on for approxi-
fault is encountered, check suspect circuits for: mately 1- 2 seconds.
(1) Poor mating of connector halves or terminals Further Functional testing is accomplished once
not fully seated in the connector body. the vehicle is set in motion.
(2) Improperly formed or damaged terminals. All • The solenoid valves and the pump/motor are acti-
connector terminals in a suspect circuit should be vated briefly to verify function.
carefully reformed to increase contact tension. • The voltage output from the wheel speed sensors is
(3) Poor terminal to wire connection. This requires verified to be within the correct operating range.
removing the terminal from the connector body to in- If the vehicle is not set in motion within 3 minutes
spect. from the time the ignition switch is set in the on po-
(4) Pin presence in the connector assembly sition. The solenoid test is bypassed but the pump/
If a visual check does not find the cause of the motor is activated briefly to verify that it is
problem, operate the car in an attempt to duplicate operating correctly.
the condition and record the Fault code.
Most failures of the ABS system will disable Anti- CONTROLLER ANTI-LOCK BRAKE (CAB)
Lock function for the entire ignition cycle even if the Fault codes are kept in a Non-Volatile memory un-
fault clears before key-off. There are some failure til either erased by the technician using the DRB II
conditions, however, which will allow ABS operation or erased automatically after 50 ignition cycles (key
to resume during the ignition cycle in which a fail- ON-OFF cycles). The only fault that will not be
ure occurred. If the failure conditions are no longer erased after 50 (KEY CYCLES) is the (CAB) fault. A
present. The following conditions may result in inter- (CAB) fault can only be erased by the technician us-
mittent illumination of the Amber Anti-Lock Warn- ing the DRB II diagnostic tester. More than one fault
ing Lamp. All other failures will cause the lamp to can be stored at a time. The number of key cycles
remain on until the ignition switch is turned off. Cir- since the most recent fault was stored is also dis-
cuits involving these inputs to the (CAB) should be played. Most functions of the (CAB) and ABS system
investigated if a complaint of intermittent warning can be accessed by the technician for testing and di-
system operation is encountered. agnostic purposes by using the DRB II.
(1) Low system voltage. If Low System Voltage is
detected by the (CAB), the (CAB) will turn on the LATCHING VERSUS NON-LATCHING ABS
Amber Anti-Lock Warning Lamp until normal sys- FAULTS
tem voltage is achieved. Once normal voltage is seen Some faults detected by the (CAB) are latching; the
at the (CAB), normal operation resumes. fault is latched and (ABS) is disabled until the igni-
(2) Anti-Lock relay. If the relay fails to make the tion switch is reset. Thus ABS is disabled even if the
ground circuit connection or is an intermittent original fault has disappeared. Other faults are non-
ground. The (CAB) will turn on the Amber Anti-Lock latching; any warning lights that are turned on, are
Warning Light. only turned on as long as the fault condition exists.
5 - 126 ANTI-LOCK 6 BRAKE SYSTEM Ä

As soon as the condition goes away, the Anti-Lock BLEEDING BENDIX ANTI-LOCK 6 BRAKE
Warning Light is turned off. Although a fault code SYSTEM
will be set in most cases. The Anti-Lock Brake System must be bled anytime
air is permitted to enter the hydraulic system, due to
BENDIX ABS SYSTEMS DIAGNOSTICS disconnection of brake lines, hoses of components.
Bendix Anti-Lock 6 Brake System Diagnostics, be- If the Modulator Assembly is removed from the ve-
yond basic mechanical diagnostics, covered earlier in hicle, both the Base Brake System and the Anti-Lock
this section. Are accomplished by using the DRB II Brake System must be bled using the appropriate
scan tool. See testing procedures outlined in the Ben- procedures. It is important to note that excessive air
dix Anti-Lock 6 Diagnostics Manual for the 1992 in the brake system will cause a soft or spongy feel-
M.Y. vehicles. ing brake pedal.
Please refer to the above mentioned manual for During bleeding operations, be sure that the brake
any further electronic diagnostics and service proce- fluid level remains close to the FULL level in the
dures that are required on the Bendix Anti-Lock 6 reservoir. Check the fluid level periodically during
Brake System. the bleeding procedure and add DOT 3 brake fluid as
required.
ON-CAR ABS BRAKE SYSTEM SERVICE The Bendix Anti-Lock 6 Brake System must be
GENERAL SERVICE PRECAUTIONS bled as two independent braking systems. The non
The following are general cautions which should be ABS portion of the brake system is to be bled the

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observed when servicing the Anti-Lock brake system same as any non ABS system. Refer to the Service
and/or other vehicle systems. Failure to observe Adjustments section in this manual for the proper
these precautions may result in Anti-Lock Brake bleeding procedure to be used. This brake system can
System component damage. be either pressure bled or manually bled.
If welding work is to be performed on the vehicle, The Anti-Lock portion of brake system MUST be
using an electric arc welder, the (CAB) connector bled separately. This bleeding procedure requires the
should be disconnected during the welding operation. use of the DRB II Diagnostic tester and the bleeding
The (CAB) connector should never be connected or sequence procedure outlined below.
disconnected with the ignition switch in the ON po-
ABS BLEEDING PROCEDURE (FIG. 1)
sition.
(1) Assemble and install all brake system compo-
Many components of the Anti-Lock Brake System
nents on vehicle making sure all hydraulic fluid
are not serviceable and must be replaced as an as-
lines are installed and properly torqued.
sembly. Do not disassemble any component which is
(2) Bleed the base brake system. Using the stan-
not designed to be serviced.
dard pressure or manual bleeding procedure as out-
CHECKING BRAKE FLUID LEVEL lined in the Service Adjustments section of this
service manual.
CAUTION: Only use brake fluid conforming to DOT To perform the bleeding procedure on the ABS
3 specifications, such as Mopar or Equivalent. Do unit. The battery and acid shield must be removed
not use any fluid which contains a petroleum base. from the vehicle. Reconnect the vehicles battery, to
Do not use a container which has been used for pe- the vehicles positive and negative battery cables us-
troleum based fluids or a container which is wet ing jumper cables. This is necessary to allow access
with water. Petroleum based fluids will cause swell- to the 4 bleeder screws located on the top of the Mod-
ing and distortion of rubber parts in the hydraulic ulator assembly.
brake system. Water will mix with brake fluid, low- (3) Connect the DRB II Diagnostics Tester to the
ering the fluid boiling point. Keep all brake fluid diagnostics connector. Located behind the Fuse Panel
containers capped to prevent contamination. Re- access cover on the lower section of the dash panel to
move the front cap of the master cylinder reservoir the left of the steering column. (It is a blue 6 way
and fill to the bottom of the split ring. connector).
(4) Using the DRB II check to make sure the
For the specific procedure for the inspection of (CAB) does not have any fault codes stored. If it does
brake fluid level and adding of brake to the reser- remove them using the DRB II.
voir. Refer to the Service Adjustments Section in this
group of the service manual.
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 127

WARNING: WHEN BLEEDING THE MODULATOR (4) Bleed the Primary Sump. Until a clear air free
ASSEMBLY WEAR SAFETY GLASSES. A CLEAR flow of brake fluid is evident in the clear hose and no
BLEED TUBE MUST BE ATTACHED TO THE air bubbles appear in the container, or the brake
BLEEDER SCREWS AND SUBMERGED IN A CLEAR pedal bottoms.
CONTAINER FILLED PART WAY WITH CLEAN (5) Tighten the bleeder screw and release the
BRAKE FLUID. DIRECT THE FLOW OF BRAKE brake pedal.
FLUID AWAY FROM THE PAINTED SURFACES OF (6) Repeat steps 2 through 5 until a clear air free
THE VEHICLE. BRAKE FLUID AT HIGH PRESSURE flow of brake fluid is coming out of the Primary
MAY COME OUT OF THE BLEEDER SCREWS, Sump bleeder screw.
WHEN OPENED. (7) Next select and actuate the LR Build/Decay
Valve. Again repeat steps 2 through 5 until a clean
When bleeding the Modulator Assembly. The fol- air free flow of brake fluid is coming out of the Pri-
lowing bleeding sequence MUST be followed to in- mary Sump bleeder screw.
sure complete and adequate bleeding of the brakes
hydraulic system. The Modulator Assembly can be
bled using a Manual bleeding procedure or standard
Pressure Bleeding Equipment.
If the brake system is to be bled using pressure
bleeding equipment. Refer to Bleeding Brake System,
in the Service Adjustments section at the beginning

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of this group, for proper equipment usage and proce-
dures.

MODULATOR ASSEMBLY BLEEDING

SEQUENCE

1 SECONDARY SUMP
(1) Put a bleeder tube on the Secondary Sump
bleeder screw (Fig. 1).
(2) Use a pressure bleeder, or have an assistant,
apply light and constant pressure on the brake pedal.
Loosen the Secondary Sump bleeder screw (Fig. 1).
(3) Using the DRB II select the Actuate Valves
test mode. Then actuate the LF Build/Decay Valve.
(4) Bleed the Secondary Sump. Until a clear air
free flow of brake fluid is evident in the clear hose
and no air bubbles appear in the container, or the
brake pedal bottoms.
(5) Tighten the bleeder screw and release the
brake pedal.
(6) Repeat steps 2 through 5 until a clear air free Fig. 1 Bleeding ABS Modulator Assembly
flow of brake fluid is coming out of the Secondary
3 PRIMARY ACCUMULATOR
Sump bleeder screw.
(1) Put a bleeder tube on the Primary Accumulator
(7) Next select and actuate the RR Build/Decay
bleeder screw. (Fig. 1)
Valve. Again repeat steps 2 through 5 until a clean
(2) Use a pressure bleeder, or have an assistant,
air free flow of brake fluid is coming out of the Sec-
apply light and constant pressure on the brake pedal.
ondary Sump bleeder screw.
Loosen the Primary Accumulator bleeder screw (Fig.
1).
2 PRIMARY SUMP
(3) Using the DRB II select the Actuate Valves
(1) Put a bleeder tube on the Primary Sump test mode. Then actuate the RF/LR Isolation Valve.
bleeder screw (Fig. 1). (4) Bleed the Primary Accumulator. Until a clear
(2) Use a pressure bleeder, or have an assistant, air free flow of brake fluid is evident in the clear
apply light and constant pressure on the brake pedal. hose and no air bubbles appear in the container, or
Loosen the Primary Sump bleeder screw (Fig. 1). the brake pedal bottoms.
(3) Using the DRB II select the Actuate Valves (5) Tighten the bleeder screw and release the
test mode. Then actuate the RF Build/Decay Valve. brake pedal.
5 - 128 ANTI-LOCK 6 BRAKE SYSTEM Ä

(6) Repeat steps 2 through 5 until a clear air free PUMP/MOTOR SERVICE
flow of brake fluid is coming out of the Primary Ac- On the Bendix Anti-Lock 6 Brake System the
cumulator bleeder screw. Pump/Motor assembly can only be serviced as part of
(7) Next select and actuate the RF Build/Decay Modulator Assembly.
Valve. Again repeat steps 2 through 5 until a clean
air free flow of brake fluid is coming out of the Pri- MODULATOR ASSEMBLY (FIG. 2)
mary Accumulator bleeder screw.
REMOVAL
4 SECONDARY ACCUMULATOR (1) Center vehicle on hoist, or raise front of vehicle
(1) Put a bleeder tube on the Secondary Accumu- on jack stands.
lator bleeder screw. (Fig. 1) (2) Disconnect and remove the battery, battery
(2) Use a pressure bleeder, or have an assistant, tray and acid shield covering the modulator assembly
apply light and constant pressure on the brake pedal. (Fig. 2).
Loosen the Secondary Accumulator bleeder screw (3) Disconnect the delta (P) switch electrical con-
(Fig. 1). nector from the Modulator Assembly (Fig. 3). Re-
(3) Using the DRB II select the Actuate Valves move the top Modulator Assembly bracket to fender
test mode. Then actuate the LF/RR Isolation Valve. shield mounting bolt (Fig. 2).
(4) Bleed the Secondary Accumulator. Until a clear (4) Disconnect the 2 master cylinder supply tubes
air free flow of brake fluid is evident in the clear at the Modulator Assembly. Loosen the 2 tubes at
hose and no air bubbles appear in the container, or the Master Cylinder so the tubes can be swung out of

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the brake pedal bottoms. the way without kinking them (Fig. 4)
(5) Tighten the bleeder screw and release the (5) Raise the vehicle on the hoist.
brake pedal. (6) From under the vehicle disconnect the Modula-
(6) Repeat steps 2 through 5 until a clear air free tor Assembly 10 way connector (Fig. 3). Remove the
flow of brake fluid is coming out of the Secondary 4 remaining hydraulic brake tubes from the Modula-
Accumulator bleeder screw. tor Assembly.
(7) Next select and actuate the LF Build/Decay (7) Remove Modulator Assembly bracket mounting
Valve. Again repeat steps 2 through 5 until a clean bolt closest to junction block.
air free flow of brake fluid is coming out of the Pri- (8) Loosen but do not fully remove bracket mount-
mary Accumulator bleeder screw. ing bolt nearest the radiator.
(9) Lower the vehicle, the Modulator Assembly and
bracket can now be lifted out of the vehicle (Fig. 1)

Fig. 2 Modulator Assembly

Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 129

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Fig. 2 Modulator Assembly Removal
Fig. 3 Modulator Assembly Electrical Connections
INSTALLATION
(2) Install but do not tighten the Modulator As-
(1) Install the Modulator Assembly in the vehicle. sembly bracket to fender shield attaching bolt.
Use the protruding tab on the Modulator Assembly (3) Raise the vehicle on the hoist. Install the Mod-
to locate and hold the assembly in place in the vehi- ulator Assembly bracket mounting bolt near the
cle. Make sure the bracket is held by the front
mounting bolt.

Fig. 4 Brake Tube and Hose Routing at Modulator Assembly

5 - 130 ANTI-LOCK 6 BRAKE SYSTEM Ä

junction block. Torque both lower mounting bracket

bolts to 28 NIm (250 in. lbs.)
(4) Reinstall the 4 hydraulic brake tubes to the
Modulator Assembly and torque the fittings to 16
NIm (145 in. lbs.).
(5) Reconnect the 10 way Modulator assembly con-
nector, and the delta P switch connector.
(6) Lower the vehicle and install the 2 master cyl-
inder supply tubes to the Modulator Assembly.
Torque the Modulator Assembly fittings and the
master cylinder fittings to 16 NIm (145 in.lbs.).
(7) Torque the Modulator to fender splash shield
attaching bolt to 28 NIm (250 in. lbs.)
(8) Bleed the brake system. Refer to the Bleeding
Bendix Anti 6 Brake System in this section of the
manual for proper bleeding procedure.
(9) Reinstall the acid shield and battery tray. Re-
install battery and connect battery cables.

MASTER CYLINDER AND POWER BOOSTER

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REMOVAL AND INSTALLATION
If the Master Cylinder or the Power Booster need
to be serviced or replaced. Refer to Master Cylinder
or Power Brake Service section in this group of the
service manual.
After servicing the Master Cylinder. Refer back to
this section of the service manual. For the appropri- Fig. 5 ABS Proportioning Valve Identification
ate procedure and sequence, used to bleed the base
(2) Disconnect the wiring harness connectors from
and ABS portion of the brake system
the Anti-Lock relays (Fig. 6). Relays will be removed
PROPORTIONING VALVES (FIG. 5) as part of the (CAB) bracket.
(3) Disconnect the wiring harness 60 way connec-
CAUTION: Proportioning valves should never be tor (Fig. 6) from the Controller Anti-Lock Brake
disassembled. Module (CAB). VERIFY THAT THE VEHICLE
IGNITION IS OFF BEFORE REMOVING THE
60 WAY CONNECTOR.
REMOVAL
(4) Remove the 2 (CAB) module bracket, to frame
(1) Remove brake tube and fitting from proportion-
rail mounting bolts (Fig. 6)
ing valve.
(5) Remove the (CAB) module from the vehicle.
(2) Remove proportioning valve from Modulator
(6) Remove the 3 (CAB) to bracket mounting
Assembly.
screws and remove the (CAB) from the mounting
INSTALLATION bracket (Fig. 7).
(1) Install proportioning valve on Modulator As-
INSTALLATION
sembly and tighten to 40 NIm (30 ft. lbs.) torque.
(2) Install brake tube on proportioning valve. The Controller Anti-Lock Brake (CAB) module in-
Tighten tube nut to 15 NIm (11 ft. lbs.) torque. stallation is done in the reverse order of removal.
(3) Bleed the affected brake line, see Bleeding Ben-
dix Anti Lock 6 Brake System in this section of the REMOVAL/INSTALLATION OF SYSTEM AND
manual. WARNING LAMP RELAY
The System and Warning Lamp relay are both ser-
ELECTRONIC COMPONENTS viced together as an assembly, with the mounting
bracket. They are mounted to a separate bracket that
CONTROLLER ANTI-LOCK BRAKE (CAB) is attached to the (CAB) bracket assembly (Fig. 8).
REMOVAL
(1) Turn vehicle ignition off.
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 131

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Fig. 8 System Relay/Warning Lamp Relay Location
(2) Remove the screw (Fig. 9) holding the relay
bracket to the (CAB) bracket. Remove the relays and
bracket assembly

Fig. 6 Location Controller Anti-Lock Brake (CAB)

Fig. 7 (CAB) Removal From Mounting Bracket Fig. 9 Relay And Bracket Removal
REMOVE INSTALL
(1) Hold the relays with one hand, while pulling (1) Mount the relay and bracket assembly to the
strait down on the wiring harness connector. Until (CAB) bracket, with the mounting screw (Fig. 9).
the connectors are free from the relays (do not twist (2) Holding the relays with one hand, push the
the connectors). wiring harness connector strait onto the terminals of
the relay. Make sure the connector is fully seated
onto the terminals of the relay.
5 - 132 ANTI-LOCK 6 BRAKE SYSTEM Ä

REMOVE/INSTALL PUMP MOTOR RELAY WHEEL SPEED SENSORS

Find the location of the Pump Motor Relay (Fig. 10
& 11), depending on whether the vehicle has or does INSPECTION
not have a Power Distribution Center. Inspect tonewheel for missing or broken teeth, this
can cause erratic sensor signals.
Tonewheel should show no evidence of contact with
the wheel speed sensor. If contact was made, deter-
mine cause and correct.
Excessive runout of the tonewheel can cause er-
ratic wheel speed sensor. Replace assembly if runout
exceeds approximately 0.25 mm (0.010 inch).

FRONT WHEEL SPEED SENSOR (FIG. 12)

REMOVAL
(1) Raise vehicle and remove wheel and tire as-
sembly.
(2) Remove screw from grommet retainer clip that
holds the grommet into fender shield (Fig. 12).
(3) Remove the 2 screws that fasten the sensor

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routing tube to the frame rail.
(4) Carefully, pull sensor assembly grommet from
fender shield.
(5) Unplug speed sensor connector from vehicle
wiring harness.
(6) Remove the sensor assembly grommets from
Fig. 10 Pump Motor Relay Location With Power the retainer brackets.
Distribution Center
(7) Remove sensor head screw.
(8) Carefully, remove sensor head from steering
knuckle. If the sensor has seized, due to corrosion,
DO NOT USE PLIERS ON SENSOR HEAD. Use
a hammer and a punch and tap edge of sensor ear,
rocking the sensor side to side until free.

Fig. 11 Pump Motor Relay Location W/O Power

Distribution Center
(1) Hold the relay with one hand. While pulling
the relay connector strait off the relay terminals.
(2) Remove the relay from the vehicle.
(3) Installation is done in the reverse order off re-
moval. Be sure that the wiring harness connector is
fully seated onto the terminals of the Pump Motor
Relay.
Fig. 12 Front Wheel Speed Sensor Routing
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 133

INSTALLATION (2) Remove sensor assembly grommet from under-

(1) Connect the wheel speed sensor connector to body and pull harness through hole in underbody.
the wiring harness. (3) Unplug connector from harness.
(2) Push sensor assembly grommet into hole in (4) Remove sensor assembly grommets from
fender shield. Install clip and screw. bracket which is screwed into the body hose bracket,
(3) Install the 2 screws that fasten the speed sen- just forward of trailing arm bushing (batwing brack-
sor routing tube to the frame rail. et.)
(4) Install sensor grommets in brackets on fender
(5) Remove sensor and brake tube assembly clip,
shield and strut damper.
located on the inboard side of trailing arm.
(5) Coat the speed sensor with High Temperature
Multi-purpose E.P. Grease before installing into the (6) Remove sensor wire fastener from rear brake
steering knuckle. Install screw tighten to 7 NIm (60 hose bracket.
in. lbs.) (7) Remove outboard sensor assembly retainer nut.
This nut also is used to capture the brake tube clip.
CAUTION: Proper installation of wheel speed sen- (8) Remove sensor head screw.
sor cables is critical to continued system operation. (9) Carefully, remove sensor head from adapter as-
Be sure that cables are installed in retainers. Fail- sembly. If the sensor has seized, due to corrosion, DO
ure to install cables in retainers, as shown in this NOT USE PLIERS ON SENSOR HEAD. Use a ham-
section, may result in contact with moving parts
mer and a punch and tap edge of sensor ear, rocking
and/or over extension of cables, resulting in an
the sensor side to side until free.

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open circuit.
INSTALLATION
REAR WHEEL SPEED SENSOR (FIGS. 13 AND Installation is reverse order of removal. Be sure to
14) coat sensor with High Temperature Multi-purpose
E.P. Grease before installing into adapter assembly.
REMOVAL
Tighten screw to 7 NIm (60 in. lbs.) torque.
(1) Raise vehicle and remove wheel and tire as-
sembly.

Fig. 13 Rear Wheel Speed Sensor Routing at Trailing Arm

5 - 134 ANTI-LOCK 6 BRAKE SYSTEM Ä

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Fig. 14 Body Routing of Rear Speed Sensor Wiring
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 135

SPECIFICATIONS
SPECIFICATIONS METRIC TIGHTENING REFERENCE

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BRAKE ACTUATION SYSTEM
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