Brakes: Base Brake System
Brakes: Base Brake System
Brakes: Base Brake System
BRAKES
TABLE OF CONTENTS
page page
TABLE OF CONTENTS
page page
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DESCRIPTION AND OPERATION REMOVAL AND INSTALLATION
BRAKE LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 2 BRAKE LAMP SWITCH . . . . . . . . . . . . . . . . . . . . 14
BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 BRAKE PEDAL. . . . . . . . . . . . . . . . . . . . . . . . . . . 15
BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 2 BRAKE FLUID LEVEL SENSOR . . . . . . . . . . . . . . 15
SERVICE WARNINGS & CAUTIONS . . . . . . . . . . . 2 MASTER CYLINDER RESERVOIR . . . . . . . . . . . . 16
ELECTRONIC BRAKE DISTRIBUTION . . . . . . . . . . 3 MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . . . 17
MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . . . . 3 POWER BRAKE BOOSTER . . . . . . . . . . . . . . . . . 17
POWER BRAKE BOOSTER . . . . . . . . . . . . . . . . . . 3 FRONT DISC BRAKE CALIPER . . . . . . . . . . . . . . 18
RED BRAKE WARNING LAMP . . . . . . . . . . . . . . . . 3 FRONT DISC BRAKE SHOES . . . . . . . . . . . . . . . 19
FRONT DISC BRAKES. . . . . . . . . . . . . . . . . . . . . . 4 FRONT DISC BRAKE ROTOR . . . . . . . . . . . . . . . 21
REAR DISC BRAKES. . . . . . . . . . . . . . . . . . . . . . . 5 REAR DISC BRAKE CALIPER . . . . . . . . . . . . . . . 22
BRAKE HOSES AND LINES . . . . . . . . . . . . . . . . . . 6 REAR DISC BRAKE SHOES . . . . . . . . . . . . . . . . 23
PARKING BRAKES . . . . . . . . . . . . . . . . . . . . . . . . 6 PARKING BRAKE LEVER. . . . . . . . . . . . . . . . . . . 25
DIAGNOSIS AND TESTING REAR DISC BRAKE ROTOR . . . . . . . . . . . . . . . . 25
BASE BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . 6 FRONT PARKING BRAKE CABLE . . . . . . . . . . . . 26
BRAKE LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 8 REAR PARKING BRAKE CABLES . . . . . . . . . . . . 27
FRONT DISC BRAKE ROTOR . . . . . . . . . . . . . . . . 9 PARKING BRAKE SHOES . . . . . . . . . . . . . . . . . . 29
MASTER CYLINDER/POWER BOOSTER . . . . . . . . 9 DISASSEMBLY AND ASSEMBLY
RED BRAKE WARNING LAMP . . . . . . . . . . . . . . . . 9 FRONT DISC BRAKE CALIPER . . . . . . . . . . . . . . 31
REAR DISC BRAKE ROTOR . . . . . . . . . . . . . . . . 10 REAR DISC BRAKE CALIPER . . . . . . . . . . . . . . . 33
BRAKE LINE AND HOSES . . . . . . . . . . . . . . . . . . 11 CLEANING AND INSPECTION
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . 11 CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
BRAKE FLUID CONTAMINATION . . . . . . . . . . . . . 12 ADJUSTMENTS
SERVICE PROCEDURES BRAKE LAMP SWITCH . . . . . . . . . . . . . . . . . . . . 36
BASE BRAKE BLEEDING. . . . . . . . . . . . . . . . . . . 12 PARKING BRAKE SHOE . . . . . . . . . . . . . . . . . . . 36
BRAKE FLUID LEVEL . . . . . . . . . . . . . . . . . . . . . 12 SPECIFICATIONS
MASTER CYLINDER BLEEDING . . . . . . . . . . . . . 12 BRAKE FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
BRAKE TUBE FLARING . . . . . . . . . . . . . . . . . . . . 13 BRAKE COMPONENTS . . . . . . . . . . . . . . . . . . . . 37
DISC ROTOR MACHINING. . . . . . . . . . . . . . . . . . 13 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . . 37
FRONT BRAKE ROTOR MATCH MOUNTING . . . . 13 SPECIAL TOOLS
BASE BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . 37
5-2 BRAKES WJ
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rear wheels in partial braking range. The braking
force of the rear wheels is controlled electronically by
using the inlet and outlet valves located in the HCU. CAUTION: Use Mopar multi-mileage grease or Dow
Factory installed brake linings on all models con- G807 silicone grease on caliper slide pins to ensure
sists of organic base material combined with metallic proper operation.
particles.
ELECTRONIC BRAKE DISTRIBUTION Two push rods are used in the booster. The pri-
mary push rod connects the booster to the brake
DESCRIPTION pedal. The secondary push rod connects the booster
The electronic brake distribution (EBD) functions to the master cylinder to stroke the cylinder pistons.
like a rear proportioning valve. The EBD system uses
the ABS system to control the slip of the rear wheels OPERATION
in partial braking range. The braking force of the The atmospheric inlet valve is opened and closed
rear wheels is controlled electronically by using the by the primary push rod. Booster vacuum supply is
inlet and outlet valves located in the HCU. through a hose attached to an intake manifold fitting
at one end and to the booster check valve at the
OPERATION other. The vacuum check valve in the booster housing
Upon entry into EBD the inlet valve for the rear is a one-way device that prevents vacuum leak back.
brake circuit is switched on so that the fluid supply Power assist is generated by utilizing the pressure
from the master cylinder is shut off. In order to differential between normal atmospheric pressure
decrease the rear brake pressure the outlet valve for and a vacuum. The vacuum needed for booster oper-
the rear brake circuit is pulsed. This allows fluid to ation is taken directly from the engine intake mani-
enter the low pressure accumulator (LPA) in the fold. The entry point for atmospheric pressure is
HCU resulting in a drop in fluid pressure to the rear through a filter and inlet valve at the rear of the
brakes. In order to increase the rear brake pressure housing (Fig. 1).
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the outlet valve is switched off and the inlet valve is The chamber areas forward of the booster dia-
pulsed. This increases the pressure to the rear phragms are exposed to vacuum from the intake
brakes. This will continue until the required slip dif- manifold. The chamber areas to the rear of the dia-
ference is obtained. At the end of EBD braking (no phragms, are exposed to normal atmospheric pres-
brake application) the fluid in the LPA drains back to sure of 101.3 kilopascals (14.7 pounds/square in.).
the master cylinder by switching on the outlet valve Brake pedal application causes the primary push
and draining through the inlet valve check valve. At rod to open the atmospheric inlet valve. This exposes
the same time the inlet valve is switched on to pre- the area behind the diaphragms to atmospheric pres-
vent a hydraulic short circiut in case of another sure. The resulting pressure differential provides the
brake application. extra apply force for power assist.
The EBD will remain functional during many ABS The booster check valve, check valve grommet and
fault modes. If the red and amber warning lamps are booster seals are serviceable.
illuminated the EBD may have a fault.
MASTER CYLINDER
RED BRAKE WARNING LAMP
DESCRIPTION
DESCRIPTION The master cylinder body is made of aluminum
A red warning lamp is used for the service brake and contains a primary and secondary piston assem-
portion of the hydraulic system. The lamp is located bly. The cylinder body including the piston assem-
in the instrument cluster. blies are not serviceable. If diagnosis indicates an
internal problem with the cylinder body, it must be
OPERATION replaced as an assembly. The master cylinder has a
The lamp is turned on momentarily when the igni- removable reservoir and fluid level indicator. The res-
tion switch is turn to the on position. This is a self ervoir, reservoir grommets, reservoir cap and fluid
test to verify the lamp is operational. level switch are the only replaceable parts on the
The red warning light alerts the driver if the fluid master cylinder.
level is low or the parking brakes are applied. A red
warning lamp with an amber warning lamp may OPERATION
indicate a electronic brake distribution fault. The master cylinder bore contains a primary and
secondary piston. The primary piston supplies
POWER BRAKE BOOSTER hydraulic pressure to the front brakes. The secondary
piston supplies hydraulic pressure to the rear brakes.
DESCRIPTION The master cylinder reservoir stores reserve brake
The booster assembly consists of a housing divided fluid for the hydraulic brake circuits.
into separate chambers by two internal diaphragms.
The outer edge of each diaphragm is attached to the
booster housing.
5-4 BRAKES WJ
DESCRIPTION AND OPERATION (Continued)
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Fig. 1 Power Brake Booster–Typical
1 – VACUUM CHECK VALVE 7 – PRIMARY PUSH ROD (TO BRAKE PEDAL)
2 – FRONT DIAPHRAGM 8 – ATMOSPHERIC INLET VALVE ASSEMBLY
3 – REAR DIAPHRAGM 9 – BOOSTER MOUNTING STUDS (4)
4 – HOUSING 10 – SECONDARY PUSH ROD (TO MASTER CYLINDER)
5 – SEAL 11 – MASTER CYLINDER MOUNTING STUD (2)
6 – AIR FILTER 12 – SPRING
FRONT DISC BRAKES means pressure exerted against the caliper pistons
and within the caliper bores will be equal (Fig. 2).
DESCRIPTION Fluid pressure applied to the pistons is transmit-
The calipers are twin piston type. The calipers are ted directly to the inboard brake shoe. This forces the
free to slide laterally on the anchor, this allows con- shoe lining against the inner surface of the disc
tinuous compensation for lining wear. brake rotor. At the same time, fluid pressure within
the piston bores forces the caliper to slide inward on
OPERATION the slide pins. This action brings the outboard brake
When the brakes are applied fluid pressure is shoe lining into contact with the outer surface of the
exerted against the caliper pistons. The fluid pres- disc brake rotor.
sure is exerted equally and in all directions. This
WJ BRAKES 5-5
DESCRIPTION AND OPERATION (Continued)
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REAR DISC BRAKES
Fig. 2 Brake Caliper Operation
1 – CALIPER DESCRIPTION
2 – PISTON The rear disc brakes consist of single piston float-
3 – PISTON BORE ing-type calipers and solid rotors. The rear caliper is
4 – SEAL mounted on an anchor attached to an adapter
5 – INBOARD SHOE attached the rear axle tube flange. The anchors are
6 – OUTBOARD SHOE secured to the adapters with mounting bolts. The
disc brake rotor splash shield is part of the adaptor.
Fluid pressure acting simultaneously on the pis- The disc brake rotor has a built in brake drum used
tons and caliper to produces a strong clamping for the parking brakes (Fig. 4). The parking brake
action. When sufficient force is applied, friction will shoes are mounted to the adaptor.
stop the rotors from turning and bring the vehicle to
a stop.
Application and release of the brake pedal gener-
ates only a very slight movement of the caliper and
pistons. Upon release of the pedal, the caliper and
pistons return to a rest position. The brake shoes do
not retract an appreciable distance from the rotor. In
fact, clearance is usually at, or close to zero. The rea-
sons for this are to keep road debris from getting
between the rotor and lining and in wiping the rotor
surface clear each revolution. Fig. 4 Rear Disc Brake Rotor
The caliper piston seals control the amount of pis- 1 – PARKING BRAKE DRUM SURFACE
ton extension needed to compensate for normal lining 2 – REAR DISC BRAKE ROTOR
wear.
During brake application, the seals are deflected
outward by fluid pressure and piston movement (Fig. OPERATION
3). When the brakes (and fluid pressure) are When the brakes are applied fluid pressure is
released, the seals relax and retract the pistons. exerted against the caliper pistons. The fluid pres-
The front outboard brake shoes have wear indica- sure is exerted equally and in all directions. This
tors. means pressure exerted against the caliper pistons
and within the caliper bores will be equal (Fig. 2).
Fluid pressure applied to the pistons is transmit-
ted directly to the inboard brake shoe. This forces the
shoe lining against the inner surface of the disc
5-6 BRAKES WJ
DESCRIPTION AND OPERATION (Continued)
brake rotor. At the same time, fluid pressure within DIAGNOSIS AND TESTING
the piston bores forces the caliper to slide inward on
the slide pins. This action brings the outboard brake BASE BRAKE SYSTEM
shoe lining into contact with the outer surface of the Base brake components consist of the brake shoes,
disc brake rotor. calipers, rear park brake drums/rotors, front brake
Fluid pressure acting simultaneously on the pis- rotors, brake lines, master cylinder, booster, HCU
tons and caliper to produces a strong clamping and parking brake shoes.
action. When sufficient force is applied, friction will Brake diagnosis involves determining if the prob-
stop the rotors from turning and bring the vehicle to lem is related to a mechanical, hydraulic, electrical
a stop. or vacuum operated component.
Application and release of the brake pedal gener- The first diagnosis step is the preliminary check.
ates only a very slight movement of the caliper and
pistons. Upon release of the pedal, the caliper and PRELIMINARY BRAKE CHECK
pistons return to a rest position. The brake shoes do (1) Check condition of tires and wheels. Damaged
not retract an appreciable distance from the rotor. In wheels and worn, damaged, or underinflated tires
fact, clearance is usually at, or close to zero. The rea- can cause pull, shudder, vibration, and a condition
sons for this are to keep road debris from getting similar to grab.
between the rotor and lining and in wiping the rotor (2) If complaint was based on noise when braking,
surface clear each revolution. check suspension components. Jounce front and rear
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The caliper piston seals control the amount of pis- of vehicle and listen for noise that might be caused
ton extension needed to compensate for normal lining by loose, worn or damaged suspension or steering
wear. components.
During brake application, the seals are deflected (3) Inspect brake fluid level and condition. Note
outward by fluid pressure and piston movement (Fig. that the brake reservoir fluid level will decrease in
3). When the brakes (and fluid pressure) are proportion to normal lining wear. Also note that
released, the seals relax and retract the pistons. brake fluid tends to darken over time. This is
The front outboard brake shoes have wear indica- normal and should not be mistaken for contam-
tors. ination.
(a) If fluid level is abnormally low, look for evi-
PARKING BRAKES dence of leaks at calipers, brake lines, master cyl-
The parking brakes operated by a automatic ten- inder, and HCU.
sioner mechanism built into the hand lever and cable (b) If fluid appears contaminated, drain out a
system. The front cable is connected to the hand sample to examine. System will have to be flushed
lever and the equalizer. The rear cables attached to if fluid is separated into layers, or contains a sub-
the equalizer and the parking brake shoe actuator. stance other than brake fluid. The system seals,
A set of drum type brake shoes are used for park- cups, hoses, master cylinder, and HCU will also
ing brakes. The shoes are mounted to the rear disc have to be replaced after flushing. Use clean brake
brake adaptor. The parking brake drum is integrated fluid to flush the system.
into the rear disc brake rotor. (4) Check parking brake operation. Verify free
Parking brake cable adjustment is controlled by an movement and full release of cables and lever. Also
automatic tensioner mechanism. The only adjust- note if vehicle was being operated with parking
ment if necessary is to the park brake shoes if the brake partially applied.
linings are worn. (5) Check brake pedal operation. Verify that pedal
does not bind and has adequate free play. If pedal
BRAKE HOSES AND LINES lacks free play, check pedal and power booster for
being loose or for bind condition. Do not road test
DESCRIPTION until condition is corrected.
Flexible rubber hose is used at both front brakes, (6) Check booster vacuum check valve and hose.
rear brakes and at the rear axle junction block. Dou- (7) If components checked appear OK, road test
ble walled steel tubing is used. Double inverted style the vehicle.
and ISO style flares are used on the brake lines.
ROAD TESTING
(1) If complaint involved low brake pedal, pump
pedal and note if it comes back up to normal height.
WJ BRAKES 5-7
DIAGNOSIS AND TESTING (Continued)
(2) Check brake pedal response with transmission BRAKE DRAG
in neutral and engine running. Pedal should remain Brake drag occurs when the lining is in constant
firm under constant foot pressure. contact with the rotor or drum. Drag can occur at one
(3) During road test, make normal and firm brake wheel, all wheels, fronts only, or rears only.
stops in 25-40 mph range. Note faulty brake opera- Drag is a product of incomplete brake release.
tion such as low pedal, hard pedal, fade, pedal pulsa- Drag can be minor or severe enough to overheat the
tion, pull, grab, drag, noise, etc. linings, rotors and park brake drums.
(4) Attempt to stop the vehicle with the parking Minor drag will usually cause slight surface char-
brake only (do not exceed 25 mph) and note grab, ring of the lining. It can also generate hard spots in
drag, noise, etc. rotors and park brake drums from the overheat-cool
down process. In most cases, the rotors, wheels and
PEDAL FALLS AWAY tires are quite warm to the touch after the vehicle is
A brake pedal that falls away under steady foot stopped.
pressure is generally the result of a system leak. The Severe drag can char the brake lining all the way
leak point could be at a brake line, fitting, hose, or through. It can also distort and score rotors to the
caliper. If leakage is severe, fluid will be evident at point of replacement. The wheels, tires and brake
or around the leaking component. components will be extremely hot. In severe cases,
Internal leakage (seal by-pass) in the master cylin- the lining may generate smoke as it chars from over-
der caused by worn or damaged piston cups, may heating.
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also be the problem cause. Common causes of brake drag are:
An internal leak in the ABS system may also be • Parking brake partially applied.
the problem with no visual fluid leak. • Loose/worn wheel bearing.
• Seized caliper.
LOW PEDAL • Caliper binding.
If a low pedal is experienced, pump the pedal sev- • Loose caliper mounting.
eral times. If the pedal comes back up, the most • Mis-assembled components.
likely causes are worn linings, rotors, or calipers are • Damaged brake lines.
not sliding on the slide pins. The proper course of If brake drag occurs at the front, rear or all
action is to inspect and replace all worn component. wheels, the problem may be related to a blocked mas-
ter cylinder return port, faulty power booster (binds-
SPONGY PEDAL does not release) or the ABS system.
A spongy pedal is most often caused by air in the
system. However substandard brake hoses can cause BRAKE FADE
a spongy pedal. The proper course of action is to Brake fade is usually a product of overheating
bleed the system, and replace substandard quality caused by brake drag. However, brake overheating
brake hoses if suspected. and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
HARD PEDAL OR HIGH PEDAL EFFORT in a short time span, or constant braking on steep
A hard pedal or high pedal effort may be due to mountain roads. Refer to the Brake Drag information
lining that is water soaked, contaminated, glazed, or in this section for causes.
badly worn. The power booster, check valve, check
valve seal/grommet or vacuum leak could also cause BRAKE PULL
a hard pedal or high pedal effort. Front brake pull condition could result from:
• Contaminated lining in one caliper
PEDAL PULSATION • Seized caliper piston
Pedal pulsation is caused by components that are • Binding caliper
loose, or beyond tolerance limits. • Loose caliper
The primary cause of pulsation are disc brake • Rusty caliper slide surfaces
rotors with excessive lateral runout or thickness vari- • Improper brake shoes
ation. Other causes are loose wheel bearings or cali- • Damaged rotor
pers and worn, damaged tires. • Wheel alignment.
• Tire pressure.
NOTE: Some pedal pulsation may be felt during
A worn, damaged wheel bearing or suspension
ABS activation.
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
5-8 BRAKES WJ
DIAGNOSIS AND TESTING (Continued)
A common and frequently misdiagnosed pull condi- BRAKE NOISES
tion is where direction of pull changes after a few Some brake noise is common on some disc brakes
stops. The cause is a combination of brake drag fol- during the first few stops after a vehicle has been
lowed by fade at one of the brake units. parked overnight or stored. This is primarily due to
As the dragging brake overheats, efficiency is so the formation of trace corrosion (light rust) on metal
reduced that fade occurs. Since the opposite brake surfaces. This light corrosion is typically cleared from
unit is still functioning normally, its braking effect is the metal surfaces after a few brake applications
magnified. This causes pull to switch direction in causing the noise to subside.
favor of the normally functioning brake unit.
An additional point when diagnosing a change in BRAKE SQUEAK/SQUEAL
pull condition concerns brake cool down. Remember Brake squeak or squeal may be due to linings that
that pull will return to the original direction, if the are wet or contaminated with brake fluid, grease, or
dragging brake unit is allowed to cool down (and is oil. Glazed linings and rotors with hard spots can
not seriously damaged). also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
REAR BRAKE DRAG OR PULL squeal.
Rear drag or pull may be caused by improperly A very loud squeak or squeal is frequently a sign of
adjusted park brake shoes or seized parking brake severely worn brake lining. If the lining has worn
cables, contaminated lining, bent or binding shoes or through to the brake shoes in spots, metal-to-metal
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improperly assembled components. This is particu- contact occurs. If the condition is allowed to continue,
larly true when only one rear wheel is involved. rotors may become so scored that replacement is nec-
However, when both rear wheels are affected, the essary.
master cylinder or ABS system could be at fault.
NOTE: The front outer brake shoes are equipped
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP with a wear indicator. The indicator will produce an
WATER PUDDLES audible noise when it contacts the rotor surface.
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a BRAKE CHATTER
mile or two. However, if the lining is both soaked and Brake chatter is usually caused by loose or worn
dirt contaminated, cleaning and or replacement will components, or glazed/burnt lining. Rotors with hard
be necessary. spots can also contribute to chatter. Additional causes
of chatter are out-of-tolerance rotors, brake lining not
BRAKE LINING CONTAMINATION securely attached to the shoes, loose wheel bearings
Brake lining contamination is mostly a product of and contaminated brake lining.
leaking calipers or worn seals, driving through deep
water puddles, or lining that has become covered THUMP/CLUNK NOISE
with grease and grit during repair. Contaminated lin- Thumping or clunk noises during braking are fre-
ing should be replaced to avoid further brake prob- quently not caused by brake components. In many
lems. cases, such noises are caused by loose or damaged
steering, suspension, or engine components.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components BRAKE LAMP SWITCH
may actually be caused by a wheel or tire problem. Brake lamp switch operation can be tested with an
A damaged wheel can cause shudder, vibration and ohmmeter. The ohmmeter is used to check continuity
pull. A worn or damaged tire can also cause pull. between the pin terminals at different plunger posi-
tions (Fig. 5).
NOTE: Propshaft angle can also cause vibration/
shudder. SWITCH CIRCUIT IDENTIFICATION
• Terminals 1 and 2: brake sensor circuit
Severely worn tires with very little tread left can
• Terminals 3 and 4: speed control circuit
produce a grab-like condition as the tire loses and
• Terminals 5 and 6: brake lamp circuit
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. SWITCH CONTINUITY TEST
Tire damage such as a severe bruise, cut, ply separa-
tion, low air pressure can cause pull and vibration. NOTE: Disconnect switch harness before testing
continuity.
WJ BRAKES 5-9
DIAGNOSIS AND TESTING (Continued)
falls away the master cylinder or HCU may be faulty
(internal leakage).
(5) Start engine and note pedal action. It should
fall away slightly under light foot pressure then hold
firm. If no pedal action is discernible, power booster,
vacuum supply, or vacuum check valve is faulty. Pro-
ceed to the POWER BOOSTER VACUUM TEST.
(6) If the POWER BOOSTER VACUUM TEST
passes, rebuild booster vacuum reserve as follows:
Release brake pedal. Increase engine speed to 1500
rpm, close the throttle and turn off the engine.
(7) Wait a minimum of 90 seconds and try brake
action again. Booster should provide two or more vac-
uum assisted pedal applications. If vacuum assist is
not provided, some component of the booster is faulty.
Fig. 5 Brake Lamp Switch Terminal Identification
1 – TERMINAL PINS
POWER BOOSTER VACUUM TEST
2 – PLUNGER TEST POSITIONS (1) Connect vacuum gauge to booster check valve
with short length of hose and T-fitting (Fig. 6).
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(2) Start and run engine at curb idle speed for one
With the switch plunger retracted, attach test minute.
leads to terminal pins 1 and 2. Replace switch if (3) Observe the vacuum supply. If vacuum supply
meter indicates no continuity. is not adequate, repair vacuum supply.
With the switch plunger retracted, attach test (4) Clamp hose shut between vacuum source and
leads to terminal pins 3 and 4. Replace switch if check valve.
meter indicates no continuity. (5) Stop engine and observe vacuum gauge.
With the switch plunger extended, attach test (6) If vacuum drops more than one inch HG (33
leads to terminal pins 5 and 6. Replace switch if millibars) within 15 seconds, booster diaphragm,
meter indicates no continuity. check valve or check valve seal/grommet is faulty.
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Fig. 6 Typical Booster Vacuum Test Connections
1 – TEE FITTING
2 – SHORT CONNECTING HOSE
3 – CHECK VALVE
4 – CHECK VALVE HOSE
Fig. 8 Measuring Rotor Thickness Variation
5 – CLAMP TOOL
1 – MICROMETER
6 – INTAKE MANIFOLD
2 – ROTOR
7 – VACUUM GAUGE
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1 – DIAL INDICATOR
adjustment, or improperly assembled brake parts.
A too loose condition can also be caused by inoper-
REAR ROTOR THICKNESS VARIATION
ative or improperly assembled parking brake shoe
Variations in rotor thickness will cause pedal pul-
parts.
sation, noise and shudder.
A condition where the parking brakes do not hold,
Measure rotor thickness at a minimum of six
will most probably be due to a wheel brake compo-
points around the rotor face. Position the micrometer
nent.
approximately 19 mm (3/4 in.) from the rotor outer
Items to look for when diagnosing a parking brake
circumference for each measurement (Fig. 8).
problem, are:
Thickness should not vary by more than 0.0127
• Brake shoe wear
mm (0.0005 in.) from point to point on the rotor.
• Drum surface (in rear rotor) machined oversize
Refinish or replace the rotor if necessary.
• Front cable not secured to lever
• Rear cable not attached to actuator
REAR ROTOR LATERAL RUNOUT
• Rear cable seized
Check rotor lateral runout whenever diagnosis
• Parking brake lever not seated
indicates pedal pulsation and rapid, uneven brake
• Parking brake lever bind
lining wear.
The rotor must be securely clamped to the hub to
ensure an accurate runout measurement. Secure the
BRAKE LINE AND HOSES
Flexible rubber hose is used at both front and rear
rotor with the wheel nuts and 4 or 5 large diameter
brakes and at the rear axle junction block. Inspect
flat washers on each stud.
the hoses whenever the brake system is serviced, at
Use a dial indicator to check lateral runout (Fig.
every engine oil change, or whenever the vehicle is in
9). Maximum allowable lateral runout is 0.76 mm
for service.
(0.003 in.).
Inspect the hoses for surface cracking, scuffing, or
worn spots. Replace any brake hose immediately if
PARKING BRAKE
the fabric casing of the hose is exposed due to cracks
NOTE: Parking brake adjustment is controlled by or abrasions.
an automatic cable tensioner and does not require Also check brake hose installation. Faulty installa-
adjustment. The only adjustment that may be nec- tion can result in kinked, twisted hoses, or contact
essary would be to the park brake shoes if they are with the wheels and tires or other chassis compo-
worn. nents. All of these conditions can lead to scuffing,
cracking and eventual failure.
The parking brake switch is in circuit with the red The steel brake lines should be inspected periodi-
warning lamp in the dash. The switch will cause the cally for evidence of corrosion, twists, kinks, leaks, or
lamp to illuminate only when the parking brakes are other damage. Heavily corroded lines will eventually
rust through causing leaks. In any case, corroded or
damaged brake lines should be replaced.
5 - 12 BRAKES WJ
DIAGNOSIS AND TESTING (Continued)
Factory replacement brake lines and hoses are rec- MASTER CYLINDER BLEEDING
ommended to ensure quality, correct length and supe- A new master cylinder should be bled before instal-
rior fatigue life. Care should be taken to make sure lation on the vehicle. Required bleeding tools include
that brake line and hose mating surfaces are clean bleed tubes and a wood dowel to stroke the pistons.
and free from nicks and burrs. Also remember that Bleed tubes can be fabricated from brake line.
right and left brake hoses are not interchangeable.
Use new copper gaskets at all caliper connections. BLEEDING PROCEDURE
Be sure brake line connections are properly made (1) Mount master cylinder in vise with brass jaws.
(not cross threaded) and tightened to recommended (2) Attach bleed tubes to cylinder outlet ports.
torque. Then position each tube end into the bottom of the
reservoir (Fig. 11).
BRAKE FLUID CONTAMINATION (3) Fill reservoir with fresh brake fluid.
Indications of fluid contamination are swollen or (4) Press cylinder pistons inward with wood dowel.
deteriorated rubber parts. Then release pistons and allow them to return under
Swollen rubber parts indicate the presence of spring pressure. Continue bleeding operations until
petroleum in the brake fluid. air bubbles are no longer visible in fluid.
To test for contamination, put a small amount of
drained brake fluid in clear glass jar. If fluid sepa-
rates into layers, there is mineral oil or other fluid
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contamination of the brake fluid.
If brake fluid is contaminated, drain and thor-
oughly flush system. Replace master cylinder with
reservoir, caliper seals, HCU and all hydraulic fluid
hoses.
SERVICE PROCEDURES
BRAKE FLUID LEVEL
Always clean the master cylinder reservoir and cap
before adding fluid. This will prevent dirt from fall-
ing in the reservoir and contaminating the brake
fluid.
Fig. 11 Master Cylinder Bleeding
The reservoir has a MIN and a MAX mark on the
1 – BLEEDING TUBES
side (Fig. 10) fill to the MAX mark. 2 – RESERVOIR
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FRONT BRAKE ROTOR MATCH MOUNTING
If a front rotor is replaced it must be match
mounted to the hub/bearing using the following pro-
cedure.
(1) Install the rotor on the hub/bearing with a
minimum of three washers and lug nuts. Tighten the
nuts to 27 N·m (20 ft. lbs.).
(2) Mark the rotor and one wheel stud.
(3) Position a dial indicator (Fig. 13) 10 mm (0.40
in.) from the outer edge of the rotor.
(4) Rotate the rotor and record the lateral runout
reading.
(5) Repeat the previous steps with the rotor install
at all five possible positions.
(6) Install the rotor on the hub/bearing in the loca-
Fig. 12 Bleed Hose Setup tion with the minimum lateral runout.
1 – BLEED HOSE
2 – FLUID CONTAINER PARTIALLY FILLED WITH FLUID NOTE: Lateral runout should not exceed 0.05 mm
(0.002 in.).
(4) Open up bleeder, then have a helper press
down the brake pedal. Once the pedal is down close BRAKE TUBE FLARING
the bleeder. Repeat bleeding until fluid stream is A preformed metal brake tube is recommended and
clear and free of bubbles. Then move to the next preferred for all repairs. However, double-wall steel
wheel. tube can be used for emergency repair when factory
replacement parts are not readily available.
PRESSURE BLEEDING Special bending tools are needed to avoid kinking
Follow the manufacturers instructions carefully or twisting of metal brake tubes. Special flaring tools
when using pressure equipment. Do not exceed the are needed to make a double inverted flare or ISO
tank manufacturers pressure recommendations. Gen- flare (Fig. 14).
erally, a tank pressure of 51-67 kPa (15-20 psi) is suf-
ficient for bleeding. DOUBLE INVERTED FLARING
Fill the bleeder tank with recommended fluid and (1) Cut off damaged tube with Tubing Cutter.
purge air from the tank lines before bleeding. (2) Ream cut edges of tubing to ensure proper
Do not pressure bleed without a proper master cyl- flare.
inder adapter. The wrong adapter can lead to leak- (3) Install replacement tube nut on the tube.
age, or drawing air back into the system. Use
5 - 14 BRAKES WJ
SERVICE PROCEDURES (Continued)
(9) Tighten tool handle until plug gauge is
squarely seated on jaws of flaring tool. This will start
the inverted flare.
(10) Remove the plug gauge and complete the
inverted flare.
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1 – DIAL INDICATOR
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Fig. 16 ISO Flaring Fig. 17 Brake Lamp Switch
1 – ADAPTER 1 – SWITCH
2 – LUBRICATE HERE 2 – HARNESS CONNECTOR
3 – PILOT
4 – FLUSH WITH BAR
5 – TUBING
BRAKE PEDAL
6 – BAR ASSEMBLY
REMOVAL
(1) Remove retainer clip that holds booster to
(3) Rotate switch approximately 30° in counter- pedal pin (Fig. 18).
clockwise direction to unlock switch retainer. Then (2) Remove nut from pedal shaft.
pull switch rearward and out of bracket. (3) Slide pedal shaft out and remove brake pedal.
(4) Disconnect switch harness and remove switch (4) Remove pedal bushings (Fig. 19) if they are to
from vehicle (Fig. 17). be replaced.
INSTALLATION INSTALLATION
(1) Pull switch plunger all the way out to fully (1) Lubricate bushings, pedal shaft and pedal pin
extended position. with Mopar multi-mileage grease.
(2) Connect harness wires to switch. (2) Install bushings into pedal.
(3) Press and hold brake pedal in applied position. (3) Position pedal in bracket and install pedal
(4) Install switch as follows: Align tab on switch shaft in support and through pedal.
with notch in switch bracket. Then insert switch in (4) Install new nut on pedal shaft and tighten to
bracket and turn it clockwise about 30° to lock it in 27 N·m (20 ft. lbs.).
place.
(5) Release brake pedal. Then pull pedal lightly NOTE: Pedal shaft nut should not be reused.
rearward. Pedal will set plunger to correct position
as pedal pushes plunger into switch body. Switch will (5) Install booster push rod on pedal pin and
make ratcheting sound as it self adjusts. install retainer clip on pedal pin.
(6) Check and adjust stop lamp switch if necessary.
CAUTION: Booster damage may occur if the pedal
pull exceeds 20 lbs. BRAKE FLUID LEVEL SENSOR
REMOVAL
(1) Remove the wire connector from the fluid level
sensor.
5 - 16 BRAKES WJ
REMOVAL AND INSTALLATION (Continued)
(3) Pull the sensor out of the reservoir from the
connector side of the sensor.
INSTALLATION
(1) Install the sensor with a new o-ring into the
reservoir until the locking tabs are engaged.
(2) Install the wire connector to the fluid level sen-
sor.
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Fig. 18 Push Rod Retainer Clip
1 – RETAINER CLIP
2 – PUSH ROD
3 – PEDAL PIN
Fig. 19 Pedal Bushings (4) Pull the reservoir straight up out of the cylin-
1 – BUSHING der.
2 – BUSHING (5) Remove and discard grommets from the cylin-
3 – SHAFT NUT der body.
4 – PEDAL SHAFT
INSTALLATION
(2) From the same side of the master cylinder res- (1) Lubricate new grommets with clean brake
ervoir release the sensor locking taps with a small fluid. Install new grommets into the cylinder body.
screw driver.
WJ BRAKES 5 - 17
REMOVAL AND INSTALLATION (Continued)
CAUTION: Do not use tools to install the grom- (1) Have an assistant depress the brake pedal
mets. Tools may cut, or tear the grommets. Install while guiding the master cylinder on the booster rod
the grommets using finger pressure only. and mounting studs.
(2) Start reservoir in grommets then press the res- CAUTION: Do not depress brake pedal too hard
ervoir straight down to seat the reservoir into the and ensure the booster rod is in the master cylinder
cylinder grommets. piston or booster/master cylinder damage will
occur.
CAUTION: Do not rock the reservoir during instal-
lation. (2) Install master cylinder mounting nuts and
tighten nuts to 25 N·m (18 lb. lbs.).
(3) Verify retaining tabs are seated.
(4) Install the wire connector to the brake fluid NOTE: Use original or factory replacement nuts
level sensor. only.
(5) Fill master cylinder.
(3) Install brake lines and tighten to 16 N·m (144
MASTER CYLINDER in. lbs.).
(4) Install fluid level sensor connector.
REMOVAL (5) Fill and bleed brake system.
(1) Remove the wire connector from the brake fluid
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level sensor. POWER BRAKE BOOSTER
(2) Remove brake lines from master cylinder.
(3) Remove nuts that attach master cylinder to REMOVAL
booster studs (Fig. 21). (1) Remove the master cylinder.
(4) Remove master cylinder from booster. (2) Disconnect vacuum hose at booster check valve.
(3) Remove retainer clip (Fig. 22) that holds
booster push rod on pedal pin. Then slide push rod
off pin.
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Fig. 23 Power Brake Booster Mounting
1 – BOOSTER
2 – DASH PANEL
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1 – SUPPORT SPRING
Fig. 27 Inboard Brake Shoe
2 – CALIPER 1 – CALIPER
2 – INBOARD SHOE
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Fig. 28 Bottoming Caliper Piston Fig. 30 Caliper Slide Pins
1 – ROTOR 1 – SLIDE PIN
2 – CALIPER 2 – SLIDE PIN
3 – CALIPER
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Fig. 32 Outboard Brake Shoe
1 – CALIPER ANCHOR
2 – OUTBOARD BRAKE SHOE
INSTALLATION
(1) Install the inboard brake shoe onto the caliper
(Fig. 31).
(2) Install the outboard shoe onto the caliper
anchor (Fig. 32).
(3) Lubricate the slide pins and slide pin bushings
with Dow Corningt grease G807 or the grease pro-
vided with the brake shoes. Fig. 33 Caliper Anchor Bolts
(4) Install caliper on the caliper anchor. 1 – KNUCKLE
(5) Install the caliper slide pin and tighten to 2 – ANCHOR
29-41 N·m (21-30 ft. lbs.). 3 – ANCHOR BOLTS
(6) Install the caliper slide pin bushing caps. 4 – ROTOR
(7) Install the caliper support spring in the top
end of the caliper and under the anchor. Then install
(4) Secure caliper anchor assembly to nearby sus-
other end into the lower caliper hole. Hold the spring
pension part with a wire. Do not allow brake hose
into the caliper hole with your thumb while prying
to support caliper weight.
the end of the spring out and down under the anchor
(5) Mark the rotor and hub/bearing to maintain
with a screw drive.
original orientation. Remove retainers securing rotor
(8) Install wheel and tire assembly.
to hub studs.
(9) Remove support and lower vehicle.
(6) Remove rotor from hub/bearing.
(10) Pump brake pedal until caliper pistons and
brake shoes are seated and a firm brake pedal is INSTALLATION
obtained.
(11) Fill brake fluid. NOTE: If a new rotor is installed it must be match
mounted to the hub/bearing.
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Fig. 35 Caliper Support Spring
1 – CALIPER
2 – ANCHOR
3 – SUPPORT SPRING
INSTALLATION (2) Lubricate the slide pins and slide pin bushings
with Dow Corningt grease G807 or the grease pro-
(1) Install the inboard brake shoe (Fig. 37).
vided with the caliper.
WJ BRAKES 5 - 23
REMOVAL AND INSTALLATION (Continued)
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Fig. 37 Inboard Brake Shoe Fig. 38 Bottoming Caliper Piston
1 – CALIPER 1 – CALIPER
2 – INBOARD SHOE 2 – CALIPER ANCHOR
(3) Install the caliper on the anchor. (5) Remove the caliper support spring by prying
(4) Install the caliper slide pin and tighten to the spring out of the caliper (Fig. 39).
29-41 N·m (21-30 ft. lbs.).
(5) Install the caliper slide pin caps.
(6) Install the caliper support spring in the top
end of the caliper and under the anchor. Then install
other end into the lower caliper hole. Hold the spring
into the caliper hole with your thumb while prying
the end of the spring out and down under the anchor
with a screw drive.
(7) Install brake hose to caliper with new gasket
washers and tighten banjo bolt to 31 N·m (23 ft. lbs.).
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Fig. 41 Inboard Brake Shoe
1 – CALIPER
2 – INBOARD SHOE
Fig. 40 Caliper Slide Pins
1 – CALIPER
2 – SLIDE PINS
INSTALLATION
(1) Install the inboard brake shoe onto the caliper
(Fig. 41).
(2) Install the outboard brake shoe onto the caliper
anchor (Fig. 42).
(3) Lubricate the slide pins and slide pin bushings
with Dow Corningt grease G807 or the grease pro-
vided with the brake shoes.
(4) Install caliper on the anchor.
(5) Install the caliper slide pin and tighten to
29-41 N·m (21-30 ft. lbs.). Fig. 42 Outboard Brake Shoe
(6) Install the caliper slide pin bushing caps. 1 – OUTBOARD BRAKE SHOE
(7) Install the caliper support spring in the top 2 – CALIPER ANCHOR
end of the caliper and under the anchor. Then install 3 – ROTOR
other end into the lower caliper hole. Hold the spring
into the caliper hole with your thumb while prying (9) Remove support and lower vehicle.
the end of the spring out and down under the anchor
with a screw drive.
(8) Install wheel and tire assembly.
WJ BRAKES 5 - 25
REMOVAL AND INSTALLATION (Continued)
(10) Pump brake pedal until caliper piston and PARKING BRAKE LEVER
brake shoes are seated and a firm brake pedal is
obtained. REMOVAL
(11) Fill brake fluid level if necessary. (1) Remove center console, refer to Group 23 Body.
(2) Lift up rear seat and carpet covering the park-
REAR DISC BRAKE ROTOR ing brake cables.
(3) Place a screw driver through the front cable
REMOVAL eyelet (Fig. 44) and pry back on the front cable.
(1) Raise and support the vehicle.
(2) Remove wheel and tire assembly.
(3) Remove the caliper anchor bolts (Fig. 43).
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Fig. 44 Front Cable Eyelet
1 – REAR CABLES
2 – FRONT CABLE EYELET
3 – FRONT CABLE
4 – EQUALIZER
INSTALLATION
(1) Install rotor on axle studs.
(2) Install the caliper anchor assembly.
(3) Install anchor bolts and tighten to 90-115 N·m
(66-85 ft. lbs.).
(4) Install wheel and tire assembly.
(5) Remove support and lower the vehicle.
(6) Pump brake pedal until caliper pistons and Fig. 45 Lock Out Spring
brake shoes are seated. 1 – LOCK OUT SPRING
5 - 26 BRAKES WJ
REMOVAL AND INSTALLATION (Continued)
(5) Disconnect parking brake switch wiring con- INSTALLATION
nector. (1) Install the lever assembly on the mounting
(6) Disengage front cable end from parking brake studs while feeding the front cable into the lever
lever. bracket.
(7) Compress the cable retainer with a 13 mm (2) Install the console bracket (Fig. 47) and mount-
wrench (Fig. 46) and remove the cable from the park- ing nuts.
ing brake lever bracket. (3) Engage the front cable end to the lever.
(4) Connect parking brake switch wire connector.
(5) Pull on the lever to release the lock out spring.
(6) Install center console, refer to Group 23 Body.
(7) Fold down the rear carpet cover and rear seat.
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eyelet (Fig. 48) and pry back on the front cable.
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(Fig. 50).
(6) Disengage front cable end from the parking (3) Engage front cable ends to the parking brake
brake lever. lever and equalizer.
(7) Remove the front carpet, refer to Group 23 (4) Install the front carpet, refer to Group 23 Body.
Body. (5) Pull on the lever to release the lock out spring.
(8) Remove front cable retainer nuts (Fig. 51) from (6) Install center console, refer to Group 23 Body.
the floor pan. (7) Fold down the rear carpet cover and rear seat.
(9) Compress the cable retainers with a 13 mm
wrench (Fig. 52). Remove the cable from parking REAR PARKING BRAKE CABLES
brake lever bracket and equalizer bracket.
REMOVAL
INSTALLATION (1) Remove center console, refer to Group 23 Body.
(1) Install cable into the parking brake lever (2) Lift up rear seat and carpet covering the park-
bracket and equalizer bracket. ing brake cables.
(2) Install front cable to the floor pan and install (3) Place a screw driver through the front cable
retainer nuts. eyelet (Fig. 53) and pry back on the front cable.
5 - 28 BRAKES WJ
REMOVAL AND INSTALLATION (Continued)
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3 – FRONT CABLE
4 – EQUALIZER
4 – REAR CABLES
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REMOVAL
Fig. 57 Parking Brake Actuator (1) Lock out park brake lever (Fig. 59).
1 – CABLE END
2 – SCREW DRIVER
3 – PARKING BRAKE ACTUATOR
4 – BRAKE SHOES
INSTALLATION
(1) Install the cables through the caliper anchor
mount. Then push the end of cable strand in to
engage the cable end to the parking brake actuator.
(2) Feed the other end of the cables through the
body and into the equalizer bracket (Fig. 58).
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1 – BRAKE PLIERS
2 – REAR SHOE
3 – UPPER SPRING
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(6) Move the padded piece of wood in front of the
other piston.
(7) Remove the second piston using the same pro-
cedure with short bursts of low pressure air.
(8) Remove piston dust boots with a suitable pry
tool (Fig. 66) and discard.
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3 – PISTON SEAL 3 – PISTON SEAL
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3 – PISTON
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(1) Lubricate caliper piston, piston seal and piston
bore with clean brake fluid.
(2) Install new piston seal into seal groove with
finger (Fig. 78).
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3 – DUST BOOT
1 – PISTON
2 – DUST BOOT
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Fig. 84 Park Brake Shoe Adjustment
1 – ACCESS HOLE
2 – BRAKE ADJUSTING TOOL
3 – SPLASH SHIELD
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Max. Thickness Variation . . . 0.0127 mm (0.0005
in.)
Min. Thickness . . . . . . . . . . . . 8.5 mm (0.335 in.)
Drum Max. Diameter . . . . . . 196 mm (7.7166 in.)
Brake Booster
Type . . . . . . . . . . . . . . . . . . . . . Dual Diaphragm
TORQUE CHART
DESCRIPTION TORQUE
Brake Pedal
Support Bolt . . . . . . . . . 23-34 N·m (17-25 ft. lbs.)
Pivot Nut . . . . . . . . . . . 27-35 N·m (20-26 ft. lbs.) Handle C-4171
Brake Booster
Mounting Nuts . . . . . . . . . . . 39 N·m (29 ft. lbs.)
Master Cylinder
Mounting Nuts . . . . . . . . . . . 25 N·m (18 ft. lbs.)
Primary Brake Line . . . . . . 16 N·m (144 in. lbs.)
Secondary Brake Line . . . . . 16 N·m (144 in. lbs.)
Front Caliper
Slide Pins . . . . . . . . . . . 29-41 N·m (21-30 ft. lbs.)
Anchor Bolts . . . . . . . . 90-115 N·m (66-85 ft. lbs.)
Brake Hose Banjo Bolt . . . . . . 31 N·m (23 ft. lbs.)
Bleed Screw . . . . . . . . . . . . . 16 N·m (144 in. lbs.)
Rear Caliper Adapter Pressure Bleeder 6921
Slide Pins . . . . . . . . . . . 29-41 N·m (21-30 ft. lbs.)
Anchor Bolts . . . . . . . . 90-115 N·m (66-85 ft. lbs.)
Brake Hose Banjo Bolt . . . . . . 31 N·m (23 ft. lbs.)
Bleed Screw . . . . . . . . . . . . . 16 N·m (144 in. lbs.)
5 - 38 BRAKES WJ
ANTILOCK BRAKES
TABLE OF CONTENTS
page page
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DESCRIPTION AND OPERATION kph (18 mph). During the dynamic check, the CAB
briefly cycles the pump and solenoids to verify oper-
ANTILOCK BRAKE SYSTEM ation.
If an ABS component exhibits a fault during ini-
DESCRIPTION tialization, the CAB illuminates the amber warning
The purpose of the antilock system is to prevent light and registers a fault code in the microprocessor
wheel lockup during periods of high wheel slip. Pre- memory.
venting lockup helps maintain vehicle braking action
ANTILOCK BRAKING
and steering control.
The hydraulic system is a three channel design. The antilock system prevents lockup during high
The front brakes are controlled individually and the slip conditions by modulating fluid apply pressure to
rear brakes in tandem. the wheel brake units.
The ABS electrical system is separate from other Brake fluid apply pressure is modulated according
vehicle electrical circuits. A separate controller oper- to wheel speed, degree of slip and rate of decelera-
ates the system. tion. A sensor at each wheel converts wheel speed
into electrical signals. These signals are transmitted
OPERATION to the CAB for processing and determination of
The antilock CAB activates the system whenever wheel slip and deceleration rate.
sensor signals indicate periods of high wheel slip. The ABS system has three fluid pressure control
High wheel slip can be described as the point where channels. The front brakes are controlled separately
wheel rotation begins approaching 20 to 30 percent of and the rear brakes in tandem. A speed sensor input
actual vehicle speed during braking. Periods of high signal indicating a high slip condition activates the
wheel slip occur when brake stops involve high pedal CAB antilock program.
pressure and rate of vehicle deceleration. Two solenoid valves are used in each antilock con-
Battery voltage is supplied to the CAB ignition ter- trol channel. The valves are all located within the
minal when the ignition switch is turned to Run posi- HCU valve body and work in pairs to either increase,
tion. The CAB performs a system initialization hold, or decrease apply pressure as needed in the
procedure at this point. Initialization consists of a individual control channels.
static and dynamic self check of system electrical The solenoid valves are not static during antilock
components. braking. They are cycled continuously to modulate
The static check occurs after the ignition switch is pressure. Solenoid cycle time in antilock mode can be
turned to Run position. The dynamic check occurs measured in milliseconds.
when vehicle road speed reaches approximately 30
WJ BRAKES 5 - 39
DESCRIPTION AND OPERATION (Continued)
OPERATION
Upon entry into EBD the inlet valve for the rear
brake circuit is switched on so that the fluid supply
from the master cylinder is shut off. In order to
decrease the rear brake pressure the outlet valve for
the rear brake circuit is pulsed. This allows fluid to
Fig. 1 Controller Antilock Brakes
enter the low pressure accumulator (LPA) in the
1 – HCU
HCU resulting in a drop in fluid pressure to the rear 2 – MOTOR
brakes. In order to increase the rear brake pressure 3 – CAB
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the outlet valve is switched off and the inlet valve is
pulsed. This increases the pressure to the rear
brakes. This will continue until the required slip dif- HYDRAULIC CONTROL UNIT
ference is obtained. At the end of EBD braking (no
brake application) the fluid in the LPA drains back to DESCRIPTION
the master cylinder by switching on the outlet valve The HCU consists of a valve body, pump motor,
and draining through the inlet valve check valve. At and wire harness (Fig. 1).
the same time the inlet valve is switched on to pre-
vent a hydraulic short circiut in case of another OPERATION
brake application. Accumulators in the valve body store extra fluid
The EBD will remain functional during many ABS released to the system for ABS mode operation. The
fault modes. If the red and amber warning lamps are pump is used to clear the accumulator of brake fluid
illuminated the EBD may have a fault. and is operated by a DC type motor. The motor is
controlled by the CAB.
CONTROLLER ANTILOCK BRAKES The valves modulate brake pressure during
antilock braking and are controlled by the CAB.
DESCRIPTION The HCU provides three channel pressure control
The CAB is mounted to the HCU and operates the to the front and rear brakes. One channel controls
ABS system (Fig. 1) separate from other vehicle elec- the rear wheel brakes in tandem. The two remaining
trical circuits. channels control the front wheel brakes individually.
During antilock braking, the solenoid valves are
OPERATION opened and closed as needed. The valves are not
The CAB voltage source is through the ignition static. They are cycled rapidly and continuously to
switch in the RUN position. The CAB contains dual modulate pressure and control wheel slip and decel-
microprocessors. A logic block in each microprocessor eration.
receives identical sensor signals. These signals are During normal braking, the HCU solenoid valves
processed and compared simultaneously. The CAB and pump are not activated. The master cylinder and
contains a self check program that illuminates the power booster operate the same as a vehicle without
ABS warning light when a system fault is detected. an ABS brake system.
Faults are stored in a diagnostic program memory During antilock braking, solenoid valve pressure
and are accessible with the DRB scan tool. ABS modulation occurs in three stages, pressure increase,
faults remain in memory until cleared, or until after pressure hold, and pressure decrease. The valves are
the vehicle is started approximately 50 times. Stored all contained in the valve body portion of the HCU.
faults are not erased if the battery is disconnected.
PRESSURE DECREASE
The outlet valve is opened and the inlet valve is
closed during the pressure decrease cycle.
5 - 40 BRAKES WJ
DESCRIPTION AND OPERATION (Continued)
A pressure decrease cycle is initiated when speed
sensor signals indicate high wheel slip at one or
more wheels. At this point, the CAB closes the inlet
then opens the outlet valve, which also opens the
return circuit to the accumulators. Fluid pressure is
allowed to bleed off (decrease) as needed to prevent
wheel lock.
Once the period of high wheel slip has ended, the
CAB closes the outlet valve and begins a pressure
increase or hold cycle as needed.
PRESSURE HOLD
Both solenoid valves are closed in the pressure
hold cycle. Fluid apply pressure in the control chan-
nel is maintained at a constant rate. The CAB main-
tains the hold cycle until sensor inputs indicate a
pressure change is necessary. Fig. 2 G-Switch
1 – SWITCH PART NUMBER
PRESSURE INCREASE 2 – ARROW INDICATES FRONT OF SWITCH FOR PROPER
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The inlet valve is open and the outlet valve is MOUNTING
closed during the pressure increase cycle. The pres-
sure increase cycle is used to counteract unequal OPERATION
wheel speeds. This cycle controls re-application of The switch is monitored by the CAB at all times.
fluid apply pressure due to changing road surfaces or The switch contains three mercury switches which
wheel speed. monitor vehicle deceleration rates (G-force). Sudden
changes in deceleration rates trigger the switch,
WHEEL SPEED SENSORS AND TONE WHEEL sending a signal to the CAB.
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nostic Manual.
(4) Remove pump motor connector.
(5) Remove CAB mounting bolts (Fig. 4) and
SERVICE PROCEDURES remove the CAB from the HCU.
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Fig. 5 CAB Connector Release
1 – CONNECTOR RELEASE
2 – CAB
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Fig. 8 Left Sensor Connector
1 – LEFT FRONT WHEEL SPEED SENSOR CONNECTOR
2 – ENGINE EXHAUST PIPE
3 – LEFT FRONT FRAME RAIL
4 – FRONT DRIVESHAFT
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Fig. 13 G-Switch Mounting
1 – MOUNTING BOLTS
2 – CONNECTOR
3 – G-SWITCH
INSTALLATION
CAUTION: The mercury switch (inside the
G-Switch), will not function properly if the switch is
installed incorrectly. Verify that the switch locating
arrow is pointing to the front of the vehicle (Fig.
14).
G-SWITCH
Fig. 14 G-Switch
REMOVAL 1 – SWITCH PART NUMBER
2 – ARROW INDICATES FRONT OF SWITCH FOR PROPER
(1) Fold the rear seat bottom assembly up for MOUNTING
access to the switch.
(2) Lift up the carpeting and disconnect switch
harness (Fig. 13).
(3) Remove the switch mounting bolts and remove
the switch.
WJ BRAKES 5 - 45
REMOVAL AND INSTALLATION (Continued)
(1) Note position of locating arrow on switch. Posi- SPECIFICATIONS
tion switch so arrow faces forward.
(2) Install the switch and tighten mounting bolts TORQUE CHART
to 5.6 N·m (50 in. lbs.).
(3) Connect harness to switch. Be sure harness
DESCRIPTION TORQUE
connector is firmly seated.
G-Sensor
(4) Place the carpet in position and fold the rear
seat back down. Sensor Bolt . . . . . . . . . . . . . . 5.6 N·m (50 in. lbs.)
Hydraulic Control Unit/Controller Antilock
Brakes
Mounting Bolts . . . . . . . . . . . . 12 N·m (9 ft. lbs.)
Brake Lines . . . . . . . . . . . . . 16 N·m (144 in. lbs.)
CAB Screws . . . . . . . . . . . . . 1.8 N·m (16 in. lbs.)
Wheel Speed Sensors
Front Sensor Bolt . . 12-14 N·m (106-124 in. lbs.)
Rear Sensor Bolt . . . 12-14 N·m (106-124 in. lbs.)
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