BRAKES Antilock Brake System (ABS) - Service Information - Ram Pickup PDF

2014 RAM 3500 HD Laramie
2014 BRAKES Antilock Brake System (ABS) - Service Information - Ram Pickup
2014 BRAKES
Antilock Brake System (ABS) - Service Information - Ram Pickup
DESCRIPTION
1500/2500/3500
The antilock brake system (ABS) is an electronically operated, four channel brake control system which is part
of Electronic Stability Control (ESC). The vehicle also has Electronic Variable Brake Proportioning (EVBP)
designed into the system which eliminates the combination/proportioning valve.
The system is designed to prevent wheel lockup and maintain steering control during braking. Preventing
lockup is accomplished by modulating fluid pressure to the wheel brake units.
The hydraulic system is a four channel design. All wheel brakes are controlled individually. The ABS electrical
system is separate from other electrical circuits in the vehicle. A specially programmed controller antilock brake
unit operates the system components.
ABS system major components include:
Antilock Brake Module (ABM)

Hydraulic Control Unit (HCU)
Wheel Speed Sensors (WSS)
ABS Warning Light
CAB CHASSIS/4500/5500
The antilock brake system (ABS) is an electronically operated, three channel brake control system. The vehicle
has Electronic Variable Brake Proportioning (EVBP) designed into the system which eliminates the
combination/proportioning valve.
The system is designed to prevent wheel lockup and maintain steering control during braking. Preventing
lockup is accomplished by modulating fluid pressure to the wheel brake units.
The hydraulic system is a three channel design. The front wheel brakes are controlled individually and the rear
wheel brakes in tandem. The ABS electrical system is separate from other electrical circuits in the vehicle. A
specially programmed controller antilock brake unit operates the system components.
ABS system major components include:
Antilock Brake Module (ABM)

Hydraulic Control Unit (HCU)
Wheel Speed Sensors (WSS)
ABS Warning Light
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OPERATION
1500/2500/3500
Battery voltage is supplied to the ABM. The ABM performs a system initialization procedure at start up along
with an ABS motor check. Initialization consists of a static and dynamic self check of system electrical
components.
The static and dynamic checks occurs at ignition start up. During the dynamic check, the ABM briefly cycles
solenoids to verify operation. An audible noise may be heard during this self check. This noise should be
considered normal.
If an ABS component exhibits a fault during initialization, the ABM illuminates the amber warning light and
registers a fault code in the microprocessor memory.
The ABM monitors wheel speed sensor inputs continuously while the vehicle is in motion. However, the ABM
will not activate any ABS components as long as sensor inputs indicate normal braking.
During normal braking, the master cylinder, power booster and wheel brake units all function as they would in a
vehicle without ABS. The HCU components are not activated.
The purpose of the antilock system is to prevent wheel lockup. Preventing lockup helps maintain vehicle
braking action and steering control.
The antilock ABM activates the system whenever sensor signals indicate periods of wheel slip.
The antilock system prevents lockup during a wheel slip condition by modulating fluid apply pressure to the
wheel brake units.
Brake fluid apply pressure is modulated according to wheel speed, degree of slip and rate of deceleration.
Sensors at each wheel convert wheel speed into electrical signals. These signals are transmitted to the ABM for
processing and determination of wheel slip and deceleration rate.
The ABS system has four fluid pressure control channels. Each wheel brakes are controlled separately. A speed
sensor input signal indicating a wheel slip condition activates the ABM antilock program.
There are Two solenoid valves (Isolation and Dump valve) which are used in each antilock control channel. The
valves are all located within the HCU valve body and work in pairs to either increase, hold, or decrease apply
pressure as needed in the individual control channels.
During an ABS stop the ISO valve is energized which acts to prevent further pressure build-up to the calipers.
Then the Dump valve dumps off pressure until the wheel unlocks. This will continue until the wheels quit
slipping altogether.
Battery voltage is supplied to the ABM. The ABM performs a system initialization procedure at start up along
Thursday, November 16, 2017 18:53:55 Page 2

with an ABS motor check. Initialization consists of a static and dynamic self check of system electrical
components.
The static and dynamic checks occurs at ignition start up. During the dynamic check, the ABM briefly cycles
solenoids to verify operation. An audible noise may be heard during this self check. This noise should be
considered normal.
If an ABS component exhibits a fault during initialization, the ABM illuminates the amber warning light and
registers a fault code in the microprocessor memory.
The ABM monitors wheel speed sensor inputs continuously while the vehicle is in motion. However, the ABM
will not activate any ABS components as long as sensor inputs indicate normal braking.
During normal braking, the master cylinder, power booster and wheel brake units all function as they would in a
vehicle without ABS. The HCU components are not activated.
The purpose of the antilock system is to prevent wheel lockup. Preventing lockup helps maintain vehicle
braking action and steering control.
The antilock ABM activates the system whenever sensor signals indicate periods of wheel slip.
The antilock system prevents lockup during a wheel slip condition by modulating fluid apply pressure to the
wheel brake units.
Brake fluid apply pressure is modulated according to wheel speed, degree of slip and rate of deceleration.
Sensors at each front wheel convert wheel speed into electrical signals. These signals are transmitted to the
ABM for processing and determination of wheel slip and deceleration rate.
The ABS system has three fluid pressure control channels. The front brakes are controlled separately and the
rear brakes in tandem. A speed sensor input signal indicating a wheel slip condition activates the ABM antilock
program.
There are Two solenoid valves (Isolation and Dump valve) which are used in each antilock control channel. The
valves are all located within the HCU valve body and work in pairs to either increase, hold, or decrease apply
pressure as needed in the individual control channels.
During an ABS stop the ISO valve is energized which acts to prevent further pressure build-up to the calipers.
Then the Dump valve dumps off pressure until the wheel unlocks. This will continue until the wheels quit
slipping altogether.
STANDARD PROCEDURE
STANDARD PROCEDURE - ABS BRAKE BLEEDING
ABS system bleeding requires conventional bleeding methods plus use of a scan tool. The procedure involves
performing a base brake bleeding, followed by use of the scan tool to cycle and bleed the HCU pump and
solenoids. A second base brake bleeding procedure is then required to remove any air remaining in the system.

1. Perform base brake bleeding. Refer to STANDARD PROCEDURE .

2. Connect scan tool to the Data Link Connector.
3. Select ANTILOCK BRAKES, followed by MISCELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST COMPLETE, disconnect scan tool and proceed.
4. Perform base brake bleeding a second time. Refer to STANDARD PROCEDURE .
5. Top off master cylinder fluid level and verify proper brake operation before moving vehicle.
SPECIFICATIONS
SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION N.m Ft. Lbs. In. Lbs.
ABS Assembly Mounting Bolts 16 12 146
ABS Assembly ABM Screws 3.5 - 31
ABS Assembly Brake Line 19 - 170
Fittings
Dynamics Sensor 11 - 97
Wheel Speed Sensors, Front 23 17 -
Sensor Bolt
Wheel Speed Sensors, Bracket 6.7 - 60
To Knuckle
Wheel Speed Sensors, Rear 23 17 -
Sensor
ABM Mounting Screws 8 - 70
RWAL Module Mounting Bolts 15 11 133
RWAL Valve Brake Line
19 - 170
Fittings
ELECTRICAL
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ELECTRICAL
Diagnosis of base brake conditions which are mechanical in nature should be performed first. This includes
brake noise, lack of power assist, parking brake, or vehicle vibration during normal braking.
The antilock brake system performs several self-tests every time the ignition switch is turned on and the vehicle
is driven. The Antilock Brake Module (ABM) monitors the system inputs and outputs circuits to verify the
system is operating properly. If the ABM senses a malfunction in the system it will set a DTC into memory and
trigger the warning lamp.

NOTE: A scan tool must be used to diagnose the Antilock Brake system.
SENSOR, DYNAMICS
DESCRIPTION
DESCRIPTION
NOTE: The Dynamics Sensor is internal to the Occupant Restraints Controller (ORC).
Fig. 1: Occupant Restraint Controller

Courtesy of CHRYSLER GROUP, LLC
The Occupant Restraint Controller (ORC) (1) is located in the passenger compartment of the vehicle, where it is
secured by three nuts to three studs on a stamped steel mounting bracket welded onto the top of the floor panel
transmission tunnel under the center front seat section or the center floor console, as the vehicle is equipped.
Concealed within a hollow in the center of the die cast aluminum ORC housing is the electronic circuitry of the
ORC which includes a microprocessor, an electronic impact sensor, an electronic safing sensor, and an energy
storage capacitor. A stamped metal cover plate is secured to the bottom of the ORC housing with screws to
enclose and protect the internal electronic circuitry and components.
An arrow (2) printed on the label (3) on the top of the ORC housing provides a visual verification of the proper
orientation of the unit, and should always be pointed toward the front of the vehicle. The ORC housing has
three integral flanges with mounting holes. Two are on the corners oriented towards the left side of the vehicle,
and one is near the center of the side facing the right side of the vehicle. A molded plastic electrical connector
(4) with two receptacles, each containing up to 32 terminal pins, exits the forward facing side of the ORC
housing. These terminal pins connect the ORC to the vehicle electrical system through two dedicated take outs
and connectors, one each from the instrument panel and the body wire harnesses.
A molded plastic protective cover is installed over the ORC to provide additional moisture contamination
protection to the unit. Integral latch features on each side of the cover engage a slot (5) on each side of the base

of the ORC housing to secure the cover to the ORC. This protective cover must be reinstalled following any
service requiring its removal. The impact sensor and safing sensor internal to the ORC are calibrated for the
specific vehicle, and are only serviced as a unit with the ORC. The ORC cannot be repaired or adjusted and, if
damaged or ineffective, it must be replaced.
REMOVAL
REMOVAL
NOTE: The Dynamics Sensor is internal to the Occupant Restraint Controller (ORC).
Refer to MODULE, OCCUPANT RESTRAINT CONTROLLER, REMOVAL .
INSTALLATION
INSTALLATION
NOTE: The Dynamics Sensor is internal to the Occupant Restraint Controller (ORC).
Refer to MODULE, OCCUPANT RESTRAINT CONTROLLER, INSTALLATION .
SENSOR, WHEEL SPEED, FRONT
DESCRIPTION
DESCRIPTION
1500/2500/3500/CAB CHASSIS/4500/5500 The ABS brake system uses four wheel speed sensors. A sensor is
mounted to each hub/bearing.
OPERATION
OPERATION
The sensors convert wheel speed into an electrical signal. This signal and amperage is changed by magnetic
induction when the toothed tone wheel passes the wheel speed sensor. This signal is sent to the ABM which
measures the voltage and amperage of the digital signal for each wheel to determine wheel speed. The signal
strength is affected by the distance between the sensor and the tone ring. If the "Air Gap" between the sensor
and the tone ring/wheel is too large, the signal can drop out at low speed, (below 40 mph) and can cause an
ABS activation. No adjustment is available for the air gap.
REMOVAL
REMOVAL

Fig. 2: Identifying Front Wheel Speed Sensor

1 - WHEEL SPEED SENSOR MOUNTING BOLT

2 - WHEEL SPEED SENSOR
3 - HUB/BEARING
1. Remove the front rotor. Refer to ROTOR, BRAKE, REMOVAL .

2. Remove the wheel speed sensor mounting bolt (1) from the hub (3).
3. Remove the wheel speed sensor (2) from the hub (3).
4. Remove the wiring from the clips and disconnect the electrical connector.
NOTE: Do not reuse wiring harness routing clips, they must be replaced if
removed from the mounting holes.
INSTALLATION
INSTALLATION

Fig. 3: Identifying Front Wheel Speed Sensor

1 - WHEEL SPEED SENSOR MOUNTING BOLT

3 - HUB/BEARING
NOTE: Do not reuse wiring harness routing clips, they must be replaced if removed
from the mounting holes.
1. Install the wiring to the clips and connect the electrical connector.
2. Install the wheel speed sensor (2) to the hub (3).
3. Install the wheel speed sensor mounting bolt (1) to the hub (3). For 1500 , tighten to 21 N.m (190 in. lbs.).
For 2500/3500 , tighten to 13 N.m (115 in. lbs.).
4. Install the front rotor and brake caliper assembly. Refer to ROTOR, BRAKE, INSTALLATION .
SENSOR, WHEEL SPEED, REAR
REMOVAL
1500/2500/3500
NOTE: All views typical.

Fig. 4: Identifying Wheel Speed Sensor, Bolt, Adapter And Electrical Connector
1. Raise and support the vehicle. Refer to HOISTING, STANDARD PROCEDURE .

2. Disconnect the wheel speed sensor electrical connector (3).
3. Remove the mounting bolt (1) from the sensor (4).
4. Remove the sensor (4) from the brake caliper adapter.
Fig. 5: Rear Wheel Speed Sensor



2 - MOUNTING STUD
3 - AXLE HOUSING
1. Raise and support the vehicle. Refer to HOISTING, STANDARD PROCEDURE .

2. Remove the brake line mounting nut and remove the brake line from the sensor stud.
3. Remove the mounting stud (2) from the sensor (1) and shield.
4. Remove the sensor (1) and shield from the differential housing (3).
5. Disconnect the sensor wire harness and remove the sensor (1).
INSTALLATION
1500/2500/3500
Fig. 6: Identifying Wheel Speed Sensor, Bolt, Adapter And Electrical Connector
1. Insert the wheel speed sensor (4) in the brake caliper adapter.
2. Install the sensor mounting bolt (1) and tighten to 24 N.m (200 in. lbs.).
3. Reconnect the electrical wiring connector (3) to the sensor (4).
4. Remove the support and lower the vehicle.

Fig. 7: Rear Wheel Speed Sensor


2 - MOUNTING STUD
3 - AXLE HOUSING
1. Connect the harness to the sensor. Be sure the seal is securely in place between the sensor and the
wiring connector.
2. Install the O-ring on the sensor (if removed).
3. Insert the sensor (1) in the differential housing (3).
4. Install the sensor shield.
5. Install the sensor mounting stud (2) and tighten to 24 N.m (200 in. lbs.).
6. Install the brake line on the sensor stud (2) and install the nut.
7. Remove the support and lower the vehicle.
SWITCH, ELECTRONIC STABILITY PROGRAM (ESP)
DESCRIPTION
DESCRIPTION
NOTE: The Electronic Stability Control (ESC) may also be referred to as Electronic
Stability Program (ESP) depending on the vehicle model year and configuration.
Certain components may also reference ESP, ESC, or use the traction control
symbol.

Fig. 8: Identifying ESP Switch

The Electronic Stability Control (ESC) switch is located just above the heater and air conditioner controls in the
center stack area of the instrument panel.
REMOVAL
REMOVAL
NOTE: The Electronic Stability Control (ESC) may also be referred to as Electronic
Stability Program (ESP) depending on the vehicle model year and configuration.
Certain components may also reference ESP, ESC, or use the traction control
symbol.

Fig. 9: Switch Bank

1. Remove the instrument panel center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER,
REMOVAL .
2. Disconnect the Electronic Stability Control (ESC) electrical connector from the radio trim panel.
3. Remove the ESC switch (2) from the switch bank.
INSTALLATION
INSTALLATION
Fig. 10: Switch Bank

1. Install the new switch (2) in the switch bank.

2. Reconnect the electrical connector for the switch.
3. Install the instrument panel center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER,
INSTALLATION .
HYDRAULIC/MECHANICAL
DESCRIPTION
DESCRIPTION
Vehicles equipped with ABS use electronic variable brake proportioning (EVBP) to balance front-to-rear
braking. The EVBP is used in place of a rear proportioning valve. The EVBP system uses the ABS system to
control the slip of the 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 integrated control unit (ICU).

OPERATION
OPERATION
EVBP is able to decrease, hold and increase rear brake pressure without activating full ABS control. Upon entry
into EVBP 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 enter the low pressure accumulator (LPA) in the hydraulic control unit (HCU)
resulting in a drop in fluid pressure to the rear brakes. In order to increase the rear brake pressure, the outlet
valve is switched off and the inlet valve is pulsed. This increases the pressure to the rear brakes. The EVBP will
remain functional during many ABS fault modes. If both the red BRAKE and amber ABS warning indicators
are illuminated, the EVBP may not be functioning.
HYDRAULIC CONTROL UNIT (HCU)
DESCRIPTION
DESCRIPTION
Fig. 11: Identifying Hydraulic Control Unit Components

The HCU is located on top of the left front coil spring and is secured by three fasteners. The HCU consists of a
valve body, pump motor, low pressure accumulators, inlet valves, outlet valves and noise actuators.
OPERATION
OPERATION

Accumulators in the valve body store extra fluid released to the system for ABS mode operation. The pump
provides the fluid volume needed and is operated by a DC type motor. The motor is controlled by the ABM.
The valves modulate brake pressure during antilock braking and are controlled by the ABM.
During antilock braking, the solenoid valves are opened and closed as needed.
During normal braking, the HCU solenoid valves and pump are not activated. The master cylinder and power
booster operate the same as a vehicle without an ABS brake system.
NOTE: The three modes mentioned below do occur but not necessarily in the order
listed every time.
During antilock braking, solenoid valve pressure modulation occurs in three stages, pressure increase, pressure
hold, and pressure decrease. The valves are all contained in the valve body portion of the HCU.
PRESSURE DECREASE
The outlet valve is opened and the inlet valve is closed during the pressure decrease cycle.
A pressure decrease cycle is initiated when speed sensor signals indicate high wheel slip at one or more wheels.
At this point, the ABM 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 ABM 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 but only the inlet valve is energized. Fluid apply
pressure in the control channel is maintained at a constant rate. The ABM maintains the hold cycle until sensor
inputs indicate a pressure change is necessary.
PRESSURE INCREASE
The inlet valve is open and the outlet valve is closed during the pressure increase cycle. The pressure increase
cycle is used to reapply the brakes. This cycle controls re-application of fluid apply pressure.
REMOVAL
REMOVAL
1. Disconnect the battery cables from the battery.

2. Using a brake pedal holder, depress the brake pedal past its first one inch of travel and hold it in this
position. This will isolate the master cylinder from the brake hydraulic system and will not allow the
brake fluid to drain out of the master cylinder reservoir.

Fig. 12: Identifying Brake Lines And Master Cylinder

3. Remove the brake lines (1) from the master cylinder.

4. Remove the left front wheel house splash shield. Refer to SHIELD, SPLASH, FRONT
WHEELHOUSE, REMOVAL .

Fig. 13: Retainers and Shield

5. Remove the retainers (2) and remove the shield (1).

6. Disconnect the electrical harness connector (5).

7. Remove the brake lines from the HCU (1).
8. Remove HCU/ABM outer mounting bolts (2) from the HCU/ABM.

Fig. 15: Inner Mounting Bolt And HCU

9. Remove the inner mounting bolt (2) and remove the HCU/ABM.
INSTALLATION
INSTALLATION


1. Install the HCU/ABM (1) and mounting bolts (2) into the mounting bracket (4).
Fig. 17: Inner Mounting Bolt And HCU


2. Install the inner mounting bolt (2) into the mounting bracket. Tighten all fastener to 15 N.m (11 ft. lbs.).

3. Install the brake lines to the HCU (1) and tighten to 19 N.m (170 in. lbs.).
4. Install the electrical harness connector to the HCU/ABM (5) and push down on the release to secure the
connector.

Fig. 19: Retainers and Shield

5. Install the HCU/ABM shield (1) and retainers (2).

6. Install the left front wheel house splash shield. Refer to SHIELD, SPLASH, FRONT WHEELHOUSE,
INSTALLATION .

Fig. 20: Identifying Brake Lines And Master Cylinder

7. Install the brake lines to the master cylinder and tighten to 19 N.m (170 in. lbs.).
8. Install the battery cables to the battery.
9. Remove brake pedal holder.
10. Bleed ABS brake system Refer to STANDARD PROCEDURE - ABS BRAKE BLEEDING .

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2014 RAM 3500 HD Laramie

Antilock Brake System (ABS) - Service Information - Ram Pickup

ABS system major components include:

Antilock Brake Module (ABM)

ABS system major components include:

Antilock Brake Module (ABM)

Thursday, November 16, 2017 18:53:57

Thursday, November 16, 2017 18:53:55 Page 2

Thursday, November 16, 2017 18:53:55 Page 3

1. Perform base brake bleeding. Refer to STANDARD PROCEDURE .

DIAGNOSIS AND TESTING - ELECTRICAL

Thursday, November 16, 2017 18:53:55 Page 4

Fig. 1: Occupant Restraint Controller

Thursday, November 16, 2017 18:53:55 Page 5

Refer to MODULE, OCCUPANT RESTRAINT CONTROLLER, REMOVAL .

Refer to MODULE, OCCUPANT RESTRAINT CONTROLLER, INSTALLATION .

SENSOR, WHEEL SPEED, FRONT

Thursday, November 16, 2017 18:53:55 Page 6

Fig. 2: Identifying Front Wheel Speed Sensor

1 - WHEEL SPEED SENSOR MOUNTING BOLT

1. Remove the front rotor. Refer to ROTOR, BRAKE, REMOVAL .

Thursday, November 16, 2017 18:53:55 Page 7

Fig. 3: Identifying Front Wheel Speed Sensor

1 - WHEEL SPEED SENSOR MOUNTING BOLT

SENSOR, WHEEL SPEED, REAR

NOTE: All views typical.

Thursday, November 16, 2017 18:53:55 Page 8

1. Raise and support the vehicle. Refer to HOISTING, STANDARD PROCEDURE .

NOTE: All views typical.

Fig. 5: Rear Wheel Speed Sensor

Thursday, November 16, 2017 18:53:55 Page 9

1 - WHEEL SPEED SENSOR

1. Raise and support the vehicle. Refer to HOISTING, STANDARD PROCEDURE .

NOTE: All views typical.

NOTE: All views typical.

Thursday, November 16, 2017 18:53:55 Page 10

Fig. 7: Rear Wheel Speed Sensor

1 - WHEEL SPEED SENSOR

SWITCH, ELECTRONIC STABILITY PROGRAM (ESP)

Thursday, November 16, 2017 18:53:55 Page 11

Fig. 8: Identifying ESP Switch

Thursday, November 16, 2017 18:53:55 Page 12

Fig. 9: Switch Bank

Fig. 10: Switch Bank

1. Install the new switch (2) in the switch bank.

Thursday, November 16, 2017 18:53:55 Page 13

HYDRAULIC CONTROL UNIT (HCU)

Fig. 11: Identifying Hydraulic Control Unit Components

Thursday, November 16, 2017 18:53:55 Page 14

1. Disconnect the battery cables from the battery.

Thursday, November 16, 2017 18:53:55 Page 15

Fig. 12: Identifying Brake Lines And Master Cylinder

3. Remove the brake lines (1) from the master cylinder.

Thursday, November 16, 2017 18:53:55 Page 16

Fig. 13: Retainers and Shield

5. Remove the retainers (2) and remove the shield (1).

Fig. 14: Identifying Hydraulic Control Unit Components

6. Disconnect the electrical harness connector (5).

Thursday, November 16, 2017 18:53:55 Page 17

Fig. 15: Inner Mounting Bolt And HCU

Thursday, November 16, 2017 18:53:55 Page 18

Fig. 16: Identifying Hydraulic Control Unit Components

Fig. 17: Inner Mounting Bolt And HCU