Abs Chrysler

ABS Brakes System Service
TABLE OF CONTENTS
INTRODUCTION ……………………………………………………………………………………1
OBJECTIVES …………………………………………………………………………………………3
ACRONYMS …………………………………………………………………………………………5
MODULE 1 ADJUSTABLE PEDALS ………………………………………………………… 11
MODULE 2 POWER BRAKE BOOSTERS ………………………………………………… 17
BASE BRAKE BOOSTER ………………………………………………………………… 18
VARIABLE ASSIST (DUAL RATE) BOOSTER ………………………………………… 20
ACTIVE BOOSTER ………………………………………………………………………… 21
Bosch BAS ……………………………………………………………………………… 24
HYDRAULIC ASSIST POWER BRAKE BOOSTER …………………………………… 25
Diagnosing the Hydraulic Assist Power Brake Booster ……………………… 27
MODULE 3 BASE HYDRAULICS …………………………………………………………… 31
MASTER CYLINDERS ……………………………………………………………………… 31
Compensating Port Master Cylinder ……………………………………………… 31
Center Valve Master Cylinder ……………………………………………………… 32
Combination Valve Master Cylinder …………………………………………… 33
Hydraulic System …………………………………………………………………… 34
PROPORTIONING VALVES AND JUNCTION BLOCK ……………………………… 35
BRAKE FLUID ……………………………………………………………………………… 37
Brake Bleed Procedure ……………………………………………………………… 38
MODULE 4 BASE BRAKES REVIEW ……………………………………………………… 43
LEADING/TRAILING ……………………………………………………………………… 44
HUB AND ROTOR RUNOUT ……………………………………………………………… 46
Match Mount New Rotor …………………………………………………………… 47
Measuring Hub and Rotor Runout ……………………………………………… 48
Wheel and Tire Installation ………………………………………………………… 50
MODULE 5 WARNING LAMPS ……………………………………………………………… 53
ABS WARNING INDICATOR ……………………………………………………………… 55
TRAC OFF WARNING INDICATOR FOR MARK 20, MARK 25e (RS), AND
BOSCH 5.3 …………………………………………………………………………………… 56
ESP WARNING INDICATOR FOR MARK 25e AND BOSCH 8.0…………………… 56
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MODULE 6 ABS BRAKE SYSTEMS ………………………………………………………… 59

GENERAL OPERATING CHARACTERISTICS ………………………………………… 59
ANTILOCK CYCLES ………………………………………………………………………… 60
SOLENOID VALVE OPERATION ………………………………………………………… 62
Inlet Valve Open, Outlet Valve Closed …………………………………………… 62
Inlet Valve Closed, Outlet Valve Closed ………………………………………… 62
Inlet Valve Closed, Outlet Valve Open …………………………………………… 62
ABS SYSTEM OPERATION ……………………………………………………………… 64
Integrated Control Unit (ICU) ……………………………………………………… 64
Single-Channel System ……………………………………………………………… 64
Three-Channel System ……………………………………………………………… 66
Four-cChannel System ……………………………………………………………… 67
ANTILOCK BRAKE COMPONENTS …………………………………………………… 69
TRW EBC-125 ………………………………………………………………………… 69
TRW EBC-340 ………………………………………………………………………… 69
Teves Mark 20 ICU …………………………………………………………………… 70
Teves Mark 25 and 25e ICU ……………………………………………………… 70
Bosch ABS ICU ……………………………………………………………………… 71
ABM ……………………………………………………………………………………… 73
System Power and Ground ………………………………………………………… 75
Ignition Switch ………………………………………………………………………… 76
ABM Replacement …………………………………………………………………… 77
System Initialization and Diagnostics …………………………………………… 78
ABM Inputs …………………………………………………………………………… 79
WSS Operation ………………………………………………………………………… 79
Magneto-Resistive WSSs …………………………………………………………… 80
Magnetic-Inductive WSSs…………………………………………………………… 81
Tone Wheel …………………………………………………………………………… 82
Brake Lamp Switch ………………………………………………………………… 84
Four-Wheel Drive Status …………………………………………………………… 85
G Sensor………………………………………………………………………………… 85
G Switch (Acceleration Switch) …………………………………………………… 86
ABM Outputs ………………………………………………………………………… 88
Solenoid Valve Actuation …………………………………………………………… 88
HCU Hydraulic Flow ………………………………………………………………… 89
Pump Motor …………………………………………………………………………… 94
Vehicle Speed ………………………………………………………………………… 95
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MODULE 7 ABS/ESP FEATURES ………………………………………………………… 99

ELECTRONIC VARIABLE BRAKE PROPORTIONING (EVBP) …………………… 99
TRACTION CONTROL …………………………………………………………………… 101
Traction Control Cycles for Mark 20, Mark 25e (RS), and Bosch 5.3 … 102
Traction Control Cycles for Mark 25 with ESP ……………………………… 103
Traction Control Cycles for Bosch 8.0 Systems …………………………… 104
Thermal Limiter Program ………………………………………………………… 105
TRAC OFF Switch for Mark 20, Mark 25e (RS), and Bosch 5.3 ………… 106
ABS Plus Cycles …………………………………………………………………… 108
Electronic Stability Program (ESP) …………………………………………… 111
ESP Components…………………………………………………………………… 112
Sensor Cluster (Dynamic Sensor) ……………………………………………… 112
Steering Angle Sensor (SAS) …………………………………………………… 114
Brake Pressure Sensor …………………………………………………………… 116
Torque Management ……………………………………………………………… 116
BRAKE ASSIST SYSTEM (BAS) ……………………………………………………… 117
Teves Mark 25 ……………………………………………………………………… 117
BAS Pressure Increase …………………………………………………………… 117
BAS Pressure Reduction ………………………………………………………… 117
2006 Mark 25e and Bosch 8.0 ………………………………………………… 119
BAS Pressure Increase …………………………………………………………… 119
BAS Pressure Reduction ………………………………………………………… 119
APPENDIX 1. DODGE TRUCK REAR WHEEL ABS HISTORY …………………… 121
APPENDIX 2. DODGE TRUCK FOUR WHEEL ABS HISTORY …………………… 122
APPENDIX 3. 2006 CHRYSLER ABS AVAILABILITY ……………………………… 123
APPENDIX 4. TEVES ABS APPLICATION CHART ………………………………… 124
APPENDIX 5: 2006 MODEL YEAR ……………………………………………………… 126
GLOSSARY ……………………………………………………………………………………… 129
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iv
INTRODUCTION
This course contains information concerning features of the basic brake systems and
Antilock Brake Systems (ABS) used on DaimlerChrysler vehicles.
Basic brake system information includes the following areas:
• Disc/drum brake systems
• Four-wheel disc brake systems
• Hydraulic systems
ABS is available as standard or optional equipment on all DaimlerChrysler vehicles.
The course covers information about the following ABS systems:
• Bosch
• Teves
• TRW
Starting in 2004 the Electronic Stability Program (ESP), Brake Assist System (BAS)
and Brake Limiting Differential (BLD) were introduced. These systems will be
discussed in detail.
Regardless of manufacturer, all of these systems operate on the same basic principle
of controlling wheel lock-up or wheel slippage. Diagnostic and service procedures
may vary slightly, and the different system components are not interchangeable. This
course will review basic hydraulic systems and ABS systems.
Seven modules of training information are found in the course:
• Module 1—Adjustable Pedals
• Module 2—Power Brake Boosters
• Module 3—Base Hydraulics
• Module 4—Base Brakes Review
• Module 5—Warning Lamps
• Module 6—ABS Brake Systems
• Module 7—ABS/ESP Features
This course will cover current systems. Refer to the Appendix section for information
concerning past model years.
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2
OBJECTIVES
Upon completion of this course a technician will be able to:

• Locate and identify the components of the adjustable pedal system, and explain
the operation of the system.
• Describe the operation of the standard power brake booster, the variable assist
booster, the active booster, and the hydraulic assist booster.
• Describe the operating characteristics of a compensating port master cylinder,
center valve master cylinder, and a combination valve master cylinder.
• Understand the different types of hydraulic split systems used in
DaimlerChrysler vehicles.
• Locate and identify the components of the leading/trailing drum brake system.
• Understand the procedures used to measure hub and rotor runout and match
mount rotors.
• Explain the operation of the red brake warning, Antilock Brake System (ABS)
warning, traction control warning, and brake assist warning lamps.
• Explain the fundamental operation of the ABS brake system on the subject
vehicle.
• Understand the differences between front wheel, rear wheel, and all wheel
Traction Control and explain the operation of each system.
• Identify the components of Electronic Stability Program (ESP) and explain the
operation of the system.
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4
ACRONYMS
The acronyms listed here are used throughout this course.

• ABM Antilock Brake Module
• ABS Antilock Brake System
• AC Alternating Current
• AWD All Wheel Drive
• BAS Brake Assist System
• BCM Body Control Module
• BLD Brake Limiting Differential
• CAB Controller-Antilock Brake (former term for ABM)
• CAN Controller Area Network
• CCD Chrysler Collision Detection
• CCN Cabin Compartment Node
• DC Direct Current
• DLC Data Link Connector
• DMM Digital Multi-Meter
• DRB III® Diagnostic Readout Box Third Generation
• DTC Diagnostic Trouble Code
• ECU Electronic Control Unit
• EMIC Electro-Mechanical Instrument Cluster
• EPA Environmental Protection Agency
• ERM Electronic Rollover Mitigation
• ESP Electronic Stability Program
• EVBP Electronic Variable Brake Proportioning
• FCM Front Control Module
• FWD Front Wheel Drive
• HCU Hydraulic Control Unit
• Hz Hertz
• IC Integrated Circuit
• ICU Integrated Control Unit
• IPM Integrated Power Module
5
• ISO International Standards Organization

• LED Light Emitting Diode
• LF Left Front
• LR Left Rear
• mA Milliamp
• MIC Mechanical Instrument Cluster
• MSM Memory Seat Module
• ms Millisecond
• OBD On Board Diagnostics
• OSHA Occupational Safety and Health Administration
• PCI Programmable Communications Interface
• PCM Powertrain Control Module
• PDC Power Distribution Center
• PSI Pounds per Square Inch
• RF Right Front
• RR Right Rear
• RWAL Rear Wheel Antilock
• RWD Rear Wheel Drive
• SAS Steering Angle Sensor
• TCM Transmission Control Module
• TCS Traction Control System
• VIN Vehicle Identification Number
• WSS Wheel Speed Sensor
• 4WD 4 Wheel Drive
6
Table 1 Car/Body Line Description Chart
Model Year Line Description

2001-Current RS Caravan, Voyager, Town & Country
2001-Current RG Caravan, Voyager, Town & Country
1998-2004 LH Concorde, Intrepid, Vision, LHS, New Yorker,
300M
2000-2005 PL Neon, SRT-4
2001-2005 JR Cirrus, Stratus, Breeze, Sebring Sedan
2001-2005 JR27 Sebring Convertible
1992-2002 SR Viper RT/10, GTS Coupe, SRT-10
2003-Current ZB Viper SRT-10
1997-2004 AN Dakota, Dakota Cab & Chassis, Dakota Quad Cab
2005-Current ND Dakota, Dakota Cab & Chassis, Dakota Quad Cab
1994-2001 BR/BD Ram Truck
2002-Current DR/DH Ram Truck
1997-Current TJ Wrangler, TJ
1999-2004 WJ/WG Grand Cherokee
2005-Current WK/WH Grand Cherokee
1998-2003 DN Durango
2004-Current HB Durango
2001-Current PT Cruiser
2002-Current KJ Liberty
2004-Current ZH Crossfire
2004-Current VA Sprinter
2004-Current CS Pacifica
2005-Current LX Magnum, 300
2006-Current XK Jeep Commander
2006-Current PM/MK Caliber, Patriot, Compass
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WARNING: DUST AND DIRT ACCUMULATING ON BRAKE PARTS DURING

NORMAL USE MAY CONTAIN ASBESTOS FIBERS FROM PRO-
DUCTION OR AFTERMARKET BRAKE LININGS. BREATHING EX-
CESSIVE CONCENTRATIONS OF ASBESTOS FIBERS CAN CAUSE
SERIOUS BODILY HARM. EXERCISE CARE WHEN SERVICING
BRAKE PARTS. DO NOT SAND OR GRIND BRAKE LINING UNLESS
EQUIPMENT USED IS DESIGNED TO CONTAIN THE DUST RESI-
DUE. DO NOT CLEAN BRAKE PARTS WITH COMPRESSED AIR OR
BY DRY BRUSHING. CLEANING SHOULD BE DONE BY DAMPEN-
ING THE BRAKE COMPONENTS WITH A FINE MIST OF WATER,
THEN WIPING THE BRAKE COMPONENTS CLEAN WITH A DAMP-
ENED CLOTH. DISPOSE OF CLOTH AND ALL RESIDUE CONTAIN-
ING ASBESTOS FIBERS IN AN IMPERMEABLE CONTAINER WITH
THE APPROPRIATE LABEL. FOLLOW PRACTICES PRESCRIBED
BY THE OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION
(OSHA) AND THE ENVIRONMENTAL PROTECTION AGENCY (EPA)
FOR THE HANDLING, PROCESSING, AND DISPOSING OF DUST
OR DEBRIS THAT MAY CONTAIN ASBESTOS FIBERS.
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MODULE 1 ADJUSTABLE PEDALS
The Power Adjustable Pedal System allows the driver to adjust the position of the
accelerator pedal, brake pedal, and if equipped, clutch pedal for personal comfort
and safety. This option is available on select DaimlerChrysler vehicles.
Vehicles equipped with the memory recall option can store two pedal position
settings in a memory module. The memory module for this feature will vary by
model application.
A DC reversible motor operates the pedal mechanism to allow the pedals to swing
on a large arc, higher and angled upward as well as rearward. The motor can be
controlled by a driver-operated switch or the memory module.
Movement of the pedals is prevented when the vehicle is in reverse or when the
cruise control is engaged. This feature prevents the loss of pedal reference when
neither foot is on the pedal.
ATT16115
1 Switch
Figure 1 Adjustable Pedal Switch, (LX Shown)
11
Power Adjustable Pedals without the memory recall feature receive power from the
Integrated Power Module (IPM). The switch always has 12 volts unless the Front
Control Module (FCM) turns on a relay driver that interrupts power to the circuit.
Vehicles with memory recall for the Power Adjustable Pedals use logic in the memory
module to prevent operation when the vehicle is in reverse or when the cruise control
is engaged. The memory module receives a message on the B-bus indicating either
scenario and prevents the movement of the pedals.
The memory feature incorporates a pedal position sensor. This allows the memory
module to return the pedals to a preset position. The sensor is a potentiometer
that is supplied 5 volts from the memory module and sends a return voltage back
to the memory module. The return voltage is used to determine the pedal position.
Depending on vehicle platform, it is either mounted to the pedal assembly or is
internal to the motor.
If the accelerator pedal and the brake pedal are serviced separately, they must be
synchronized before returning the vehicle to service. Additionally, if the vehicle is
equipped with memory seats, they will need to be initialized with the scan tool.
Refer to appropriate diagnostic information. If the adjustable pedals are removed,
they may need to be synchronized. It is recommended to do so in the full-forward
position due to service part positioning from the factory.
ADJUSTABLE PEDALS
ATT14422
Figure 2 Adjustable Pedal Assembly, (WK Shown)
12
3
ATT16299
1 Adjustable Pedal Sensor Connector 3 Pedal Arm

2 Adjustable Pedal Sensor 4 Steering Shaft
Figure 3 Brake Pedal Position Sensor, (LX Shown)
13
BATT
MODULE-
FUSE INTEGRATED
POWER
30 85
RELAY-
ADJUSTABLE
PEDALS
87A 87 86
ADJUSTABLE MODULE-
PEDAL FRONT
RELAY CONTROL
CONTROL
SWITCH-
ADJUSTABLE
PEDALS
1 DOWN
2 UP
1 2 1 2
MOTOR-
ADJUSTABLE
PEDALS
ATT16455
Figure 4 Power Adjustable Pedal Wiring without Memory, (Generic View)
BATT
POWER
DISTRIBUTION
FUSE CENTER
SWITCH-
ADJUSTABLE
2 1 PEDALS
1 FORWARD
2 REARWARD
MEMORY
FUSED ADJUSTABLE ADJUSTABLE MODULE
B (+) PEDALS PEDALS
SWITCH MOTOR
ADJUSTABLE ADJUSTABLE ADJUSTABLE ADJUSTABLE ADJUSTABLE REAR WARD FORWARD
PEDALS PEDALS PEDALS PEDALS PEDALS
SENSOR SENSOR SENSOR MOTOR MOTOR
SUPPLY SIGNAL RETURN FORWARD REARWARD
SENSOR-
ADJUSTABLE
PEDALS
MOTOR-
ADJUSTABLE
PEDALS
ATT16245
Figure 5 Power Adjustable Pedal Wiring with Memory, (Generic View)
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16
MODULE 2 POWER BRAKE BOOSTERS
The power brake booster reduces the amount of pedal effort required for brake
application. Two types of power brake boosters are available on DaimlerChrysler
vehicles.
• Vacuum Assist
– Base (Standard) Vacuum Booster
– Variable Assist (Dual Rate) Booster
– Active Booster
• Hydraulic Assist
– Hydraulic Assist Power Booster
17
BASE BRAKE BOOSTER

The vacuum assist power brake booster uses engine intake manifold vacuum and
atmospheric pressure to assist the driver in applying
2 pressure to the primary piston
of the master cylinder. When the engine is started, vacuum is applied to both sides
1
of an internal booster diaphragm. When the driver applies force to the brake pedal,
a push rod opens a valve inside the booster and the rear of the booster diaphragm
is vented to atmospheric pressure. The vacuum in front of the diaphragm allows
atmospheric pressure to push the diaphragm towards the master cylinder. A second
push rod on the master cylinder side of the diaphragm applies pressure to the master
cylinder primary piston.
3
In the event of a vacuum loss to the booster, the brake pedal and master cylinder
push rods will contact each other as the driver applies the brakes. This will provide
a mechanical connection8 between the pedal and the master cylinder for brake
application.
3
2
ATT16120
1 Drum 4 Check Valve

2 Push Rod (From Brake Pedal) 5 Push Rod (To Master Cylinder)
3 Diaphragm
Figure 6 Vacuum Assist Power Brake Booster
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1
4
1 Engine Vacuum 3 Vacuum

2 Vacuum 4 Atmospheric Air Pressure
Figure 7 Booster Cutaway with Pedal at Rest
2
3
ATT16670
1 Engine Vacuum 3 Atmospheric Air Pressure

2 Vacuum
Figure 8 Booster Cutaway with Pedal Applied
19
VARIABLE ASSIST (DUAL RATE) BOOSTER

A dual rate booster is very similar to a single rate booster. The difference is at
a predetermined point in the boost curve, the booster smoothly transitions from
one boost rate to another. The initial lower first boost rate is beneficial during
low deceleration stops and during stop and go driving, because it provides a more
comfortable and smoother stop during these periods. During high deceleration,
trailer towing, and panic brake applications, the more aggressive second boost rate
will increase driver assist and stopping power.
The dual rate booster function is accomplished by using a reaction plunger assembly,
spring, reaction disc, and an input rod. System pedal travel depends on the size
of the master cylinder and the displacement of the foundation brake system. The
amount of pedal travel determines when additional assist will be active. Generally,
pedal travel at knee point (booster run out) is around 70% of full stroke.
Figure 9 Booster Cutaway
20
ACTIVE BOOSTER
The active booster can assist the driver in applying maximum braking force during an
emergency stop or during the initial phase of the Electronic Stability Program (ESP).
Some Teves and Bosch brake systems are equipped with active boosters. See Table 2
for specific applications.
Table 2 Active Booster Application
Manufacturer Vehicle Platform

Teves 2005 LX Vehicles
2005 WK
Bosch 2006 HB
The active booster is vacuum operated and incorporates the following additional
components:
• Teves System
– Brake Pedal Release Switch and Solenoid
– Brake Pedal Travel Sensor – LX only
• Bosch System
– Active Booster Solenoid
– Vacuum Sensor
Both systems use a solenoid in the booster that, when activated, provides a
larger opening for atmospheric pressure to enter. The additional components and
programming in the Antilock Brake Module (ABM) determines the operation of the
system. This will be discussed in Module 7—ABS/ESP Features.
Teves Brake Assist System (BAS)
Early model LX and WK vehicles may be equipped with the Teves BAS. This software
program is part of the ABM and provides faster introduction of brake boost during
emergency stops. Components of the standard vacuum assist work with the brake
pedal travel sensor, brake pedal release switch, and solenoid to achieve BAS braking
performance.
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1 2
4
5
ATT16122
1 Master Cylinder 4 Solenoid

2 Fluid Level Switch 5 Brake Pressure Sensor
3 Booster 6 Pedal Travel Sensor
Figure 10 Active Booster, (LX Shown)
Figure 11 BAS Connector, (LX Shown)
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1
14
13
3 4
12
5
11
10
6
9
8
ATT16606
1 Power Diaphragm 8 Vacuum Piston

2 BAS Brake Booster 9 BAS Diaphragm Travel Sensor
3 BAS Solenoid Valve 10 Compression Spring
4 Air Filter 1 11 Output Rod
5 Air Filter 2 12 Master Cylinder Attaching Point
6 Poppet Valve 13 Electrical Connection
7 BAS Release Switch 14 Vacuum Connection
Figure 12 Brake Servo BAS Components
23
BOSCH ACTIVE BOOSTER

Current HB vehicles may be equipped with the Bosch Active Booster. This booster
is part of ESP and provides introduction of brake boost during ESP events.
Components of the standard vacuum assist work with the brake assist solenoid to
achieve brake application during an ESP event.
VACUUM SENSOR
The booster on the HB will be equipped with a vacuum sensor. The purpose of the
sensor is to detect the level of available engine vacuum for the booster. In the event
the booster looses vacuum, the ABM will operate the pump motor to provide addition
hydraulic pressure.
4
6
5
ATT16642
1 Vacuum Check Valve 4 Fluid Level Switch

2 Booster 5 BAS Solenoid Connector
3 Master Cylinder 6 Vacuum Sensor
Figure 13 Booster, (HB Shown)
Figure 14 BAS Connector, (HB Shown)
24
HYDRAULIC ASSIST POWER BRAKE BOOSTER

The hydraulic assist power booster is used in place of a vacuum booster on Ram
2500 trucks with a diesel engine and all Ram 3500 trucks. It uses pressure from
the power steering pump as the source of assist pressure. A line from the power
steering pump feeds the boost cavity in the power booster. The fluid acts upon the
pistons in the master cylinder, via a push rod in the cavity, to create extra hydraulic
pressure for power braking. The hydraulic assist power booster is paired with a dual
compensating port master cylinder, which has a larger fluid reservoir than the unit
used on vacuum assist systems. The two master cylinders are NOT interchangeable.
1
ATT16298
1 Pump and Reservoir 3 Hydraulic Booster

2 Master Cylinder 4 Gear
Figure 15 Power Steering Fluid Flow
25
A high-pressure accumulator attached directly to the hydraulic assist power booster

holds reserve fluid under pressure in the event of a power steering pump failure,
broken belt, or vehicle shutdown. The fluid in the accumulator is enough for two to
three more power-assisted stops before the system defaults to manual braking.
1 2 5
4
3
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8
22
7 6
9
21 10 12
20 11
19 13
14
17 16
18 15 ATT16121
1 Accumulator Cap 13 Input Rod End

2 Accumulator Piston 14 Input Rod
3 Reserve System Pressure 15 Travel Limiter
4 Ball Check 16 Housing Cover
5 2 Function Valve 17 Boost Piston
6 Accumulator Pump Valve 18 Housing
7 Pump Pressure 19 Output Rod
8 To Steering Gear 20 Spool Plug
9 Spool and Sleeve Assembly 21 Return to Pump Reservoir
10 Booster Pressure Chamber 22 Pump Pressure
11 Lever 23 Nitrogen Gas
12 Pedal Rod
Figure 16 Hydraulic Assist Power Brake Booster Cutaway
26
Diagnosing the Hydraulic Assist Power Brake Booster

Before diagnosing concerns with the hydraulic assist power brake booster system,
you should be aware of the following NORMAL conditions:
• A hissing sound from the booster, when the brake pedal is applied with a force
of 40 lbs. or more, is normal. This noise is caused by fluid movement within
the booster cavity, and is most noticeable when the vehicle is not moving.
• Releasing the brake pedal quickly after a force of 50-100 lbs may cause slight
clunking, chattering or clicking noises within the booster. This is due to the
movement of internal components, and is considered normal.
The hydraulic brake booster is operated by power steering fluid, therefore all of the
normal power steering system inspections are required, including checking for:
• Proper operation of the power steering pump and drive belt (if applicable).
• Correct power steering reservoir fluid level.
• Signs of power steering fluid contamination.
• Signs of fluid leaks and/or restrictions in power steering lines and hoses.
The remaining tests on the booster itself can be made using Power Steering Analyzer
6815 and Adapter Kit 6893 (Figure 17).
1
4
3
2
8
7
6 5
ATT16249
1 Hydraulic Power Brake Booster 5 Adapter 6826

2 Tube 6825A 6 High Pressure Power Steering Hose
3 Hose 6905 7 Master Cylinder Fluid Reservoir
4 Power Steering Analyzer 6815 8 Accumulator
Figure 17 Power Steering Analyzer 6815 Hookup
27
Use the following procedure to test the hydraulic brake booster.

1. Disconnect the high-pressure power steering hose from the hydraulic brake
booster (hose on the side that connects the booster to the steering gear inlet).
Connect Tube 6844 (from Adapter Kit 6893) to the hydraulic brake booster.
2. Connect one end of Hose 6905 (from Adapter Kit 6893) to Power Steering
Analyzer 6815, and the other end to Tube 6844.
3. Install Adapter 6826 (from Adapter Kit 6893) between the gauge test valve end
of Power Steering Analyzer 6815 and the high-pressure power steering hose.
4. Open the test valve on the Power Steering Analyzer, and start the engine. Let
the engine idle long enough to circulate fluid through the pressure gauge and
purge air from the fluid. On diesel engines, allow the engine to idle at 1,200
rpm for about three minutes.
5. Turn off the engine, and check power steering fluid level. If necessary, add the
required amount of Mopar® Power Steering Fluid.
6. Start the engine again and allow it to idle. Read the pressure gauge.
• If the fluid pressure is high at idle (above 125 psi), there is a blockage
downstream from the test equipment.
• If the fluid pressure is low (below 50 psi) at idle, or does not increase when
you increase idle speed, there is either a blockage upstream from the test
equipment or a malfunctioning power steering pump. Confirm power steering
pump malfunctions using the tests outlined in the appropriate Service Manual.
• If the power steering pump is good, then continue with the booster valve tests.
7. With the engine off, press the brake pedal several times until the fluid in the
booster accumulator is depleted. The brake pedal will feel hard when pressed.
8. If the booster passes the above tests, check to see if the accumulator can hold
a charge. To do this, discharge the accumulator again by pressing the brake
pedal four or five times with the engine off. Then, inspect the accumulator by
trying to move it around. If it wobbles or turns, it has lost a gas charge and the
entire booster assembly must be replaced.
9. Using about 40 lbs of force, press the brake pedal and start the engine. If the
booster is receiving pressure, the brake pedal will drop and then push back up
against the operator’s foot.
10. To check if the entire booster system can hold a charge, start the engine and
turn the steering wheel from lock-to-lock to charge the accumulator. DO NOT
depress the brakes at this time.
11. Shut off the engine and let the vehicle sit for an hour. After an hour has
passed, there should be at least two power-assisted brake applications. If the
brake pedal feels hard when pressed, the system has lost its charge and the
booster assembly must be replaced.
28
Table 3 Hydraulic Booster Diagnostic Chart

Condition Possible Causes Correction
Slow Brake Pedal Return 1. Excessive seal friction in 1. Replace booster.
booster. 2. Replace booster.
2. Faulty spool valve action. 3. Replace hose.
3. Restriction in booster 4. Replace booster.
return hose.
4. Damaged input rod.
Excessive Brake Pedal 1. Internal or external seal 1. Replace booster.
Effort leakage. 2. Replace pump.
2. Faulty steering pump.
Brakes Self Apply 1. Dump valve faulty. 1. Replace booster.
2. Contamination in 2. Flush hydraulic system
hydraulic system. and replace booster.
3. Restriction in booster 3. Replace hose.
return hose.
Booster Chatter, Pedal 1. Slipping pump belt. 1. Replace power steering
Vibration 2. Low pump fluid level. belt.
2. Fill pump and check for
leaks.
Grabbing Brakes 1. Low pump flow. 1. Test and repair/replace
2. Faulty spool valve action. pump.
2. Replace booster.
29
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30
MODULE 3 BASE HYDRAULICS
MASTER CYLINDERS
All vehicles use the master cylinder to convert brake pedal pressure to hydraulic
pressure. Three types of master cylinders are used on DaimlerChrysler vehicles.
• Compensating port
• Center valve
• Combination valve
Compensating Port Master Cylinder
The master cylinder provides the necessary hydraulic pressure for base brake
operation, and for some reapply operations during an ABS stop. The cylinder bore
contains a primary and secondary piston. The primary piston supplies hydraulic
pressure to one half of the system. The secondary piston supplies hydraulic pressure
to the other half of the system. The master cylinder reservoir stores brake fluid in
reserve for the primary and secondary hydraulic circuits.
The compensating port allows fluid to enter the brake hydraulic circuits to allow for
brake component wear or to allow brake fluid back into the master cylinder when the
brakes are released. During brake application the piston cup moves past the port to
seal the system and apply the brakes.
4 1
3 2
ATT16123
1 Primary Piston Compensating Port 3 Secondary Piston Cup (Lip Seal)

2 Primary Piston Cup (Lip Seal) 4 Secondary Piston Compensating Port
Figure 18 Typical Compensating Port Master Cylinder
31
Center Valve Master Cylinder

The center valve master cylinder also uses a primary and secondary piston. Instead
of a compensating port, the center valve master cylinder uses a valve located in each
piston to allow fluid to flow from the reservoir to the master cylinder. This allows
fluid to flow from the reservoir to the ABS pump during ABS or Traction Control
events. During brake application the movement of the pistons close the valves and
seals the system from the reservoir. When ABS is activated, fluid will be pulled from
the master cylinder reservoir, through the master cylinder center valves, and allow
additional fluid into the Hydraulic Control Unit (HCU).
1 2
4 3 ATT16124
1 Secondary Piston Cup (Lip Seal) 3 Center Valve

2 Primary Piston Cup (Lip Seal) 4 Center Valve
Figure 19 Typical Center Valve Master Cylinder
32
Combination Valve Master Cylinder

The combination valve master cylinder has a compensating port for the primary
circuit and a center valve for the secondary circuit. The operation is the same as the
compensating port and center valve master cylinders. This type of master cylinder is
used with a front/rear hydraulic system.
2 3
1
4 ATT16125
1 Secondary Piston Center Valve 3 Primary Piston Compensating Port

2 Secondary Piston Cup (Lip Seal) 4 Primary Piston Cup (Lip Seal)
Figure 20 Typical Combination Valve Master Cylinder
33
Hydraulic System
The brake hydraulic system is divided into two distinct circuits. The circuits are
operated through the master cylinder. If there is a loss of hydraulic pressure in one
circuit, the other circuit will still operate one-half of the brake system. This safety
feature allows the vehicle to retain the ability to stop, although the stopping distance
will be increased.
There are two types of hydraulic split systems used on current production vehicles.
• Front/Rear Split (typically Rear Wheel Drive [RWD] and 4-wheel drive vehicles)
• Diagonal Split (typically Front Wheel Drive [FWD] passenger cars)
1 2
PRIMARY CIRCUIT
SECONDARY CIRCUIT
ATT16250
1 Front/Rear Split 2 Diagonal Split

Figure 21 Hydraulic Systems
34
PROPORTIONING VALVES AND JUNCTION BLOCK

Proportioning valves are used in vehicles without ABS. Proportioning valves balance
front to rear braking by controlling the brake fluid hydraulic pressure to the rear
brakes. The distribution of brake pressure compensates for the weight difference
between the front and the rear of the vehicle during braking. This will prevent
premature rear wheel lockup and maintain vehicle directional stability. Under light
pedal application, the proportioning valve allows normal fluid flow to the rear brakes.
Under higher pedal effort, the valve reduces fluid pressure to the rear brakes.
Current DaimlerChrysler vehicles use two different types of proportioning valves:
• Combination proportioning valve
• Fixed proportioning valve
The combination valve is mounted near the master cylinder. It consists of a
proportioning valve and a pressure differential valve contained in one unit. The
proportioning valve balances the front to rear braking. The pressure differential
valve controls the switch used to activate the red brake warning indicator.
Figure 22 Proportioning Valve, (TJ Shown)
35
The fixed proportioning valve is mounted in-line with the brake lines. Specific
location varies by vehicle line. This unit consists of one proportioning valve for each
rear wheel circuit to control fluid pressure.
Figure 23 Fixed Proportioning Valve (Typical)
An aluminum junction block is used in place of the HCU on some vehicles without
ABS. This simplifies vehicle production by allowing the chassis brake lines and tools
to be common for vehicles with ABS and without ABS.
Figure 24 Junction Block, (JR Shown)
36
BRAKE FLUID
Brake fluid is used to transmit motion and pressure through the hydraulic system.
The U.S. Department of Transportation issues specifications for brake fluid. Three
types of brake fluid are available.
• DOT3 - glycol based fluid
• DOT4 - glycol based fluid
• DOT5 - silicone based fluid
DOT3 or DOT4 brake fluid is used in DaimlerChrysler vehicles. Consult individual
vehicle Service Information for proper application.
The following precautions should be taken when using DOT3 and DOT4 brake fluid.
• Keep the brake fluid container sealed. These fluids absorb moisture which will
contaminate the fluid.
• Do not mix DOT3 and DOT4 brake fluids. While both are glycol based fluids,
the chemical properties vary. Mixing them may cause the fluid to sludge and
corrode brake components.
• Prevent the fluid from contacting painted surfaces. Brake fluid will damage the
vehicle’s finish.
DOT5 brake fluid is silicone based and will not absorb moisture. DOT5 cannot be
mixed with DOT3 or DOT4. This will cause the fluid to sludge and will damage brake
components. Currently, DOT5 is not used in DaimlerChrysler vehicles.
Figure 25 DOT3, DOT4, and DOT5 Brake Fluid
37
Brake Bleed Procedure

During brake system service, be sure that air does not enter the HCU. Air will
compress under pressure and when it enters the hydraulic system it creates a soft
or spongy brake pedal. If this does occur, or if the HCU is replaced, bleed the brake
system using a power brake bleeder with the proper adapters and the appropriate
scan tool. Follow the procedure found in the Service Manual and the Diagnostic
Procedures Manual.
The procedure can be divided into three steps:
• Base Brake Bleed (hydraulic circuits from the master cylinder to the HCU)
• Electronic Bleed (HCU internal circuits)
• Base Brake Bleed (hydraulic circuits from the HCU to the wheel brakes)
The initial base bleed will ensure any air trapped between the master cylinder and
the HCU will be moved into or through the HCU. The electronic bleed will cycle
the valves and run the pump motor in the HCU to push any trapped air in the
accumulators out of the unit. The final base brake bleed will remove any remaining
air from the HCU to the brake calipers/cylinders at the wheels.
Figure 26 Power Bleeder and Adapters
38
The scan tool (DRB III® for PCI bus vehicles or StarSCAN™ for CAN bus vehicles) is
used for the HCU portion of this procedure (Figure 27). Before performing the HCU
bleed procedure, you must bleed the base brake hydraulic system.
During the HCU bleed procedure, the scan tool sends signals to the HCU,
commanding it to cycle the isolation and dump valves in a certain sequence and
run the pump. The operation of components in the HCU drives out air that may be
trapped in inaccessible portions of the HCU.
After the scan tool portion of the bleed procedure is complete, you must again bleed
the base brake system. This is required to purge the brake hydraulic system of all
air that was bled from the HCU.
ATT16251
ATT16252
Figure 27 Brake Bleed Procedure (StarSCAN™ Shown)
39
ATT16253
Figure 28 Brake Bleed Procedure (StarSCAN™ Shown)
40
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MODULE 4 BASE BRAKES REVIEW
The majority of DaimlerChrysler vehicles use disc brakes at all wheels. However,
some DaimlerChrysler vehicles use leading/trailing brakes at the rear wheels. A
mechanically operated version of this brake type may also be used as the parking
brake on a four-wheel disc system. In parking brake use it is placed inside the rear
rotor and uses the hub surface as the drum.
The leading/trailing brake system offers several features that include:
• Improved cost
• Quick reaction to ABS events
• A self-adjusting feature that is active with both forward and reverse brake
application
43
LEADING/TRAILING
The leading/trailing brake system consists of the following components:
BACKING PLATE—The backing plate is the steel support attached to the rear axle or
spindle assembly. It provides attachment points for brake components and supports
the brake shoes. The backing plate also contains the anchor that the lower section of
the brake shoes rests against.
PRIMARY SHOE—This shoe is also called the leading shoe. It is the shoe that is
toward the front of the vehicle. When it is forced against the brake drum by the
wheel cylinder, friction causes it to shift slightly in the direction that the drum is
turning. An anchor permits only limited movement. The primary shoe is forced into
the drum by the rotation of the drum, increasing braking force.
THE SECONDARY SHOE—This shoe is also called the trailing shoe. It is the shoe
toward the rear of the vehicle. The secondary shoe makes contact with the drum as
a result of pressure from the wheel cylinder piston. Braking force is not as strong
on the secondary shoe because the rotation of the drum tends to push the secondary
shoe away from the drum contact area.
WHEEL CYLINDER—The wheel cylinder is attached to the backing plate. It takes
the hydraulic pressure created in the system and converts it into motion to move
the brake shoes toward the brake drum. The wheel cylinder consists of a cast iron
cylinder, lip seals (cups), spring and cup expander, pistons, and dust boots.
SELF-ADJUSTER—The self-adjuster is positioned between the brake shoes. It
consists of a screw mechanism with a toothed adjuster wheel, actuator lever, and
spring. The adjuster is preset during assembly to allow the proper clearance between
the shoes and the brake drum. As the brake shoes wear the shoe-to-drum clearance
increases. This causes the shoes to move farther to contact the drum. During brake
application, the brake shoes move the lever against the adjuster wheel. When the
distance becomes excessive the lever will contact the next tooth on the adjuster wheel
to expand the adjuster. This type of brake and adjuster allow for brake adjustment
when the vehicle is stopping regardless of forward or reverse brake application.
44
RETURN SPRINGS—The return springs keep the shoes from contacting the brake
drum when the brakes are not applied. Leading/trailing type brakes use one spring
at the upper portion of the shoe near the wheel cylinder and a smaller lower spring
at the anchor.
ANCHOR PIN AND RETAINER—The anchor pin and retainer keeps the brake shoe
against the support. The pin and spring allow the shoes to move toward the drum
while maintaining contact with the backing plate. The pin is inserted into a hole in
the backing plate and the brake shoe. The retainer is a spring clip that holds the
pin to the shoe and keeps it against the backing plate.
BRAKE DRUM—The cast iron brake drum surrounds the brake shoe and backing
plate assembly. It provides the braking surface for the brake shoes.
2 3
1 4
6 6
ATT16127
8
FORWARD
1 Secondary Shoe 5 Return Springs
2 Self-adjuster 6 Anchor Pin and Retainer
3 Wheel Cylinder 7 Return Springs
4 Primary Shoe 8 Backing Plate
Figure 29 Leading/Trailing Brake
45
HUB AND ROTOR RUNOUT

All DaimlerChrysler vehicles are equipped with front disc brakes and many models
are also equipped with rear disc brakes. The typical disc brake design uses a single
piston and floating caliper, mounted over the rotor. The rotor is secured to the hub
with the wheel and mounting nuts. When this type of brake is used with the Type 2
or Type 3 hub, the machining and assembly tolerances are critical.
Figure 30 Warped Rotor

A disc brake rotor needs to run true to provide the customer with satisfactory brake
performance. If a rotor is mounted to the hub that has excessive runout, or the
wheel is tightened incorrectly, this will cause the rotor to distort. A distorted rotor
will cause the braking surface to wear unevenly and create thickness variation in
the rotor braking surface. This will lead to brake pedal pulsation. On-vehicle rotor
runout is the combination of the individual runout of the hub mounting surface and
the runout of the rotor.
The following sections will cover match mounting new rotors, measuring hub and
rotor runout, and proper wheel tightening procedure.
46
Match Mount New Rotor

1. With the disc brake caliper removed, clean the hub surface with a non-abrasive
pad to remove any debris from the mounting surface. Ensure the rotor
mounting surface is also clean.
2. Inspect the studs on the hub for a paint mark on the end of the stud.
3. New Mopar rotors may have a paint mark near one mounting stud hole.
4. Install the rotor on the hub with the rotor paint mark aligned with the stud
paint mark. This will align the high spot of the hub with the low spot on the
rotor.
5. If the rotor is not marked, install the rotor on the hub and place an index mark
on one stud and the rotor.
1 Paint Marks
Figure 31 Match Mount Rotor
47
Measuring Hub and Rotor Runout

1. Place the wheel and tire assembly on the hub.
2. Loosely install the wheel mounting (lug) nuts.
3. Snug all wheel mounting nuts. This will allow the wheel to center itself to the
hub and rotor assembly.
4. Consult the latest Service Information for proper tightening sequence and
torque specifications.
5. Tighten the nuts to specification.
6. Mount a dial indicator to the steering arm. Place the dial indicator plunger on
the braking surface of the rotor approximately 10 mm from the outer edge of
the rotor.
7. Rotate the wheel and rotor while checking the runout of the assembly.
8. The runout should not exceed 0.001 in. for the assembly.
9. If the runout is in excess of the specification, remove the rotor and measure the
hub runout. Check service specifications for information.
10. If the hub is within specifications, reinstall the rotor with the marks two studs
from the original position. Measure the runout.
11. Continue the process until the runout is within specifications.
12. If the runout is still in excess of the specification, it will be necessary to
machine the rotor with an on-car brake lathe. Follow the manufacturer’s
specifications. Do not machine the rotor below the minimum thickness.
2
1
ATT16682
1 Rotor 2 Dial Indicator

Figure 32 Checking Rotor Runout
48
ATT16130
1 Hub Surface 3 Special Tool SP-1910

2 Special Tool C-3330
Figure 33 Checking Hub Runout
49
Wheel and Tire Installation

Proper installation of the wheel and tire is necessary to prevent distortion of the
brake rotor. Improper tightening of the wheel can cause the rotor to warp.
To install the wheel and tire assembly follow this procedure.
1. Place the wheel and tire assembly on the hub.
2. Loosely install the wheel mounting (lug) nuts.
3. Snug all wheel mounting nuts. This will allow the wheel to center itself to the
hub and rotor assembly.
4. Consult the latest Service Information for proper tightening sequence and
torque specifications.
5. Prevent the wheel from rotating by placing the vehicle back on the floor or have
an assistant apply the brakes.
6. Tighten the nuts in the proper sequence and to specification.
2
ATT16131
5
Figure 34 Wheel Tightening Procedure for 5-bolt Wheel
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52
MODULE 5 WARNING LAMPS
The vehicle instrument cluster has a red brake warning lamp to alert the driver of the
following base brake system conditions:
• Parking brake is applied
• Hydraulic failure in either the primary or secondary channel
• Low fluid level in the master cylinder reservoir
When this lamp is illuminated the vehicle should not be driven until the cause for the
illumination is determined and repaired.
The red brake warning lamp is controlled by the vehicle’s cluster via a signal over the
bus. There are three parallel paths (Figure 35) to chassis ground from the lamp that
will illuminate the red brake warning lamp:
• Parking brake switch contacts
• Brake fluid level switch
• Antilock Brake Module (ABM) (with key in START position)
Figure 35 Warning Lamp Inputs
53
The ABM will also illuminate the red brake warning lamp along with the amber ABS
lamp if an ABS Diagnostic Trouble Code (DTC) is set and during the initial bulb prove
out at ignition ON.
Teves Mark 25, 25e, and Bosch 8.0 equipped vehicles do not have a hard wire input
to the ABM. The brake fluid level sensor is hard wired to the front control module.
The front control module controls the red brake warning lamp via a CAN B bus
message to the Cabin Compartment Node (CCN).
1 ABS Warning Lamp (Amber) 2 Brake Warning Lamp (Red)

Figure 36 Vehicle Instrument Cluster (Typical)
54
ABS WARNING INDICATOR

The ABS Warning Indicator informs the driver that the ABS is not functioning. The
ABS Warning Indicator illuminates under the following conditions:
• As part of the bulb check
• The ABM detects a condition that results in a DTC
• The ABM detects a condition that resulted in a DTC in the last key cycle and
that component or circuit has not passed the static or dynamic test during the
current key cycle
• When performing certain tests with the scan tool in diagnostics
• When the ABM is disconnected from the harness or a loss of bus
communication
• When a new ABM is installed that has not been initialized (indicator flashes)
The ABS Warning Indicator receives voltage from the ignition circuit. If a
problem occurs with ABS, the ABM stores a DTC and illuminates the ABS
Warning Indicator. The ABS Warning Indicator is controlled indirectly by one
of several methods:
• On some vehicles, the ABS Warning Indicator is controlled indirectly by the
ABM. The indicator is controlled by the Mechanical Instrument Cluster (MIC)
via a bus message from the ABM. The MIC periodically sends a bus message to
the ABM requesting indicator status. If there is no response from the ABM or
the requested status is incorrect, then the MIC illuminates the indicator.
• On other vehicles, the ABM controls the ABS Warning Indicator indirectly
via a relay. The relay, when energized, opens the ground circuit for the ABS
Warning Indicator. When the relay is de-energized, the ABS Warning Indicator
circuit is grounded, illuminating the indicator.
• On vehicles equipped with CAN bus, the ABM controls the ABS Warning
Indicator via a bused message on the CAN C bus, to the central gateway, to the
CAN B bus, and then the CCN.
55
TRAC OFF WARNING INDICATOR FOR MARK 20, MARK 25e (RS), AND BOSCH 5.3
The TRAC OFF Warning Indicator provides the driver with information concerning the
disabling of TCS operation by the driver, a current ABM DTC or the thermal limiter
program in the ABM.
The MIC turns the TRAC OFF Indicator on or off based on the message sent by the ABM
across the communication bus or the TRAC OFF switch input.
The TRAC OFF Warning Indicator illuminates under the following conditions:
• As part of the bulb check
• The ABM detects a condition that resulted in a DTC in the last key cycle and that
component or circuit has not passed the static or dynamic test during the current
key cycle
• When performing certain tests with a scan tool in diagnostics
• When the ABM is disconnected from the harness or a loss of bus communication
• When a new ABM is installed that has not been initialized (indicator flashes)
• When the driver disables TCS by pressing the TRAC OFF switch
ESP WARNING INDICATOR FOR MARK 25e AND BOSCH 8.0

The ESP Warning Indicator provides the driver with information concerning the
disabling of TSC or ESP operation by the driver, a current ABM DTC, the thermal limiter
program in the ABM, or when ESP is active.
The Cabin Compartment Node (CCN) either turns on, off, or flashes the ESP indicator
based on a bus message sent by the ABM across the communication bus.
The ESP Warning Indicator illuminates under the following conditions:
• As part of a bulb check
• The ABM detects a condition that resulted in a DTC in the last key cycle and that
component or circuit has not passed the static or dynamic test during the current
key cycle
• When performing certain tests with the scan tool in diagnostics
• When the ABM is disconnected from the harness or a loss of bus communication
• When the driver disables the system by depressing the ESP switch
The ESP Warning Indicator flashes under the following conditions:
• When a new ABM is installed that has not been initialized
• When the ESP system is active
56
Table 4 Warning Indicators
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58
MODULE 6 ABS BRAKE SYSTEMS
GENERAL OPERATING CHARACTERISTICS

The antilock brake module (ABM) is used to monitor wheel speeds and modulate
(control) hydraulic pressure in either the rear brake channel (TRW EBC-125) or all
brake channels (Bosch, Teves, & TRW EBC-340). The modulated pressure is used to:
• Prevent wheel lockup during hard braking on slippery road conditions, in effect
“pumping” the brakes much faster than the driver could.
• Keep the wheels rolling, when necessary, to maintain optimum deceleration.
• Prevent “jack knifing” that may be caused by the rear wheels locking up.
• Help the driver maintain steering control during hard braking (four-wheel
system only).
Because the TRW EBC-125 system operates on the rear wheels only, lockup of the
front brakes, while less likely, is still possible. In the event the front brakes lock
up on these vehicles, braking will be stable but the driver will not have the steering
control offered by a four-wheel ABS system.
For Bosch equipped vehicles, the antilock system is inactive at speeds below 2 Kph
(1.2 mph). Once the Bosch system is in an ABS mode, it has the capacity to continue
to 0 Kph (0 mph).
For Teves equipped vehicles, the antilock system is inactive at speeds below 5-8
Kph (3-5 mph) (actual speed depends on tire size). In these low speed conditions,
the system reverts to standard braking to allow full brake pressure if necessary for
stopping the vehicle.
For TRW equipped vehicles, the antilock system is inactive at speeds below 5-8
Kph (3-5 mph), (actual speed depends on tire size). In these low speed conditions,
the system reverts to standard braking to allow full brake pressure if necessary for
stopping the vehicle.
In general, pedal feel during an ABS stop is similar to that of a conventional, vacuum
boosted brake system. On occasion, the pedal will drop slightly. This is most
common when there is extra pressure from the master cylinder required near the end
of a long antilock stop.
Some tire noise may also occur during an antilock stop. This is because the antilock
system allows some wheel slip to occur during the normal hold-vent-reapply cycling.
Since the wheel slip is less than that of a free-rolling wheel, it is possible for the
tires to “chirp” on some road surfaces. This noise is normal, and should not be
interpreted as full wheel lockup.
59
ANTILOCK CYCLES
Under normal braking conditions, the ABS functions the same as a standard base
brake system. When all wheels are turning at the same speed, inlet valves are open
and outlet valves are closed. When the brakes are applied, brake pressure flows
normally.
When the ABM detects that a wheel is approaching lock up, it energizes the inlet valve
solenoid of the affected wheel, causing the valve to close. The outlet valve remains
closed. The fluid pressure at the locking wheel brake is held steady. In other words,
the wheel has not reached lock up yet and pressure is not allowed to increase any
further. This is the ABM’s first attempt at preventing wheel lock up.
If the ABM senses that the wheel is still approaching lock up, it enters the vent
cycle. To initiate a vent cycle, the ABM keeps the inlet valve solenoid energized. It
then energizes the outlet valve solenoid, causing the outlet valve to open. When
this happens, hydraulic pressure at the locking wheel brake is released. The vented
fluid flows into the accumulator circuit. The intent of the vent cycle is to reduce the
wheel-locking tendency and allow the wheel to speed up or prevent a wheel-locking
condition.
The ABM can detect that brake pressure needs to be reapplied (build) because the
wheel speed for the affected wheel will begin to increase in comparison to the others.
To initiate a build cycle the ABM de-energizes the inlet valve and the outlet valve
solenoids, placing the inlet and outlet valves back to their normal positions. The
pump motor, which was energized at the beginning of the ABS cycle, empties the
accumulators and pumps fluid under pressure into the primary and secondary brake
circuits to maintain brake pedal height during an ABS stop. The ABM continues to
activate the ABS cycle until all wheel-locking tendencies have passed or until the
vehicle speeds drops below approximately 5 Kph (3 mph).
60
It is important to note that during an ABS cycle the front wheel brakes are controlled
independently based on the individual wheel speed input, while the rear wheel brakes
are controlled together based on the slowest rear wheel speed input. This is referred
to as “select low.”
The source of hydraulic brake pressure is still in the master cylinder. For this
reason, it is extremely important that the driver understands that the brake pedal
must be applied throughout the ABS cycle. If the brake pedal is released at any time,
ABS is deactivated. This is accomplished electronically and hydraulically. There is
a one-way check valve between the inlet valve and outlet valve. If the brake pedal
is released, fluid pressure overcomes the check ball and unseats it. The unseating
causes fluid to flow back into the master cylinder.
Because the ABS cycles can occur in many different sequences, there is a possibility
that the accumulators are filled with fluid at the completion of an ABS cycle. There
may also be some residual pressure in the brake lines. On diagonal split hydraulic
configurations, the outlet valves are opened for a specified time at drive-off following
an ABS cycle to allow the accumulators to purge. Vehicles with traction control have
a provision to release residual pressure through the shuttle valves (See Figure 68).
61
SOLENOID VALVE OPERATION

There are three positions of the inlet and outlet valves (See Figure 37).
Inlet Valve Open, Outlet Valve Closed
This is the position that the valves are in during pressure build (normal braking,
non-ABS) and the pressure reapply (ABS build). Fluid is allowed to enter the wheel
brakes through the open inlet valve. Fluid is blocked from the accumulator circuit by
the closed outlet valve. Fluid enters the valve block and flows to the brakes. This is
the de-energized position of the inlet and outlet valves.
Inlet Valve Closed, Outlet Valve Closed
This is the position of the valves during pressure hold. Additional pressure is
blocked from entering the affected wheel brake by the closed inlet valve. The wheel
brake pressure is prevented from venting to the accumulator circuit by the closed
outlet valve. Brake pressure is held trapped at the wheel brake in order to hold
the brake(s) steady. This is the position of inlet and outlet when the inlet valve is
energized and the outlet valve is de-energized.
Inlet Valve Closed, Outlet Valve Open
This is the position that the valves are in to vent the pressure at the affected wheel
brake. Pressure is blocked from entering the affected wheel brake by the closed inlet
valve. The pressure is vented through the open outlet valve into the accumulator
circuit. The vented pressure/fluid is stored until needed again or until the
completion of the program cycle. This is the energized position of the inlet and the
outlet valves.
62
1 Solenoid Normal/Build Position 6 Solenoid Vent Position

2 To Wheel Brake Circuit 7 To Accumulator Circuit
3 Solenoid Hold Position 8 From Wheel Brake Circuit
4 To Accumulator Circuit 9 From Master Cylinder
5 To Wheel Brakes 10 From Master Cylinder
Figure 37 Solenoid Valve Operation
63
ABS SYSTEM OPERATION

There are three types of antilock systems in use on DaimlerChrysler vehicles today:
• Single-Channel System
• Three-Channel System
• Four-Channel System
Integrated Control Unit (ICU)
The ICU consists of the ABM and HCU combined into one unit. The three- and four-
channel systems use a pump motor mounted to the HCU to supply a volume of fluid
to the system during an ABS event. The single-channel system does not use a pump
motor and relies on pressure from the master cylinder to operate.
The ICU is typically located under the hood, in the engine compartment.
Single-Channel System
This system (Figure 38) is a one-channel, one-sensor rear wheel ABS. This system
has “passive” rear wheel control, meaning rear brake pressure during antilock
braking is provided by the master cylinder. One-channel-HCU control of the rear
brakes means that the rear wheels are controlled as a pair during antilock braking
operation.
Vehicles that use the TRW EBC-125 and are equipped with a “drive by wire” engine
such as the 5.7L, will have an additional wheel speed sensor (WSS). The second
sensor will be located at the left front wheel and will provide a redundant speed
signal for the engine controller. The ABM for this system is not interchangeable with
the ABM for the single WSS system.
The following components make up the TRW EBC-125 system:
• Integrated ABM and HCU
• Rear WSS/tone wheel assembly
NOTE: A second WSS is incorporated on the left front wheel of “drive by wire
vehicles”
• Antilock warning lamp (amber)
• Brake warning lamp (red)
• Brake switch
• Reset switch (up to 2005 model year)
• Data link connector (DLC)
• Power and ground circuits
64
3
1 2
5 4
ATT16646
1 Accumulator 4 Inlet Valve

2 Master Cylinder 5 Outlet Valve
3 Brake Booster
Figure 38 Single-Channel System
65
Three-channel System
The TRW EBC-340 (Figure 39) is a three-channel, three-sensor, four-wheel ABS.
This ABS system has three fluid pressure control channels. Two solenoid valves, an
inlet (isolation) and an outlet (dump) are used in each antilock control channel. The
front brakes are controlled separately and the rear brakes are controlled as a pair.
A speed sensor signal indicating a wheel slip condition activates the ABM antilock
program.
A pump motor is included in the HCU. This motor is used to maintain pedal height
during an ABS event, and perform other tasks when equipped with Traction Control.
The following components make up the system:
• Integrated ABM, HCU, and pump motor
• Three (TRW) or four (Teves) WSS/tone wheel assemblies
• Brake switch
• DLC
1 2 3 4
ATT16647
1 LF Outlet Valve 5 Accumulators

2 LF Inlet Valve 6 Pump
3 RF Inlet Valve 7 Rear Inlet Valve
4 RF Outlet Valve 8 Rear Outlet Valve
Figure 39 Three-Channel System
66
Four-channel System
The Bosch and Teves ABS systems (Figure 40) can be either a three-channel, four-
sensor, four-wheel ABS; or a four-channel, four-sensor, four-wheel ABS. The
four-channel system is available on vehicles with Traction Control and Electronic
Stability Program (ESP). This system uses one HCU to control all four brakes during
antilock braking. During antilock braking with a three-channel configuration, the
front brakes are controlled individually and the rear brakes are controlled as a
pair. During antilock braking with a four-channel configuration, the system has the
capability to control all four wheels individually.
The following components make up the three-channel, four-sensor ABS system:
Non Traction Control Vehicles
• Integrated ABM, HCU, and pump motor
• Three WSS/tone wheel assemblies
• G sensor (four-wheel-drive vehicles) (internal to ABM)
• Brake switch
• DLC
The following components make up the four-channel, four-sensor ABS system:
Traction Control and ESP Vehicles
• Integrated ABM and HCU
• Four WSS/tone wheel assemblies
• Traction Control lamp
• Trac/ESP off switch
• Sensor cluster (dynamic sensor) (four-wheel-drive vehicles)
• Steering angle sensor (SAS)
• Brake switch
• DLC
67
1 2 3 4
10 9 8 7
ATT16648
1 LF Inlet Valve 6 Pump

2 LF Outlet Valve 7 RR Outlet Valve
3 RF Outlet Valve 8 RR Inlet Valve
4 RF Inlet Valve 9 LR Inlet Valve
5 LF Inlet Valve 10 LR Outlet Valve
Figure 40 Four-Channel System
68
ANTILOCK BRAKE COMPONENTS

TRW EBC-125
The TRW EBC-125 Integrated Control Module is the base unit used in Dodge trucks.
This single-channel system only controls the rear wheels.
ATT16714
Figure 41 TRW EBC-125 ICU

TRW EBC-340
The TRW EBC-340 Integrated Control Module is used on Dodge trucks. This is a
three-channel system that controls the front wheels independently and the rear
wheels as a pair.
The ICU consists of an ABM that contains six solenoids and the HCU with six valves.
A pump motor is attached to the HCU to supply system pressure during an antilock
event.
Figure 42 TRW EBC-340 ICU
69
Teves Mark 20 ICU

The Mark 20 ABS ABM, HCU and pump motor are combined into an ICU.
There are currently two designations of the Mark 20 system. Mark 20i refers to a
system that uses the ICU and magnetic-inductive WSSs. Mark 20e utilizes the ICU
and magneto-resistive WSSs.
Figure 43 Teves Mark 20 ICU

Teves Mark 25 and 25e ICU
The Mark 25 and Mark 25e ABS ABM, HCU and pump motor are combined into an
ICU.
Figure 44 Teves Mark 25 ICU
70
There is no external wire connecting the pump motor to the ABM on the Mark 25
system. There is an electrical connector that runs from the ABM through the HCU to
the pump motor.
Figure 45 Teves Mark 25e ICU

Bosch ABS ICU
The Bosch ABS 5.3 and 8.0 ICU (Figures 46-47) are located under the hood. The
Bosch 5.3 system may be either a three- or four-channel system depending on
whether the vehicle is equipped with two- or four-wheel drive. The Bosch 8.0 system
is a four-channel system in either two- or four-wheel-drive equipped vehicles.
Figure 46 Bosch 5.3 ICU
71
Figure 47 Bosch 8.0 ICU
72
ABM
The ABM is a solid-state controller that receives input signals from sensors and
switches. The ABM processes those signals, and activates the solenoids to control
the valves in the HCU to achieve the desired system program operation.
The ABM is mounted directly to the HCU, located in the engine compartment under
the hood. The ABM has several internal components including a microprocessor,
integrated (non-serviceable) solenoids, integrated power relays, and on some four-
wheel-drive vehicles, a G sensor. The G sensor is used on four-wheel-drive vehicles
only and is mounted either outside of the ABM or is internal to the ABM. Consult the
vehicle Service Information for correct location.
ATT16653
1 ABM
Figure 48 ABM (Teves Mark 25e Shown)
73
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74
System Power and Ground

The ABM receives a fused battery feed at all times. Battery voltage is supplied from
the System Fuse and ABS Pump Motor Fuse located in the Power Distribution Center
(PDC) or Integrated Power Module (IPM). A secondary feed is supplied by the ignition
switch and is used to “wake-up” the ABM. Internal to the ABM are two solid-state
relays. The ABM energizes the System Relay (internal to the ABM) when no faults
are present in a key cycle. This circuit powers the solenoids. The ABM operates the
Pump Motor Relay (internal to the ABM) during an ABS cycle to operate the pump
motor to maintain pedal height. The ABM also energizes the Pump Motor Relay
(internal) during Traction Control and ESP cycles to supply hydraulic pressure for
drive wheel brake application.
Ground for the ABS is provided through two controller pins. One pin provides a
signal ground while the other pin provides a power ground.
Figure 49 ABM Inputs and Outputs
75
Ignition Switch
The ABM receives fused ignition switch voltage with the Ignition Switch in the “Run”
position on some models and in the “Run/Start” position on others.
Fused ignition switch voltage provides the ABM with an electrical “wake-up call.”
When the ignition input is received, the ABM performs system initialization and
diagnostics. Any problems that are detected will disable ABS cycles and Traction
Control cycles, illuminate the Warning Indicator(s), and the ABM stores a DTC in
memory. Certain DTC(s) disable Electronic Variable Brake Proportioning (EVBP) and
ABS Plus. (See System Initialization for additional information)
ABM system operation is supported by software programs that include:
• System initialization and diagnostics
• ABS program cycles
• Traction Control program cycles
• EVBP program cycles
• ABS Plus program cycles
• Communication
• Indicator illumination request
• Vehicle speed output signal
• ESP
• Brake Assist System (BAS)
76
The ABM:
• Detects wheel locking tendencies by monitoring wheel speed sensor inputs
• Controls brake fluid modulation during an antilock stop by activating the valve
solenoids
• Monitors the ABS for proper operation and sets DTCs if failures are detected
• Communicates over the communication bus for diagnostic and antilock
warning lamp functions
• Checks for proper VIN over the communication bus
• Stores diagnostic information in non-volatile memory
• Transmits the calculated vehicle speed signal on the communication bus
• Detects wheel slip tendencies on acceleration
• Controls brake fluid modulation during traction control and ESP events by
activating the valve solenoids and operating the pump motor
ABM Replacement
When a diagnostic procedure test indicates that an ABM replacement is necessary,
the replacement ABM must be initialized. The ABM is initialized when the
appropriate scan tool is connected to the vehicle DLC and antilock brakes is selected
during the verification test. Some ABMs, which provide vehicle speed output to other
controllers/modules also requires the programming of tire size. See specific vehicle
information for warning indicator and speedometer operation if this procedure is not
performed.
Note: Early steps in the verification test instruct the technician to erase
DTC(s) in ALL modules. Prior to performing this step, consult the
repair order for other customer concerns. If DTC(s) are stored in
the PCM, TCM or other modules, record the appropriate information
(DTC(s), freeze frame data). Diagnostics in other vehicle systems may
be required if any DTC(s) are present.
77
System Initialization and Diagnostics

System initialization starts when the ignition switch input is received by the ABM
(key ON). The ABS Warning Indicator is illuminated (bulb check).
The ABM will perform a complete self-test of all internal circuits and electrical
components in the system. This is referred to as the “Static Test.”
When the vehicle reaches a predetermined speed, approximately 16-24 Kph (10-15
mph) a “Dynamic Test” is performed. The ABM momentarily cycles the inlet and
outlet valves and energizes the pump motor. If the driver has his/her foot on the
brake pedal during the dynamic motor test, they may feel a slight pedal pulsation.
This may or may not be noticeable to the driver. This is a normal condition and
should not be perceived as a problem.
The electrical components are continuously tested for the entire key cycle. The ABM
also continues to cycle the solenoids periodically.
For vehicles equipped with Bosch, TRW or Teves Mark 20 systems, if any ABS
component does not test properly during the “Static Test,” “Dynamic Test” or fails
during a key ON cycle, the ABM illuminates the ABS Warning Indicator and TRAC
OFF Indicator (if equipped), and stores the appropriate DTC.
Vehicles equipped with Bosch or Teves Mark 25 will also illuminate the ESP/BAS
warning lamp if equipped with ESP. The warning lamp strategy for vehicles with
ABS/ESP/BAS is outlined in Table 4 in Module 5.
1 2
12V
ATT16655
1 Main Relay 2 Pump Motor Relay

Figure 50 System Initialization
78
ABM Inputs
WSS Operation
The WSSs measure wheel speed by monitoring the rotating tone wheel (Figure 51).
The signal generated by the sensor and tone wheel pair is transmitted to the ABM.
As the teeth of the tone wheel move through the magnetic field of the sensor, a
signal is generated. The frequency of this signal increases and decreases in direct
proportion to the wheel speed.
DaimlerChrysler vehicles may be equipped with either the magneto-resistive or
magnetic-inductive WSSs.
Figure 51 Operation of Wheel Speed Sensor
79
Magneto-Resistive WSSs
Most current ABS systems use the magneto-resistive WSS. The sensors use an
electronic principle known as magneto-resistance to help increase performance,
durability and low speed accuracy. The sensors convert wheel speed into a small
digital signal. A toothed gear tone wheel serves as the trigger mechanism for each
sensor.
The ABM sends 12 volts to power an integrated circuit (IC) in the sensor. The IC
supplies a constant 7 mA signal to the ABM. The relationship of the tooth on the
tone wheel, to the permanent magnet in the sensor, signals the IC of the sensor to
toggle a second 7 mA power supply on or off. The output of the sensor, sent to the
ABM, is a DC voltage signal with changing voltage and current levels. The ABM
monitors the changing amperage (digital signal) from each WSS. The resulting signal
is interpreted by the ABM as the wheel speed.
A square wave is produced as the tone wheel rotates from one tooth to the next.
The number of these square waves that are produced over a specific time is a
measurement of frequency known as Hertz (Hz).
The ABM continuously compares the WSS signal frequency to determine if the
wheel speed (constant, deceleration or acceleration rate) indicates a wheel locking or
spinning tendency. If the ABM does detect this, it activates the appropriate program
cycle.
Figure 52 Magneto-Resistive WSS Input
80
Magnetic-Inductive WSSs
Earlier ABS systems and the current Mark 20i ABS system use magnetic-inductive
WSSs, which function on the generator principle. The sensors work together with
rotating tone wheels to monitor and provide the ABM with wheel speed information.
The actuator is a toothed gear tone wheel that rotates with the wheel. Each tooth on
the tone wheel acts as an actuator for the sensor.
As the tone wheel rotates, the teeth (actuators) are alternately going in and out of
proximity with the sensor. An Alternating Current (AC) voltage is generated in the
coil by magnetic lines of force fluctuating (and as a result, cutting across the coil) as
the tone wheel teeth pass by the magnetic sensor.
The output of the WSS can vary from wheel to wheel and vehicle to vehicle due to
many variables including the following:
• Winding efficiency
• Total circuit resistance
• Air gap
• Magnetic strength of the sensor
• Properties of the tone wheel
• Tone wheel speed
As the tooth of the tone wheel approaches the tip of the sensor, the magnetic lines
of force expand and cut across the conductor in the sensor. This causes voltage
to be induced and current flows in a positive direction. When the tooth of the tone
wheel reaches dead center, the lines of force have reached their maximum and are no
longer cutting across the conductor. Voltage potential and current flow has reached
its maximum value and has returned to zero potential.
As the tone wheel continues to rotate, the tooth of the tone wheel moves away from
the tip of the sensor causing the lines of force to contract, cutting the conductor in
the opposite direction. This causes a negative voltage to be induced and current to
flow in the opposite direction in the coil. When the valley center of the tone wheel is
aligned with the tip of the sensor, voltage potential and current flow is again at a zero
potential (the voltage and current values at any instant last for only hundredths or
thousandths of a second).
An AC sine wave is produced as the tone wheel rotates from one valley to the
next. The number of these sine waves that are produced over a specific time is a
measurement of Hz.
81
Figure 53 Magnetic-Inductive WSS Input

Tone Wheel
The WSSs measure wheel speed by monitoring the rotating tone wheel (Figure 54).
The signal generated by the sensor and tone wheel is transmitted to the ABM. The
location and number of tone wheels used will depend on whether the vehicle is
equipped with a single, three, or four-channel system.
1 Hub 2 Tone Wheel

2 Bearing
Figure 54 Front Tone Wheel (2WD Typical)
82
1
2
ATT16433
1 Magnetic Encoder 2 Encoder Location on the Axle

Figure 55 Front Tone Wheel (2WD Typical)
The TRW EBC-125 system uses one WSS/tone wheel assembly mounted in the rear
axle. As of 2004, vehicles equipped with the 5.7 Hemi have an additional WSS on the
left front wheel.
The TRW EBC-325 system uses three WSS/tone wheel assemblies; one mounted at
each front wheel, and one mounted in the rear axle for the rear wheels.
The Teves Mark 20 system uses three WSS/tone wheel assemblies (one rear axle
mounted and two front) for rear/four wheel drive and ABS-only vehicles.
Four-wheel-drive vehicles equipped with Traction Control use four WSS/tone wheel
assemblies, one at each wheel.
Front wheel drive vehicles use four WSS/tone wheel assemblies, one at each wheel.
The Teves Mark 25 system use four WSS/tone wheel assemblies, one at each wheel.
The Bosch ABS 5.3 system uses three WSSs (one rear and two front) for ABS only
vehicles. Vehicles with Traction Control use four WSSs, one at each wheel.
The Bosch ABS 8.0 system uses four WSSs, one at each wheel.
83
Brake Lamp Switch

A plunger type brake lamp switch monitors the brake pedal position. The switch
contains up to three sets of contacts depending on the vehicle equipment. One set
is normally open and closes when the brake pedal is pressed. The other two sets of
contacts are closed and open when the pedal is pressed.
The ABM monitors the status of the normally open brake lamp switch at all times.
When the pedal is depressed, the brake lamp switch plunger extends and the
normally open switch closes, applying a 12-volt signal to the ABM that indicates the
brakes are applied. This 12-volt power supply is also sent to the rear brake lamps.
Vehicles equipped with Traction Control use the brake lamp switch as an input to
disable Traction Control when the brakes are applied. A brake lamp switch input is
not required to enable ABS, EVBP or ABS Plus cycles.
Note: A problem in the Brake Lamp Switch circuit does not disable ABS,
EVBP or ABS Plus. The brake pedal must remain pressed for the cycles
to be affected.
1 Brake Lamp Switch 5 Fused Battery Voltage

2 Brake Switch Sense (To Shifter) 6 PCM Cruise Servo Power
3 Speed Control Servo 7 To Body Control Module
4 To ABM and Brake Lamps
Figure 56 Brake Lamp Switch
84
Four-Wheel Drive Status

When the transfer case is shifted to four-wheel-drive mode a message is sent out over
the bus from the Transmission Control Module (TCM) or the Transfer Case Control
Module (TCCM). While in four-wheel drive, the front and rear axles operate together.
With this input, the ABM is able to modify its operation to allow the front and rear
axles to lock together. Should a need for antilock operation occur while the vehicle is
in four-wheel drive, the ABM extends the amount of allowable dump cycles.
G Sensor
The G sensor is used on four-wheel-drive vehicles and is internal to the ABM
on some vehicles. The G sensor provides the ABM with forward and rearward
deceleration rate information to assist the ABM in selecting the proper antilock
program for various road surfaces.
The G sensor is an electromechanical device and the circuit consists of a supply
voltage (5 volts), a sense circuit and a ground. Deceleration in the forward or reverse
direction effects a pendulum movement, which provides a variable voltage signal
(similar to a potentiometer). With no G force (deceleration), the sensed voltage is
approximately 2.5 volts. As the vehicle decelerates in the forward direction, the
sensed voltage decreases (approximately 1 volt at 1 unit of G force). The opposite is
true of deceleration in the reverse (approximately 4 volts at 1 unit of G force).
Vehicles equipped with ESP have the G sensor in the Sensor Cluster. The Sensor
Cluster houses the yaw and lateral sensors, which are covered later in this text.
85
G Switch (Acceleration Switch)

The G switch, sometimes referred to as the acceleration switch, is an ABS component
unique to Jeep vehicles. The G switch provides the ABM with forward and rearward
deceleration information to assist the ABM in selecting the proper antilock program
for various driving conditions. The G switch is actually three separate switches
(2 forward and 1 reverse) installed at different angles within a plastic housing.
1 G1 Forward Switch (30º angle) 2 G2 Reverse Switch (15º angle)

3 G2 Forward Switch (15º angle)
Figure 57 G Switch
Under normal driving conditions, all switches are closed. A certain centrifugal
force is required to cause each one of the switches to open. Switches G1 and G2
provide forward deceleration rate information, and G3 provides rearward deceleration
information based on the signal available at G switch circuit sense lines. Switches
G1 and G2 are placed in one circuit of the G switch. Switch G2 is in a second circuit
inside the switch. The ABM provides a 12-volt reference signal to both of the circuits.
The G1, G2, and G3 circuits are wired in parallel to the G switch test circuit, which
provides a duty cycle ground. The G2 switch (15 degree forward angle), with no
deceleration force, is closed and a duty cycle signal is sensed by the ABM. The G1
(30 degree forward angle) and the G3 (15 degree rearward angle) switches are wired
in series and they too are closed with no deceleration force, providing a duty cycle
signal at the ABM (Figure 58).
86
If the brakes are engaged when the vehicle is on ice, chances are none of the switches
will open, indicating a very slick road surface. The ABM selects the appropriate
antilock program.
If the brakes are engaged when the vehicle is being stopped in gravel or a similar
coefficient of friction surface, the G2 switch circuit (12 volts at ABM) opens and the
G1 and G3 switch circuit (duty cycle at ABM) remain closed, indicating a moderate
coefficient of friction surface. The ABM selects a moderate antilock program.
If the brakes are engaged when the vehicle is being stopped on dry pavement, the G2
switch and the G1 switch circuits (both 12 volts at ABM) open, indicating a very high
coefficient of friction surface. The ABM selects the most aggressive antilock program.
If the vehicle is being stopped while going in the reverse direction on a moderate or
high coefficient of friction surface the G3 switch (12 volts at ABM) opens while the G2
remains closed (duty cycle at ABM). The ABM selects the most aggressive antilock
program.
Figure 58 G Switch Positions
87
ABM Outputs
Solenoid Valve Actuation
The ABM controls the on/off positions of all inlet and outlet solenoid valves in the
HCU. In the event that the ABM does not have control over a particular solenoid
(open or shorted component/circuit), it turns on the ABS warning lamp to flag the
malfunction.
The following tables describe the different valve arrangements for each brake system.
Table 5 Valve Arrangements For TRW Brake Systems
Number of Valves Hydraulic Split Number of Channels
2 Valve Front/Rear Split Single-Channel System
6 Valve Front/Rear Split 3-Channel System
Table 6 Valve Arrangements For Teves Brake Systems
6 Valve Front/Rear Split 3-Channel System
8 Valve Diagonal Split 4-Channel System
10 Valve Diagonal Split/Rear Split with 4-Channel System

Traction Control
12 Valve Diagonal or Front/Rear Split with 4-Channel System

Four Wheel Traction Control/ESP
Table 7 Valve Arrangements For Bosch Brake Systems
6 Valve Front/Rear ABS 3-Channel System
10 Valve Front/Rear Split with 4-Channel System

Traction Control
12 Valve Front/Rear Split with 4x4 and 4-Channel System

Traction Control
88
HCU Hydraulic Flow

During an ABS event the ABM activates the solenoids to open and close the inlet and
outlet valves in the HCU to control wheel lock up. The inlet valves are normally open
when the solenoid is OFF. The outlet valves are normally closed when the solenoid
is OFF. When the inlet valve solenoid is energized, the inlet valve closes. When the
outlet valve solenoid is energized, the outlet valve opens.
When program cycles occur, the inlet and outlet valves for the affected wheel are
pulse-modulated to build, hold, vent and reapply (build) wheel brake pressure. The
ABM controls the solenoids by energizing and de-energizing them several times a
second in response to WSS input.
An accumulator circuit is used to store the vented fluid from the wheel brakes during
various program cycles and provides a supply of fluid to the pump motor. A special
low pressure accumulator is used on some vehicles with a compensating port master
cylinder to protect the secondary piston lip seal in the master cylinder.
Using a diagonally split, four-channel system, Figures 59-62 show the apply, hold,
decay, and build events that make up the ABS cycle.
89
APPLY—When all wheels are turning at the same speed, inlet valves are open
and outlet valves are closed. When the brakes are applied, brake pressure flows
normally.
2 3 4
1
Solenoid Legion
Apply
Not Apply
8 7 6 5 ATT16659
1 LF Inlet Valve 5 RR Outlet Valve

2 LF Outlet Valve 6 RR Inlet Valve
3 RF Outlet Valve 7 LR Inlet Valve
4 RF Inlet Valve 8 LR Outlet Valve
Figure 59 Apply
90
HOLD—When the ABM detects that a wheel is approaching lock up, it energizes the
inlet valve solenoid of the affected wheel, causing the valve to close. The outlet valve
remains closed. The fluid pressure at the locking wheel brake is held steady. The
pump motor is energized to maintain brake pedal height during an ABS stop. This is
the ABM’s first attempt at preventing wheel lock up.
2 1
ATT16660
1 Inlet Valve Closed 2 Inlet Valve Closed

Figure 60 Hold (Rear Wheels)
91
DECAY—If the ABM senses that the wheel is still approaching lock up, it enters the
vent cycle. To initiate a vent cycle, the ABM keeps the inlet valve solenoid energized.
It then energizes the outlet valve solenoid causing the outlet valve to open. When this
happens, hydraulic pressure at the locking wheel brake is released. The vented fluid
flows into the accumulator circuit.
4 1
3 2
ATT16661
1 RR Outlet Valve Open 3 LR Inlet Valve Closed

2 RR Inlet Valve Closed 4 LR Outlet Valve Open
Figure 61 Decay (Rear Wheels)
92
BUILD—The ABM detects that brake pressure needs to be reapplied (build) because
the wheel speed for the affected wheel will begin to increase in comparison to
the others. The ABM de-energizes the inlet valve and the outlet valve solenoids,
placing the inlet and outlet valves back to their normal positions. The pump motor,
which was energized at the beginning of the ABS cycle, empties the accumulators
and pumps fluid under pressure into the primary and secondary brake circuits to
maintain brake pedal height during an ABS stop. The ABM continues to activate the
ABS cycle until all wheel-locking tendencies have passed or until the vehicle speed
drops below approximately 5 Kph (3 mph).
2 3 4
1
Solenoid Legion
Apply
Not Apply
8 7 6 5 ATT16659
1 LF Inlet Valve 5 RR Outlet Valve

2 LF Outlet Valve 6 RR Inlet Valve
3 RF Outlet Valve 7 LR Inlet Valve
4 RF Inlet Valve 8 LR Outlet Valve
Figure 62 Build
93
Pump Motor
The pump motor is part of the ICU and is used to drain the accumulators and
maintain brake pedal height during ABS cycles or provide hydraulic pressure during
a Traction Control event. The pump motor will also provide the hydraulic pressure
during an electronic stability control event. The suction sides of the pump are
supplied fluid from the accumulators during ABS cycles and ESP cycles, and the
center valve in the master cylinder during Traction Control cycles. During ABS
cycles the source of hydraulic pressure is still the master cylinder. For this reason,
it is extremely important that the driver understands that the brake pedal must
be applied throughout the ABS cycle. The ABM controls the pump motor when
operation is desired. The motor is a DC motor, which provides two output strokes
per revolution. The pump is a reciprocating dual piston pump. One piston of the
pump supplies the primary circuit and the other piston supplies the secondary
circuit. The pump and motor are serviced as an assembly with the HCU.
1 Low Pressure Accumulators 3 TRW Attenuators (Bosch Dampening

Chambers)
2 Pump Motor
Figure 63 Accumulators and Pump Motor
94
Vehicle Speed
Vehicle speed signal (TRW Systems)—The vehicle speed signal is initially generated by
the rear WSS, located in the rear axle differential. This signal is provided to the ABM,
which then sends it to the PCM along a dedicated wire (NOT the communication bus).
The PCM uses the vehicle speed signal for engine and transmission control, while
also sending it out the communication bus. The vehicle instrument cluster gets the
vehicle speed signal from the communication bus.
Vehicle speed signal (Bosch ABS)—The vehicle speed signal is initially generated
by all 3 or 4 WSSs (depending on application). This signal is provided to the ABM,
which then sends it to the PCM on the CAN C bus. The PCM uses the vehicle speed
signal for engine and transmission control. The vehicle instrument cluster gets the
vehicle speed signal from the communication bus.
Vehicle speed output (Mark 20)—Vehicle speed is measured by the ABM based on
input from the WSSs. A signal is sent from the sensor(s) to the ABM. Based on
pinion factor (tire size), the ABM provides a hard-wired duty cycle ground to the
specific vehicle controllers on Mark 20 vehicles (varies by vehicle). This signal is
used to determine vehicle speed and distance covered for system operation. The PCM
typically broadcasts a vehicle speed PCI bus message to other vehicle controllers
needing vehicle speed information.
A five-volt signal is provided by the PCM to the ABM. The ABM provides a duty cycle
ground output representing 8000 pulses per mile based on the pinion factor (tire size)
and the average of the rear WSS(s).
Note: Some vehicles send the vehicle speed signal from the ABM to the
Body Control Module (BCM). On these vehicles, the BCM receives
the speed signal and the BCM provides the duty cycle ground output
representing 8000 pulses per mile based on the Pinion Factor (tire
size).
95
Vehicle speed output (Mark 25)—Vehicle speed is measured by the ABM based on
input from the WSSs. A signal is sent from the sensor(s) to the ABM. Based on the
pinion factor, the ABM broadcasts the vehicle speed on the CAN C bus. The ABM
will also broadcast the speed and distance each wheel travels. The individual wheel
information is used by some transmission applications to determine shift strategy.
The speed signal is broadcast on the CAN B bus from the central gateway to the
Cabin Compartment Node (CCN).
Pinion factor programming—Because the vehicle speed signal can be generated by
the WSS, it is very important that the correct axle type (rear wheel drive) and tire size
be programmed into the ABM. For some models the tire size will be programmed
into the Front Control Module (FCM). Consult the vehicle Service Information for the
correct procedure.
Dodge truck axle sizes and types are shown in Figure 64.
Table 8 Typical Revolutions By Tire Size
Production Tire Sizes Typical Revolutions per Mile
LT215/85R16D, E 663
LT225/75R16C, D, E 689
LT245/75R16C, E 662
P215/75R15 729
P225/75R16, XL 689
P235/70R15 722
P235/75R15-XL 698
P245/75R16 662
P255/65R15 719
P265/75R16 637
P275/60R17 673
P275/60R20 611
P265/70R17 638
P275/55R20 632
96
1 8.25 in. Rear Axle=104 TR Teeth 5 Straight Axle Tube

2 9.25 in. LD Rear Axle=108 TR 6 10.5 in. American Axle=120 TR Teeth
Teeth
3 Tapered Axle Tube 7 11.5 in. American Axle=120 TR Teeth
4 9.25 in. HD Rear Axle=117 TR Teeth
Figure 64 Axle Size and Type Identification
97
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98
MODULE 7 ABS/ESP FEATURES
ELECTRONIC VARIABLE BRAKE PROPORTIONING (EVBP)

On current ABS brake systems, proportioning valves are no longer used to limit
brake pressure to the rear brakes. This is now a function of Electronic Variable
Brake Proportioning (EVBP) via the ABM and HCU. The EVBP cycles are controlled
by the ABM from the EVBP program. It is not an ABS cycle.
The ABM compares the individual rear wheel speed deceleration rate to the front
wheel speed deceleration rate based on WSS input. On four-channel ABS systems
(diagonal split hydraulic configuration) the ABM disables “select low” (a process
where both rear brakes are controlled together based on the slowest rear WSS input
to the ABM) and controls individual rear wheel brake pressure. Three-channel ABS
systems (front rear split hydraulic configuration) controls pressure to both rear wheel
brakes through a single rear brake circuit (“select low” not disabled). The ABM is
programmed to allow a specific amount of rear wheel deceleration compared to front
wheel deceleration (or overall vehicle deceleration) depending on the vehicle model.
This balances the front to rear braking.
The ABM’s first attempt to balance braking is to “hold” the pressure at the rear wheel
with a deceleration rate above the calibrated rate. The ABM energizes the inlet valve
solenoid and maintains the outlet valve solenoid in the de-energized position. If
additional braking balance is required, the ABM maintains the inlet valve solenoid in
the energized position and then pulse modulates (energizes) the outlet valve solenoid.
This vents pressure at the affected wheel brake. It is possible during an EVBP cycle
for the ABM to build the pressure. The ABM de-energizes the outlet valve solenoid
and then de-energizes the inlet valve solenoid.
The pump motor is typically not activated during an EVBP cycle. A brake switch
input is not required to enable EVBP, however it will alter the allowable wheel
deceleration rate program. The source of hydraulic brake pressure is still the master
cylinder. For this reason, the EVBP cycle will end if the brake pedal is released.
99
100%/99%
Figure 65 Light Pedal Application
100%/85%
Figure 66 Medium Pedal Application
100%/70%
Figure 67 Heavy Pedal Application
100
TRACTION CONTROL
The function of traction control is to prevent the driven wheels from spinning during
acceleration up to a predetermined vehicle speed. As with ABS, the ABM does allow
for some mismatch in the WSS signals at low speeds. Traction control cycles are
very similar to ABS cycles and use many of the same input and output circuits.
Additional solenoids and valves are required in the HCU to accomplish this function.
2
1
ATT16666
1 Inlet Valve 4 Pump Motor

2 Outlet Valve 5 Separation Valve
3 Shuttle Valve
Figure 68 Teves Mark 25 Traction Control System
101
Traction Control Cycles for Mark 20, Mark 25e (RS), and Bosch 5.3
These types of systems are brake-only systems. Traction control is in effect up to
a predetermined vehicle speed of approximately 56 Kph [35 mph]. Two additional
isolation solenoids and valves are required in the HCU.
The ABM monitors the WSS to detect drive wheel spin during initial acceleration. If
a driven wheel begins to spin, its associated WSS signal will indicate a significantly
greater speed than the non-spinning wheel. If the ABM of a vehicle equipped with
brake-only traction control sees that one of the driving wheels is spinning, it does the
following:
• Commands the normally open isolation valve to close, allowing brake pressure
to build at the affected wheel. Without this additional valve, the pump would
simply pump the fluid back to the master cylinder.
• Commands the pump motor to run.
• This system is equipped with a manual shuttle valve that will open to allow the
pump motor to draw fluid from the master cylinder.
• Modulates the inlet and outlet valve for the spinning wheel in order to go
through the build, hold, and vent sequence(s).
Brake fluid is pulled from the reservoir through the open center valves of the master
cylinder by the pump motor. This is the reason vehicles equipped with Traction
Control are equipped with center valve master cylinders.
The ABM will deactivate the traction control cycle once the spinning wheel slows to
the point that it matches the non-spinning wheels, or the driver presses the brake
pedal and the ABM receives a brake lamp switch input indicating that the brake
pedal is pressed.
102
Traction Control Cycles for Mark 25 with ESP

For vehicles equipped with Teves Mark 25 ABS that are equipped with traction
control and ESP, the ABM will do the following:
• Commands the normally open separation (isolation) valve to close, allowing
brake pressure to build at the affected wheel. Without this additional valve,
the pump would simply pump the fluid back to the master cylinder.
• Commands the closed shuttle valve to open allowing the pump motor to draw
fluid from the master cylinder.
• Modulates the inlet valve for the non spinning wheel(s) to isolate it.
• Communicates with the PCM to control engine torque until the driven wheel(s)
are no longer slipping.
• Modulates the inlet and outlet valve for the spinning wheel in order to go
through the build, hold, and vent sequence(s).
The Teves Mark 25 system is an “all speed” traction control system. Unlike the Mark
20 system, the Mark 25 will remain active up to 137 kph (85 mph). This system is
able to do this because it is able to control engine torque.
Another feature of the Mark 25 system is the Brake Limiting Differential (BLD). If the
operator chooses to turn off the traction control, the system will still remain partially
operational. The system will operate the brake pads when drive wheel slip is noted
in an effort to keep both wheels turning at the same rate of speed. This will allow the
wheels to spin for situations where the operator is trying to spin through ice.
103
Traction Control Cycles for Bosch 8.0 Systems

The function of traction control is to prevent the drive wheels from spinning during
acceleration up to a predetermined vehicle speed (approximately 80 Km/h [50 mph]).
Traction control will not activate above 56 Km/h (35 mph). As with ABS, the ABM
does allow for some mismatch in the WSS signals at low speeds. Traction control
cycles are very similar to ABS cycles and use many of the same input and output
circuits. Two additional isolation solenoids and valves are required in the HCU for
each axle.
The ABM monitors the WSS to detect wheel spin during initial acceleration. If a
driven wheel begins to spin, its associated WSS signal will indicate a significantly
greater speed than the non-spinning wheel. If the ABM sees that one of the driving
wheels is spinning, it does the following:
• Commands the normally closed prime (shuttle) valve to open, allowing the
pump to pull fluid into the unit.
• Commands the normally open pilot (separation) valve to close, to keep the fluid
from returning to the master cylinder, allowing the fluid to build pressure at
the wheel.
• Modulates the inlet valve for the non spinning wheel(s) in order isolate it.
Brake fluid is pulled from the reservoir through the open center valves of the master
cylinder by the pump motor. This is the reason vehicles equipped with traction
control are equipped with center valve master cylinders.
Once the spinning wheel slows to the point that it matches the non-spinning wheels
or the driver presses the brake pedal and the ABM sees the brake lamp switch input
indicating that the brake pedal is pressed, the ABM will deactivate the traction
control cycle.
104
Thermal Limiter Program

If a situation occurs where traction control is activated extensively, brake pad
temperatures may reach an unacceptable level. The ABM contains a thermal limiter
program that calculates brake pad temperatures in order to prevent damage to the
brake pads due to excessive heat buildup. This formula is based on a calculation
that takes into account the number of times the brakes are applied compared to
the total length of time applied. Traction control is disabled temporarily if the
ABM calculates potentially damaging high brake pad temperature. Once the ABM
calculates that the brake pads have cooled to an acceptable level, the ABM will again
allow the traction control cycles to activate if appropriate conditions exist.
The thermal limiter program, a TRAC OFF switch input or an ABS fault that disables
ABS will prevent traction control activation and illuminate the TRAC OFF Warning
Indicator.
Figure 69 Thermal Limiter Program
105
TRAC OFF Switch for Mark 20, Mark 25e (RS), and Bosch 5.3
The TRAC OFF switch allows the operator to manually deactivate the traction
control operation. Traction control is automatically enabled at each key cycle. If the
driver does not press the switch, then the ABM enables traction control and stands
by, ready to activate the system if a wheel spin occurs during acceleration, up to
approximately 56 Kph (35 mph).
The TRAC OFF switch is monitored by the ABM or the Mechanical Instrument
Cluster (MIC) depending on the model. On vehicles in which the ABM monitors the
status of the TRAC OFF switch, the ABM controls the TRAC OFF warning indicator
via a bus message to the MIC. On vehicles in which the MIC monitors the status of
the TRAC OFF switch, it controls the TRAC OFF warning indicator and sends a bus
message to the ABM to change the state of the traction control program.
The TRAC OFF switch is a momentary contact switch. The switch receives
approximately 12 volts. When the switch is pressed, a path to ground is completed
and monitored voltage goes low. When this happens, the ABM will disable traction
control. If pressed again, the traction control system will be re-enabled.
The traction control feature will reset to “ON” whenever the ignition switch is cycled
from “Off” to “On” or “Start.”
On some vehicles, the TRAC OFF switch is also equipped with a location lamp. This
lamp will dim with the cluster lamps.
1 TRAC OFF Switch
Figure 70 TRAC OFF Switch
106
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107
ABS Plus Cycles

During a turning maneuver, a vehicle can experience forces that prevent the vehicle
from following the turning path. These are referred to as oversteer and understeer.
During oversteer, the vehicle starts to turn in the intended path, until the rear of the
vehicle loses traction and swings around or fishtails. In an understeer situation, the
vehicle attempts to turn but does not follow the intended path. Instead, it continues
straight despite the steering efforts.
1 With ABS Plus 3 Understeer

2 Without ABS Plus 4 Oversteer
Figure 71 ABS Plus Effect
108
DaimlerChrysler vehicles equipped with four-channel ABS incorporate ABS Plus,

a sophisticated software extension of the ABM that senses (using the wheel speed
sensor [WSS] input) when a vehicle is braking in a turn. The software balances brake
forces at the wheels (side-to-side) to counteract a yaw movement (the tendency for the
vehicle to rotate around its center of gravity) and improve the vehicle stability while
braking in cornering maneuvers. ABS Plus is active during all braking – not just
during ABS events.
The ABM calculates the outside wheel speed rate compared to the inside wheel
speed rate based on WSS input to determine when ABS Plus cycles are beneficial.
It then reduces the front inside wheel brake pressure relative to the front outside
wheel braking pressure. Reducing the inside wheel braking pressure provides less
oversteer, reducing the tendency for yaw during the cornering maneuver.
The ABM’s first attempt to reduce yaw is to energize the inlet valve for the affected
wheel and pulse modulate (energize for programmed duration) its outlet valve. This
vents the front inside wheel brake pressure. The ABM then attempts to maintain
the front braking balance side to side by “holding” the affected inside wheel brake
pressure (energize the inlet valve and de-energize the outlet valve). The ABM
continues to monitor the difference in front wheel speed rates, controlling the
inlet/outlet valve position to maintain front wheel braking balance according to a
predetermined program for the model (weight, steering geometry, etc.). Electronic
Valve Brake Proportioning (EVBP) program cycles may be active during ABS Plus
cycles.
The pump motor is typically not activated during the ABS Plus cycles and “select low”
is disabled by the EVBP cycles. A brake switch input is not required to enable ABS
Plus. The source of hydraulic brake pressure is still the master cylinder. For this
reason, the ABS Plus cycle will end if the brake pedal is released.
109
2
1
ATT16668
1 Outlet Valve 2 Inlet Valve

Figure 72 ABS Plus Valve Actuation
110
Electronic Stability Program (ESP)

ESP is a program in the ABM that attempts to maintain proper vehicle tracking
through its intended path. Unlike ABS Plus, the brake pedal does not have to be
pressed to initiate an ESP event. Components of ABS work with the steering angle
sensor (SAS), brake pressure sensor, brake pedal, yaw and lateral acceleration
sensors (dynamic sensors) to accomplish this. The information processing takes
place within the ABM.
ESP compares the driver’s intended course, through steering angle and wheel speed
sensors, to the vehicle response, by lateral acceleration and rotation (yaw). ESP then
brakes individual front or rear wheels and/or reduces engine power as needed to
help keep the vehicle cornering at an appropriate rate.
The first step in this process involves the ABM sending a bus message to the
Powertrain Control Module (PCM) to reduce engine torque in an attempt to reduce
vehicle speed. The ABM then activates the booster or pump motor to create brake
pressure. For this reason, vehicles equipped with the active booster include a brake
light defeat circuit. This defeat feature will not allow the brake lights to come on
when the ABM depresses the brake pedal by activation of the booster.
To counteract the yaw tendency of the vehicle, brake forces are applied to the wheels
that oppose the yawing motion. For example, the brakes of one or both wheels of
the left side of the vehicle are applied to counteract a clockwise yawing motion. The
brakes of the right side of the vehicle are activated to counteract a counterclockwise
yawing motion. The braking pressure at each wheel is modulated by the inlet and
outlet valves.
In addition to activating the brake system, the ABM also activates the pump motor to
drain the accumulators and maintain brake pedal height.
The ABM also has the capability to control the torque of the engine by
communicating with the PCM on the CAN C bus. In an extreme situation, it is
possible for all the engine torque to be taken away in an effort to bring the vehicle
under control.
Figure 73 ESP (Bosch)
111
ESP Components
Sensor Cluster (Dynamic Sensor)
The sensor cluster on ESP equipped vehicles contains both the lateral and yaw
sensor.
The sensor cluster is on a dedicated C Bus to enable real time communication with
the ABM. This sensor cluster is provided B+ and ground from the ABM.
Both the lateral and yaw sensors operate on an internal 5 volt reference with an
average of 2.5 volts being the neutral position. Refer to Figure 75 for a typical lateral
sensor signal and yaw sensor signal. Since these signals are provided to the ABM as
data on the dedicated CAN C bus, it is not possible to use a lab scope to verify the
operation of these sensors. These signals can be monitored with the StarSCAN™.
The sensor cluster must be initialized with the StarSCAN™ when it is replaced. This
feature is listed under the “Miscellaneous Functions” tab.
ATT16669
1 Sensor Cluster
Figure 74 Sensor Cluster Location, (WK Shown with Center Console Removed)
112
Figure 75 Sensor Cluster Coordinates
113
Steering Angle Sensor (SAS)

The SAS provides the ABM with information on the degrees of rotation of the steering
wheel. This is part of the information used to determine the driver’s intended path.
The other inputs to determine the intended path are the lateral and yaw sense.
Currently three different types of SASs are used on DaimlerChrysler vehicles. The
sensor is mounted in the steering column above the multifunction switch, and is
connected to the CAN C bus, B+ and ground for sensor operation.
The steering column sensor contains up to seven Light Emitting Diodes (LEDs) and
seven photocells. A flange interrupts the light beams from the photocells. Windows
in the flange (data wheel) allow the light to pass when the steering wheel is turned.
Data from the LEDs are used to determine the speed and direction the wheel is
rotated. This SAS data is sent out over the CAN C Bus to the ABM.
Note: LX vehicles equipped with ESP need to relearn the sensor position
following a battery disconnect. To perform this, start the engine
and turn the steering wheel from lock-to-lock to allow the system to
relearn the position of the steering wheel. All other vehicles with
ESP have a self-centering system in the SAS that does not require a
relearn procedure.
Figure 76 SAS, (LX Shown)
114
Figure 77 SAS, (WK Shown)
Figure 78 SAS, (KJ Shown)
115
Brake Pressure Sensor

The ABM uses the brake pressure sensor input during ESP modes. The ABM
monitors the pressure from the master cylinder to ensure maximum hydraulic
efficiency during ESP modes. With the 2005 Mark 25 system, the sensor is a three-
wire sensor with a five-volt reference, signal return, and ground. The sensor is hard
wired to the ABM.
The 2006 Mark 25e and Bosch 8.0 systems use an internal sensor located inside the
HCU. The pressure sensor in the HCU is not serviceable. If the sensor failures, the
HCU must be replaced.
Figure 79 Pressure Sensor

Torque Management
ESP equipped vehicles also have the ability to reduce engine torque output to assist
in controlling the vehicle while cornering. In addition to applying the appropriate
brake the ABM may send a “reduce engine torque” request to the PCM over the
communication bus. The PCM will reduce engine torque by any of the following
means:
• Reduce ignition timing by incorporating spark scatter.
• Reduce fuel delivery by reducing injector pulse width.
• Reduce throttle opening on vehicles equipped with Electronic Throttle Control.
Another function of ESP is Electronic Roll Mitigation (ERM). This program in the
ABM is similar to ESP but has a more aggressive reduction in torque management.
The purpose of ERM is to attempt to prevent a vehicle rollover situation during
cornering.
116
BRAKE ASSIST SYSTEM (BAS)

Teves Mark 25
These systems have an available software program called BAS to provide a faster
introduction of brake boost during emergency stops.
On 2005 LX vehicles with the Mark 25 system, components of the standard vacuum
assist work with the brake pedal travel sensor, brake pedal release switch, and
solenoid to accomplish BAS functions.
As an emergency braking application is initiated, the brake pedal travel sensor
monitors the acceleration of the brake pedal. The BAS programming acts on this
input by energizing the solenoid. The actuation of the solenoid provides a larger
orifice to atmospheric pressure than would normally be provided for boost. Due to
the added assist, brake application occurs sooner and reduces stopping distance.
When the driver releases the brake pedal, the brake pedal release switch provides a
signal to the BAS programming, which disengages the BAS function and returns to
normal brake assist.
BAS Pressure Increase
BAS is activated when the following conditions exist at the same time:
• Speed more than 13 kph (8 mph).
• BAS release switch is operated.
• No fault is currently detected.
• The system is enabled (after self-test).
• The activation threshold of the pedal force has been exceeded.
BAS Pressure Reduction
BAS is switched off when one of the following conditions exists:
• BAS solenoid valve is not actuated.
• Speed less than 5 kph (3 mph).
• Duration of activation more than 20 seconds.
• A fault is detected that causes the BAS malfunction indicator lamp to be
activated.
117
1
14
13
3 4
12 5
11
10
6
9
8
ATT16620
1 Power Diaphragm 8 Vacuum Piston

2 BAS Brake Booster 9 BAS Diaphragm Travel Sensor
3 BAS Solenoid Valve 10 Compression Spring
4 Air Filter 1 11 Output Rod
5 Air Filter 2 12 Master Cylinder Attaching Point
6 Poppet Valve 13 Electrical Connection
7 BAS Release Switch 14 Vacuum Connection
Figure 80 Brake Servo BAS Components
118
2006 Mark 25e and Bosch 8.0

These systems utilize a brake pressure sensor located inside the HCU, brake switch
input, and the HCU pump motor to accomplish BAS.
As an emergency braking application is initiated, the brake pressure sensor monitors
the rapid increase of brake pressure. The BAS programming acts on this input by
activating the pump motor to supply the system with maximum pressure. Due to
the added assist, brake application occurs sooner and reduces stopping distance.
When the driver releases the brake pedal, the brake pressure switch provides a
signal to the BAS programming, which disengages the BAS function and returns to
normal brake assist.
BAS Pressure Increase
BAS is activated when the following conditions exist at the same time:
• Speed more than 13 kph (8 mph).
• Brake switch is operated.
• No fault is currently detected.
• The system is enabled (after self-test).
• The activation threshold of the brake system pressure has been exceeded.
BAS Pressure Reduction
BAS is switched off when one of the following conditions exists:
• Brake pressure sensor indicates a reduction in pressure.
• Speed less than 5 kph (3 mph).
• Duration of activation more than 20 seconds.
• A fault is detected that causes the BAS malfunction indicator lamp to be
activated.
119
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120
APPENDIX 1. DODGE TRUCK REAR WHEEL ABS HISTORY

TYPE SYSTEM DESCRIPTION VEHICLE REAR PROP. RED BRAKE
WARNING LIGHT
89-93 Combination Pressure
89-93 Large
D&W Valve Differential Switch
Controller (iron
96-97 AN Combination Pressure
HCU)
Valve Differential Switch
RWAL
94-97 Large 96-97 AB Combination Pressure
Controller (alu- Valve Differential Switch
minum HCU) 97-98 AN Combination Pressure
98-02 AB Combination Pressure
1500 Valve Differential Switch
98-03 AB Combination Pressure
2500 & Valve Differential Switch
Rear 98-02 3500
Wheel EBC-2 Separate HCU 98-01 AN Combination Pressure
Anti- and ABM Valve Differential Switch
lock 98-01 DN Combination Pressure
98-01 Combination Pressure Differen-
BR/BE Valve tial Switch
02-03 AN Electronic Fluid Level Switch
Brake Distri-
bution
02-03 DR Electronic Fluid Level Switch
TRW 02-Combined
Brake
EBC-125 HCU and ABM
Distribution
02-03 DN Electronic Fluid Level Switch
Brake
Distribution
121
APPENDIX 2. DODGE TRUCK FOUR WHEEL ABS HISTORY

TYPE SYSTEM DESCRIPTION VEHICLE REAR PROP. RED BRAKE
WARNING LIGHT
93 1⁄2 -97
Combination Pressure
AB Valve Differential Switch
Separate HCU 93-96 AN Combination Pressure
EBC-5H
and ABM Valve Differential Switch
94-97 BR/ Combination Pressure
BE Valve Differential Switch
TRW Combined HCU 97 AN Combination Pressure
EBC-310 and ABM Valve Differential Switch
98-00 AN Combination Pressure
98-00 DN Combination Pressure
Four 01-03 AN Electronic Fluid Level Switch
Wheel Brake
Anti- Distribution
lock 01-03 DN Electronic Fluid Level Switch
Brake
TRW Combined HCU Distribution
EBC-325 and ABM 98-03 AB Combination Pressure
98-02 BR/ Combination
BE Valve &
Pressure
Electronic
Differential Switch
Brake
Distribution
02-DR Electronic
Brake Fluid Level Switch
Distribution
Four 04-HB Electronic Fluid Level Switch
Wheel Bosch Combined HCU Brake
Anti- ABS 5.3 and ABM Distribution
lock
122
APPENDIX 3. 2006 CHRYSLER ABS AVAILABILITY

BRAKE SYSTEM
TEVES ERM
TEVES BOSCH TRW TRW
PLATFORM MK ESP (Standard with
MK20i 8 EBC 125 EBC 340 ESP)
25e
PK/MK O O O
PT O O
JR O O
LX O O O
HB S O O O
ND S O
DR S O
DH S
TJ O
KJ S S S S
WK S S S S
XK S S S S
RS O O
CS O O
CS S S S S
2006 3/4
S signifies that the brake system is standard

O signifies that the brake system is optional
123
APPENDIX 4. TEVES ABS APPLICATION CHART
Vehicle Model Split Non TEVES ABS TCS Proportioning WSS

Years ABS System (option) (option)
PL 98-99 DS X 2 at MC
20i 4 2 in-line 4P
PL 00-05 DS X 2 at MC
20e 4 EVBP 4A
20e 4 2 EVBP 4A
PT 01-04 DS X 2 at MC
20e 4 EVBP 4A
20e 4 2 EVBP 4A
05 DS X 2 at MC
25e 4 2 EVBP 4A
JA 98-00 DS X 2 in-line
20i 4 2 in-line 4P
JX 98-00 DS X 2 in-line
4 2 in-line 4A
20i 4 2 2 in-line 4A
JR 01-04 DS X JB
20e ABS Plus EVBP 4A
05 X JB
LH 98-01 DS X JB
20i 4 2 in-line 4P
20i 4 2 2 in-line 4P
LH 02-03 DS X JB
20e ABS Plus 2 EVBP 4A
NS 97-00 DS X HS
20i 4 FP 4P
20i 4 2 FP 4P
RS 01 DS X HS
20e 4 EVBP 4A
20e 4 2 EVBP 4A
RS 02-05 DS X HS
20e 4 EVBP 4A
20e 4 2 EVBP 4A
SR 01-03 FR 20i 3 (std) EVBP 4A
XJ 97-01 FR X Comb
20i 3 Comb 4P
124
Vehicle Model Split Non TEVES ABS TCS Proportioning WSS

Years ABS System (option) (option)
KJ 02-05 FR X JB
20e 3 EVBP 3A
TJ 01-05 FR X Comb
20i 3 Comb 4P
ZJ 97-98 FR 20i 3 (std) Comb 4P
WJ 99-01 FR 20e 3 (std) EVBP 4A
WJ 02-04 FR 20e 3 (std) EVBP 4A
WK 05 25e 4 3 EVBP 4A
CS 04-05 X
25e 4 2 EVBP 4A
LX 05 X JB
25e 4 3 EVBP 4A
Split:
DS = Diagonal Split (Primary RF/LR, Secondary LF/RR)
FR = Front Rear (Primary front, Secondary rear)
Mark20e=Utilize Magneto-Resistive WSS
Mark20i=Utilize Magneto-Inductive WSS
ABS:
3 = 3 Channels (All RWD applications control both rear wheels together)
4 = 4 Channels (All FWD applications control all wheels independently
TCS:
2 = 2 Isolation valves are used
3 = 2 Isolation valves and torque management
WSS:
4A = 4 Active (Magneto-Resistive) wheel speed sensors
4P = 4 Passive (Magnetic Inductive) wheel speed sensors
3A = 3 Active (Magneto-Resistive) wheel speed sensors
Proportioning:
2 = Master Cylinder mounted or in-line rear proportioning valves
JB = Proportioning valves in junction block
HS = Height Sensing rear proportioning valve
FP = Fixed proportioning valve
Comb = Combination valve
EVBP = Electronic Variable Brake Proportioning
125
APPENDIX 5: 2006 MODEL YEAR
Listed below are all of the current vehicles for 2006 and the available electronic
brake systems.
Platform ABS ABS Number of Brake Only ESP

Manufacture Option Channels Traction
Control
PM Teves MK25e O 4 O NA
PT Teves MK25e O 4 O NA
JR Teves MK25e O 4 O NA
JR Teves MK25e O 4 O NA
LX Teves MK25e O 4 NA O
CS Teves MK25e O 4 O NA
CS (2006 3 4 ) Bosch 8.0 S 4 NA S
RS Teves MK25e O 4 O NA
ND TRW EBC 125 S 1 NA NA
ND TRW EBC 340 O 4 NA NA
HB Bosch 8.0 S 4 NA NA
DR TRW EBC 125 S 1 NA NA
DR TRW EBC 340 O 3 NA NA
DH TRW EBC 340 S 3 NA NA
D1 TRW EBC 340 S 3 NA NA
MK Teves MK25e O 4 NA O
TJ Teves MK20i O 3 NA NA
KJ Teves MK25e S 4 NA S
WJ Teves MK25e S 4 NA S
XK Teves MK25e S 4 NA NA
ZB Teves MK20e O 4 NA O
ZH Teves MK20e S 4 NA S
O= Optional, S= Standard, NA= Not Applicable
126
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128
GLOSSARY
ABS Warning The ABS warning indicator informs the driver that the ABS
Indicator is not functioning. If a problem occurs in the ABS, the ABM
stores a Diagnostic Trouble Code (DTC) and illuminates the
ABS warning indicator. The ABS warning indicator also may
be illuminated under certain conditions depending on the
vehicle.
Antilock Brake The Antilock Brake Module (ABM) is the electronic control
Module unit of the system. The ABM contains two microprocessors
that receive identical sensor signals and then independently
process the information.
Audible Wear Wear-sensing tabs attached to the backing plate of disc brake
Indicators pads. When the brake pad lining wears down, this tab con-
tacts the rotor and makes a noise that signals the driver that
the lining needs replacement.
Body Control The Body Control Module (BCM) is an electronic component

Module (BCM) that controls certain occupant conveniences and provides au-
dio information. The BCM also supports the occupant’s visual
information.
Brake Drum The primary component of a drum brake system. Drum

brakes stop the vehicle by using friction between the brake
lining and the braking surface, which is found inside of the
brake drum.
Brake Fade A condition where there is little braking effect with full force
on the brake pedal. This results when excess heat reduces
the amount of friction between the brake lining and the brak-
ing surface.
Brake Fluid A special fluid used as the hydraulic fluid in a brake sys-
tem. Brake fluid has special properties including resistance
to extreme temperatures and evaporation, compatibility with
rubber components, plus the ability to lubricate and prevent
corrosion and rust.
Brake Fluid Level A switch, located in a dry cavity in the base of the master
Switch cylinder fluid reservoir. Sends a PCI bus message if the brake
fluid gets too low.
129
Brake Lamp A plunger type switch mounted on a bracket attached to the

Switch brake pedal support. It provides 12 volts to the rear brake
lamps and 12-volt sense input to the ABM (Mark 20 vehicles),
indicating brake application.
Brake Lines Special types of line that transfer hydraulic pressure from the
master cylinder to the wheels. Hard brake lines are made of
double-wall seamless steel tubing. Flexible brake lines are
made from a special compound designed to withstand high
pressures and deterioration.
Brake Lining The material that contacts the braking surface to create the
friction that converts kinetic energy (motion) into thermal en-
ergy (heat) and stops the vehicle. Brake lining may be either
organic or metallic.
Brake Pads A component found in a disc brake system consisting of the

shoe and linings. The linings contact the rotor, and are usu-
ally bonded or riveted to the shoe.
Brake Pressure Located in the HCU, this normally closed switch opens when
Switch the pressure exceeds approximately 17.2 Bar (250 psi). This
switch provides information to the ABM on the integrity of the
primary hydraulic circuit.
Brake Shoes In a drum brake system, the components to which the brake
lining is bonded or riveted.
Caliper Assembly Component found on a disc brake system, which holds the
brake pads. The caliper assembly makes it possible for pres-
surized brake fluid, acting on the piston, to put equal force on
both brake pads. This assembly is comprised of the caliper
housing which houses the piston(s), cylinder bore, and guide
pins.
Center Valve Mas- A center valve master cylinder is used on vehicles with ABS.
ter Cylinder Additional brake fluid to compensate for component wear and
for Traction Control cycles is supplied through valves in the
center of the pistons.
Combination Valve The combination valve consists of a proportioning valve and a

differential pressure switch.
130
Compensating In a dual compensating port master cylinder design, piston

Port Master cups and lip seals are used to control the opening and clos-
Cylinder ing of the compensating ports. The compensating ports allow
leftover brake pressure to flow back into the master cylinder
when the brakes are released, or provide additional fluid to
compensate for wear.
Data Link The Data Link Connector (DLC) provides communication be-
Connector (DLC) tween the DRB III® Scan Tool and the vehicle controllers and
between the StarSCAN™ and the vehicle controllers.
Diagonally Split Pairs the left front brake with the right rear brake on the pri-
Hydraulic mary piston, and the right front brake with the left rear brake
Configurations on the secondary piston of the master cylinder. Typically used
only on Front Wheel Drive (FWD) vehicles.
Double Flare A type of special end used on hard brake lines to ensure a
proper connection.
Drum-in-Hat A type of parking brake used on many vehicles with rear disc
brakes. The center section (“hat”) of the rotor acts as the
drum for the parking brake.
Duo-Servo System Also referred to as dual servo system. A drum brake system
in which the servo action occurs in either direction.
Electronic Vari- On the Teves brake system, proportioning valves are no longer
able Brake used to limit brake pressure to the rear brakes. This is now a
Proportioning function of the ABM and HCU called Electronic Variable Brake
(EVBP) Proportioning (EVBP).
Fixed Proportioning valves balance brake pressure between the front

Proportioning and rear brakes. The valves are calibrated for split point and
Valve slope.
Front/Rear Split Links the front brakes together in one circuit and both rear
Hydraulic brakes in another. Front brakes are operated by the primary
Configurations piston of the master cylinder while the rear brakes are con-
trolled by the secondary piston of the master cylinder.
131
G Sensor A G sensor is an electromechanical device internal to the

ABM. The G sensor provides the ABM with forward and rear-
ward deceleration rate information to assist the ABM in select-
ing the proper antilock program for various road surfaces.
G Switch The G switch, or acceleration switch, is an ABS component

unique to Jeep vehicles. The G switch provides the ABM with
forward and rearward deceleration rate information to assist
the ABM in selecting the proper antilock program for various
road surfaces.
Height-Sensing Also referred to as a load-sensing proportioning valve. A spe-

Proportioning cial type of proportioning valve that compensates for changes
Valve in vehicle weight by sensing changes in height due to load.
Hydraulics The science of fluids in motion and under pressure.
Hydraulic Control Operated by electrical signals sent by the ABM to constantly

Unit maintain the optimum braking pressure during heavy brake
application. The Hydraulic Control Unit (HCU) assembly con-
tains inlet and outlet valves.
Integrated Control The Mark 20 and 25 series Antilock Brake Module (ABM),
Unit Hydraulic Control Unit (HCU) and pump motor are combined
into one unit called the Integrated Control Unit (ICU).
ISO Flare A type of special end used in some hard brake lines. ISO
stands for the International Standards Organization.
Junction Block A junction block is used in place of the HCU on vehicles with-
out ABS. The junction block allows common brake lines to be
used on both ABS and non-ABS vehicles.
Kinetic Energy The energy of motion. Brakes stop the vehicle by converting
kinetic energy into thermal energy.
Magnetic The magnetic inductive Wheel Speed Sensor (WSS) works to-
Inductive WSS gether with a rotating tone wheel to monitor and provide the
ABM with wheel speed information. The output of this sen-
sor is in the form of an AC voltage and can vary from wheel to
wheel and vehicle to vehicle due to many variables.
132
Magneto-Resistive The Mark 20e and Mark 25 systems use this style of wheel
WSS speed sensor. This sensor uses an electronic principle known
as magneto-resistance to help increase performance, durabil-
ity and low speed accuracy. The sensors convert wheel speed
into a small digital (DC voltage) signal. The gear type tone
wheel serves as the trigger mechanism for each sensor.
Master Cylinder A hydraulic brake system component that serves as a reser-

voir for brake fluid and acts to translate the mechanical mo-
tion of the brake pedal into hydraulic pressure.
Parking Brake Wheel brakes used to hold the vehicle in place when it is sta-
tionary.
Pascal’s Law A basic principle of hydraulics that states, “Pressure on a

confined fluid is transmitted equally in all directions and acts
with equal force on equal areas.”
Pinion Factor A calculated value representing vehicle speed. Tire size and
axle ratios are two possible variables that a module uses to
calculate vehicle speed.
Piston Knock Excessive retraction of the disc brake caliper piston caused by
Back excessive rotor runout or wobble.
Power Brake A component that multiplies brake pedal effort. Most power
Booster brake boosters are vacuum-assisted; however some applica-
tions utilize hydraulic assist.
Primary Piston In a dual master cylinder, the piston located towards the rear
of the vehicle that moves first when the brake pedal is applied.
Primary Shoe The shoe that makes contact with the brake drum first in a
drum brake system (when the vehicle is moving forward).
Pump Motor The pump motor is part of the ICU, or is attached to the HCU.
The pump motor is a reciprocating piston pump and is used to
maintain brake pressure during an ABS stop. One side of the
pump supplies the primary circuit and the other side supplies
the secondary circuit.
133
Red Brake Used to inform the driver of a brake-related problem requiring

Warning Indicator immediate attention. Also indicates parking brake ON.
Rotor Component also known as the disc, in a disc brake system.

The braking surface is on both faces of the rotor, or disc,
which turns with the wheel and tire assembly.
Secondary Piston In a dual master cylinder, the piston towards the front of the
vehicle. When the brake pedal is applied, the secondary pis-
ton is moved indirectly by the action of the primary piston.
Secondary Shoe Component found in a drum brake system. Through the force
of the wheel cylinder push rods, it contacts the drum and acts
on the primary shoe when the vehicle is moving in reverse.
Select Low A process used on diagonally split hydraulic brake systems

where both rear wheels are controlled together as one using
the slowest rear wheel speed sensor input to the ABM.
Service Brakes Wheel brakes used to stop the vehicle when it is in motion.
Servo Action The self-activating effect that occurs in a drum brake system
when the force of the rotating drum actually helps to apply the
brakes.
Single-Piston A caliper assembly design that is typical of those used on

Floating Caliper many vehicles. The caliper is free to travel in and out on pins
in bushings and allows the piston to push one brake pad to-
wards the rotor, while pulling equally on the other brake pad.
Slope The rate at which brake pressure is applied to the rear brakes
in relation to the front brakes above the split point.
Split Point The pre-determined point. Usually between 300 and 500
pounds per square inch, when the proportioning valve begins
to proportion the braking force.
Thermal Energy The energy of heat. Brakes stop the vehicle by converting
kinetic energy into thermal energy.
134
Tone Wheel A toothed wheel mounted to the wheel hub or axle. When the
wheel rotates, the tone wheel rotates at the same speed.
Traction Control This indicator provides the driver with information concern-
OFF Indicator ing the disabling of the traction control system operation by
the driver, the thermal limiter program in the ABM, or an ABS
fault.
TRAC/TRAC ON When illuminated, the TRAC On Indicator is an indication to

Indicator the driver that a traction control cycle is taking place.
Traction Control On vehicles equipped with TCS, the ABM monitors the status
Switch of the traction control switch. The traction control switch is a
momentary contact switch.
Traction Control The Traction Control System (TCS) uses the ABS components
System to prevent drive wheel spin during acceleration. The TCS has
its own warning lamp (controlled by the ABM) and an ON/OFF
switch. Locations of these components vary depending on
vehicle.
Wheel Cylinder In a drum brake system, the component that converts

hydraulic pressure into mechanical force.
135

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ABS Brakes System Service

MODULE 6 ABS BRAKE SYSTEMS ………………………………………………………… 59

MODULE 7 ABS/ESP FEATURES ………………………………………………………… 99

Upon completion of this course a technician will be able to:

The acronyms listed here are used throughout this course.

• ISO International Standards Organization

Table 1 Car/Body Line Description Chart

Model Year Line Description

WARNING: DUST AND DIRT ACCUMULATING ON BRAKE PARTS DURING

MODULE 1 ADJUSTABLE PEDALS

Figure 2 Adjustable Pedal Assembly, (WK Shown)

1 Adjustable Pedal Sensor Connector 3 Pedal Arm

Figure 3 Brake Pedal Position Sensor, (LX Shown)

Figure 4 Power Adjustable Pedal Wiring without Memory, (Generic View)

Figure 5 Power Adjustable Pedal Wiring with Memory, (Generic View)

MODULE 2 POWER BRAKE BOOSTERS

BASE BRAKE BOOSTER

1 Drum 4 Check Valve

Figure 6 Vacuum Assist Power Brake Booster

1 Engine Vacuum 3 Vacuum

1 Engine Vacuum 3 Atmospheric Air Pressure

Figure 8 Booster Cutaway with Pedal Applied

VARIABLE ASSIST (DUAL RATE) BOOSTER

Figure 9 Booster Cutaway

Manufacturer Vehicle Platform

1 Master Cylinder 4 Solenoid

Figure 11 BAS Connector, (LX Shown)

1 Power Diaphragm 8 Vacuum Piston

Figure 12 Brake Servo BAS Components

BOSCH ACTIVE BOOSTER

1 Vacuum Check Valve 4 Fluid Level Switch

Figure 13 Booster, (HB Shown)

Figure 14 BAS Connector, (HB Shown)

HYDRAULIC ASSIST POWER BRAKE BOOSTER

1 Pump and Reservoir 3 Hydraulic Booster

A high-pressure accumulator attached directly to the hydraulic assist power booster

1 Accumulator Cap 13 Input Rod End

Figure 16 Hydraulic Assist Power Brake Booster Cutaway

Diagnosing the Hydraulic Assist Power Brake Booster

1 Hydraulic Power Brake Booster 5 Adapter 6826

Use the following procedure to test the hydraulic brake booster.

Table 3 Hydraulic Booster Diagnostic Chart

MODULE 3 BASE HYDRAULICS

1 Primary Piston Compensating Port 3 Secondary Piston Cup (Lip Seal)

Center Valve Master Cylinder

1 Secondary Piston Cup (Lip Seal) 3 Center Valve

Combination Valve Master Cylinder

1 Secondary Piston Center Valve 3 Primary Piston Compensating Port

1 Front/Rear Split 2 Diagonal Split

PROPORTIONING VALVES AND JUNCTION BLOCK

Figure 22 Proportioning Valve, (TJ Shown)

Figure 23 Fixed Proportioning Valve (Typical)

Figure 24 Junction Block, (JR Shown)

Figure 25 DOT3, DOT4, and DOT5 Brake Fluid

Brake Bleed Procedure

Figure 26 Power Bleeder and Adapters

Figure 27 Brake Bleed Procedure (StarSCAN™ Shown)

Figure 28 Brake Bleed Procedure (StarSCAN™ Shown)

MODULE 4 BASE BRAKES REVIEW

HUB AND ROTOR RUNOUT

Figure 30 Warped Rotor

Match Mount New Rotor

Measuring Hub and Rotor Runout