CHEVROLET PLYMOUTH ACCLAIM 1993 Service Manual

seal, a new seal should be used when reinstalling the
inner bearing. (See Fig. 1) (5) Thoroughly clean all old grease from the outer
and inner bearings, bearing cups and hub cavity (See
Fig. 1). To clean bearings, soak them in an ap-
propriate cleaning solvent. Strike the flat sur-
face of the bearing inner race against a
hardwood block several times. Immerse the
bearings in solvent between the blows to jar
grease loose and wash old particles of hardened
grease from bearings. Repeat this operation un-
til bearings are clean. Bearings can be dried
using compressed air but do not spin the bear-
ings. After cleaning, oil the bearings with engine
oil. Insert the bearing into its appropriate cup,
apply pressure to the bearing while rotating it to
test them for pitting and roughness. Replace all
worn or defective bearings. If bearing shows signs of pitting or roughness they should be
replaced. Bearings must be replaced as a set,
both the cup and the bearing need to be replaced
at the same time. If bearings are suitable for
further use, remove engine oil from bearings
using appropriate solvent and dry bearings. Re-
pack the bearings using a Multi-Purpose NLGI.
Grade 2 EP Grease such as Mopar or equivalent,
and place them in a clean covered container
until ready for installation. If a bearing packer is
not available, hand pack grease into all cavities
between bearing cage and rollers. (6) If bearings and cups are to be replaced, remove
cups from the drum or hub using a brass drift or
suitable remover. (7) Replace bearing cups with appropriate installing
tool. (8) Install inner bearing in grease coated hub and
bearing cup, and install new grease seals using the
appropriate seal installer. (9) Coat hub cavity and cup with grease.
(10) Before installing hub or drum assembly, inspect
stub axle and seal surface for burrs or roughness, and
smooth out all rough surfaces. (11) Coat the stub axle with Multi-Purpose NLGI,
Grade 2 EP grease such as Mopar or equivalent. (12) Carefully slide the hub of drum assembly onto
the stub axle. Do not drag seal or inner bearing
over the threaded area of the stub axle. (13) Install outer bearing, thrust washer and nut.
(14) Tighten the wheel bearing adjusting nut to 27 to
34 N Im (240 to 300 in. lbs.) while rotating hub or drum
assembly. This seats the bearings. (15) Back off adjusting nut 1/4 turn (90É) then
tighten adjusting nut only finger tight. (16) Position the nut lock over the bearing adjusting
nut with one pair of slots in line with the cotter pin hole
in the stub axle, and install cotter pin. (17) Install the grease caps and the wheel and tire
assemblies. Tighten wheel stud nuts to 115 N Im (85 ft.
lbs.) on all models. reinstall wheel covers if so
equipped.
Fig. 1 Rear Wheel Bearings
Ä BRAKES 5 - 71

ANTI-LOCK BRAKE SYSTEMÐBENDIX ANTI-LOCK 10 AC/Y BODY INDEX
page page
ABS Brake System Diagnostic Features ....... 92
ABS Braking System Diagnosis .............. 87
ABS Controller Anti-Lock Brake (CAB) Service Precautions ........................... 88
ABS Equipped Vehicle Performance .......... 75
ABS Hydraulic Circuits and Valve Operation .... 85
ABS System Diagnostic Connector ........... 82
ABS System General Service Precautions ...... 88
ABS System Self-Diagnostics ............... 75
ABS Warning Systems Operation ............ 75
Anti-Lock Brake System Components ......... 76 Anti-Lock Brake System Definitions
........... 72
Anti-Lock Operation and Performance ......... 73
Anti-Lock System Relays and Warning Lamps . . . 82
Controller Anti-Lock Brake (CAB) ............. 80
Electronic Components ................... 103
General Information ....................... 72
General Service Precautions ................ 93
Major ABS Components ................... 73
Mechanical Diagnostics and Service Procedures . 89
Normal Braking System Function ............. 72
On Car Hydraulic ABS Component Service ..... 93
GENERAL INFORMATION
The purpose of the Anti-Lock Brake System (ABS)
is to prevent wheel lock-up under heavy braking con-
ditions on virtually any type of road surface. Anti-
Lock Braking is desirable because a vehicle which is
stopped without locking the wheels will retain direc-
tional stability and some steering capability. This al-
lows the driver to retain greater control of the
vehicle during heavy braking.
ANTI-LOCK BRAKE SYSTEM DEFINITIONS
In this section of the manual several abbreviations
are used for the components that are in the Anti-
Lock Braking System They are listed below for your
reference.
² CABÐController Anti-Lock Brake
² ABSÐAnti-Lock Brake System
² PSIÐPounds per Square Inch (pressure)
² WSSÐWheel Speed Sensor
NORMAL BRAKING SYSTEM FUNCTION
Under normal braking conditions, the ABS System
functions much the same as a standard brake system
with a diagonally split master cylinder. The primary
difference is that power assist is provided by hydrau-
lic power assist instead of the conventional vacuum
assist. If a wheel locking tendency is noticed during a
brake application, the system will enter Anti-Lock
mode. During Anti-Lock braking, hydraulic pressure
in the four wheel circuits is modulated to prevent
any wheel from locking. Each wheel of the vehicle
has a set of electrical solenoid valves and hydraulic
line to provide hydraulic modulation. For vehicle sta-
bility, though both rear wheel valves receive the
same electrical signal. The system can build, hold or
reduce pressure at each wheel of the vehicle. This is
determined by the signals generated by the wheel
Four-Wheel Anti-Lock Brake System
5 - 72 ANTI-LOCK 10 BRAKE SYSTEM Ä

speed sensors (WSS) at each wheel and received at
the Controller-Anti-Lock Brake (CAB).
MAJOR ABS COMPONENTS
The following is a list of major system components.
Details of all components can be found later in this
section.
HYDRAULIC ASSEMBLY
The Hydraulic Assembly (Fig. 1) provides the func-
tion of an integral master cylinder and hydraulic
booster assembly. The hydraulic assembly contains
the wheel circuit valves used for brake pressure mod-
ulation.
WHEEL SPEED SENSORS
A Wheel Speed Sensor (Fig. 2) is located at each
wheel to transmit wheel speed information to the
Controller Anti-Lock Brake (CAB).
CONTROLLER-ANTI-LOCK BRAKE (CAB)
The (CAB) (Fig. 3) is a small control computer that
receives wheel speed information, controls Anti-Lock
operation and monitors system operation.
PUMP/MOTOR ASSEMBLY
The Pump/Motor Assembly (Fig. 4) is an electri-
cally driven pump. It takes low pressure brake fluid
from the hydraulic assembly reservoir and pressur- izes it for storage in the accumulators for power as-
sist and Anti -Lock braking.
ANTI-LOCK OPERATION AND PERFORMANCE
NORMAL BRAKING SYSTEM FUNCTION
Under normal braking conditions, the ABS System
functions much the same as a standard brake system
with a diagonally split master cylinder. The primary
Fig. 1 ABS Hydraulic Assembly
Fig. 2 Wheel Speed Sensor
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 73

difference is that power assist is provided by hydrau-
lic power assist instead of the conventional vacuum
assist. If a wheel locking tendency is noticed during a
brake application, the system will enter Anti-Lock
mode. During Anti-Lock braking, hydraulic pressure
in the four wheel circuits is modulated to prevent
any wheel from locking. Each wheel has a set of elec-
trical solenoid valves and a hydraulic line to provide
hydraulic modulation. For vehicle stability, though
both rear wheel valves receive the same electrical
signal. The system can build, hold or reduce pressure
at each wheel. Depending on the signals generated
by the wheel speed sensors (WSS) at each wheel and
received at the Controller-Anti-Lock Brake (CAB). The ABS system represents current state-of-the-art
in vehicle braking systems. The ABS system offers the driver increased safety and vehicle control during
hard braking. This is accomplished by a sophisticated
system of electrical and hydraulic components. That
differ from conventional vacuum boosted hydraulic
actuation systems. Because, there are several perfor-
mance characteristics that may at first seem differ-
ent but should be considered normal. These
characteristics are discussed below. More technical
details are discussed further in this section.
PEDAL FEEL
The ABS System uses hydraulic power assist for
both normal power assisted braking and to provide a
source of high pressure hydraulic fluid during Anti-
Lock Braking. In general, pedal feel will be similar
to that of a conventional vacuum boosted brake sys-
tem. If during an Anti-Lock stop additional force is
applied to the brake pedal, or the brake pedal is re-
leased and reapplied rapidly. The driver may notice a
very hard pedal feel. This is due to normal isolation
of the master cylinder during A.B.S. operation as
wheel brake pressure is fed from the hydraulic
booster.
ANTI-LOCK OPERATION
During Anti-Lock Braking, brake pressures are
modulated by cycling electric valves. The cycling of
these valves can be heard as a series of popping or
ticking noises. In addition, the cycling may be felt as
a pulsation in the brake pedal, although no pedal
movement will be noticed. If Anti-Lock operation oc-
curs during hard braking. Some pulsation may be
felt in the vehicle body due to fore and aft movement
of the vehicles suspension as brake pressures are
modulated. Although ABS operation is available at virtually
all vehicle speeds. It will automatically turn off at
speeds below 3 to 5 mph. Therefore wheel lock-up
may be perceived at the very end of an Anti-Lock
stop and should be considered normal.
TIRE NOISE & MARKS
Although the ABS system prevents complete wheel
lock-up, some wheel slip is desired to achieve opti-
mum braking performance. During brake pressure
modulation, as brake pressure is increased, wheel
slip is allowed to reach up to 30%. This means that
the wheel rolling velocity is 30% less than that of a
free rolling wheel at a given vehicle speed. This slip
may result in some tire chirping, depending on the
road surface. This sound should not be interpreted as
total wheel lock-up. Complete wheel lock-up normally leaves black tire
marks on dry payment. However, Anti-Lock Braking
will not leave dark black tire marks since the wheel
never reaches a locked condition. Tire marks may
however be noticeable as light patched marks.
Fig. 3 (CAB) Controller Anti-Lock Brake Module
Fig. 4 ABS Pump/Motor Assembly
5 - 74 ANTI-LOCK 10 BRAKE SYSTEM Ä

ABS EQUIPPED VEHICLE PERFORMANCE
Anti-Lock Brakes provide the driver with some
steering control during hard braking. However there
are conditions where the system does not provide any
benefit. In particular, hydroplaning is still possible
when the tires ride on a film of water. Hydroplaning
results in the vehicle tires leaving the road surface
rendering the vehicle almost uncontrollable. In addi-
tion, extreme steering maneuvers at high speed or
high speed cornering beyond limits of tire adhesion
to the road surface may cause vehicle skidding. So,
the ABS system is termed Anti-Lock instead of Anti-
Skid. One of the significant benefits of the ABS system is
that of maintaining steering control during hard
braking or during braking on slippery surfaces. It is
therefore possible to steer the vehicle while braking
on almost any road surface.
ABS SYSTEM SELF-DIAGNOSTICS
The ABS system has been designed with Self Diag-
nostic Capability. There are two self checks the sys-
tems performs every time the vehicle is started.
First, when the key is turned on the system performs
an electrical check called Start-Up Cycle. During this
check, the Red Brake Warning Lamp and the Amber
Anti-Lock Warning Lamp are illuminated. Then
turned off at the end of the test, after about 1 to 2
seconds. When the vehicle reaches a speed of about 3
to 4 miles per hour. The system performs a func-
tional check called Drive-Off. During Drive-Off. hy-
draulic valves are activated briefly to test their
function. Drive-Off can be detected as a series of
rapid clicks upon driving off the first time the car is
started. If the brake pedal is applied during Drive-
Off, the test is by-passed. Both of these conditions
are a normal part of the system self test. Most fault
conditions will set a ABS Fault Code in the (CAB),
which can be retrieved to aid in fault diagnosis. De-
tails can be found in Diagnosis Section.
ABS WARNING SYSTEMS OPERATION
The ABS system uses two methods for notifying
the driver of a system malfunction. These include the
standard Red Brake Warning Lamp and an Amber
Anti-Lock Warning Lamp, both located in the instru-
ment cluster. The purpose of these two lamps are dis-
cussed in detail below.
RED BRAKE WARNING LAMP
The Red Brake Warning Lamp, located in the in-
strument cluster, will Turn On to warn the driver of
brake system conditions that may result in reduced
braking ability. The lamp is also turned on when the
parking brake is not fully released. Conditions which
may cause the Red Brake Warning Lamp to Turn On
include: ²
Parking brake not fully released. If the parking
brake is applied or not fully released. The switch on the
parking brake pedal assembly will ground the Red
Brake Warning Lamp circuit and cause the lamp to
turn on. On vehicles equipped with mechanical instru-
ment clusters, the Amber Anti-Lock Lamp will turn on
if the vehicle is driven above 3 miles per hour with the
Parking Brake applied.
² Low brake fluid. The fluid level sensor in the hy-
draulic assembly reservoir will ground the Red Brake
Warning Lamp circuit if low brake fluid level is de-
tected. In addition, ABS will be deactivated above 3
miles per hour and the Amber Anti-Lock Warning
Lamp will be illuminated. If the vehicle is equipped
with EVIC, a low fluid condition will also cause the
Low Brake Fluid message to appear.
² Low Accumulator Pressure. In the event of low
accumulator pressure, the dual function pressure
switch in the hydraulic assembly will signal the (CAB)
to ground the Red Brake Warning Lamp circuit. This
will cause the Red Brake Warning Lamp to turn on.
Low accumulator pressure also results in the activa-
tion of the Yellow Anti-Lock Warning Lamp. Low accu-
mulator pressure may result in loss of power assist.
² Modulator Or (CAB) Faults. The modulator assem-
bly or (CAB) may turn on the Yellow Anti-Lock Warn-
ing Lamp, if certain faults are detected in either the
modulator assembly or the (CAB).
² Bulb check. As a bulb check, the Red Brake Warning
Lamp will illuminate whenever the ignition switch is
placed in the crank position. Illumination of the red Brake Warning Lamp
may indicate reduced braking ability. A vehicle
that has the Red Brake Warning Lamp ON should
not be driven except to do diagnostic procedures
described in Section 2 of this manual. Most con-
ditions that turn on the Red Brake Warning
Lamp will also turn on the Amber Anti-Lock
Warning Lamp, consequently disabling the Anti-
Lock function.
ANTI-LOCK WARNING LAMP
The Anti-Lock Warning Lamp is located in the in-
strument cluster and is Amber in color. The Amber
Anti-Lock Warning Lamp is illuminated when the
(CAB) detects a condition that results in a shutdown of
Anti-Lock function. The Amber Anti-Lock Warning
Lamp is normally on until the (CAB) completes its self
tests and turns the lamp off. For example, if the (CAB)
is disconnected, the lamp is on. Display of the Amber Anti-Lock Warning Lamp
without the Red Brake Warning Lamp indicates
only that Anti-Lock function has been disabled.
Power assisted normal braking is unaffected.
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 75

NORMAL OPERATION OF WARNING LAMPS
With the ignition in the Crank position, the Red
Brake Warning Lamp will turn on as a bulb check.
The Amber Anti-Lock Warning Lamp will turn on
for as little as 1 second to as long as 30 seconds. If the car has not been started for several hours,
for example after sitting overnight. The Red Brake
Warning Lamp and the Amber Anti-Lock Warning
Lamp may both be turned on for as long as 60 sec-
onds after turning the ignition on. This condition is
caused by the loss of accumulator charge when the
vehicle is parked for extended periods, particularly in
cold weather. When the key is then turned on. The
Pump/Motor assembly must recharge the hydraulic
accumulator to its normal operating pressure. As re-
charging is completed, both warning lamps will turn
off when accumulator pressure reaches about (1,000
psi). Both lamps should remain off at all other times,
indicating normal operation.
ANTI-LOCK BRAKE SYSTEM COMPONENTS
The following is a detailed description of the Anti-
Lock Brake System components. For information on
servicing the other Non-ABS related components
that may be referred to in this section. See the Stan-
dard Brakes Section that refers to the specific com-
ponent.
HYDRAULIC ASSEMBLY
The ABS system uses an integral Hydraulic Assem-
bly (Fig. 1). The hydraulic assembly includes a
Booster/Master Cylinder, Modulator, Hydraulic Blad-
der Accumulator and Fluid Reservoir. The Hydraulic
Assembly is located on the dash panel cowl on the
drivers side of the vehicle. The following is a descrip-
tion of the components that make up the Hydraulic
Assembly.
HYDRAULIC ASSEMBLY BRAKE FLUID RES- ERVOIR
A one piece Fluid Reservoir is attached to the hy-
draulic assembly with rubber seals. The Fluid Reser-
voir (Fig. 1) is internally separated into three fluid
sections. Most of the brake fluid is contained in the
Fluid Reservoir and hydraulic bladder accumulator
(Fig. 1). Additional fluid is contained in the
pump/motor assembly accumulator.
BOOSTER/MASTER CYLINDER
The Booster/Master Cylinder portion of the
hydraulic assembly is an integral component and
should never be disassembled. The Booster/Master Cylinder uses a diagonally split
configuration during normal braking. The two
Fig. 1 Hydraulic Assembly
5 - 76 ANTI-LOCK 10 BRAKE SYSTEM Ä

circuits are hydraulically isolated so a leak or mal-
function in one circuit will allow continued braking
ability in the other.When force is applied to the brake pedal, the input
pushrod applies force to the boost control valve. As
the boost control valve is moved, it allows the pres-
surized fluid from the accumulator to flow into the
master cylinder booster chamber. The pressure gen-
erated in the booster chamber is directly propor-
tioned to the brake pedal force exerted by the driver.
This pressure in the booster servo in turn applies
pressure to the primary master cylinder piston that
in turn applies pressure to the secondary master cyl-
inder piston. The pressure generated in the primary
and secondary circuits are used to apply the brakes
during normal braking.
WARNING: THE HYDRAULIC ACCUMULATORS
CONTAIN BRAKE FLUID AND NITROGEN GAS AT
HIGH PRESSURE. CERTAIN PORTIONS OF THE
BRAKE SYSTEM ALSO CONTAIN BRAKE FLUID AT
HIGH PRESSURE. REMOVAL OR DISASSEMBLY
MAY RESULT IN PERSONAL INJURY AND IM-
PROPER SYSTEM OPERATION. REFER TO THE AP-
PROPRIATE SERVICE MANUAL FOR PROPER
SERVICE PROCEDURES.
HYDRAULIC BLADDER ACCUMULATOR
A Hydraulic Bladder Accumulator (Fig. 2) is used
to store brake fluid at high pressure. The pressurized
fluid is used for Anti-Lock operation and for power
assisted normal braking. The accumulator uses an
elastomeric bladder configuration with a nitrogen
pre-charge of about 6,895 kPa (1,000 psi.) With no
brake fluid in the system, the nitrogen gas pre-
charge applies approximately 6,895 kPa (1,000 psi.)
to one side of the diaphragm (Fig. 2) Under normal operation, the Pump/Motor assembly
charges the accumulator to an operating pressure of
between 11,032 and 13,790 kPa (1600 psi to 2,000
psi.) As pressurized brake fluid enters the accumula-
tor, pushing against the opposite side of the dia-
phragm, (Fig. 2) the nitrogen gas is compressed and
increases in pressure.
DUAL FUNCTION PRESSURE SWITCH
The Dual Function Pressure Switch is located on
the bottom of the hydraulic assembly (Fig. 1) and
monitors Accumulator Pressure. The Dual Function
Pressure Switch, if found to be functioning improp-
erly using the ABS diagnostics, can be replaced. See
service procedure in Electronic Components area of
On Car ABS Service in this section of the service
manual. The primary function is to control operation
of the Pump/Motor assembly and thus maintain
proper accumulator operating pressure. When accu-
mulator pressure falls to or below 11,032 kPa (1600 psi.) the pump motor switch (internal to the dual
function pressure switch) will close. This provides a
ground, through Pin 1 of the Transducer and Switch,
10 way electrical connector to the Pump/Motor relay
coil. The energized coil pulls the relay contacts
closed, providing battery voltage to run the Pump/
Motor. When Accumulator Pressure reaches 13,790
kPa (2,000 psi.) the switch opens, de-energizing the
Pump/Motor Relay that turns off the Pump/Motor. NOTE: THE (CAB) DOES NOT REGULATE
OR CONTROL ACCUMULATOR PRESSURE. The second purpose of the Dual Function Pressure
Switch is to provide a signal to the (CAB) when the
Accumulator Pressure falls below 6,895 kPa (1,000
psi). A Warning Pressure Switch, internal to the
Dual Function Pressure Switch, is normally closed
above 6,895 kPa (1,000 psi.) This sends a ground sig-
nal to pin 17 at the (CAB). At or below 6,895 kPa
(1,000 psi.) the Warning Pressure Switch opens. In-
ternally, the (CAB) (pin 17) detects 12 volts and thus
low pressure. At this warning pressure, the (CAB)
will disable the Anti-Lock Braking functions, light
the Red Brake Warning Lamp and the Amber Anti-
Lock Warning Lamp. After two minutes of continu-
ous detection, a low accumulator fault is stored. Grounding for the Dual Function Pressure Switch.
Is provided through Pin 1 of the Transducer and
Switch, 10 way electrical connector and the Modula-
tor Assembly.
PRESSURE TRANSDUCERS
Two Pressure Transducers are used for brake sys-
tem fault detection. Both transducers generate a
voltage signal (between 0.25 volts and 5.0 volts) that
is proportional to pressure. These signals are com-
Fig. 2 Hydraulic Fluid Accumulator
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 77

pared by the (CAB) and used to detect brake system
faults that would require Anti -Lock Braking to be
disabled.The Boost Pressure Transducer is mounted on the
bottom of the hydraulic assembly, (Fig. 1) and moni-
tors booster servo pressure. The Primary Pressure
Transducer is mounted on the left side of the hydrau-
lic assembly and monitors primary master cylinder
pressure.
DIFFERENTIAL PRESSURE SWITCH
A non-latching Differential Pressure Switch is used
to detect a pressure difference greater than 2,068
kPa (300 psi.) between the primary and secondary
master cylinder hydraulic circuits. If detected, the
Differential Pressure Switch grounds the output of
the primary pressure transducer (circuit B-218). This
results in a 0.0 volt signal from the Primary Pres-
sure Transducer that is sensed by the (CAB) as a dif-
ferential pressure fault. The (CAB) will then light
the Red Brake Warning Lamp and the Amber Anti-
Lock Warning Lamp and disable the Anti-Lock brak-
ing function. See Fig. 1 for location of the differential
pressure switch.
PROPORTIONING VALVES
The ABS system uses screw-in Proportioning
Valves in place of the conventional Height Sensing Proportioning Valve. Each rear brake circuit has its
own screw-in Proportioning Valve that is attached to
the rear brake outlet ports of the hydraulic assembly
(Fig. 1). These valves limit brake pressure to the
rear brakes after a certain brake pressure is reached.
This improves front to rear wheel brake balance dur-
ing normal braking.
FILTERS-SERVICEABILITY
There is a screen filter in each of the two master
cylinder fill ports. There is also a low pressure filter
for the pump/motor. The filter is integral to the
Pump/Motor low pressure hose.
FLUID LEVEL SWITCH
A Low Fluid Switch is located in the hydraulic as-
sembly fluid reservoir, (Fig. 1). The switch consists of
a float and magnetic reed switch that closes when
low fluid is detected. The Low Fluid Switch is used
as an input, to the Red Brake Warning Lamp, the
(CAB), and the EVIC (if so equipped). When a low
fluid condition exists the switch will close, grounding
the low fluid circuit and illuminating the Red Brake
Warning Lamp. The (CAB) will disable the Anti-
Lock Function and light the Amber Anti-Lock Warn-
ing Lamp if vehicle is in motion above 3 mph. If
vehicle is not in motion, the Amber Anti-Lock Warn-
ing Lamp will NOT be lit.
DUAL FUNCTION PRESSURE SWITCH WIRING DIAGRAM
5 - 78 ANTI-LOCK 10 BRAKE SYSTEM Ä

PUMP/MOTOR ASSEMBLY
NOTE: The (CAB) does not control the opera-
tion of the pump/motor assembly. The Pump/Motor Assembly is mounted to the tran-
saxle below the hydraulic assembly,(Fig. 3). Integral to
the Pump/Motor Assembly is an accumulator using a
sliding piston configuration with a nitrogen pre-charge
of 3,172 kPa (460 psi.) The Pump/Motor is an electri-
cally driven pump that takes low pressure brake fluid
from the hydraulic assembly fluid reservoir and pres-
surizes it. The pressurized fluid is then stored in the
piston accumulator and hydraulic bladder accumulator
for power assist and Anti-Lock Braking. Operation of
the Pump/Motor is controlled by the Dual Function
Pressure Switch through the Pump/Motor Relay. The
(CAB) does NOT control the Pump/Motor activa-
tion. Rubber isolators are used to mount the pump to
its bracket for noise isolation. The Pump/Motor Assem-
bly is connected to the Hydraulic Assembly with a low
pressure return hose and a high pressure hose. A filter
is located in the low pressure return line.
WHEEL SPEED SENSORS
One Wheel Speed Sensor (WSS), is located at each
wheel (Fig. 4, 5 and 6) and sends a small (AC) electrical
signal to the control module (CAB). This signal is
generated by magnetic induction. The magnetic induc-
tion is created when a toothed sensor ring (Tone Wheel)
passes by the stationary magnetic (Wheel Speed Sen-
sor). The (CAB) converts the (AC) electrical signal
generated at each wheel into a digital signal. If a wheel
locking tendency is detected, the (CAB) will then
modulate hydraulic pressure to prevent the wheel(s)
from locking. The front Wheel Speed Sensor (Fig. 4) is mounted to
a boss on the steering knuckle, for both the Front Wheel Drive and All Wheel Drive applications. The
Tone Wheel is part of the outboard constant velocity
joint housing. The Rear Wheel Speed Sensor, is mounted to the
caliper mounting adapter (Fig. 5). The rear Tone
Wheel is an integral part of the rear disc brake rotor
hub (Fig. 6). The speed sensor, to tone wheel air gap on all ap-
plications is NOT adjustable. All 4 of the vehicles, Wheel Speed Sensors are ser-
viced individually as replaceable components. The Front Wheel Drive front Tone Wheels are ser-
viced as an assembly with the front outboard con-
Fig. 3 Pump/Motor Assembly And Heat Shield
PRESSURE SWITCH AND PRESSURE TRANSDUCER WIRING
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 79

stant velocity joint housings. The rear Tone Wheels
are serviced as an assembly with the rear disc brake
rotor hub. Correct Anti-Lock System operation is dependent
on wheel speed signals from the wheel speed sensors.
The vehicles' wheels and tires must all be the same
size and type to generate accurate signals. In addi-
tion, the tires must be inflated to the recommended
pressures for optimum system operation. Variations
in wheel and tire size or significant variations in in-
flation pressure can produce inaccurate wheel speed
signals.
CONTROLLER ANTI-LOCK BRAKE (CAB)
The Anti-Lock Brake Controller is a small micro-
processor based device that monitors the brake sys- tem and controls the system while it functions in
Anti-Lock Mode. The CAB is located under the bat-
tery tray and is mounted to the left frame rail (Fig.
7) and uses a 60-way system connector. The power
source for the CAB is through the ignition switch to
pin 60 of the controller. With the ignition in the
RUN or ON position. IF THE (ABS) CONTROL-
LER NEEDS TO BE REPLACED BE SURE THE
CORRECT CONTROLLER IS USED. THE CON-
TROLLER ANTI-LOCK BRAKE (CAB) IS NOT
ON THE CCD BUS
Fig. 5 Rear Wheel Speed Sensor
Fig. 4 Front Wheel Speed Sensor
Fig. 6 Rear Tone Wheel
Fig. 7 Location Controller Anti-Lock Brake (CAB)
5 - 80 ANTI-LOCK 10 BRAKE SYSTEM Ä