tires CHRYSLER CARAVAN 2005 Owner's Manual

(2) Install the shackle mounting nuts on the
hanger pins, but DO NOT TIGHTEN AT THIS
TIME.
(3) AWD only ± Install, BUT DO NOT TIGHTEN,
retaining bolts fastening inner to outer halves of leaf
spring hanger at this time (Fig. 39).
(4) Using a jack, raise the leaf spring into
mounted position.
(5) Install the rear spring mount-to-body bolts
(Fig. 40). Tighten rear spring mount bolts to 61 N´m
(45 ft. lbs.) torque.
(6) Install the lower mounting bolt fastening the
shock absorber to the axle. DO NOT TIGHTEN THE
BOLT AT THIS TIME.
(7) Remove the jack from under axle.(8) Lower the vehicle so that the full weight of the
vehicle is on all four tires (curb height).
CAUTION: AWD only ± In order to avoid bending the
spring shackles, the shackle pin nuts must be tight-
ened to the specified torque before the inboard-to-
outboard shackle half bolts can be tightened.
(9) Tighten shackle mounting nuts to 61 N´m (45
ft. lbs.) torque.
(10) If equipped with AWD, tighten shackle-to-
shackle mounting bolts to 61 N´m (45 ft. lbs.) torque.
(11) Tighten shock absorber lower mounting bolt to
88 N´m (65 ft. lbs.) torque.
SPRING SHACKLE
REMOVAL
(Refer to 2 - SUSPENSION/REAR/SPRING
MOUNTS - REMOVAL)
INSTALLATION
(Refer to 2 - SUSPENSION/REAR/SPRING
MOUNTS - INSTALLATION)
STABILIZER BAR
DESCRIPTION
Some front-wheel-drive models use a stabilizer bar.
It is mounted behind the rear axle. All-wheel-drive
models use a stabilizer bar that is mounted in front
of the rear axle.
The stabilizer bar interconnects both sides of the
rear axle and attaches to the rear frame rails using 2
rubber isolated link arms.
Both type stabilizer bars have the same basic com-
ponents. Attachment to the rear axle tube, and rear
frame rails is through rubber-isolated bushings.
The 2 rubber isolated links are connected to the
rear frame rails by brackets. These brackets are
bolted to the bottom of the frame rails.
OPERATION
Jounce and rebound movements affecting one
wheel are partially transmitted to the opposite wheel
to reduce body roll.
REMOVAL
REMOVAL - AWD
(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-
DURE)
Fig. 39 All-Wheel-Drive Rear Suspension
1 - SHACKLE
2 - REAR MOUNT (HANGER)
3 - LEAF SPRING (MULTI-LEAF)
4 - AWD REAR AXLE
Fig. 40 Rear Spring Mount (Typical)
1 - LEAF SPRING MOUNT
2 - 44 REAR SUSPENSIONRS
SPRING MOUNTS - REAR (Continued)

(2) Remove the bolts securing the stabilizer bar to
links on each end of the bar.
(3) While holding the stabilizer bar in place,
remove the bolts that attach the stabilizer bar bush-
ing retainers to the rear axle.
(4) Remove the stabilizer bar from the vehicle.
(5) If the links need to be serviced, remove the
upper link arm to bracket bolt. Then remove link
arm from frame rail attaching bracket.
REMOVAL - FWD
(1) Raise vehicle. See Hoisting in Lubrication and
Maintenance.
(2) Remove the bolts securing the stabilizer bar to
links on each side of bar.
(3) While holding the stabilizer bar in place,
remove the bolts that attach the stabilizer bar bush-
ing retainers to the rear axle.
(4) Remove the stabilizer bar from the vehicle.
REMOVAL - FWD - FOLD-IN-FLOOR SEATING
(1) Raise and support vehicle. (Refer to LUBRICA-
TION & MAINTENANCE/HOISTING - STANDARD
PROCEDURE)
(2) At each end of the stabilizer bar, remove the
nuts and bolts securing the bar to the links (Fig. 41).
(3) While holding the stabilizer bar in place,
remove the bolts that attach the stabilizer bar bush-
ing retainers to the rear axle (Fig. 41).
(4) Remove the stabilizer bar from the vehicle.
INSTALLATION
INSTALLATION - AWD
(1) Install the stabilizer bar on the rear axle.
(2) Install bushing retainer bolts. Do not tighten at
this time.
(3) Install bolts connecting links to stabilizer bar.
Do not tighten at this time.
(4) Lower the vehicle so that the full weight of the
vehicle is on all four tires. With the vehicle at its
curb height, tighten the following bolts to the torques
listed:
²Stabilizer bar bushing retainer-to-axle bracket
bolts Ð 61 N´m (45 ft. lbs.)
²Stabilizer bar-to-link bolts Ð 61 N´m (45 ft. lbs.)
INSTALLATION - FWD
(1) Lift the stabilizer bar onto the rear axle and
install the two retainer mounting bolts. DO NOT
TIGHTEN.
(2) Install the bolts attaching the stabilizer bar
links to the stabilizer bar. DO NOT TIGHTEN.
(3) Lower the vehicle so that the full weight of the
vehicle is on all four tires. With the vehicle at its
curb height, tighten the following bolts to the torques
listed:
²Stabilizer bar bushing retainer-to-axle bracket
bolts Ð 61 N´m (45 ft. lbs.)
²Stabilizer bar-to-link Ð 61 N´m (45 ft. lbs.)
INSTALLATION - FWD - FOLD-IN-FLOOR
SEATING
(1) Lift the stabilizer bar onto the rear axle, hook-
ing the bottom of the bushing retainers on the axle,
then install the two retainer mounting bolts (Fig. 41).
DO NOT TIGHTEN AT THIS TIME.
(2) Install the bolts and nuts attaching the stabi-
lizer bar links to the stabilizer bar (Fig. 41). DO NOT
TIGHTEN AT THIS TIME.
(3) Lower the vehicle so that the full weight of the
vehicle is on all four tires. With the vehicle at its
curb height, tighten the following bolts to the torques
listed:
²Stabilizer bar bushing retainer-to-axle bracket
bolts Ð 61 N´m (45 ft. lbs.)
²Stabilizer bar-to-link Ð 61 N´m (45 ft. lbs.)
TRACK BAR
DESCRIPTION
On front-wheel-drive applications of this vehicle
that are equipped with single leaf rear springs, a
track bar is used on the rear axle (Fig. 1).
The track bar connects the rear axle to the frame/
body of the vehicle. The track bar is isolated from the
Fig. 41 Stabilizer Bar With Fold-In-Floor Seating
1 - LINK NUT
2 - LINK BOLT AND NUT
3 - STABILIZER LINK
4 - STABILIZER BAR
5 - REAR AXLE
6 - BOLTS
RSREAR SUSPENSION2-45
STABILIZER BAR (Continued)

TOE-OUT ON TURNS
Toe-out on turns is the relative positioning of the
front wheels while steering through a turn (Fig. 4).
This compensates for each front wheel's turning
radius. As the vehicle encounters a turn, the out-
board wheel must travel in a larger radius circle
than the inboard wheel. The steering system is
designed to make each wheel follow its particular
radius circle. To accomplish this, the front wheels
must progressively toe outward as the steering is
turned from center. This eliminates tire scrubbing
and undue tire wear when steering a vehicle through
a turn.
DYNAMIC TOE PATTERN
Dynamic toe pattern is the inward and outward toe
movement of the front and rear tires through the
suspension's jounce and rebound travel. As the vehi-
cle's suspension moves up and down, the toe pattern
varies. Toe pattern is critical in controlling the direc-
tional stability of the vehicle while in motion. Front
and rear dynamic toe pattern is preset by the factory
at the time the vehicle is assembled.
It is not necessary to check or adjust front or rear
dynamic toe pattern when doing a normal wheel
alignment. The only time dynamic toe pattern needs
to be checked or adjusted is if the frame of the vehi-
cle has been damaged.
STEERING AXIS INCLINATION (S. A. I.)
Steering axis inclination is the angle between a
true vertical line starting at the center of the tire at
the road contact point and a line drawn through the
center of the upper ball joint (or strut) and the lower
ball joint (Fig. 5). S.A.I. is built into the vehicle and
is not an adjustable angle. If S.A.I. is not within
specifications, a bent or damaged suspension compo-
nent may be the cause.
INCLUDED ANGLE (I. A.)
Included angle is the sum of the S.A.I. angle plus
or minus the camber angle, depending on whether or
not the wheel has positive or negative camber (Fig.
5). If camber is positive, add the camber angle to the
S.A.I. angle. If camber is negative, subtract the cam-
ber angle from the S.A.I. angle. Included angle is not
adjustable, but can be used to diagnose a frame mis-
alignment or bent suspension component (spindle,
strut).
Fig. 4 Toe-Out On Turns
1 - TOE-OUT ON TURNS
Fig. 5 S.A.I. and I.A.
1 - S.A.I.
2 - CAMBER
3 - I.A.
RSWHEEL ALIGNMENT2-49
WHEEL ALIGNMENT (Continued)

THRUST ANGLE
Thrust angle is the averaged direction the rear
wheels are pointing in relation to the vehicle's center
line (Fig. 6). The presence of negative or positive
thrust angle causes the rear tires to track improperly
to the left or right of the front tires (dog tracking).
²Negative thrust angle means the rear tires are
tracking to the left of the front tires.
²Positive thrust angle means the rear tires are
tracking to the right of the front tires.
Improper tracking can cause undue tire wear, a
lead or pull and a crooked steering wheel. Excessive
thrust angle can usually be corrected by adjusting
the rear wheel toe so that each wheel has one-half of
the total toe measurement.
DIAGNOSIS AND TESTING - SUSPENSION AND STEERING
CONDITION POSSIBLE CAUSES CORRECTION
Front End Whine On Turns 1. Defective wheel bearing 1. Replace wheel bearing
2. Incorrect wheel alignment 2. Check and reset wheel alignment
3. Worn tires 3. Replace tires
Front End Growl Or
Grinding On Turns1. Defective wheel bearing 1. Replace wheel bearing
2. Engine mount grounding 2. Check for motor mount hitting frame
rail and reposition engine as required
3. Worn or broken C/V joint 3. Replace C/V joint
4. Loose wheel lug nuts 4. Verify wheel lug nut torque
5. Incorrect wheel alignment 5. Check and reset wheel alignment
6. Worn tires 6. Replace tires
7. Front strut pin in upper strut mount 7. Replace the front strut upper mount
and bearing
Fig. 6 Thrust Angle
2 - 50 WHEEL ALIGNMENTRS
WHEEL ALIGNMENT (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
Front End Clunk Or Snap
On Turns1. Loose lug nuts 1. Verify wheel lug nut torque
2. Worn or broken C/V joint 2. Replace C/V joint
3. Worn or loose tie rod 3. Tighten or replace tie rod end
4. Worn or loose ball joint 4. Tighten or replace ball joint
5. Worn/loose control arm bushing 5. Replace control arm bushing
6. Loose stabilizer bar. 6. Tighten stabilizer bar to specified
torque
7. Loose strut mount to body
attachment7. Tighten strut attachment to specified
torque
8. Loose crossmember bolts 8. Tighten crossmember bolts to
specified torque
Front End Whine With
Vehicle Going Straight At A
Constant Speed1. Defective wheel bearing 1. Replace wheel bearing
2. Incorrect wheel alignment 2. Check and reset wheel alignment
3. Worn tires 3. Replace tires
4. Worn or defective transaxle gears or
bearings4. Replace transaxle gears or bearings
Front End Growl Or
Grinding With Vehicle
Going Straight At A
Constant Speed1. Engine mount grounding 1. Reposition engine as required
2. Worn or broken C/V joint 2. Replace C/V joint
Front End Whine When
Accelerating Or
Decelerating1. Worn or defective transaxle gears or
bearings1. Replace transaxle gears or bearings
Front End Clunk When
Accelerating Or
Decelerating1. Worn or broken engine mount 1. Replace engine mount
2. Worn or defective transaxle gears or
bearings2. Replace transaxle gears or bearings
3. Loose lug nuts 3. Verify wheel lug nut torque
4. Worn or broken C/V joint 4. Replace C/V joint
5. Worn or loose ball joint 5. Tighten or replace ball joint
6. Worn or loose control arm bushing 6. Replace control arm bushing
7. Loose crossmember bolts 7. Tighten crossmember bolts to
specified torque
8. Worn tie rod end 8. Replace tie rod end
Road Wander 1. Incorrect tire pressure 1. Inflate tires to recommended pressure
2. Incorrect front or rear wheel toe 2. Check and reset wheel toe
3. Worn wheel bearings 3. Replace wheel bearing
4. Worn control arm bushings 4. Replace control arm bushing
5. Excessive friction in steering gear 5. Replace steering gear
6. Excessive friction in steering shaft
coupling6. Replace steering coupler
7. Excessive friction in strut upper
bearing7. Replace strut bearing
RSWHEEL ALIGNMENT2-51
WHEEL ALIGNMENT (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
Lateral Pull 1. Unequal tire pressure 1. Inflate all tires to recommended
pressure
2. Radial tire lead 2. Perform lead correction procedure
3. Incorrect front wheel camber 3. Check and reset front wheel camber
4. Power steering gear imbalance 4. Replace power steering gear
5. Wheel braking 5. Correct braking condition causing
lateral pull
Excessive Steering Free
Play1. Incorrect Steering Gear Adjustment 1. Adjust Or Replace Steering Gear
2. Worn or loose tie rod ends 2. Replace or tighten tie rod ends
3. Loose steering gear mounting bolts 3. Tighten steering gear bolts to specified
torque
4. Loose or worn steering shaft coupler 4. Replace steering shaft coupler
Excessive Steering Effort 1. Low tire pressure 1. Inflate all tires to recommended
pressure
2. Lack of lubricant in steering gear 2. Replace steering gear
3. Low power steering fluid level 3. Fill power steering fluid reservoir to
correct level
4. Loose power steering pump drive
belt4. Correctly adjust power steering pump
drive belt
5. Lack of lubricant in ball joints 5. Lubricate or replace ball joints
6. Steering gear malfunction 6. Replace steering gear
7. Lack of lubricant in steering coupler 7. Replace steering coupler
STANDARD PROCEDURE
STANDARD PROCEDURE - WHEEL ALIGNMENT
PRE-WHEEL ALIGNMENT INSPECTION
Before any attempt is made to change or correct
the wheel alignment, the following inspection and
necessary corrections must be made to ensure proper
alignment.
(1) Verify that the fuel tank is full of fuel. If the
tank is not full, the reduction in weight will affect
the curb height of the vehicle and the alignment
angles.
(2) The passenger and luggage compartments of
the vehicle should be free of any load that is not fac-
tory equipment.
(3) Check the tires on the vehicle. All tires must be
the same size and in good condition with approxi-
mately the same amount of tread wear. Inflate all
the tires to the recommended air pressure.
(4) Check the front wheel and tire assemblies for
excessive radial runout.(5) Inspect lower ball joints and all steering link-
age for looseness, binding, wear or damage. Repair as
necessary.
(6) Check suspension fasteners for proper torque
and retighten as necessary.
(7) Inspect all suspension component rubber bush-
ings for signs of wear or deterioration. Replace any
faulty bushings or components before aligning the
vehicle.
(8) Check the vehicle's curb height to verify it is
within specifications. Refer to Curb Height Measure-
ment.
WHEEL ALIGNMENT SETUP
(1) Position the vehicle on an alignment rack.
(2) Install all required alignment equipment on
the vehicle per the alignment equipment manufactur-
er's instructions. On this vehicle, a four-wheel align-
ment is recommended.
2 - 52 WHEEL ALIGNMENTRS
WHEEL ALIGNMENT (Continued)

NOTE: Prior to reading the vehicle's alignment
readouts, the front and rear of vehicle should be
jounced. Induce jounce (rear first, then front) by
grasping the center of the bumper and jouncing
each end of vehicle an equal number of times. The
bumper should always be released when vehicle is
at the bottom of the jounce cycle.
(3) Read the vehicle's current front and rear align-
ment settings. Compare the vehicle's current align-
ment settings to the vehicle specifications for camber,
caster and toe-in. (Refer to 2 - SUSPENSION/
WHEEL ALIGNMENT - SPECIFICATIONS)
(4) If front camber and caster are not within spec-
ifications, proceed to CAMBER AND CASTER below.
If caster and camber are within specifications, pro-
ceed to TOE which can be found following CAMBER
AND CASTER. Rear camber, caster and toe are not
adjustable. If found not to be within specifications,
reinspect for damaged suspension or body compo-
nents and replace as necessary.
CAMBER AND CASTER
Camber and caster settings on this vehicle are
determined at the time the vehicle is designed, by
the location of the vehicle's suspension components.
This is referred to as NET BUILD. The result is no
required adjustment of camber and caster after the
vehicle is built or when servicing the suspension
components. Thus, when performing a wheel align-
ment, caster and camber are not normally considered
adjustable angles. Camber and caster should be
checked to ensure they meet vehicle specifications.
If front camber is found not to meet alignment
specifications, it can be adjusted using an available
camber adjustment bolt package. Before installing a
camber adjustment bolt package on a vehicle found
to be outside the specifications, inspect the suspen-
sion components for any signs of damage or bending.
CAUTION: Do not attempt to adjust the vehicles
wheel alignment by heating, bending or by perform-
ing any other modification to the vehicle's front
suspension components or body.
If camber readings are not within specifications,
use the following procedure to install the front cam-
ber adjustment bolt package and then adjust front
camber.
CAMBER ADJUSTMENT BOLT PACKAGE INSTALLATION
The camber adjustment bolt package contains 2
flange bolts, 2 cam bolts, 2 dog bone washers, and 4
nuts. This package services both sides of the vehicle.
Use the package to attach the strut clevis bracket to
the steering knuckle after the strut clevis brackethas been modified. To install and adjust the camber
adjustment bolt package, follow the procedure below.
(1) Raise the vehicle until its tires are not support-
ing the weight of the vehicle.
(2) Remove the front tire and wheel assemblies.
CAUTION: When removing the steering knuckle
from the strut clevis bracket, do not put a strain on
the brake flex hose. Also, do not let the weight of
the steering knuckle assembly be supported by the
brake flex hose when removed from the strut
assembly. If necessary use a wire hanger to sup-
port the steering knuckle assembly or if required
remove the brake flex hose from the caliper assem-
bly.
CAUTION: The knuckle to strut assembly attaching
bolt shanks are serrated and must not be turned
during removal. Remove the nuts while holding the
bolts stationary.
(3) Remove the top and bottom, strut clevis
bracket to steering knuckle attaching bolts (Fig.
7)and discard. Separate the steering knuckle from
the strut clevis bracket and position steering knuckle
so it is out of the way of the strut.
CAUTION: When slotting the bottom mounting hole
on the strut clevis bracket, do not enlarge the hole
beyond the indentations on the sides of the strut
clevis bracket (Fig. 8).
Fig. 7 Clevis Bracket To Steering Knuckle Attaching
Bolts
1 - STRUT CLEVIS BRACKET
2 - ATTACHING BOLTS
3 - TIE ROD END
4 - ROTOR
5 - STEERING KNUCKLE
RSWHEEL ALIGNMENT2-53
WHEEL ALIGNMENT (Continued)

(11) If toe readings obtained are not within the
required specification range, adjust toe to meet the
preferred specification setting. Toe is adjustable
using the following procedure.
TOE
(1) Center the steering wheel and lock in place
using a steering wheel clamp.
CAUTION: Do not twist front inner tie rod to steer-
ing gear rubber boots during front wheel Toe
adjustment.
(2) Loosen front inner to outer tie rod end jam
nuts (Fig. 12). Grasp inner tie rods at serrations and
rotate inner tie rods of steering gear (Fig. 12) to set
front toe to the preferred toe specification. (Refer to 2
- SUSPENSION/WHEEL ALIGNMENT - SPECIFI-
CATIONS)
(3) Tighten tie rod jam nuts (Fig. 12) to 75 N´m
(55 ft. lbs.) torque.
(4) Adjust steering gear to tie rod boots at the
inner tie rod.
(5) Remove steering wheel clamp.
(6) Remove the alignment equipment.
(7) Road test the vehicle to verify the steering
wheel is straight and the vehicle does not wander or
pull.
STANDARD PROCEDURE - CURB HEIGHT
MEASUREMENT
The wheel alignment is to be checked and all align-
ment adjustments made with the vehicle at its
required curb height specification.
Vehicle height is to be checked with the vehicle on
a flat, level surface, preferably a vehicle alignment
rack. The tires are to be inflated to the recommended
pressure. All tires are to be the same size as stan-
dard equipment. Vehicle height is checked with the
fuel tank full of fuel, and no passenger or luggage
compartment load.
Vehicle height is not adjustable. If the measure-
ment is not within specifications, inspect the vehicle
for bent or weak suspension components. Compare
the parts tag on the suspect coil spring(s) to the
parts book and the vehicle sales code, checking for a
match. Once removed from the vehicle, compare the
coil spring height to a correct new or known good coil
spring. The heights should vary if the suspect spring
is weak.
(1) Measure from the inboard edge of the wheel
opening fender lip directly above the wheel center
(spindle), to the floor or alignment rack surface.
(2) When measuring, the maximum left-to-right
differential is not to exceed 12.5 mm (0.5 in.).
(3) Compare the measurements to the specifica-
tions listed in the following Curb Height Specifica-
tions charts.
Fig. 11 Camber Adjustment Cam Bolt
1 - STEERING KNUCKLE
2 - CLEVIS BRACKET CAM STOP AREAS
3 - LOWER ECCENTRIC CAMBER ADJUSTMENT BOLT
Fig. 12 Front Wheel Toe Adjustment
1 - INNER TIE ROD SERRATION
2 - OUTER TIE ROD JAM NUT
3 - OUTER TIE ROD END
4 - INNER TIE ROD
5 - STEERING KNUCKLE
RSWHEEL ALIGNMENT2-55
WHEEL ALIGNMENT (Continued)

²A sticking tripod joint spider assembly (inner tri-
pod joint only).
²Improper wheel alignment. (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE)
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
²Foreign material (mud, etc.) packed on the back-
side of the wheel(s).
²Out of balance tires or wheels. (Refer to 22 -
TIRES/WHEELS - STANDARD PROCEDURE)
²Improper tire and/or wheel runout. (Refer to 22 -
TIRES/WHEELS - DIAGNOSIS AND TESTING)
REMOVAL
(1) Raise vehicle.
(2) Remove the cotter pin, nut lock (Fig. 2) and
wave washer (Fig. 3) from the end of the half shaft.
(3) Remove the wheel and tire assembly from the
vehicle. (Refer to 22 - TIRES/WHEELS - REMOVAL)
CAUTION: The halfshaft outer CV Joint, when
installed, acts as a bolt and secures the hub/bear-
ing assembly. If the vehicle is to be supported or
moved while the halfshaft is removed, it is neces-sary to install and properly torque a bolt through
the hub. This will ensure that the hub/bearing
assembly will not loosen.
Fig. 1 Unequal Length Half Shaft System
1 - STUB AXLE 8 - OUTER C/V JOINT
2 - OUTER C/V JOINT 9 - RIGHT HALFSHAFT
3 - OUTER C/V JOINT BOOT 10 - INNER TRIPOD JOINT BOOT
4 - TUNED RUBBER DAMPER WEIGHT 11 - INNER TRIPOD JOINT
5 - INTERCONNECTING SHAFT 12 - INNER TRIPOD JOINT
6 - OUTER C/V JOINT BOOT 13 - INNER TRIPOD JOINT BOOT
7 - STUB AXLE 14 - INTERCONNECTING SHAFT LEFT HALFSHAFT
Fig. 2 Half Shaft Retaining Nut
1 - HUB/BEARING
2 - NUT LOCK
3 - COTTER PIN
4 - STUB AXLE
3 - 2 HALF SHAFT - FRONTRS
HALF SHAFT - FRONT (Continued)

ABS PRIMARY HYDRAULIC CIRCUIT AND
SOLENOID VALVE FUNCTION (ABS WITHOUT
TRACTION CONTROL)
The hydraulic diagram (Fig. 7) shows the vehicle in
the ABS braking mode. The diagram shows one
wheel is slipping because the driver is attempting to
stop the vehicle at a faster rate than is allowed by
the surface on which the tires are riding.
²The normally open and normally closed valves
modulate (build/decay) the brake hydraulic pressure
as required.
²The pump/motor is switched on so that the
brake fluid from the low pressure accumulators is
returned to the master cylinder circuits.
²The brake fluid is routed to either the master
cylinder or the wheel brake depending on the posi-
tion of the normally open valve.
Fig. 7 ABS Without Traction Control - Primary Hydraulic Circuit
1 - OUTLET VALVE
2 - PUMP PISTON
3 - PUMP MOTOR (ON)
4 - LOW PRESSURE ACCUMULATOR PRESSURE
5 - LOW PRESSURE ACCUMULATOR
6 - NORMALLY CLOSED VALVE (MODULATING)
7 - TO RIGHT FRONT WHEEL8 - NORMALLY OPEN VALVE (MODULATING)
9 - FROM MASTER CYLINDER
10 - MASTER CYLINDER PRESSURE
11 - CONTROLLED WHEEL PRESSURE
12 - PUMP INTERSTAGE PRESSURE
13 - NOISE DAMPER CHAMBER
5 - 96 BRAKES - ABSRS
HYDRAULIC/MECHANICAL (Continued)