tire pressure DODGE TOWN AND COUNTRY 2003 Service Manual
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Page 20 of 2177
FLUID FILL/CHECK
LOCATIONS
DESCRIPTION
The fluid check/fill point locations are located in
each applicable service manual section.
LUBRICATION POINTS
DESCRIPTION
Lubrication point locations are located in each
applicable Sections.
MAINTENANCE SCHEDULES
DESCRIPTION
Maintenance Schedule Information not included in
this section, is located in the appropriate Owner's
Manual.
First is ScheduleªBº. It is for vehicles that are
operated under the conditions that are listed below
and at the beginning of the schedule.
²Day or night temperatures are below 0É C (32É
F).
²Stop and go driving.
²Extensive engine idling.
²Driving in dusty conditions.
²Short trips of less than 16 km (10 miles).
²More than 50% of your driving is at sustained
high speeds during hot weather, above 32É C (90É
F).L
²Trailer towing.L
²Taxi, police, or delivery service (commercial ser-
vice).L
²Off-road or desert operation.
²If equipped for and operating with E-85
(ethanol) fuel.
NOTE: Most vehicles are operated under the condi-
tions listed for Schedule(B(.
Second is ScheduleªAº. It is for vehicles that are
not operated under any of the conditions listed under
Schedule9B9.
Use the schedule that best describes your driving
conditions. Where time and mileage are listed, follow
the interval that occurs first.
CAUTION: Failure to perform the required mainte-
nance items may result in damage to the vehicle.
At Each Stop for Fuel
²Check the engine oil level about 5 minutes after a
fully warmed engine is shut off. Checking the oil level
while the vehicle is on level ground will improve the
accuracy of the oil level reading. Add oil only when the
level is at or below the ADD or MIN mark.
²Check the windshield washer solvent and add if
required.
Once a Month
²Check tire pressure and look for unusual wear
or damage.
²Inspect the battery and clean and tighten the
terminals as required.
²Check the fluid levels of coolant reservoir, brake
master cylinder, power steering and transmission
and add as needed.
²Check all lights and all other electrical items for
correct operation.
At Each Oil Change
²Change the engine oil filter.
²Inspect the exhaust system.
²Inspect the brake hoses.
²Inspect the CV joints and front suspension com-
ponents.
²Check the automatic transmission fluid level.
²Check the coolant level, hoses, and clamps.
²Rotate the tires at each oil change interval
shown on Schedule ªAº 10 000 km (6,000 miles) or
every other interval shown on Schedule ªBº 10 000
km (6,000 miles).
SCHEDULE ªBº
Follow schedule ªBº if you usually operate your
vehicle under one or more of the following conditions.
Change the automatic transmission fluid and filter
every 77 000 km (48,000 miles) if the vehicle is usu-
ally operated under one or more of the conditions
marked with anL.
²
Day or night temperatures are below 0É C (32É F).
²Stop and go driving.
²Extensive engine idling.
²Driving in dusty conditions.
²Short trips of less than 16 km (10 miles).
²More than 50% of your driving is at sustained
high speeds during hot weather, above 32É C
(90É F).L
²Trailer towing.L
²Taxi, police, or delivery service (commercial ser-
vice).L
²Off-road or desert operation.
²If equipped for and operating with E-85
(ethanol) fuel.
RSLUBRICATION & MAINTENANCE0-7
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Page 32 of 2177
MAINTENANCE SCHEDULES
TABLE OF CONTENTS
page page
MAINTENANCE SCHEDULES FOR ALL
MARKETS EXCEPT U.S., CANADA and
MEXICO
DESCRIPTION
DESCRIPTION........................1DESCRIPTION Ð DIESEL ENGINES........9
MAINTENANCE SCHEDULES
FOR ALL MARKETS EXCEPT
U.S., CANADA and MEXICO
DESCRIPTION
DESCRIPTION
Maintenance Schedule Information not included in
this section, is located in the appropriate Owner's
Manual.
There are two maintenance schedules that show
therequiredservice for your vehicle.
First is ScheduleªBº. It is for vehicles that are
operated under the conditions that are listed below
and at the beginning of the schedule.
²Day or night temperatures are below 0É C (32É
F).
²Stop and go driving.
²Extensive engine idling.
²Driving in dusty conditions.
²Short trips of less than 16 km (10 miles).
²More than 50% of your driving is at sustained
high speeds during hot weather, above 32É C (90É
F).L
²Trailer towing.L
²Taxi, police, or delivery service (commercial ser-
vice).L
²Off-road or desert operation.
²If equipped for and operating with E-85
(ethanol) fuel.
NOTE: Most vehicles are operated under the condi-
tions listed for Schedule(B(.
Second is ScheduleªAº. It is for vehicles that are
not operated under any of the conditions listed under
Schedule9B9.
Use the schedule that best describes your driving
conditions. Where time and mileage are listed, follow
the interval that occurs first.CAUTION: Failure to perform the required mainte-
nance items may result in damage to the vehicle.
At Each Stop for Fuel
²Check the engine oil level about 5 minutes after
a fully warmed engine is shut off. Checking the oil
level while the vehicle is on level ground will
improve the accuracy of the oil level reading. Add oil
only when the level is at or below the ADD or MIN
mark.
²Check the windshield washer solvent and add if
required.
Once a Month
²Check tire pressure and look for unusual wear
or damage.
²Inspect the battery and clean and tighten the
terminals as required.
²Check the fluid levels of coolant reservoir, brake
master cylinder, power steering and transmission
and add as needed.
²Check all lights and all other electrical items for
correct operation.
At Each Oil Change
²Change the engine oil filter.
²Inspect the exhaust system.
²Inspect the brake hoses.
²Inspect the CV joints and front suspension com-
ponents.
²Check the automatic transmission fluid level.
²Check the manual transmission fluid level.
²Check the coolant level, hoses, and clamps.
²Rotate the tires at each oil change interval
shown on Schedule ªAº 12 000 km (7,500 miles) or
every other interval shown on Schedule ªBº 10 000
km (6,000 miles).
SCHEDULE ªBº
Follow schedule ªBº if you usually operate your
vehicle under one or more of the following conditions.
Change the automatic transmission fluid and filter
RSMAINTENANCE SCHEDULES0a-1
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Page 40 of 2177
DESCRIPTION Ð DIESEL ENGINES
Maintenance Schedule Information not included in
this section, is located in the appropriate Owner's
Manual.
There are two maintenance schedules that show
therequiredservice for your vehicle.
First is ScheduleªBº. It is for vehicles that are
operated under the conditions that are listed below
and at the beginning of the schedule.
²Extensive engine idling.
²Driving in dusty conditions.
²More than 50% of your driving is at sustained
high speeds during hot weather, above 32É C (90É F).
²Trailer towing.
²Taxi, police, or delivery service (commercial ser-
vice).
NOTE: Most vehicles are operated under the condi-
tions listed for Schedule(B(.
Second is ScheduleªAº. It is for vehicles that are
not operated under any of the conditions listed under
Schedule9B9.
Use the schedule that best describes your driving
conditions. Where time and mileage are listed, follow
the interval that occurs first.
CAUTION: Failure to perform the required mainte-
nance items may result in damage to the vehicle.
At Each Stop for Fuel
²Check the engine oil level about 5 minutes after
a fully warmed engine is shut off. Checking the oil
level while the vehicle is on level ground will
improve the accuracy of the oil level reading. Add oil
only when the level is at or below the ADD or MIN
mark.
²Check the windshield washer solvent and add if
required.
Once a Month
²Check the tire pressure and look for unusual
wear or damage.
²Inspect the battery and clean and tighten the
terminals as required.
²Check the fluid levels of coolant reservoir, brake
master cylinder, power steering and transmission
and add as needed.
²Check all lights and all other electrical items for
correct operation.
At Each Oil Change
²Change the engine oil filter.
²Inspect the exhaust system.
²Inspect the brake hoses.
²Inspect the CV joints and front suspension com-
ponents.
²Check the manual transmission fluid level.
²Check the coolant level, hoses, and clamps.
²Inspect engine accessory drive belts. Replace as
necessary.
²Inspect for the presence of water in the fuel fil-
ter/water separator unit.
²Rotate the tires at each oil change interval (20
000 km).
SCHEDULE ªBº
Follow schedule ªBº if you usually operate your
vehicle under one or more of the following conditions.
²Extensive engine idling.
²Driving in dusty conditions.
²More than 50% of your driving is at sustained
high speeds during hot weather, above 32É C (90É F).
²Trailer towing.
²Taxi, police, or delivery service (commercial ser-
vice).
RSMAINTENANCE SCHEDULES0a-9
MAINTENANCE SCHEDULES FOR ALL MARKETS EXCEPT U.S., CANADA and MEXICO (Continued)
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Page 55 of 2177
(4) Wipe any grease off the ball joint stem using a
clean shop towel with MopartBrake Parts Cleaner
applied to it.
CAUTION: Do not attempt to install a normal grease
zirc in the ball joint an lubricate the joint through
the zirc fitting.
(5) Reinstall steering knuckle on vehicle. (Refer to
2 - SUSPENSION/FRONT/KNUCKLE - INSTALLA-
TION)
INSTALLATION - EXPORT
(1) Place a liberal dab of MopartWheel Bearing
Grease around the base of the ball joint stem at the
socket.
(2) Install aNEWseal boot by hand as far as pos-
sible on the ball joint.
CAUTION: Do not use an arbor press to install the
sealing boot on the ball joint. Damage to the seal-
ing boot will occur if excessive pressure is applied
to the sealing boot when it is being installed.
(3) Place Installer, Special Tool 6758, over seal
boot and squarely align it with bottom edge of seal
boot (Fig. 20). Apply hand pressure to Special Tool
6758 until seal boot is pressed squarely against top
surface of lower control arm.
(4) Wipe any grease off the ball joint stem.
(5) Place the shield over the top of the seal boot
and stretch it into the groove at the top of the seal
boot.CAUTION: Do not attempt to install a normal grease
zirc in the ball joint and lubricate the joint through
the zirc fitting.
(6) Reinstall steering knuckle on vehicle. (Refer to
2 - SUSPENSION/FRONT/KNUCKLE - INSTALLA-
TION)
LOWER CONTROL ARM
DESCRIPTION
The lower control arm is mounted to the front sus-
pension crossmember using a pivot bolt through the
center of the front pivot bushing, and the front sus-
pension cradle crossmember reinforcement traps the
rear bushing in the crossmember (Fig. 1).
The lower control arm is an iron casting with two
rubber bushings and a ball joint. The lower control
arm front bushing is the spool type and is pressed
into the lower control arm. The standard (Low-line)
lower control arm rear bushing is a push-on bushing
that is pushed over a stem on the rear of the lower
control arm. The optional (High-line, Premium,
Sport) lower control arm rear bushing is a hydro-
bushing that is pressed on. It has liquid filled voids
that provide more effective dampening than the stan-
dard bushing. Vehicles with rear hydro-bushings uti-
lize a different lower control arm than vehicles with
standard bushings. They have a straight slightly
tapered round stem where the hydro-bushing is
mounted whereas the standard arm has a straight
stem with a squared knob on the end to retain the
bushing.
The lower control arm ball joint is pressed into the
outer end of the arm. The ball joint has a tapered
stud and retainer nut for fastening it to the steering
knuckle.
OPERATION
The lower control arm supports the lower end of
the steering knuckle and allows for the up and down
movement of the suspension during the jounce and
rebound travel. The lower control arm ball joint con-
nects the arm to the steering knuckle.
REMOVAL - LOWER CONTROL ARM
(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-
DURE)
(2) Remove wheel and tire assembly.
(3) Remove the steering knuckle. (Refer to 2 -
SUSPENSION/FRONT/KNUCKLE - REMOVAL)
(4) Remove the bolts fastening the power steering
cooler to the front suspension cradle crossmember
reinforcement (Fig. 21).
Fig. 20 Installing Ball Joint Seal Boot (Typical)
1 - SHIELD (NOT ON RG VEHICLE)
2 - SPECIAL TOOL 6758
3 - LOWER CONTROL ARM
4 - BALL JOINT SEAL BOOT
2 - 12 FRONT SUSPENSIONRS
LOWER BALL JOINT SEAL BOOT (Continued)
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Page 93 of 2177
CONDITION POSSIBLE CAUSES CORRECTION
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
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
coupler4. Replace steering shaft coupler
2 - 50 WHEEL ALIGNMENTRS
WHEEL ALIGNMENT (Continued)
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Page 94 of 2177
CONDITION POSSIBLE CAUSES CORRECTION
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.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.
RSWHEEL ALIGNMENT2-51
WHEEL ALIGNMENT (Continued)
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Page 97 of 2177
(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.
CURB HEIGHT SPECIFICATIONS
TIRE SALES CODE/TIRE SIZE FRONT REAR
ALL755mm 11mm
29.72 in. 0.43 in770mm 11mm
30.31 in. 0.43 in.
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
2 - 54 WHEEL ALIGNMENTRS
WHEEL ALIGNMENT (Continued)
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Page 124 of 2177
²Engine
²Transmission
²Exhaust
²Propeller shaft (vibration)
²Vehicle body (drumming)
Driveline module noises are normally divided into
two categories: gear noise or bearing noise. A thor-
ough and careful inspection should be completed to
determine the actual source of the noise before
replacing the driveline module.
The rubber mounting bushings help to dampen-out
driveline module noise when properly installed.
Inspect to confirm that no metal contact exists
between the driveline module case and the body. The
complete isolation of noise to one area requires
expertise and experience. Identifying certain types of
vehicle noise baffles even the most capable techni-
cians. Often such practices as:
²Increase tire inflation pressure to eliminate tire
noise.
²Listen for noise at varying speeds with different
driveline load conditions
²Swerving the vehicle from left to right to detect
wheel bearing noise.
All driveline module assemblies produce noise to a
certain extent. Slight carrier noise that is noticeable
only at certain speeds or isolated situations should be
considered normal. Carrier noise tends to peak at a
variety of vehicle speeds. Noise isNOT ALWAYSan
indication of a problem within the carrier.
TIRE NOISE
Tire noise is often mistaken for driveline module
noise. Tires that are unbalanced, worn unevenly or
are worn in a saw-tooth manner are usually noisy.
They often produce a noise that appears to originate
in the driveline module.
Tire noise changes with different road surfaces, but
driveline module noise does not. Inflate all four tires
with approximately 20 psi (138 kPa) more than the
recommended inflation pressure (for test purposes
only). This will alter noise caused by tires, but will
not affect noise caused by the differential. Rear axle
noise usually ceases when coasting at speeds less
than 30 mph (48 km/h); however, tire noise contin-
ues, but at a lower frequency, as the speed is
reduced.
After test has been completed lower tire pressure
back to recommended pressure.
GEAR NOISE (DRIVE PINION AND RING GEAR)
Abnormal gear noise is rare and is usually caused
by scoring on the ring gear and drive pinion. Scoring
is the result of insufficient or incorrect lubricant in
the carrier housing.Abnormal gear noise can be easily recognized. It
produces a cycling tone that will be very pronounced
within a given speed range. The noise can occur dur-
ing one or more of the following drive conditions:
²Drive
²Road load
²Float
²Coast
Abnormal gear noise usually tends to peak within
a narrow vehicle speed range or ranges. It is usually
more pronounced between 30 to 40 mph (48 to 64
km/h) and 50 to 60 mph (80 to 96 km/h). When objec-
tionable gear noise occurs, note the driving condi-
tions and the speed range.
BEARING NOISE (DRIVE PINION AND
DIFFERENTIAL)
Defective bearings produce a rough growl that is
constant in pitch and varies with the speed of vehi-
cle. Being aware of this will enable a technician to
separate bearing noise from gear noise.
Drive pinion bearing noise that results from defec-
tive or damaged bearings can usually be identified by
its constant, rough sound. Drive pinion front bearing
is usually more pronounced during a coast condition.
Drive pinion rear bearing noise is more pronounced
during a drive condition. The drive pinion bearings
are rotating at a higher rate of speed than either the
differential side bearings or the axle shaft bearing.
Differential side bearing noise will usually produce
a constant, rough sound. The sound is much lower in
frequency than the noise caused by drive pinion bear-
ings.
Bearing noise can best be detected by road testing
the vehicle on a smooth road (black top). However, it
is easy to mistake tire noise for bearing noise. If a
doubt exists, the tire treads should be examined for
irregularities that often causes a noise that resem-
bles bearing noise.
ENGINE AND TRANSMISSION NOISE
Sometimes noise that appears to be in the driv-
eline module assembly is actually caused by the
engine or the transmission. To identify the true
source of the noise, note the approximate vehicle
speed and/or RPM when the noise is most noticeable.
Stop the vehicle next to a flat brick or cement wall
(this will help reflect the sound). Place the transaxle
inNEUTRAL. Accelerate the engine slowly up
through the engine speed that matches the vehicle
speed noted when the noise occurred. If the same
noise is produced, it usually indicates that the noise
is being caused by the engine or transaxle.
RSREAR DRIVELINE MODULE3-25
REAR DRIVELINE MODULE (Continued)
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CABLES - PARKING BRAKE
REMOVAL
REMOVAL - PARKING BRAKE CABLE
(FRONT)............................59
REMOVAL - PARKING BRAKE CABLE
(INTERMEDIATE)......................60
REMOVAL - PARKING BRAKE CABLE
(RIGHT REAR)........................60
REMOVAL - PARKING BRAKE CABLE (LEFT
REAR)..............................62
INSTALLATION
INSTALLATION - PARKING BRAKE CABLE
(FRONT)............................63
INSTALLATION - PARKING BRAKE CABLE
(INTERMEDIATE)......................63
INSTALLATION - PARKING BRAKE CABLE
(RIGHT REAR)........................63
INSTALLATION - PARKING BRAKE CABLE
(LEFT REAR).........................64ADJUSTMENTS
ADJUSTMENT - PARKING BRAKE CABLES . 64
CABLES - PARKING BRAKE (EXPORT)
REMOVAL - FRONT CABLE...............64
INSTALLATION - FRONT CABLE............64
LEVER - PARKING BRAKE
REMOVAL.............................64
INSTALLATION.........................65
LEVER - PARKING BRAKE (EXPORT)
REMOVAL - PARKING BRAKE LEVER AND
FRONT CABLE.......................65
INSTALLATION - PARKING BRAKE LEVER
AND FRONT CABLE...................66
SHOES - PARKING BRAKE
REMOVAL.............................67
INSTALLATION.........................72
ADJUSTMENTS
ADJUSTMENT - PARKING BRAKE SHOES . . 73
BRAKES - BASE
DESCRIPTION
DESCRIPTION - BASE BRAKES
The base brake system consists of the following
components:
²Brake pedal
²Power brake booster
²Master cylinder
²Brake tubes and hoses
²Proportioning valve (non-ABS vehicles only)
²Disc brakes
²Drum brakes
²Brake lamp switch
²Brake fluid level switch
²Parking brakes
Front disc brakes control the braking of the front
wheels; rear braking is controlled by rear drum
brakes or rear disc brakes depending on options.
The hydraulic brake system is diagonally split on
both the non-antilock braking systems and antilock
braking systems. That means the left front and right
rear brakes are on one hydraulic circuit and the right
front and left rear are on the other.
For information on the brake lamp switch, (Refer
to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERI-
OR/BRAKE LAMP SWITCH - DESCRIPTION)Vehicles equipped with the optional antilock brake
system (ABS) use a system designated Mark 20e. It
is available with or without traction control. This
system shares most base brake hardware used on
vehicles without ABS. ABS components are described
in detail in ANTILOCK BRAKE SYSTEM.DESCRIPTION - BASE BRAKES (EXPORT)
Four-Wheel Disc Antilock Brakes are standard on
all models.
OPERATION - BASE BRAKES
When a vehicle needs to be stopped, the driver
applies the brake pedal. The brake pedal pushes the
input rod of the power brake booster into the booster.
The booster uses vacuum to ease pedal effort as force
is transferred through the booster to the master cyl-
inder. The booster's output rod pushes in the master
cylinder's primary and secondary pistons applying
hydraulic pressure through the chassis brake tubes
to the brakes at each tire and wheel assembly.
The parking brakes are foot-operated. When
applied, the parking brake lever pulls on cables that
actuate brake shoes at each rear wheel. These shoes
come in contact with a hub mounted drum (drum for
disc/drum brakes or drum-in-hat for disc/disc brakes)
and hold it in place.
RSBRAKES - BASE5-3
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Page 161 of 2177
plug from the adjustment hole in each brake support
plate to provide visual access of the brake adjuster
star wheel.
To eliminate the condition where maximum adjust-
ment of the rear brake shoes does not allow the auto-
matic adjuster to operate when tested, back the star
wheel off approximately 30 notches. It will be neces-
sary to hold the adjuster lever away from the star
wheel to permit this adjustment.
Have the helper apply the brakes. Upon applica-
tion of the brake pedal, the adjuster lever should
move down, turning the adjuster star wheel. Thus, a
definite rotation of the adjuster star wheel can be
observed if the automatic adjuster is working prop-
erly. If one or more adjusters do not function prop-
erly, the respective drum must be removed for
adjuster servicing.
BRAKE LINES
DESCRIPTION - BRAKE TUBES AND HOSES
The brake tubes are steel with a corrosion-resis-
tant nylon coating applied to the external surfaces.
The flex hoses are made of reinforced rubber with fit-
tings at each end.
The primary and secondary brake tubes leading
from the master cylinder to the ABS ICU Hydraulic
Control Unit (HCU) or the non-ABS junction block
have a special flexible section. This flexible section is
required due to cradle movement while the vehicle is
in motion (The ICU and non-ABS junction block are
mounted to the cradle).If replacement of these
lines is necessary, only the original factory
brake line containing the flexible section must
be used.
OPERATION - BRAKE TUBES AND HOSES
The purpose of the chassis brake tubes and flex
hoses is to transfer the pressurized brake fluid devel-
oped by the master cylinder to the wheel brakes of
the vehicle. The flex hoses are made of rubber to
allow for the movement of the vehicle's suspension.
INSPECTION - BRAKE TUBES AND HOSES
Flexible rubber hose is used at both front brakes
and at the rear axle. Inspection of brake hoses
should be performed whenever the brake system is
serviced and every 7,500 miles or 12 months, which-
ever comes first (every engine oil change). Inspect
hydraulic brake hoses for surface cracking, scuffing,
or worn spots. If the fabric casing of the rubber hose
becomes exposed due to cracks or abrasions in the
rubber hose cover, the hose should be replaced imme-
diately. Eventual deterioration of the hose can take
place with possible burst failure. Faulty installation
can cause twisting, resulting in wheel, tire, or chassis
interference.
The brake tubing should be inspected periodically
for evidence of physical damage or contact with mov-
ing or hot components.
The flexible brake tube sections used on this vehi-
cle in the primary and secondary tubes from the
master cylinder to the ABS hydraulic control unit
connections must also be inspected. This flexible tub-
ing must be inspected for kinks, fraying and contact
with other components or with the body of the vehi-
cle.
BRAKE PADS/SHOES - FRONT
REMOVAL
REMOVAL - FRONT DISC BRAKE SHOES
(DISC/DISC BRAKES)
(1) Raise the vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-
DURE).
(2) Remove both front wheel and tire assemblies.
(3) Begin on one side of the vehicle.
(4) Remove the anti-rattle clip from the outboard
side of the caliper and adapter.
(5) Remove the two caliper guide pin bolts.
(6) Remove caliper from caliper adapter and brake
rotor.
CAUTION: Supporting weight of caliper by the flex-
ible brake fluid hose can damage the hose.
(7) Using wire or cord, hang the caliper from the
front strut assembly (Fig. 12). Support the caliper
Fig. 11 Caliper Piston Seal Function For Automatic
Adjustment
1 - PISTON
2 - CYLINDER BORE
3 - PISTON SEAL BRAKE PRESSURE OFF
4 - CALIPER HOUSING
5 - DUST BOOT
6 - PISTON SEAL BRAKE PRESSURE ON
5 - 14 BRAKES - BASERS
HYDRAULIC/MECHANICAL (Continued)
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