Abs JEEP GRAND CHEROKEE 2002 WJ / 2.G Owner's Guide

Common causes of brake drag are:
²Parking brake partially applied.
²Loose/worn wheel bearing.
²Seized caliper.
²Caliper binding.
²Loose caliper mounting.
²Mis-assembled components.
²Damaged brake lines.
If brake drag occurs at the front, rear or all
wheels, the problem may be related to a blocked mas-
ter cylinder return port, faulty power booster (binds-
does not release) or the ABS system.
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake shoes
²Damaged rotor
²Wheel alignment.
²Tire pressure.
A worn, damaged wheel bearing or suspension compo-
nent are further causes of pull. A damaged front tire
(bruised, ply separation) can also cause pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE DRAG OR PULL
Rear drag or pull may be caused by improperly
adjusted park brake shoes or seized parking brake
cables, contaminated lining, bent or binding shoes or
improperly assembled components. This is particu-
larly true when only one rear wheel is involved.However, when both rear wheels are affected, the
master cylinder or ABS system could be at fault.
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or worn seals, driving through deep
water puddles, or lining that has become covered with
grease and grit during repair. Contaminated lining
should be replaced to avoid further brake problems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
NOTE: Propshaft angle can also cause vibration/
shudder.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation.
Tire damage such as a severe bruise, cut, ply separa-
tion, low air pressure can cause pull and vibration.
BRAKE NOISES
Some brake noise is common on some disc brakes
during the first few stops after a vehicle has been
parked overnight or stored. This is primarily due to
the formation of trace corrosion (light rust) on metal
surfaces. This light corrosion is typically cleared from
the metal surfaces after a few brake applications
causing the noise to subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or oil.
Glazed linings and rotors with hard spots can also con-
tribute to squeak. Dirt and foreign material embedded
in the brake lining will also cause squeak/squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake shoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors may become so scored that replacement is nec-
essary.
5 - 4 BRAKES - BASEWJ
BRAKES - BASE (Continued)

SPECIAL TOOLS
BASE BRAKESBRAKE FLUID LEVEL SWITCH
REMOVAL
(1) Remove the wire connector from the fluid level
sensor.
(2) From the same side of the master cylinder res-
ervoir release the sensor locking taps with a small
screw driver.
(3) Pull the sensor out of the reservoir from the
connector side of the sensor.
INSTALLATION
(1) Install the sensor with a new o-ring into the
reservoir until the locking tabs are engaged.
(2) Install the wire connector to the fluid level sen-
sor.
RED BRAKE WARN INDICATOR
SWITCH
DESCRIPTION
A red warning lamp is used for the service brake
portion of the hydraulic system. The lamp is located
in the instrument cluster.
OPERATION
The lamp is turned on momentarily when the igni-
tion switch is turn to the on position. This is a self
test to verify the lamp is operational.
The red warning light alerts the driver if the fluid
level is low or the parking brakes are applied. A red
warning lamp with an amber warning lamp may
indicate a electronic brake distribution fault.
DIAGNOSIS AND TESTING - RED BRAKE
WARNING LAMP
The red warning lamp illuminates when the park-
ing brake is applied or when the fluid level in the
master cylinder is low. It will also illuminate at start
up as part of a bulb check.
If the light comes on, first verify that the parking
brakes are fully released. Then check pedal action
and fluid level. If a problem is confirmed, inspect the
brake hydraulic system for leaks.
A red warning lamp with a amber warning lamp
may indicate a electronic brake distribution fault.
Installer Caliper Dust Boot 8280
Handle C-4171
Adapter Pressure Bleeder 6921
WJBRAKES - BASE 5 - 7
BRAKES - BASE (Continued)

rates into layers, there is mineral oil or other fluid
contamination of the brake fluid.
If brake fluid is contaminated, drain and thor-
oughly flush system. Replace master cylinder with
reservoir, caliper seals, HCU and all hydraulic fluid
hoses.
SPECIFICATIONS
BRAKE FLUID
The brake fluid used in this vehicle must conform
to DOT 3 specifications and SAE J1703 standards.
No other type of brake fluid is recommended or
approved for usage in the vehicle brake system. Use
only Mopar brake fluid or an equivalent from a
tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid
from an container which has been left open. An
open container of brake fluid will absorb moisture
from the air and contaminate the fluid.
CAUTION: Never use any type of a petroleum-based
fluid in the brake hydraulic system. Use of such
type fluids will result in seal damage of the vehicle
brake hydraulic system causing a failure of the
vehicle brake system. Petroleum based fluids would
be items such as engine oil, transmission fluid,
power steering fluid, etc.
FLUID RESERVOIR
REMOVAL
(1) Remove reservoir cap and remove fluid with a
cleansuction gun.
(2) Remove the wire connector from the brake fluid
level sensor.
(3) Insert the tool (Fig. 47) provided with the res-
ervoir to release the reservoir retaining tabs.
(4) Pull the reservoir straight up out of the cylin-
der.
(5) Remove and discard grommets from the cylin-
der body.
INSTALLATION
(1) Lubricate new grommets with clean brake
fluid. Install new grommets into the cylinder body.
CAUTION: Do not use tools to install the grommets.
Tools may cut, or tear the grommets. Install the
grommets using finger pressure only.(2) Start reservoir in grommets then press the res-
ervoir straight down to seat the reservoir into the
cylinder grommets.
CAUTION: Do not rock the reservoir during installa-
tion.
(3) Verify retaining tabs are seated.
(4) Install the wire connector to the brake fluid
level sensor.
(5) Fill master cylinder.
MASTER CYLINDER
DESCRIPTION
The master cylinder body is made of aluminum
and contains a primary and secondary piston assem-
bly. The cylinder body including the piston assem-
blies are not serviceable. If diagnosis indicates an
internal problem with the cylinder body, it must be
replaced as an assembly. The master cylinder has a
removable reservoir and fluid level indicator. The res-
ervoir, reservoir grommets, reservoir cap and fluid
level switch are the only replaceable parts on the
master cylinder.
Fig. 47 Release Tool
1 - RESERVOIR
2 - RELEASE TOOL
3 - RETAINING TABS
WJBRAKES - BASE 5 - 23
FLUID (Continued)

(7) Raise and support the vehicle.
(8) Remove the wheel and tire assemblies.
(9) Remove the brake calipers, caliper anchors and
rotors.
(10) Remove the ABS sensor wiring harness (Fig.
74)from the rear brake cables.
(11) Remove the cable retainer bolts (Fig. 74) from
the rear spring pads.
(12) Pull the cables out of the upper suspension
arm brackets.
(13) Push the cable in and lift up the end of cable
with a small screw driver to disengage the cable from
the parking brake actuator (Fig. 75).
(14) Remove the cable from the vehicle.
INSTALLATION
INSTALLATION - FRONT PARKING BRAKE
CABLE
(1) Install thecable into the parking brake lever
bracket and equalizer bracket.
(2) Install the front cable to the floor pan and
install retainer nuts.
(3) Engage the front cable ends to the parking
brake lever and equalizer.
(4) Install the front carpet, (Refer to 23 - BODY/
INTERIOR/CARPETS AND FLOOR MATS -
INSTALLATION).
(5) Pull on the lever to release the lock out spring.
(6) Install the center console, (Refer to 23 - BODY/
INTERIOR/FLOOR CONSOLE - INSTALLATION).
(7) Fold down the rear carpet cover and rear seat.
INSTALLATION - REAR PARKING BRAKE
CABLES
(1) Install the cables through the caliper anchor
mount. Then push the end of cable strand in to
engage the cable end to the parking brake actuator.
(2) Feed the other end of the cables through the
body and into the equalizer bracket (Fig. 76).
Fig. 74 Left Rear Parking Brake Cable
1 - CABLE BRACKET
2 - UPPER SUSPENSION ARM
3 - PARKING BRAKE CABLE
4 - CABLE RETAINER
5 - ABS SENSOR WIRING
Fig. 75 Parking Brake
1 - CABLE END
2 - SCREW DRIVER
3 - PARKING BRAKE ACTUATOR
4 - BRAKE SHOES
Fig. 76 Equalizer Bracket
1 - EQUALIZER
2 - RIGHT REAR CABLE
3 - LEFT REAR CABLE
4 - FRONT CABLE
WJBRAKES - BASE 5 - 37
CABLES (Continued)

(3) Push the cables into the upper suspension arm
brackets.
(4) Install the cable retainer bolts to the rear
spring pads.
(5) Install the ABS sensor wiring harness to the
rear brake cables.
(6) Install the rotors, caliper anchors and brake
calipers.
(7) Install the wheel and tire assemblies.
(8) Remove support and lower the vehicle.
(9) Engage the cable ends into the parking brake
equalizer.
(10) Pull on the lever to release the lock out
spring.
(11) Install center console, (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - INSTALLATION).
(12) Fold down the rear carpet cover and rear seat.
(13) Verify parking brake operation.
LEVER
REMOVAL
(1) Remove center console,(Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL).
(2) Lift up rear seat and carpet covering the park-
ing brake cables.
(3) Place a screw driver through the front cable
eyelet (Fig. 77) and pry back on the front cable.(4) Have an assistant pry down the lock out spring
through the hole in the side of the park brake lever
(Fig. 78) with a small screw driver. Then slowly
release the front cable.
NOTE: Their should be slack in the cable if the lock
out spring is engaged.
(5) Disconnect parking brake switch wiring con-
nector.
(6) Disengage front cable end from parking brake
lever.
(7) Compress the cable retainer with a 13 mm
wrench (Fig. 79) and remove the cable from the park-
ing brake lever bracket.
Fig. 77 FRONT CABLE
1 - REAR CABLES
2 - FRONT CABLE EYELET
3 - FRONT CABLE
4 - EQUALIZER
Fig. 78 Lock Out Spring
1 - LOCK OUT SPRING
Fig. 79 Parking Brake Lever Bracket
1 - FRONT CABLE
2 - WRENCH
5 - 38 BRAKES - BASEWJ
CABLES (Continued)

BRAKES - ABS
TABLE OF CONTENTS
page page
BRAKES - ABS
DESCRIPTION.........................41
OPERATION...........................41
DIAGNOSIS AND TESTING - ANTILOCK
BRAKES............................42
STANDARD PROCEDURE - BLEEDING ABS
BRAKE SYSTEM......................42
SPECIFICATIONS
TORQUE CHART......................42
ELECTRIC BRAKE
DESCRIPTION.........................43
OPERATION...........................43
FRONT WHEEL SPEED SENSOR
DESCRIPTION.........................43
OPERATION...........................43
REMOVAL.............................43INSTALLATION.........................43
G-SWITCH
DESCRIPTION.........................44
OPERATION...........................44
REMOVAL.............................44
INSTALLATION.........................44
REAR WHEEL SPEED SENSOR
DESCRIPTION.........................45
OPERATION...........................45
REMOVAL.............................45
INSTALLATION.........................46
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION.........................46
OPERATION...........................46
REMOVAL.............................47
INSTALLATION.........................47
BRAKES - ABS
DESCRIPTION
The purpose of the antilock system is to prevent
wheel lockup during periods of high wheel slip. Pre-
venting lockup helps maintain vehicle braking action
and steering control.
The hydraulic system is a three channel design.
The front brakes are controlled individually and the
rear brakes in tandem.
The ABS electrical system is separate from other
vehicle electrical circuits. A separate controller oper-
ates the system.
OPERATION
The antilock CAB activates the system whenever
sensor signals indicate periods of high wheel slip.
High wheel slip can be described as the point where
wheel rotation begins approaching 20 to 30 percent of
actual vehicle speed during braking. Periods of high
wheel slip occur when brake stops involve high pedal
pressure and rate of vehicle deceleration.
Battery voltage is supplied to the CAB ignition ter-
minal when the ignition switch is turned to Run posi-
tion. The CAB performs a system initialization
procedure at this point. Initialization consists of a
static and dynamic self check of system electrical
components.
The static check occurs after the ignition switch is
turned to Run position. The dynamic check occurs
when vehicle road speed reaches approximately 30kph (18 mph). During the dynamic check, the CAB
briefly cycles the pump and solenoids to verify oper-
ation.
If an ABS component exhibits a fault during ini-
tialization, the CAB illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
ANTILOCK BRAKING
The antilock system prevents lockup during high
slip conditions by modulating fluid apply pressure to
the wheel brake units.
Brake fluid apply pressure is modulated according
to wheel speed, degree of slip and rate of decelera-
tion. A sensor at each wheel converts wheel speed
into electrical signals. These signals are transmitted
to the CAB for processing and determination of
wheel slip and deceleration rate.
The ABS system has three fluid pressure control
channels. The front brakes are controlled separately
and the rear brakes in tandem. A speed sensor input
signal indicating a high slip condition activates the
CAB antilock program.
Two solenoid valves are used in each antilock con-
trol channel. The valves are all located within the
HCU valve body and work in pairs to either increase,
hold, or decrease apply pressure as needed in the
individual control channels.
The solenoid valves are not static during antilock
braking. They are cycled continuously to modulate
pressure. Solenoid cycle time in antilock mode can be
measured in milliseconds.
WJBRAKES - ABS 5 - 41

DIAGNOSIS AND TESTING - ANTILOCK
BRAKES
The ABS brake system performs several self-tests
every time the ignition switch is turned on and the
vehicle is driven. The CAB monitors the systems
input and output circuits to verify the system is oper-
ating correctly. If the on board diagnostic system
senses that a circuit is malfunctioning the system
will set a trouble code in its memory.
NOTE: An audible noise may be heard during the
self-test. This noise should be considered normal.
NOTE: The MDS or DRB III scan tool is used to
diagnose the ABS system. For additional informa-
tion refer to the Electrical section. For test proce-
dures refer to the Chassis Diagnostic Manual.
STANDARD PROCEDURE - BLEEDING ABS
BRAKE SYSTEM
ABS system bleeding requires conventional bleed-
ing methods plus use of the DRB scan tool. The pro-cedure involves performing a base brake bleeding,
followed by use of the scan tool to cycle and bleed the
HCU pump and solenoids. A second base brake bleed-
ing procedure is then required to remove any air
remaining in the system.
(1) Perform base brake bleeding. (Refer to 5 -
BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
(2) Connect scan tool to the Data Link Connector.
(3) Select ANTILOCK BRAKES, followed by MIS-
CELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST
COMPLETE, disconnect scan tool and proceed.
(4) Perform base brake bleeding a second time.
(Refer to 5 - BRAKES - STANDARD PROCEDURE)
OR (Refer to 5 - BRAKES - STANDARD PROCE-
DURE).
(5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
G-Sensor Bolt 5.6 Ð 50
Hydraulic Control Unit/Controller
Antilock Brakes
Mounting Bolts12 9 125
Hydraulic Control Unit/Controller
Antilock Brakes
Brake Lines16 Ð 144
Hydraulic Control Unit/Controller
Antilock Brakes
CAB Screws1.8 Ð 16
Wheel Speed Sensors
Front Sensor Bolt12-14 106-124 Ð
Wheel Speed Sensors
Rear Sensor Bolt12-14 106-124 Ð
5 - 42 BRAKES - ABSWJ
BRAKES - ABS (Continued)

ELECTRIC BRAKE
DESCRIPTION
The electronic brake distribution (EBD) functions
like a rear proportioning valve. The EBD system uses
the ABS system to control the slip of the rear wheels
in partial braking range. The braking force of the
rear wheels is controlled electronically by using the
inlet and outlet valves located in the HCU.
OPERATION
Upon entry into EBD the inlet valve for the rear
brake circuit is switched on so that the fluid supply
from the master cylinder is shut off. In order to
decrease the rear brake pressure the outlet valve for
the rear brake circuit is pulsed. This allows fluid to
enter the low pressure accumulator (LPA) in the
HCU resulting in a drop in fluid pressure to the rear
brakes. In order to increase the rear brake pressure
the outlet valve is switched off and the inlet valve is
pulsed. This increases the pressure to the rear
brakes. This will continue until the required slip dif-
ference is obtained. At the end of EBD braking (no
brake application) the fluid in the LPA drains back to
the master cylinder by switching on the outlet valve
and draining through the inlet valve check valve. At
the same time the inlet valve is switched on to pre-
vent a hydraulic short circiut in case of another
brake application.
The EBD will remain functional during many ABS
fault modes. If the red and amber warning lamps are
illuminated the EBD may have a fault.
FRONT WHEEL SPEED
SENSOR
DESCRIPTION
A wheel speed sensor is used at each wheel. The
front sensors are mounted to the steering knuckles.
The rear sensors are mounted at the outboard end of
the axle. Tone wheels are mounted to the outboard
ends of the front and rear axle shafts. The gear type
tone wheel serves as the trigger mechanism for each
sensor.
OPERATION
The sensors convert wheel speed into a small digi-
tal signal. The CAB sends 12 volts to the sensors.
The sensor has an internal magneto resistance
bridge that alters the voltage and amperage of the
signal circuit. This voltage and amperage is changed
by magnetic induction when the toothed tone wheel
passes the wheel speed sensor. This digital signal issent to the CAB. The CAB measures the voltage and
amperage of the digital signal for each wheel.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the front wheel sensor mounting bolt
(Fig. 1).
(3) Remove the sensor from the steering knuckle.
(4) Disengage the sensor wire from the brackets
(Fig. 1)on the steering knuckle.
(5) Disconnect the sensor from the sensor harness
(Fig. 2)and (Fig. 3).
(6) Remove the sensor and wire.
INSTALLATION
(1) Install the sensor on the steering knuckle.
(2) Apply Mopar Lock N' Seal or Loctitet242 to
the sensor mounting bolt. Use new sensor bolt if orig-
inal bolt is worn or damaged.
(3) Install the sensor mounting bolt and tighten
bolt to 12-14 N´m (106-124 in. lbs.).
(4) Engage the grommets on the sensor wire to the
steering knuckle brackets.
(5) Connect the sensor wire to the harness connec-
tor.
(6) Check the sensor wire routing. Be sure the
wire is clear of all chassis components and is not
twisted or kinked at any spot.
(7) Remove the support and lower vehicle.
Fig. 1 Sensor Location
1 - BRACKET
2 - BRACKET
3 - WHEEL SPEED SENSOR
4 - MOUNTING BOLT
WJBRAKES - ABS 5 - 43

G-SWITCH
DESCRIPTION
The G-switch (Fig. 4) is located under the rear
seat. The switch has directional arrow and must be
mounted with the arrow pointing towards the front
of the vehicle.
OPERATION
The switch is monitored by the CAB at all times.
The switch contains three mercury switches which
monitor vehicle deceleration rates (G-force). Sudden
changes in deceleration rates trigger the switch,
sending a signal to the CAB.
REMOVAL
(1) Fold the rear seat bottom assembly up for
access to the switch.
(2) Lift up the carpeting and disconnect the switch
harness (Fig. 5).
(3) Remove the switch mounting bolts and remove
the switch.
INSTALLATION
CAUTION: The mercury switch (inside the
G-Switch), will not function properly if the switch is
installed incorrectly. Verify that the switch locating
arrow is pointing to the front of the vehicle (Fig. 6).
(1) Note the position of the locating arrow on the
switch. Position the switch so the arrow faces for-
ward.
(2) Install the switch and tighten the mounting
bolts to 5.6 N´m (50 in. lbs.).
Fig. 2 Left Sensor Connector
1 - LEFT FRONT WHEEL SPEED SENSOR CONNECTOR
2 - ENGINE EXHAUST PIPE
3 - LEFT FRONT FRAME RAIL
4 - FRONT DRIVESHAFT
Fig. 3 Right Sensor Connector
1 - RIGHT FRONT WHEEL SPEED SENSOR CONNECTOR
2 - ENGINE EXHAUST Y-PIPE
3 - RIGHT FRONT FRAME RAIL
4 - RIGHT LOWER SUSPENSION ARM
Fig. 4 G-Switch
1 - SWITCH PART NUMBER
2 - ARROW INDICATES FRONT OF SWITCH FOR PROPER
MOUNTING
5 - 44 BRAKES - ABSWJ
FRONT WHEEL SPEED SENSOR (Continued)

(3) Connect the harness to the switch. Be sure the
harness connector is firmly seated.
(4) Place the carpet in position and fold the rear
seat back down.
REAR WHEEL SPEED SENSOR
DESCRIPTION
A wheel speed sensor is used at each wheel. The
front sensors are mounted to the steering knuckles.The rear sensors are mounted at the outboard end of
the axle. Tone wheels are mounted to the outboard
ends of the front and rear axle shafts. The gear type
tone wheel serves as the trigger mechanism for each
sensor.
OPERATION
The sensors convert wheel speed into a small digi-
tal signal. The CAB sends 12 volts to the sensors.
The sensor has an internal magneto resistance
bridge that alters the voltage and amperage of the
signal circuit. This voltage and amperage is changed
by magnetic induction when the toothed tone wheel
passes the wheel speed sensor. This digital signal is
sent to the CAB. The CAB measures the voltage and
amperage of the digital signal for each wheel.
REMOVAL
(1) Raise and fold the rear seat forward. Then
move the carpeting aside for access to the rear sensor
connectors.
(2) Disconnect the rear sensor wire at the harness
connectors (Fig. 7).
(3) Push the sensor wires and grommets through
the floorpan holes.
(4) Raise and support the vehicle.
(5) Disengage the sensor wire from the axle and
the chassis brackets and from the brake line retain-
ers.
(6) Remove the sensor mounting bolt from the rear
brake backing plate. (Fig. 8).
(7) Remove the sensor from the backing plate.
Fig. 5 G-Switch Mounting
1 - MOUNTING BOLTS
2 - CONNECTOR
3 - G-SWITCH
Fig. 6 G-Switch
1 - SWITCH PART NUMBER
2 - ARROW INDICATES FRONT OF SWITCH FOR PROPER
MOUNTING
Fig. 7 Rear Sensor Connector
1 - RIGHT REAR WHEEL SPEED SENSOR CONNECTOR
2 - LEFT REAR WHEEL SPEED SENSOR CONNECTOR
3 - G-SWITCH SENSOR
4 - PARKING BRAKE CABLES
WJBRAKES - ABS 5 - 45
G-SWITCH (Continued)