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46
BRAKE SYSTEMS

CHAPTER OVERVIEW
This chapter explains the principles of friction. The operating principles of hydraulic brake
systems are described, including power brakes and antilock brakes systems. General diagnostics, testing, and servicing of hydraulic brake systems are explained.

CHAPTER OBJECTIVES
Explain the basic principles of braking, including kinetic and static friction, friction
materials, application pressure, and heat dissipation.
Describe the components of a hydraulic brake system and their operation, including
brake lines and hoses, master cylinders, system control valves, and safety switches.
Perform both manual and pressure bleeding of the hydraulic system.
Briefly describe the operation of drum and disc brakes.
Inspect and service hydraulic system components.
Describe the operation and components of both vacuum-assist and hydraulic-assist
braking units.

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

I. Friction
A. Factors Governing Braking
1. Pressure
2. Coefficient of Friction
3. Frictional Contact Surface
4. Heat Dissipation
B. Brake Lining Friction Materials
1. Fully Metallic
2. Semimetallic
3. Nonasbestos
Hint: Show examples of different types of friction material and discuss
their characteristics.

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II. Principles of Hydraulic Brake Systems

A. Dual Braking Systems
1. Front/Rear Split System
2. Diagonally Split System
III. Hydraulic Brake System Components
A. Brake Fluid
Hint: Discuss the properties of brake fluids. Caution the students about how
easily some spilled brake fluid can damage a vehicles painted surfaces.
B. Brake Pedal
C. Master Cylinders
IV. Master Cylinder Operation
A. Master Cylinder Components
V. Hydraulic Tubes and Hoses
A. Brake Line Tubing
B. Fittings
C. Brake Line Hoses
VI. Hydraulic System Safety Switches and Valves
A. Pressure Differential (Warning Light) Switches
B. Metering and Proportioning Valves
1. Metering Valve
2. Proportioning Valve
3. Height-Sensing Proportioning Valve
4. Combination Valves
(a) Three-Function Valve
(b) Two-Function Valves
Hint: Explain why metering and proportioning valves are necessary
for balanced braking with disc/drum systems. Show examples of each
type of valve and describe its function.
C. Stop Light Switches
VII. Drum and Disc Brake Assemblies
A. Drum Brakes
B. Disc Brakes
VIII. Hydraulic System Service
A. Brake Fluid Inspection
B. System Flushing
1. Brake Line Inspection
2. Brake Pedal Inspection
3. Master Cylinder Rebuilding
C. Hydraulic System Bleeding
1. Manual Bleeding
2. Pressure Bleeding
D. Power Brakes
E. Vacuum-Assist Power Brakes
1. Operation
2. Servicing Vacuum-Assist Booster Units
(a) Pressure Check
(b) Pedal Travel
(c) Vacuum Reading
(d) Release Problems

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(e) Hard Pedal

(f) Grabbing Brakes
(g) Check of Internal Binding
IX. Pushrod Adjustment
A. Gauge Method
B. Air Method
X. Hydraulic Brake Boosters
A. Operation
B. Basic Operational Test
C. Accumulator Test
D. Noise Troubleshooting

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

1. When air is present in the hydraulic system, the amount of force that may be transmitted by the brake fluid is diminished because the air compresses as fluid pressure
increases.
2. Brake systems on late model cars are dual-circuit designs using a tandem master cylinder that separates the system into two circuits. The piston in each circuit is responsible for applying the brakes for two of the wheels. This provides a safety factor so that
when one circuit fails, the other circuit can continue to provide partial braking.
3. The two common types of power brake boosters are the vacuum-assist and the
hydraulic-assist. The vacuum-assist unit uses engine vacuum to increase the force
applied by the brake pedal to the master cylinder. The hydraulic-assist unit uses power
developed by the power steering pump to increase the amount of pressure exerted
against the master cylinder pistons.
4. The pressure differential valve reacts to a loss of pressure in one of the hydraulic circuits and causes the brake warning light to be illuminated.
5. The combination valve combines the functions of the metering, pressure differential,
and proportioning valves into one assembly. The metering valve functions to delay
application of the disc brakes until the drum brakes have sufficient pressure to also
apply; the pressure differential valve functions to alert the driver of a loss of pressure
in one of the brake circuits; the proportioning valve functions to limit unwanted rear
wheel lock-up during forceful application of the brakes.
6. a. When the tires are not skidding along the road surface there is static friction.
7. c. Bleeding the hydraulic system involves removing air pockets from the system.
8. a. The master cylinder generates the hydraulic pressure used to apply the brakes.
9. b. Never reuse brake fluid.
10. d. All of the above
11. True. The purpose of the metering and proportioning valves is to provide balanced
braking with a disc/drum brake system.
12. b. Disc brakes require higher application pressure and are commonly used with a
power brake booster.
13. b. The effectiveness of the brakes depends on all of the listed factors except lubrication.
14. b. Grabbing brakes are most likely caused by greasy linings or scored drums. The
power unit can cause grabbing brakes, but it is the least likely, not the most likely, cause.
15. d. Neither of the technicians is correct. The length of the line does not affect pressure; when a force is applied to a confined liquid such as brake fluid, pressure will be

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16.
17.
18.
19.

20.

equal in all areas of the fluid regardless of the length of the lines. A larger master cylinder piston would result in lower, not higher, fluid pressure (pressure = force/area) and
less force applied to the brake shoes (force = pressure area).
c. Typically, master cylinders do not have a pressure relief valve.
a. Combination valves are replaced as a unit.
d. Neither technician is correct. The quick-take-up master cylinder is used on disc/
drum systems using low drag calipers and is not designed to increase braking power.
d. Neither technician is correct. When the bleeder valve is seized, the wheel cylinder
should be replaced. Using shop air to push fluid and air from the wheels to the master cylinder would increase the amount of air in the system, not remove it.
d. A leaking diaphragm in a vacuum-assist booster would provide little or no assist,
resulting in an extremely hard pedal.

TECH MANUAL
The following procedures are included in Chapter 46 of the Tech Manual:
1. Bench bleeding a master cylinder.
2. Pressure bleeding a hydraulic brake system.
3. Performing a power vacuum brake booster test.

ADDITIONAL TEACHING HINTS

Display and discuss fully metallic, semimetallic, and nonasbestos brake lining
friction materials.
Display and discuss hydraulic tubes and hoses.
Examine and discuss drum and disc brake assemblies.
Demonstrate methods of pushrod adjustment.

ANSWERS TO TECH MANUAL REVIEW QUESTIONS

1.
2.
3.
4.
5.
6.
7.

Replenishing or compensating port

False
Damage
To convert mechanical force into hydraulic pressure
1
4 inch (6 mm)
To allow braking if one wheel or one circuit leaks
Brake fluid change intervals vary from as often as every 12 months or 15,000 miles
(24,000 kms) to as infrequently as every 60,000 miles (98,000 kms).
8. Compressible
9. a. vacuum assist
b. hydraulic assist
10. a. gauge method
b. air method

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47
DRUM BRAKES

CHAPTER OVERVIEW
This chapter describes the design and operation of drum brakes and identifies the major
components used with drum brakes. It emphasizes service procedures such as road testing the brakes, drum brake inspection, drum refinishing, wheel cylinder inspection and
service, and adjusting parking brakes.

CHAPTER OBJECTIVES
Explain how drum brakes operate.
Identify the major components of a typical drum brake and describe their functions.
Explain the difference between duo-servo and nonservo drum brakes.
Perform a cleaning and inspection of a drum brake assembly.
Recognize conditions that adversely affect the performance of drums, shoes,
linings, and related hardware.
Reassemble a drum brake after servicing.
Explain how typical drum parking brakes operate.
Adjust a typical drum parking brake.

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

I. Drum Brake Operation
II. Drum Brake Components
A. Wheel Cylinders
B. Brake Shoes and Linings
C. Mechanical Components
1. Shoe Return Springs
2. Shoe Hold-Downs
3. Shoe Anchors
D. Drums

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III. Drum Brake Designs

A. Duo-Servo Drum Brakes
B. Automatically Adjusted Servo Brakes
1. Basic Cable
2. Cable with Overtravel Spring
3. Lever with Override
4. Lever and Pawl
C. Nonservo Drum Brakes
Hint: Compare shoes used with duo-servo and nonservo brakes. Point out the
differences between primary and secondary shoes. Show the various types of
self adjusters.
D. Automatically Adjusted Nonservo Brakes
1. Automatic Cam Adjusters
2. Ratchet Automatic Adjuster
E. Inspection and Service
1. Brake Noise
IV. Road Testing Brakes
V. Drum Brake Inspection
A. Shoe and Lining Removal
B. Drum Inspection
1. Scored Drum Surface
2. Bell-Mouthed Drum
3. Concave Drum
4. Convex Drum
5. Hard Spots on the Drum
Hint: Show an example of a drum with hard spots.
6. Threaded Drum Surface
7. Heat Checks
8. Cracked Drum
9. Out-of-Round Drum
C. Drum Measurements
Hint: Demonstrate measuring brake drums.
D. Drum Refinishing
E. Cleaning Newly Refaced Drums
F. Cleaning, Inspecting, and Lubricating Brake Parts
VI. Brake Shoes and Linings
A. Brake Relining
B. Sizing New Linings
C. Lining Adjustment
D. Drum Shoe and Brake Installation
VII. Wheel Cylinder Inspection and Servicing
A. Inspecting and Cleaning Wheel Cylinders
VIII. Drum Parking Brakes
A. Types of Parking Brake Systems
IX. Integral Parking Brakes
A. Adjusting and Replacing Parking Brakes
1. Testing

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ANSWERS TO TEXTBOOK REVIEW QUESTIONS

1. Linings are attached to brake shoes by riveting or bonding.
2. When the brake shoes contact the rotating drum in either direction of rotation, they
tend to move with the drum until one shoe contacts the anchor. This adds the energy
of the rotating drum to the hydraulic force pushing the shoes against their anchors.
3. Worn or damaged drums may be scored, bell-mouthed, concave, convex, heat checked,
cracked, out-of-round, threaded, or have hard spots.
4. The wheel cylinder stops prevent the wheel cylinder pistons from traveling too far. If
the pistons were allowed unlimited travel, a sudden loss of fluid could occur.
5. When the parking brake pedal is applied, the cables and equalizer pull on the levers
attached to the secondary shoe. The rear brakes with parking brake struts move the
shoes against the brake drums. The shoes are held in position until the parking brake
is released.
6. c. The backing plate is the foundation for the brake shoes and associated hardware.
7. False. The name duo-servo drum brake is derived from the fact that the self-energizing
force is transferred from one shoe to the other with the wheel rotating in either direction.
8. a. Web thickness might differ to provide the stiffness or flexibility needed for a specific application.
9. d. All of the above
10. d. In the unapplied position, drum brake shoes are held against the anchor pin by the
return springs.
11. b. Duo-servo brakes are also referred to as self-energizing.
12. a. The self adjuster is usually installed on the secondary shoe.
13. c. Both technicians are correct.
14. a. Brake parts should be wet-cleaned using water or water-based cleaners.
15. d. A buildup of dust and dirt between the drum and the shoes can cause a scored
drum.
16. c. Both technicians are correct. A grinding noise coming from the area of the drum
brake could be caused by a bad bearing or by worn, loose, or damaged hardware.
17. a. The equalizer lever connects the rear cables to the park brake assembly.
18. b. A drum with hard spots should be replaced. Grinding off the hard spots only
removes the raised surface, and the hard spot will likely reappear when the drum gets
hot again.
19. b. A drum should not be resurfaced to its discard dimension; leave about 0.030 inch
(.762 mm) for wear.
20. c. Both technicians are correct.

TECH MANUAL
The following procedures are included in Chapter 47 of the Tech Manual:
1. Inspecting and servicing duo-servo drum brakes.
2. Inspecting and servicing nonservo drum brakes.
3. Adjusting and replacing a parking brake cable.

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ADDITIONAL TEACHING HINTS

Discuss the precautions for road testing brakes.
Have students complete a pre-brake-job inspection checklist as they perform a
routine brake inspection.
Demonstrate how to measure drum diameter and discuss the limits as indicated in
the shop manual or on drum markings.
Demonstrate the differences between primary and secondary shoes and where each
goes on the backing plate.

ANSWERS TO TECH MANUAL REVIEW QUESTIONS

1.
2.
3.
4.
5.
6.

7.
8.
9.
10.

False
A brake drum micrometer
a
True
0.90 inch (23 mm) or 0.30 inch (7 mm) less than the discard diameter
Duo-servo brakes have a double-piston wheel cylinder that activates the primary and
secondary brake shoes. The self-energizing force is transferred from one shoe to the
other with the wheel rotating in either direction.
Large domestic vehicles
They are used on smaller cars to reduce the chance of rear brake lockup.
c
Improperly adjusted parking brake, grease or fluid on linings, or improper size or type
of fittings

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48
DISC BRAKES

CHAPTER OVERVIEW
This chapter is devoted to disc brake design and function. It emphasizes inspection and
service of the disc brake components.

CHAPTER OBJECTIVES
List the advantages of disc brakes.
List disc brake components and describe their function.
Explain the difference between the three types of calipers commonly used on disc
brakes.
Describe the two types of parking brake systems used with disc brakes.
Describe the causes of common disc brake problems.
Explain what precautions should be taken when servicing disc brake systems.
Describe the general procedure involved in replacing disc brake pads.
List and describe five typical disc brake rotor problems.

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

I. Disc Brake Components and Their Functions
A. Hub and Rotor Assembly
B. Caliper Assembly
1. Fixed Caliper Disc Brakes
2. Floating Caliper Disc Brakes
3. Sliding Caliper Disc Brakes
4. Electric Calipers
Hint: Show examples of each type of caliper. Show the sliding surfaces
that require attention while servicing the disc brakes. Compare steel and
phenolic pistons.
C. Brake Pad Assembly
Hint: Compare several grades of brake pads and discuss how the type of pad
used varies with the type of operating conditions such as stop-and-go driving,
taxicab driving, and the like.
1. Disc Pad Wear Sensors

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Chapter 48

II.

III.
IV.

V.

D. Rear Disc/Drum (Auxiliary Drum) Parking Brake

E. Rear Disc Parking Brakes
Disc Brake Diagnosis
A. Warning Lights
B. Pulsating Pedal
C. Spongy Pedal
D. Hard Pedal
E. Dragging Brakes
F. Grabbing Brakes
G. Noise
H. Pulling
Service Precautions
General Caliper Inspection and Servicing
Hint: Show some brake pads with irregular wear patterns to demonstrate the
consequences of inadequate caliper service.
A. Caliper Removal
B. Brake Pad Removal
C. Caliper Disassembly
D. Loaded Calipers
E. Caliper Reassembly
F. Brake Pad Installation
1. Fixed Caliper Brake Pads
2. Sliding Caliper Brake Pads
3. Floating Caliper Brake Pads
Rotor Inspection and Servicing
A. Lateral Runout
B. Lack of Parallelism
C. Scoring
D. Bluing or Heat Checking
E. Rusty Rotor
F. Rotor Service

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

1. Disc brakes are (1) resistant to heat fade, (2) resistant to water fade, (3) perform better straight-line stops, and (4) automatically adjust as the pads wear.
2. The three major assemblies that make up a disc brake are (1) hub and rotor, (2)
caliper, and (3) brake pads.
3. The three types of calipers used are fixed, sliding, and floating designs.
4. A rear disc/drum auxiliary parking brake uses the inside of the hub and rotor as a
parking brake.
5. A caliper may contain either one, two, or four pistons.
6. True. Disc brakes are less prone to heat fade.
7. Disc brakes self-adjust by the action of the piston seal. As the disc brake pads wear,
the seal allows the piston to move farther out to adjust for wear without allowing fluid
to leak.
8. Disc brake rotors are either solid or ventilated.
9. c. The splash shield channels the flow of air over the rotor surface.

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10. d. Neither technician is correct. Air in the hydraulic system would cause a spongy,
not a hard, pedal. A pulsating brake pedal is most likely caused by a warped rotor,
not a restricted brake line.
11. d. The dust boot prevents moisture from entering the cylinder bore.
12. d. Neither technician is correct. It is not necessary to finish working on one wheel
before beginning work on the other. A safe air pressure to use for removing the caliper
piston is 30 psi (210 kPa), not 50 psi (345 kPa) as stated by Technician B.
13. d. Neither technician is correct. A visual examination of rotors is insufficient. They
should be measured for runout, parallelism, and minimum thickness before they are
reused. It is not considered normal for the inboard pad to wear faster than the outboard pad. Uneven wear often means the caliper is sticking and not giving equal pressure to both pads.
14. Light scratches and corrosion may be removed by cleaning with crocus cloth; the cylinder may also be honed if the manufacturer recommends it. Deep scratches or pitting
usually mean the caliper should be replaced.
15. c. Variation in rotor thickness is referred to as parallelism.
16. c. Both technicians are correct. Both procedures are recommended by various manufacturers.
17. a. Worn pad linings can damage a rotor. Hard spots on the rotor surface are the result
of heat developed during braking, not manufacturing defects.
18. b. Worn brake pad linings are more likely to cause noise, not a pulsating brake pedal.
19. b. A frozen bleeder screw may be drilled out and an insert installed. It may also be
possible to remove it by applying heat, but it should be removed and taken to a workbench for this procedure, not repaired on the car as recommended by Technician A.
20. d. Neither technician is correct. Never try to pry the piston out using a screwdriver.
Air pressure may be used to force the piston out of the bore, but it is supplied to the
fluid inlet, not through the bleeder screw bore. An attempt to supply air pressure
through the bleeder bore would necessitate blocking the fluid inlet passage. It is easier to close the bleeder screw and apply air at the inlet passage.

TECH MANUAL
The following procedures are included in Chapter 48 of the Tech Manual:
1.
2.
3.
4.
5.

Inspecting and servicing typical disc brakes.

Servicing a single-piston rear disc brake caliper.
Servicing a floating rear disc brake caliper.
Removing and installing a typical hub and rotor assembly.
Inspecting and measuring disc brake rotors.

ANSWERS TO TECH MANUAL REVIEW QUESTIONS

1.
2.
3.
4.

False
Set the dial indicator on the rotors surface and rotate the rotor.
Thickness
Caliper piston seal

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5. A floating caliper uses a single piston that forces the inboard pad against the rotor
and the resulting buildup of hydraulic pressure forces the outboard pad against the
other side of the rotor.
6. Worn disc brake pads, air in the system
7. Failure of the power brake booster or a failed vacuum line
8. c
9. a
10. A sticking caliper in a floating caliper system; a stuck piston in a fixed caliper

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49
ANTILOCK BRAKE, TRACTION
CONTROL, AND STABILITY
CONTROL SYSTEMS
CHAPTER OVERVIEW
This chapter explains the different antilock braking systems. Also covered are the components, service, diagnosis, and repair of these systems, as well as traction and stability
control.

CHAPTER OBJECTIVES
Explain how antilock brake systems work to bring a vehicle to a controlled stop.
Describe the differences between an integrated and a nonintegrated antilock brake
system.
Briefly describe the major components of a two-wheel antilock brake system.
Briefly describe the major components of a four-wheel antilock brake system.
Describe the operation of the major components of an antilock brake system.
Describe the operation of the major components of automatic traction and stability
control systems.
Explain the best procedure for finding ABS faults.
List the precautions that should be followed whenever working on an antilock
brake system.

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

I. Antilock Brakes
A. Pressure Modulation
B. Pedal Feel
II. ABS Components
A. Hydraulic Components
1. Accumulator
2. Antilock Hydraulic Control Valve Assembly
3. Booster Pump
4. Booster/Master Cylinder Assembly
5. Fluid Accumulators
6. Hydraulic Control Unit
7. Main Valve

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III.

IV.

V.
VI.
VII.

VIII.

8. Modulator Unit
9. Solenoid Valves
10. Valve Block Assembly
11. Wheel Circuit Valves
B. Electrical/Electronic Components
1. ABS Control Module
2. Brake Pedal Sensor
(a) Data Link Connector (DLC)
(b) Diagnostic Trouble Code (DTC)
3. Indicator Lights
4. Lateral Acceleration Sensor
5. Pressure Switch
6. Pressure Differential Switch
7. Relays
8. Toothed Ring
9. Wheel-Speed Sensor
Hint: Show some printouts of DTCs and describe how they are used by
technicians. Pass around a variety of ABS electrical components. Point
out which components would be associated with which DTCs.
Types of Antilock Brake Systems
Hint: Show examples of integral assemblies and nonintegral hydraulic
modulators. Compare the differences in function.
A. Two-Wheel Systems
B. Full (Four-Wheel) Systems
ABS Operation
A. Two-Wheel Systems (Nonintegral)
B. Four-Wheel Systems (Nonintegral)
1. Operation
2. Modulator Assembly
3. Self-Diagnosis
C. Four-Wheel Systems (Integral)
1. General Motors Electromagnetic Antilock Brake Systems
D. Other Brake System Controls
Automatic Traction Control
Automatic Stability Control
Antilock Brake System Service
A. Safety Precautions
B. Relieving Accumulator Pressure
Diagnosis and Testing
A. Prediagnostic Inspection
B. Visual Inspection
C. Test Drive
D. Self-Diagnostics
Hint: Assign the students to retrieve DTCs.
E. Testers and Scanning Tools
F. Testing Components with ABS Scan Tools
G. Solenoid Leak Test
H. Testing Components with a Lab Scope
Hint: Demonstrate the wheel speed sensor voltage pattern on a lab scope.
I. Component Replacement

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201

1. Wheel-Speed Sensor Service

2. Brake System Bleeding
IX. New Trends
A. Automatic Parking Brake
B. Brake by Wire

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

1. Antilock brake systems may be classified as integrated or nonintegrated, by the level
of control, and by which axles are controlled.
2. Automatic traction control is a system that applies the brakes of a drive wheel when it
attempts to spin and lose traction. Automatic stability control systems correct oversteer
and understeer by applying one wheel brake to bring the vehicle back under control.
3. The wheel-speed sensor sends individual wheel-speed input to the ABS control unit.
4. An integrated system combines all of the components necessary to provide conventional hydraulic brakes, power assist, and antilock control into one assembly. With a
nonintegrated system, the functions of conventional braking and power assist are provided by the conventional power brake components, while the function of antilock
control is provided by the ABS. It may be considered an add-on system.
5. Diagnosis and testing of an ABS include (1) prediagnostic inspections and a test drive,
(2) a warning light and symptom troubleshooting, (3) on-board self-diagnostics and
code retrieval, and (4) individual component testing and trouble-code-based troubleshooting.
6. Pressure modulation means that the system rapidly applies and releases hydraulic
pressure at the wheels to prevent wheel locking.
7. During ABS controlled braking there should be a slight pulsation of the brake pedal.
8. The hydraulic control unit modulates fluid pressure to a wheel brake unit wheel when
it is needed to prevent wheel lockup.
9. The Delco ABS VI uses small motor-driven pistons equipped with electromagnetic
brakes to modulate fluid pressure instead of using rapidly cycling solenoid valves such
as those used in other systems.
10. Understeer is a condition in which the vehicle is slow to respond to steering changes,
such as when a vehicle fails to successfully negotiate a corner. Oversteer is the opposite
condition; it occurs when the rear wheels try to swing around or fishtail with possible loss of control.
11. a. In a one-channel system, the fluid pressure to both rear wheels is modulated simultaneously. These systems have a single-speed sensor in the differential.
12. c. Both technicians are correct.
13. d. All of the statements are true.
14. c. Both technicians are correct.
15. a. During heavy braking the ABS is modulating pressure, and pulsations felt at the
brake pedal are normal. A spongy pedal is a symptom of air in the system and is not
considered normal.
16. b. The accumulator is a gas-filled pressure chamber attached to the pump and motor
assembly.
17. True.
18. c. Both technicians are correct.
19. b. Both amber and red brake warning lights are on with the ignition on and the engine
not running. The amber brake light is illuminated with the engine running if the ABS
module senses a defect in the ABS.

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20. a. Some systems use a lateral acceleration sensor in addition to the wheel-speed
sensors. Traction control applies one wheel when it attempts to spin and lose traction; stability control applies one brake to keep the vehicle going in the direction in
which it is being steered.

TECH MANUAL
The following procedures are included in Chapter 49 of the Tech Manual:
1. Performing ABS tests using a scan tool.
2. Monitoring the operation of the ABS solenoids using a lab scope.
3. Testing a wheel-speed sensor and adjusting its gap.

ADDITIONAL TEACHING HINTS

Point out the major components of a two-wheel antilock brake system.
Point out the major components of a four-wheel antilock brake system.
Describe the operation of the major components of automatic traction and stability
control systems.
Demonstrate how to find ABS faults using scanners and lab scopes.
Demonstrate the precautions that should be followed whenever working on an ABS.

ANSWERS TO TECH MANUAL REVIEW QUESTIONS

1. Antilock brake systems precisely control the slip rate of the wheel to ensure maximum
grip force from the tire and thereby ensure maneuverability and stability of the vehicle.
2. False
3. True
4. a
5. c
6. b
7. c
8. True
9. Any repair to the wheel-speed harness will result in stiffening and eventual failure due
to wire fracture. For this reason wheel-speed harnesses are not repairable and must
be replaced.
10. Three-channel

SECTION 8
Answers to ASE Prep Questions
1.
2.
3.
4.
5.

a
c
d
a
b

6.
7.
8.
9.
10.

a
b
c
c
d

11.
12.
13.
14.
15.

c
a
c
a
a

16.
17.
18.
19.
20.

d
b
a
b
b