1993 CHEVROLET PLYMOUTH ACCLAIM brake sensor

CAUTION: Do not insert dual function pressure
switch into hydraulic assembly using the socket
and ratchet. Cross threading of the switch may oc-
cur. (1) Install the dual function pressure switch into
the hydraulic assembly by hand until the O-ring
seals are seated. (2) Using Socket, Special Tool 6607, (Fig. 10)
torque the dual function pressure switch into the hy-
draulic assembly to 12 N Im (9 ft. lbs.).
(3) Connect the wiring harness connectors (Fig. 9)
onto the dual function pressure switch and the boost
pressure transducer. Be sure the locking tabs on the
connectors are fully engaged on the switches. (4) Lower the vehicle.
(5) Turn the ignition switch to the on position and
let the system pressurize. Check for any leaks at the
dual function pressure switch. (6) Fully de-pressurize the hydraulic assembly a
second time. This will purge any air out that may
have entered hydraulic assembly when the switch
was removed. Turn the ignition switch to the on po-
sition and let the system pressurize again. (7) Road test vehicle to insure that the brake sys-
tem is performing correctly.
PRIMARY PRESSURE TRANSDUCER
REMOVE
WARNING: FAILURE TO FULLY DE-PRESSURIZE
THE HYDRAULIC BLADDER ACCUMULATOR PRIOR
TO REMOVING PRIMARY PRESSURE TRANS-
DUCER. WILL RESULT IN PERSONAL INJURY
AND/OR DAMAGE TO PAINTED SURFACES OF THE
VEHICLE.
To remove primary pressure transducer (Fig. 11),
from hydraulic assembly, removal of hydraulic as-
sembly from vehicle is notrequired.
(1) Fully de-pressurize the hydraulic accumulator
by pumping brake pedal a minimum of 40 times. Use
procedure described in De-Pressurizing Hydraulic Ac-
cumulator listed earlier in this section. (2) Remove as much brake fluid as possible from
the brake fluid reservoir, using a syringe or equiva-
lent method. (3) Using oil filter band wrench, Special Tool
C-4065 or equivalent, (Fig. 12) loosen bladder accu-
mulator. Then remove bladder accumulator and
brake fluid spray shield from hydraulic assembly. (4) Remove high pressure banjo fitting (Fig. 13)
from hydraulic assembly. (5) Using needle nose pliers, remove the 3 fluid
reservoir retaining pins from the hydraulic assembly
(Fig. 14). Compress barb on opposite side of retaining
pin, to prevent pin from breaking. CAUTION: Be extremely careful during the following
procedure to avoid damaging or puncturing brake
fluid reservoir during its removal.
(6) Remove brake fluid reservoir from hydraulic
assembly by carefullyprying between reservoir and
hydraulic assembly using a blunt pry bar (Fig. 15).
Use a rocking motion to help disengage reservoir
from grommets while prying. (7) Remove brake fluid level sensor from reservoir
and remove fluid reservoir from vehicle. (8) Remove hydraulic assembly wiring harness
connector from the primary pressure transducer (Fig.
16).
Fig. 11 Primary Pressure Transducer Location On Hydraulic Assembly
Fig. 12 Removing Bladder Accumulator
5 - 108 ANTI-LOCK 10 BRAKE SYSTEM Ä

² PSIÐPounds per Square Inch (pressure)
² WSSÐWheel Speed Sensor
NORMAL BRAKING SYSTEM FUNCTION
Under normal braking conditions, the ABS System
functions the same as a standard brake system with
a diagonally split master cylinder and conventional
vacuum assist. If a wheel locking tendency is detected during a
brake application, the system will enter Anti-Lock
mode. During Anti-Lock Braking, hydraulic pressure
in the four wheel circuits is modulated to prevent
any wheel from locking. Each wheel circuit is de-
signed with a set of electrical valves and hydraulic
line to provide modulation, although for vehicle sta-
bility, both rear wheel valves receive the same elec-
trical signal. The system can build or reduce
pressure at each wheel, depending on signals gener-
ated by the wheel speed sensors (WSS) at each wheel
and received at the Controller Anti-Lock Brake
(CAB).
MAJOR COMPONENTS
The following is a list of major system components.
Details of all components can be found later in this
section. See (Fig. 1) for the general location of the
components in the vehicle.
MASTER CYLINDER AND VACUUM BOOSTER
The Bendix Anti-Lock 6 Brake System uses the ve-
hicles standard Master Cylinder/Reservoir and Vac-
uum Booster (Fig. 2). The master cylinder primary
and secondary outputs go directly to the Modulator
Assembly.
MODULATOR AND PUMP MOTOR/ASSEMBLY
The Modulator Assembly (Fig. 3) contains the
wheel circuit valves used for brake pressure modula-
tion and the Pump/Motor. The Pump/Motor function, as part of the Modulator
Assembly. Is to pump low pressure brake fluid from
the brake fluid sump into the ABS Accumulator.
During a stop which requires the ABS system to be-
come operational.
WHEEL SPEED SENSORS
A Wheel Speed Sensor (Fig. 4) is located at each
wheel to transmit wheel speed information to the
Controller Anti-Lock Brake (CAB).
Fig. 2 Master Cylinder Brake Booster Assemble
Fig. 3 Modulator And Pump/Motor Assembly
Fig. 4 Wheel Speed Sensor
5 - 114 ANTI-LOCK 6 BRAKE SYSTEM Ä

CONTROLLER ANTI-LOCK BRAKE (CAB)
The (CAB) (Fig. 5) is a small control computer
which receives wheel speed information, controls An-
ti-Lock operation and monitors system operation.
ANTI-LOCK BRAKES OPERATION AND
PERFORMANCE
This Anti-Lock Braking System represents the cur-
rent state-of-the-art in vehicle braking systems and
offers the driver increased safety and control during
braking. This is accomplished by a sophisticated sys-
tem of electrical and hydraulic components. As a re-
sult, there are a few performance characteristics that
may at first seem different but should be considered
normal. These characteristics are discussed below.
More technical details are discussed further in this
section.
PEDAL FEEL
Since the Bendix Anti-Lock 6 Braking System uses
the conventional Booster/Master Cylinder. The brake
pedal feel during normal braking is the same as con-
ventional Non ABS equipped cars. When Anti-Lock is activated during hard braking
due to a wheel lockup tendency. Brake pedal effort
will increase do to the master cylinder pressure be-
ing isolated from the brake system. Some brake
pedal movement and associated noises may be felt
and herd by the driver. This is normal of a Anti-Lock
Braking System due to pressurized fluid being trans-
ferred to and from the wheel brakes.
ANTI-LOCK BRAKE SYSTEM OPERATION
During Anti-Lock Braking, brake pressures are
modulated by cycling electric solenoid valves. The cy-
cling of these valves can be faintly heard as a series
of popping or ticking noises. In addition, the cycling
may be felt as a pulsation in the brake pedal, al-
though no pedal movement will be noticed. If Anti-
Lock Operation occurs during hard braking, some pulsation may be felt in the vehicle body due to fore
and aft movement of the suspension as brake pres-
sures are modulated.
Although ABS operation is available at virtually
all vehicle speeds. It will automatically turn off at
speeds below 3 to 5 mph. Wheel lockup may be per-
ceived at the very end of an anti lock stop and is con-
sidered normal.
TIRE NOISE & MARKS
Although the ABS system prevents complete wheel
lock-up, some wheel slip is desired in order to
achieve optimum braking performance. During brake
pressure modulation, as brake pressure is increased,
wheel slip is allowed to reach up to 30%. This means
that the wheel rolling velocity is 30% less than that
of a free rolling wheel at a given vehicle speed. This
slip may result in some tire chirping, depending on
the road surface. This sound should not be inter-
preted as total wheel lock-up. Complete wheel lock up normally leaves black tire
marks on dry pavement. The Anti-Lock Braking Sys-
tem will not leave dark black tire marks since the
wheel never reaches a locked condition. Tire marks
may however be noticeable as light patched marks.
VEHICLE PERFORMANCE
Anti-Lock Brakes provide the driver with some
steering control during hard braking, however there
are conditions where the system does not provide any
benefit. In particular, hydroplaning is still possible
when the tires ride on a film of water. This results in
the vehicles tires leaving the road surface rendering
the vehicle virtually uncontrollable. In addition, ex-
treme steering maneuvers at high speed or high
speed cornering beyond the limits of tire adhesion to
the road surface may cause vehicle skidding, inde-
pendent of vehicle braking. For this reason, the ABS
system is termed Anti-Lock instead of Anti-Skid.
SYSTEM SELF-DIAGNOSTICS
The Bendix Anti-Lock 6 Brake System has been
designed with the following self diagnostics capabil-
ity. The self diagnostic ABS startup cycle begins when
the ignition switch is in the on position. An electrical
check is completed on the ABS components such as
Wheel Speed Sensor Continuity and System and
other Relay continuity. During this check the Amber
Anti-Lock Light is on for approximately 1-2 seconds. Further Functional testing is accomplished once
the vehicle is set in motion. (1) The solenoid valves and the pump/motor are ac-
tivated briefly to verify function. (2) The voltage output from the wheel speed sen-
sors is verified to be within the correct operating
range.
Fig. 5 Controller Anti-Lock Brake (CAB)
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 115

PROPORTIONING VALVES
Two Proportioning Valves (Fig. 3) are used in the
system, one for each rear brake hydraulic circuit.
The Proportioning Valves function the same as in a
standard brake system. The Proportioning Valves are
located on the bottom of the hydraulic assembly (Fig.
1). They are the same screw in type as the ones used
on the Bendix Anti-Lock 10 and Bosh Anti-Lock
Brake systems.
WHEEL SPEED SENSORS
One Wheel Speed Sensor (WSS), is located at each
wheel (Fig. 4 and 5), and sends a small (AC) signal
to the control module (CAB). This signal is generated
by magnetic induction. The magnetic induction is
created, when a toothed sensor ring Tone Wheel (Fig.
6) passes a stationary magnetic Wheel Speed Sensor.
The (CAB) converts the (AC) signal generated at
each wheel into a digital signal. If a wheel locking
tendency is detected, the (CAB) will then modulate
hydraulic pressure to prevent the wheel(s) from lock-
ing. The front Wheel Speed Sensor is attached to a boss
in the steering knuckle (Fig. 4). The tone wheel is
part of the outboard constant velocity joint. The rear
Wheel Speed Sensor is mounted to the caliper adap-
tor (Fig. 5) and the rear tone wheel is an integral
part of the rear wheel hub (Fig. 6). The speed sensor
air gap is NOT adjustable. The four Wheel Speed Sensors are serviced individ-
ually. The front Tone Wheels are serviced as an as-
sembly with the outboard constant velocity joint. The
rear Tone Wheels are serviced as an assembly with
the rear brake hub. Correct Anti-Lock system operation is dependent
on the vehicle's wheel speed signals, that are gener-
ated by the Wheel Speed Sensors. The vehicle's
wheels and tires must all be the same size and type
to generate accurate signals. In addition, the tires
must be inflated to the recommended pressures for
optimum system operation. Variations in wheel and
tire size or significant variations in inflation pres-
sure can produce inaccurate wheel speed signals.
Fig. 3 Proportioning Valve Identification
Fig. 4 Front Wheel Speed Sensor
Fig. 5 Rear Wheel Speed Sensor
5 - 118 ANTI-LOCK 6 BRAKE SYSTEM Ä

CONTROLLER ANTI-LOCK BRAKE (CAB)
The Anti-Lock Brake Controller is a small micro-
processor based device which monitors the brake sys-
tem and controls the system while it functions in
Anti-Lock mode. The CAB is mounted on the top of
the right front frame rail and uses a 60-way system
connector (Fig. 7). The power source for the CAB is
through the ignition switch in the Run or On posi-
tion. THE CONTROLLER ANTI-LOCK BRAKE
(CAB) IS NOT ON THE CCD BUS The primary functions of the (CAB) are:
(1) Detect wheel locking tendencies.
(2) Control fluid modulation to the brakes while in
Anti-Lock mode. (3) Monitor the system for proper operation.
(4) Provide communication to the DRB II while in
diagnostic mode. The (CAB) continuously monitors the speed of each
wheel, through the signals generated at the Wheel
Speed Sensors, to determine if any wheel is begin-
ning to lock. When a front wheel locking tendency is
detected, the (CAB) will isolate the master cylinder
from the wheel brakes. This is done by activating the
Isolation Valves. The (CAB) then commands the ap-
propriate Build/Decay valves to modulate brake fluid
pressure in some or all of the hydraulic circuits. The
(CAB) continues to control pressure in individual hy-
draulic circuits until a locking tendency is no longer
present. The (ABS) system is constantly monitored by the
(CAB) for proper operation. If the (CAB) detects a
fault, it will turn on the Amber Anti-Lock Warning
Lamp and disable the ABS braking system. The nor-
mal Non ABS braking system will remain opera-
tional. The (CAB) contains a self-diagnostic program
which will turn on the Amber Anti-Lock Warning
Lamp when a system fault is detected. Faults are
stored in a diagnostic program memory. There are 16
fault codes which may be stored in the (CAB) and
displayed through the DRB II. These fault codes will
remain in the (CAB) memory even after the ignition
has been turned off. The fault codes can be cleared
by using the DRB II diagnostics tester, or they will
be automatically cleared from the memory after (50)
ignition switch on/off cycles.
CONTROLLER ANTI-LOCK BRAKE (INPUTS)
² Four wheel speed sensors.
² Stop lamp switch.
² Ignition switch.
² System relay voltage.
² Ground.
² Pump/Motor Relay Monitor
² Diagnostics Communications
CONTROLLER ANTI-LOCK BRAKE (OUTPUTS)
²6 modulator valves, 4 Build/Decay and 2 isolation
valves.
² Anti-Lock warning lamp.
² System relay actuation.
² Diagnostic communication.
² Pump motor relay actuation
Fig. 6 Tone Wheel (Typical)
Fig. 7 Location Controller Anti-Lock Brake (CAB)
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 119

Lamp Relay opens the Anti-Lock Warning Lamp Re-
lay switch. This breaks the ground path to the Am-
ber Anti-Lock Warning Lamp and the light is turned
off. The (CAB) by itself, also has the ability to turn on
the Amber Anti-Lock Warning Lamp. The (CAB) can
turn on the Amber Anti-Lock Warning Lamp by pro-
viding a ground at pin 15.
ANTI-LOCK WARNING LAMP ON
System Relay and Anti-Lock Warning Lamp
Relay De-Energized. When the Amber Anti-Lock Warning Lamp is on,
there is no electrical current flow from the (CAB) at
pin 57. The System Relay coil is NOT energized. No
electrical current flows to pin 47 and 41 (modulator
valve power), or to the Anti-Lock Warning Lamp Re-
lay coil. Thus, the Amber Anti-Lock Warning Lamp
is not energized. The Amber Anti-Lock Warning Lamp is grounded through the Anti-Lock Warning
Lamp Relay contacts. The Amber Anti-Lock Warning
Lamp is turned on.
HYDRAULIC CIRCUITS AND VALVE OPERATION
Through the following operation descriptions and
diagrams. The function of the various hydraulic con-
trol valves in the ABS system will be described. The
fluid control valves mentioned below, control the flow
of pressurized brake fluid to the wheel brakes during
the different modes of Anti-Lock braking. For explanation purposes we will assume all speed
sensors are sending the same wheel speed informa-
tion, requiring the same hydraulic fluid modulation
at the same rate.
NORMAL BRAKING
ISOLATION VALVES
Open to primary and secondary master cylinder
fluid supply (Fig. 1)
BUILD/DECAY VALVES Closed (Fig. 1)
The brake pedal is applied. The travel of the brake
pedal closes primary and secondary circuits from the
master cylinder fluid supply. Brake fluid from the
primary and secondary circuits flows through the
open isolation valves, through the build/decay valves
to the wheel brakes.
ABS BRAKING-BUILD PRESSURE
ISOLATION VALVES
Closed, isolating wheel brakes from master cylin-
der primary and secondary fluid supply. Through
open build valves (Fig. 2).
BUILD/DECAY VALVES Open (Fig. 2)
Fig. 11 Pump Motor Relay W/O Power Distribution Center
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 121

In order to effectively diagnose an Anti-Lock Brake
System (ABS) condition. It is important to read Anti-
Lock Brake System Description. And to follow the
diagnostic procedures outlined in this section. Many conditions that generate customer complaints
may be normal operating conditions, but are judged to
be a problem due to not being familiar with the ABS
system. These conditions can be recognized without
performing extensive diagnostic work. Given adequate
understanding of the operating principles and perfor-
mance characteristics of the ABS system. See Section 1
of this manual to familiarize yourself with the operat-
ing principles of the ABS system.
DEFINITIONS
Several abbreviations are used in this manual. They
are presented here for reference.
² CABÐController Anti-Lock Brake
² ABSÐAnti-Lock Brake System
² PSIÐPounds per Square Inch (pressure)
² WSSÐWheel Speed Sensor
ABS COMPUTER SYSTEM SERVICE PRECAUTIONS
The ABS system uses an electronic control module,
the (CAB). This module is designed to withstand nor-
mal current draws associated with vehicle operation.
However care must be taken to avoid overloading the
(CAB) circuits. In testing for open or short circuits,
do not ground or apply voltage to any of the
circuits unless instructed to do so by the appro-
priate diagnostic procedure. These circuits should
only be tested using a high impedance multi-meter,
special tools or the DRB II tester as described in this
section. Power should never be removed or applied to
any control module with the ignition in the ON posi-
tion. Before removing or connecting battery cables,
fuses, or connectors, always turn the ignition to the
OFF position.
ABS GENERAL SERVICE PRECAUTIONS
TEST DRIVING ABS COMPLAINT VEHICLES
Most ABS complaints will require a test drive as a
part of the diagnostic procedure. The purpose of the
test drive is to duplicate the condition. Remember conditions that result in the turn-
ing on of the Red Brake Warning Lamp may
indicate reduced braking ability. The following
procedure should be used to test drive an ABS
complaint vehicle. Before test driving a brake complaint vehicle, note
whether the Red or Amber Brake Warning Lamp is
turned on. If it is the Red Brake Warning Lamp, refer
to the standard brake, Control Valves Section in the
brake group of this manual. If the Amber Anti-Lock
Warning light was/is on, read record and erase the
fault. While the Amber ABS Warning Lamp is on the
ABS system is not functional. When the Am- ber Anti-Lock Warning Lamp is on only the Anti-Lock
function of the brake system if affected. The standard
brake system and the ability to stop the car is not be
affected if only the Amber Anti-Lock Warning Lamp is
on. (1) Turn the key to the off position and then back to
the on position. Note whether the Amber ABS Warning
Lamp continues to stay on. If it does refer to the 1993
M.Y. Bendix Anti-Lock 6 Diagnostic Manual for the
required test procedures. (2) If the Amber ABS Warning Lamp goes out, shift
into gear and drive the car to a speed of 5 mph to
complete the ABS start up cycle. If at this time the
Amber ABS Warning Lamp goes on refer to the Bendix
Anti-Lock 6 Diagnostic Manual. (3) If the Amber ABS Warning Lamp remains OUT,
drive the vehicle a short distance. During this test
drive be sure that the vehicle achieves at least 25 mph.
Brake to at least one complete stop and again acceler-
ate to 25 mph. (4) If a functional problem with the A.B.S. system is
determined while test driving a vehicle. Refer to the
Bendix Anti-Lock 6 Diagnostics Manual for required
test procedures and proper use of the DRB II tester.
ABS BRAKE SYSTEM ON VEHICLE SERVICE
The following are general precautions which
should be observed when servicing and diagnos-
ing the ABS system and/or other vehicle systems.
Failure to observe these precautions may result
in ABS system damage. (1) If welding work is to be performed on a vehicle
using an arc welder, the (CAB) should be disconnected
before the welding operation begins. (2) The (CAB) and modulator assembly 10 way con-
nector should never be connected or disconnected with
the ignition in the on position. (3) Some components of the ABS system are not
serviced separately and must be serviced as complete
assemblies. Do not disassemble any component which
is designated as non-serviceable.
CAUTION: Brake fluid will damage painted surfaces.
If brake fluid is spilled on any painted surfaces, wash
off with water immediately.
WHEEL SPEED SENSOR CABLES
Proper installation of the Wheel Speed Sensor Cables
is critical to continued system operation. Be sure that
cables are installed, routed and clipped properly. Fail-
ure to install speed sensor cables as shown in the on
car service section of this manual. May result in
contact with moving parts or over extension of cables,
resulting in component failure and an open circuit.
5 - 124 ANTI-LOCK 6 BRAKE SYSTEM Ä

MECHANICAL DIAGNOSTICS AND SERVICE
PROCEDURES
SPECIAL SERVICE TOOL
Some diagnostic procedures in this section require
the use of the DRB II diagnostics tester. The proper
application and procedures for the use of this tool are
described below.
DRB II DIAGNOSTIC TESTER Some of the diagnostic procedures that are ex-
plained in this section require the use of the DRB II
Diagnostics Tester to insure that proper diagnostics
are performed. Refer to those sections for proper test-
ing procedures and the DRB II operators manual for
its proper operational information.
INTERMITTENT FAULTS
As with virtually any electronic system, intermit-
tent faults in the ABS system may be difficult to ac-
curately diagnose. Most intermittent faults are caused by faulty elec-
trical connections or wiring. When an intermittent
fault is encountered, check suspect circuits for: (1) Poor mating of connector halves or terminals
not fully seated in the connector body. (2) Improperly formed or damaged terminals. All
connector terminals in a suspect circuit should be
carefully reformed to increase contact tension. (3) Poor terminal to wire connection. This requires
removing the terminal from the connector body to in-
spect. (4) Pin presence in the connector assembly
If a visual check does not find the cause of the
problem, operate the car in an attempt to duplicate
the condition and record the Fault code. Most failures of the ABS system will disable Anti-
Lock function for the entire ignition cycle even if the
fault clears before key-off. There are some failure
conditions, however, which will allow ABS operation
to resume during the ignition cycle in which a fail-
ure occurred. If the failure conditions are no longer
present. The following conditions may result in inter-
mittent illumination of the Amber Anti-Lock Warn-
ing Lamp. All other failures will cause the lamp to
remain on until the ignition switch is turned off. Cir-
cuits involving these inputs to the (CAB) should be
investigated if a complaint of intermittent warning
system operation is encountered. (1) Low system voltage. If Low System Voltage is
detected by the (CAB), the (CAB) will turn on the
Amber Anti-Lock Warning Lamp until normal sys-
tem voltage is achieved. Once normal voltage is seen
at the (CAB), normal operation resumes. (2) Anti-Lock relay. If the relay fails to make the
ground circuit connection or is an intermittent
ground. The (CAB) will turn on the Amber Anti-Lock
Warning Light. (3) Excess decay, an extended pressure decay pe-
riod, will turn on the Amber Anti-Lock Warning
Light until the vehicle comes to a complete stop. Additionally, any condition which results in inter-
ruption of electrical current to the (CAB) or modula-
tor assembly. May cause the Amber Anti-Lock
Warning Lamp to turn on intermittently.
ABS BRAKE SYSTEM DIAGNOSTIC FEATURES
ABS SYSTEM SELF DIAGNOSIS
The ABS system is equipped with a self diagnostic
capability which may be used to assist in isolation of
ABS faults. The features of the self diagnostics sys-
tem are described below.
START-UP CYCLE
The self diagnostic ABS start up cycle begins when
the ignition switch is turned to the on position. An
electrical check is completed on the ABS components.
Such as Wheel Speed Sensor Continuity and System
and other Relay continuity. During this check the
Amber Anti-Lock Light is turned on for approxi-
mately 1- 2 seconds. Further Functional testing is accomplished once
the vehicle is set in motion.
² The solenoid valves and the pump/motor are acti-
vated briefly to verify function.
² The voltage output from the wheel speed sensors is
verified to be within the correct operating range. If the vehicle is not set in motion within 3 minutes
from the time the ignition switch is set in the on po-
sition. The solenoid test is bypassed but the pump/
motor is activated briefly to verify that it is
operating correctly.
CONTROLLER ANTI-LOCK BRAKE (CAB)
Fault codes are kept in a Non-Volatile memory un-
til either erased by the technician using the DRB II
or erased automatically after 50 ignition cycles (key
ON-OFF cycles). The only fault that will not be
erased after 50 (KEY CYCLES) is the (CAB) fault. A
(CAB) fault can only be erased by the technician us-
ing the DRB II diagnostic tester. More than one fault
can be stored at a time. The number of key cycles
since the most recent fault was stored is also dis-
played. Most functions of the (CAB) and ABS system
can be accessed by the technician for testing and di-
agnostic purposes by using the DRB II.
LATCHING VERSUS NON-LATCHING ABS FAULTS
Some faults detected by the (CAB) are latching; the
fault is latched and (ABS) is disabled until the igni-
tion switch is reset. Thus ABS is disabled even if the
original fault has disappeared. Other faults are non-
latching; any warning lights that are turned on, are
only turned on as long as the fault condition exists.
Ä ANTI-LOCK 6 BRAKE SYSTEM 5 - 125