1995 JEEP CHEROKEE light

ABS DIAGNOSTIC CONNECTOR
The ABS diagnostic connector is inside the vehicle.
The connector is the access point for the DRB scan
tool.
On XJ models, the connector is located under the
instrument panel to the right of the steering column.
On some models, the connecter may be tucked under
the carpeting on the transmission tunnel. The con-
necter is a black, 6-way type.
On YJ models, the connector is under the instru-
ment panel by the the driver side kick panel. The
connecter is a black, 6 or 8-way type.
The DRB scan tool kit contains adapter cords for
both types of connecter. Use the appropriate cord for
test hookup.
ACCELERATION SWITCH
An acceleration switch (Fig. 5), provides an addi-
tional vehicle deceleration reference during 4-wheel
drive operation. The switch is monitored by the an-
tilock ECU at all times. The switch reference signal
is utilized by the ECU when all wheels are deceler-
ating at the same speed.
SYSTEM RELAYS
The ABS system has two relays, which are the
main and motor pump relays. The motor pump relay
is used for the motor pump only. The main relay is
used for the solenoid valves and ECU. The main re-
lay is connected to the ECU at the power control re-
lay terminal. The pump motor relay starts/stops the
pump motor when signaled by the ECU.
IGNITION SWITCH
The antilock ECU and warning light are in standby
mode with the ignition switch in Off or Accessory po-
sition. No operating voltage is supplied to the system
components.A 12 volt power feed is supplied to the ECU and
warning light when the ignition switch is in the Run
position.
SYSTEM WARNING LIGHT
The amber ABS warning light is in circuit with the
ECU and operates independently of the red brake
warning light.
The ABS light indicates antilock system condition.
The light illuminates (flashes) at start-up for the self
check. The light goes out when the self check pro-
gram determines system operation is normal.
ABS SYSTEM POWER-UP AND INITIALIZATION
battery voltage is supplied to the ECU ignition ter-
minal when the ignition switch is turned to Run po-
sition. The ECU 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 10
kph (6 mph). During the dynamic check, the ECU
briefly cycles the pump and solenoids to verify oper-
ation.
If an ABS component exhibits a fault during initial-
ization, the ECU illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
ABS OPERATION IN NORMAL BRAKING MODE
The ECU monitors wheel speed sensor inputs con-
tinuously while the vehicle is in motion. However,
the ECU will not activate any ABS components as
long as sensor inputs and the acceleration switch in-
dicate normal braking.
Fig. 4 Wheel Speed SensorsFig. 5 Acceleration Switch
JABS OPERATION AND SERVICE 5 - 35

DISC BRAKES
INDEX
page page
Caliper Assembly......................... 50
Caliper Cleaning and Inspection.............. 50
Caliper Disassembly....................... 48
Caliper Installation........................ 51
Caliper Operation and Wear Compensation...... 45
Caliper Removal.......................... 48
Disc Brake Rotor Refinishing................. 53
Disc Brake Rotor Runout.................... 52Disc Brake Rotor Thickness................. 52
Disc Brake Rotor Thickness Variation.......... 52
Disc Brakeshoe Installation.................. 47
Disc Brakeshoe Removal................... 46
General Information....................... 45
Rotor Installation.......................... 51
Rotor Removal........................... 51
Wheel Nut Tightening...................... 54
GENERAL INFORMATION
Jeep XJ/YJ models are equipped with single piston,
floating-type disc brake calipers. Ventilated, cast ro-
tors are used for all applications.
The disc brake calipers are supported in mounting
arms that are an integral part of the steering
knuckle. The calipers slide on mounting bolts that
also attach the calipers to the steering knuckle.
CALIPER OPERATION AND WEAR COMPENSATION
Caliper Operation
The significant feature of single piston caliper op-
eration is that the calipers are free to slide laterally
on the mounting bolts. It is the freedom of lateral
movement that allows continuous compensation for
lining wear.
A simplified cross section of a single piston caliper
is shown in Figure 1. The illustration graphically
portrays the forces at work when the brakes are ap-
plied.
Upon brake application, fluid pressure exerted
against the caliper piston increases greatly. Of equal
importance, is the fact that fluid pressure is exerted
equally and in all directions. What this means, is
that pressure in the caliper bore, will be exactly the
same as pressure on the piston. In other words, pres-
sure against piston and caliper bore is equal.
Fluid pressure applied to the piston is transmitted
directly to the inboard brakeshoe. This forces the
shoe lining against the inner surface of the disc
brake rotor (Fig. 1).
At the same time, fluid pressure within the piston
bore, forces the caliper to slide inward on the mount-
ing bolts. This action brings the outboard brakeshoe
lining into contact with the outer surface of the disc
brake rotor (Fig. 1).
In summary, fluid pressure acting simultaneously
on both piston and caliper, produces a strong clamp-
ing action. When sufficient force is applied, friction
will stop the rotors from turning and bring the vehi-
cle to a stop.Brakeshoe Wear Compensation
Application and release of the brake pedal gener-
ates only a very slight movement of the caliper and
piston. Upon release of the pedal, the caliper and pis-
ton return to a rest position. The brakeshoes do not
retract an appreciable distance from the rotor. In
fact, clearance is usually at, or close to zero. The rea-
sons for this are to keep road debris from getting be-
tween the rotor and lining and in wiping the rotor
surface clear each revolution.
The caliper piston seal controls the amount of pis-
ton extension needed to compensate for normal lining
wear.
During brake application, the seal is deflected out-
ward by fluid pressure and piston movement (Fig. 2).
When the brakes (and fluid pressure) are released,
the seal relaxes and retracts the piston.
Fig. 1 Disc Brake Caliper Operation
JDISC BRAKES 5 - 45

(8) Remove outboard shoe. Press one end of shoe
inward to disengage shoe lug. Then rotate shoe up-
ward until retainer spring clears caliper. Press oppo-
site end of shoe inward to disengage shoe lug and
rotate shoe up and out of caliper (Fig. 7).
(9) Remove inboard shoe. Grasp ends of shoe and
tilt shoe outward to release springs from caliper pis-
ton (Fig. 8). Then remove shoe from caliper.
(10) Secure caliper to nearby suspension part with
wire.Do not allow brake hose to support caliper
weight.
(11) Wipe caliper off with shop rags or towels.Do
not use compressed air. Compressed air can un-
seat dust boot and force dirt into piston bore.
(12) Inspect condition of caliper piston dust boot
(Fig. 9). Overhaul caliper if there is evidence of leak-
age past piston and dust boot. Then inspect caliper
bushings and boots (Fig. 9). Replace boots if torn or
cut. If bushings or boots are damaged, replace them.
DISC BRAKESHOE INSTALLATION
(1) Clean brakeshoe mounting ledge slide surfaces
of steering knuckle with wire brush. Then apply light
coat of Mopar multi-mileage grease to slide surfaces
(Fig. 10).
(2) Lubricate caliper mounting bolts and bushings
(Fig. 10). Use GE 661 or Dow 111 silicone grease.
(3) Keep new or original brakeshoes in sets. Do not
interchange them.
(4) Install inboard shoe in caliper (Fig. 11). Be sure
shoe retaining springs are fully seated in caliper pis-
ton.
(5) Install outboard shoe in caliper (Fig. 12). Start
one end of shoe in caliper. Rotate shoe downward and
into place until shoe locating lugs and shoe spring
are seated.
(6) Verify that locating lugs on outboard shoe are
seated in caliper (Fig. 6).
(7) Install caliper. Position notches at lower end of
brakeshoes on bottom mounting ledge (Fig. 13). Then
Fig. 7 Removing Outboard Brakeshoe
Fig. 8 Removing Inboard Brakeshoe
Fig. 9 Caliper Dust Boots And Bushing Locations
Fig. 10 Caliper Lubrication Points
JDISC BRAKES 5 - 47

DISC BRAKE ROTOR REFINISHING
When To Refinish
Rotor braking surfaces can be refinished by sand-
ing and/or machining in a disc brake lathe. However,
the rotor should be cleaned and inspected before-
hand. Careful inspection will avoid refinishing rotors
with very little service life left in them.
Pay particular attention to rotors that are heavily
rusted, or corroded. Accumulated rust/corrosion on
braking surfaces and ventilating ribs may extend to
a depth beyond acceptable limits. This can be espe-
cially true on: (a) high mileage vehicles; (b) vehicles
regularly exposed to road salt during winter months;
(c) vehicles operated in coastal regions where salt air/
road splash is a factor; (d) and vehicles used for ex-
tensive off-road operation.
New rotors have a protective coating that should be
removed before installation.It is not necessary to
machine a rotor to remove this coating. The
coating is easily removed with Mopar carb
cleaner followed by a rinse with Mopar brake
cleaner. A scotch brite pad, or steel wool can
also be used to help loosen and remove the
coating if desired.
Recommended Refinishing Equipment
The brake lathe must be capable of machining both
rotor surfaces simultaneously with dual cutter heads
(Fig. 30).Equipment capable of machining only
one side at a time will produce a tapered rotor.
The lathe should also be equipped with a grinder at-
tachment, or dual sanding discs for final cleanup or
light refinishing.
Refinishing Techniques
If the rotor surfaces only need minor cleanup of
rust, scale, or scoring, use abrasive sanding discs to
clean up the rotor surfaces. However, when a rotor is
scored or worn, machining with cutting tools will be
required.
Light cuts are recommended when machining the
rotor surfaces. Heavy feed rates are not recom-
mended and may result in chatter marks, or taper.
CAUTION: Never refinish a rotor if machining would
cause the rotor to fall below minimum allowable
thickness.
The final finish on the rotor should be a non-direc-
tional, cross hatch pattern (Fig. 31). Use sanding
discs to produce this finish.
Fig. 30 Rotor Refinishing Equipment
JDISC BRAKES 5 - 53

WHEEL NUT TIGHTENING
The wheel attaching nuts must be tightened prop-
erly to ensure efficient brake operation. Overtighten-
ing the nuts or tightening them in the wrong
sequence can cause distortion of the brake rotors and
drums. Impact wrenches are not really recommended
for tightening wheel nuts. A torque wrench should be
used for this purpose.
A light coat of LPS Anti-Corrosion spray lube
around the hub face and on the studs will cut down
on rust/corrosion formation.The correct tightening sequence is important in
avoiding rotor and drum distortion. The correct se-
quence is in a diagonal crossing pattern (Fig. 32).
Recommended torque range for XJ/YJ wheel nuts
is 108-149 Nzm (80-110 ft. lbs.). Preferred set-to
torque is 129 Nzm (95 ft. lbs.) torque.
Seat the wheel and install the wheel nuts finger
tight. Tighten the nuts in the sequence to 1/2 the re-
quired torque. Then repeat the tightening sequence
to final specified torque.
Fig. 31 Preferred Rotor Surface Finish
Fig. 32 Wheel Nut Tightening Sequence
5 - 54 DISC BRAKESJ

DRUM BRAKES
INDEX
page page
Brake Drum Refinishing.................... 58
Drum Brake Adjustment.................... 57
Drum Brakeshoe Installation................. 55
Drum Brakeshoe Removal................... 55
Support Plate Replacement.................. 58Wheel Cylinder Installation.................. 58
Wheel Cylinder Overhaul.................... 57
Wheel Cylinder Removal.................... 57
Wheel Nut Tightening...................... 59
DRUM BRAKESHOE REMOVAL (Figs. 1 and 2)
(1) Raise vehicle and remove rear wheels.
(2) Remove and discard spring nuts securing
drums to wheel studs.
(3) Remove brake drums. If drums prove difficult
to remove, retract brakeshoes. Remove access plug at
the rear of backing plate and back off adjuster screw
with brake tool and screwdriver.
(4) Remove U-clip and washer securing adjuster
cable to parking brake lever.
(5) Remove primary and secondary return springs
from anchor pin with Brake Spring Plier Tool 8078.
(6) Remove holddown springs, retainers and pins
with standard retaining spring tool.
(7) Install spring clamps on wheel cylinders to hold
pistons in place.
(8) Remove adjuster lever, adjuster screw and
spring.
(9) Remove adjuster cable and cable guide.
(10) Remove brakeshoes and parking brake strut.(11) Disconnect cable from parking brake lever and
remove lever.
DRUM BRAKESHOE INSTALLATION
(1) Clean support plate with Mopar brake cleaner.
Replace support plate if worn, or rusted through at
any point. Do not attempt to salvage, or reuse a dam-
aged support plate.
(2) If new drums are being installed, remove pro-
tective coating with Mopar Carb cleaner followed by
final rinse with Mopar brake cleaner. A scotch brite
pad, or steel wool can also be used to help loosen and
remove coating if desired.It is not necessary to
machine drums to remove the coating.
(3) Clean and lubricate anchor pin with light coat
of Mopar multi-mileage grease.
(4) Apply Mopar multi-mileage grease to brakeshoe
contact surfaces of support plate (Figs. 3 and 4).
(5) Lubricate adjuster screw threads and pivot
with Mopar spray lube.
Fig. 1 Nine Inch Drum Brake Components
JDRUM BRAKES 5 - 55

DRUM BRAKE ADJUSTMENT
Rear drum brakes are equipped with a self adjust-
ing mechanism. Under normal circumstances, the
only time adjustment is required is when the shoes
are replaced, removed for access to other parts, or
when one or both drums are replaced.
The only tool needed for adjustment is a standard
brake gauge.
Adjustment is performed with the brakeshoes in-
stalled on the support plate. Procedure is as follows:
ADJUSTMENT PROCEDURE
(1) Raise and support vehicle rear end and remove
wheels and brake drums.
(2) Verify that left/right automatic adjuster lever
and cable are properly connected.
(3) Insert brake gauge in drum. Expand gauge un-
til gauge inner legs contact drum braking surface.
Then lock gauge in position (Fig. 6).
(4) Reverse gauge and install it on brakeshoes
(Fig. 6). Position gauge legs at shoe centers as
shown. If gauge does not fit (too loose or tight), ad-
just shoes.
(5) Pull shoe adjuster star wheel away from ad-
juster lever.(6) Turn adjuster star wheel (by hand) to expand
or retract brakeshoes. Continue adjustment until
gauge outside legs are light drag-fit on shoes (Fig. 7).
(7) Repeat adjustment at opposite brakeshoe as-
sembly.
(8) Install brake drums and wheels and lower ve-
hicle.
(9) Make final adjustment as follows:
(a) Drive vehicle and make one forward stop fol-
lowed by one reverse stop.
(b) Repeat procedure 8-10 times to actuate self
adjuster components and equalize adjustment.
(c)Bring vehicle to complete standstill at
each stop. Incomplete, rolling stops will NOT
activate adjuster mechanism.
WHEEL CYLINDER REMOVAL
(1) Raise vehicle and remove wheel.
(2) Disconnect brakeline at wheel cylinder.If cyl-
inder brakeline fitting is hard to break loose,
spray generous amount of Mopar Rust Pene-
trant between fitting and line and around fit-
ting threads in wheel cylinder. Note that it may
require a few minutes for penetrant to work.
(3) Remove brakeshoes.
(4) Remove bolts attaching wheel cylinder to sup-
port plate and remove cylinder.
WHEEL CYLINDER OVERHAUL (Figs. 8 and 9)
(1) Remove links.
(2) Remove dust boots.
(3) Remove cups and pistons. Discard cups.
(4) Remove and discard spring and expander.
(5) Remove bleed screw.
(6) Clean cylinder, pistons and links with Mopar
brake cleaner.
(7) Inspect cylinder bore and pistons. Light discol-
oration of bore is acceptable. However, replace cylin-
der if bore and pistons are scored, pitted, or corroded.
Fig. 5 Adjuster Screw Components (9-Inch Brake)
Fig. 6 Adjusting Gauge To Brake Drum
Fig. 7 Adjusting Brakeshoes To Gauge
JDRUM BRAKES 5 - 57

Do not hone cylinder bores or polish pistons.
Replace cylinder as an assembly if bore is dam-
aged.
(8) Install bleed screw.
(9) Coat cylinder bore, pistons, cups and expander
with brake fluid and reassemble cylinder compo-
nents. Be sure piston cup lips face expander.
WHEEL CYLINDER INSTALLATION
(1) Apply small bead of silicone sealer around cyl-
inder mounting surface of support plate.
(2) Start brakeline in wheel cylinder fitting by
hand.
(3) Align and seat wheel cylinder on support plate
(Fig. 10).
(4) Install cylinder mounting bolts (Fig. 10).
Tighten bolts to 10 Nzm (90 in. lbs.) torque.(5) Tighten brakeline fitting to 15 Nzm (132 in.
lbs.) torque.
(6) Install brakeshoes. Adjust shoes to drum with
brake gauge.
(7) Install brake drums and lower vehicle.
(8) Fill master cylinder and bleed brakes.
SUPPORT PLATE REPLACEMENT
The support plate should cleaned and inspected
whenever the drum brake components are being ser-
viced.
Check the support plate for wear, or rust through
at the contact pads and replace the plate if necessary.
Be sure to lubricate the contact pads with Mopar
multi-mileage grease before shoe installation. Lubri-
cation will avoid noisy operation and shoe bind.
(1) Raise vehicle and remove wheel/tire assembly.
(2) Remove brake drum, brakeshoes, and wheel
cylinder.
(3) Remove axle shaft as described in Group 3.
(4) Remove support plate attaching nuts and re-
move support plate.
(5) Clean axle tube flange. If gasket is not used on
flange, apply thin bead of silicone adhesive/sealer to
flange.
(6) Position new support plate on axle tube flange.
(7) Apply Mopar Lock N9Seal, or Loctite 242 to
support plate attaching nuts. Then install and
tighten nuts.
(8) Apply light coat of Mopar multi-mileage grease
to contact pads of new support plate.
(9) Install wheel cylinder and brakeshoes.
(10) Adjust brakeshoes to drums. Refer to proce-
dure in this section.
(11) Bleed brakes.
(12) Install wheel and tire assembly.
(13) Adjust parking brake cable tensioner. Refer to
procedure in Parking Brake section.
(14) Lower vehicle and verify proper service brake
and parking brake operation.
BRAKE DRUM REFINISHING
Brake drums can be machined to restore the brak-
ing surface. Use a brake lathe to clean up light scor-
ing and wear.
CAUTION: Never refinish a brake drum if machining
will cause the drum to exceed maximum allowable
brake surface diameter.
Brake drums that are warped, distorted, or se-
verely tapered should be replaced. Do not refinish
drums exhibiting these conditions. Brake drums that
are heat checked or have hard spots should also be
replaced.
Fig. 8 Wheel Cylinder (9-Inch Brake)
Fig. 9 Wheel Cylinder (10-Inch Brake)
Fig. 10 Wheel Cylinder Mounting
5 - 58 DRUM BRAKESJ