1995 JEEP CHEROKEE Stop light

MAINTENANCE SCHEDULES
INTRODUCTION
There are two maintenance schedules that show
proper service intervals for Jeep Cherokee and Jeep
Wrangler vehicles. Use the schedule that best de-
scribes the conditions the vehicle is operated under.
When mileage and time is listed, follow the interval
that occurs first.
ScheduleÐAlists all the scheduled maintenance
to be performed under normal operating conditions.
ScheduleÐBis a schedule for vehicles that are
usually operated under one or more of the following
conditions.
²Frequent short trip driving less than 5 miles (8
km).
²Frequent driving in dusty conditions.
²Trailer towing or heavy load hauling.
²Frequent long periods of engine idling.
²Sustained high speed operation.
²Desert operation.
²Frequent starting and stopping.
²Cold climate operation.
²Off road driving.
²Commercial service.
²Snow plow operation.
²More than half of vehicle operation occurs in
heavy city traffic during hot weather (above 90É F).
AT EACH STOP FOR GASOLINE
²Check engine oil level and add as required.
²Check windshield washer solvent and add as re-
quired.
ONCE A MONTH
²Check tire pressure and look for unusual tire wear
or damage.
²Check fluid levels of coolant reservoir, brake mas-
ter cylinder, power steering and transmission. Add
fluid as required.
²Check all lights and other electrical items for cor-
rect operation.
²Inspect battery and clean and tighten terminals as
required.
²Check rubber seals on each side of the radiator for
proper fit.
AT EACH OIL CHANGE
²Inspect exhaust system.
²Inspect brake hoses.
²Rotate the tires at each oil change interval shown
on ScheduleÐA: (7,500 Miles) or every other interval
shown on ScheduleÐB: (6,000 Miles).
²Check engine coolant level, hoses, and clamps.
²Lubricate 4x4 steering linkage.
²Lubricate propeller shaft universal joints and slip
spline, if equipped.After completion of off-road (4WD) operation, the
underside of the vehicle should be thoroughly in-
spected. Examine threaded fasteners for looseness.
HARSH SURFACE ENVIRONMENTS
After vehicle operation in a harsh surface environ-
ment, the following components should be inspected
and cleaned as soon as possible:
²Brake drums.
²Brake linings.
²Front wheel bearings (2WD vehicles only).
²Axle coupling joints.
This will prevent wear and/or unpredictable brake
action.
EMISSION CONTROL SYSTEM MAINTENANCE
The schedule emission maintenance listed inbold
typeon the following schedules, must be done at the
mileage specified to assure the continued proper
functioning of the emission control system. These,
and all other maintenance services included in this
manual, should be done to provide the best vehicle
performance and reliability. More frequent mainte-
nance may be needed for vehicles in severe operating
conditions such as dusty areas and very short trip
driving.
SCHEDULEÐA
7,500 MILES (12 000 KM) OR AT 6 MONTHS
²Change engine oil.
²Replace engine oil filter.
²Lubricate steering linkage (4x4).
15,000 MILES (24 000 KM) OR AT 12 MONTHS
²Change engine oil.
²Replace engine oil filter.
²Lubricate steering linkage.
22,500 MILES (36 000 KM) OR AT 18 MONTHS
²Change engine oil.
²Replace engine oil filter.
²Lubricate steering linkage (4x4).
²Inspect brake linings.
30,000 MILES (48 000 KM) OR AT 24 MONTHS
²Replace air cleaner element.
²Replace spark plugs.
²Adjust belt tension on non-automatic tensioning
drive belts.
²Change engine oil.
²Replace engine oil filter.
²Lubricate steering linkage.
²Drain and refill automatic transmission.
²Drain and refill transfer case.
0 - 4 LUBRICATION AND MAINTENANCEJ

(3) Remove oil fill cap.
(4) Place a suitable drain pan under crankcase
drain.
(5) Remove drain plug from crankcase and allow
oil to drain into pan. Inspect drain plug threads for
stretching or other damage. Replace drain plug and
gasket if damaged.
(6) Install drain plug in crankcase.
(7) Lower vehicle and fill crankcase with specified
type and amount of engine oil described in this sec-
tion.
(8) Install oil fill cap.
(9) Start engine and inspect for leaks.
(10) Stop engine and inspect oil level.
ENGINE OIL FILTER
FILTER SPECIFICATION
CAUTION: Do not use oil filter with metric threads.
The proper oil filter has SAE type 3/4 X 16 threads.
An oil filter with metric threads can result in oil
leaks and engine failure.
All Jeep engines are equipped with a high quality
full-flow, throw-away type oil filter. Chrysler Corpo-
ration recommends a Mopar or equivalent oil filter be
used.
OIL FILTER REMOVAL
(1) Position a drain pan under the oil filter.
(2) Using a suitable oil filter wrench loosen filter.
(3) Rotate the oil filter counterclockwise to remove
it from the cylinder block oil filter boss (Fig. 6 and 7).
(4) When filter separates from adapter nipple, tip
gasket end upward to minimize oil spill. Remove fil-
ter from vehicle.
(5) With a wiping cloth, clean the gasket sealing
surface (Fig. 8) of oil and grime.
OIL FILTER INSTALLATION
(1) Lightly lubricate oil filter gasket with engine
oil or chassis grease.
(2) Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, (Fig. 8) hand
tighten filter one full turn, do not over tighten.
(3) Add oil, verify crankcase oil level and start en-
gine. Inspect for oil leaks.
Fig. 5 Engine Oil Dipstick Ð 4.0L EngineFig. 6 Oil FilterÐ2.5L Engine
Fig. 7 Oil Filter Ð 4.0L Engine
Fig. 8 Oil Filter Sealing SurfaceÐTypical
JLUBRICATION AND MAINTENANCE 0 - 17

hand lever. Also note if vehicle was being operated
with parking brake partially applied (this will cause
red light to remain on).
(7) Check brake pedal operation. Verify that pedal
does not bind and has adequate free play. If pedal
lacks free play, check pedal and power booster for be-
ing loose or for bind condition. Do not road test until
condition is corrected.
(8) If components inspected look OK, road test ve-
hicle.
ROAD TESTING
(1) If amber warning light is on, problem is with
antilock system component. Refer to antilock diagno-
sis section.
(2) If red warning light is not on, proceed to step
(4).
(3) If red warning light is on, proceed as follows:
(a) See if parking brakes are applied. If brakes
are applied, release them and proceed to step (4).
(b) Note if brake pedal is abnormally low. If
pedal is definitely low and red light is still on,
check front/rear hydraulic circuits for leak.Do not
road test. Inspect and repair as needed.
(4) Check brake pedal response with transmission
in Neutral and engine running. Pedal should remain
firm under steady foot pressure. If pedal falls away,
do not road test as problem is in master cylinder, or
HCU on ABS models. If pedal holds firm, proceed to
next step.
(5) During road test, make normal and firm brake
stops in 25-35 mph range. Note faulty brake opera-
tion such as hard pedal, pull, grab, drag, noise, fade,
etc.
(6) Return to shop and inspect brake components.
Refer to inspection and diagnosis information.
COMPONENT INSPECTION
Fluid leak points and dragging brake units can
usually be located without removing any components.
The area around a leak point will be wet with fluid.
The components at a dragging brake unit (wheel,
tire, rotor) will be quite warm or hot to the touch.
Other brake problem conditions will require compo-
nent removal for proper inspection. Raise the vehicle
and remove the necessary wheels for better visual ac-
cess.
During component inspection, pay particular atten-
tion to heavily rusted/corroded brake components
(e.g. rotors, caliper pistons, brake return/holddown
springs, support plates, etc.).
Heavy accumulations of rust may be covering se-
vere damage to a brake component. It is wise to re-
move surface rust in order to accurately determine
the depth of rust penetration and damage. Light sur-
face rust is fairly normal and not a major concern (as
long as it is removed). However, heavy rust buildup,especially on high mileage vehicles may cover struc-
tural damage to such important components as
brakelines, rotors, support plates, and brake boost-
ers. Refer to the wheel brake service procedures in
this group for more information.
BRAKE WARNING LIGHT OPERATION
The red brake warning light will illuminate under
the following conditions:
²for 2-3 seconds at startup as part of normal bulb
check
²when parking brakes are applied
²low pedal caused by leak in front/rear brake hy-
draulic circuit
If the red light remains on after startup, first ver-
ify that the parking brakes are fully released. Then
check pedal action and fluid level. A red light plus
low pedal indicates the pressure differential switch
and valve have been actuated due to a system leak.
On models with ABS brakes, the amber warning
light only illuminates when an ABS malfunction has
occurred. The ABS light operates independently of
the red warning light.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak. The
leak point could be at a brakeline, fitting, hose,
wheel cylinder, or caliper. Internal leakage in the
master cylinder caused by worn or damaged piston
cups, may also be the problem cause.
If leakage is severe, fluid will be evident at or
around the leaking component. However internal
leakage in the master cylinder will not be physically
evident. Refer to the cylinder test procedure at the
end of this section.
LOW PEDAL
If a low pedal is experienced, pump the pedal sev-
eral times. If the pedal comes back up, worn lining
and worn rotors or drums are the most likely causes.
However, if the pedal remains low and the red warn-
ing light is on, the likely cause is a leak in the hy-
draulic system.
A decrease in master cylinder fluid level may only
be the result of normal lining wear. Fluid level will
drop somewhat as lining wear occurs. It is a result of
the outward movement of caliper and wheel cylinder
pistons to compensate for normal wear.
SPONGY PEDAL
Air in the system is the usual cause of a spongy
pedal. Brake drums machined way beyond allowable
limits (too thin), or substandard brake lines and
hoses can also cause a condition similar to a spongy
JSERVICE BRAKE DIAGNOSIS 5 - 5

pedal. The proper course of action is to bleed the sys-
tem, or replace thin drums and suspect quality brake
lines and hoses.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to lin-
ing that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve could
also be faulty. Test the booster and valve as described
in this section.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only. It is a
product of incomplete brakeshoe release. Drag can be
minor or severe enough to overheat the linings, ro-
tors and drums. A drag condition also worsens as
temperature of the brake parts increases.
Brake drag also has a direct effect on fuel economy.
If undetected, minor brake drag can be misdiagnosed
as an engine or transmission/torque converter prob-
lem.
Minor drag will usually cause slight surface char-
ring of the lining. It can also generate hard spots in
rotors and drums from the overheat/cool down pro-
cess. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In se-
vere cases, the lining may generate smoke as it chars
from overheating.
An additional cause of drag involves the use of in-
correct length caliper mounting bolts. Bolts that are
too long can cause a partial apply condition. The cor-
rect caliper bolts have a shank length of 67 mm
(2.637 in.), plus or minus 0.6 mm (0.0236 in.). Refer
to the Disc Brake service section for more detail on
caliper bolt dimensions and identification.
Some common causes of brake drag are:
²loose or damaged wheel bearing
²seized or sticking caliper or wheel cylinder piston
²caliper binding on bolts or slide surfaces
²wrong length caliper mounting bolts (too long)
²loose caliper mounting bracket
²distorted rotor, brake drum, or shoes
²brakeshoes binding on worn/damaged support
plates
²severely rusted/corroded components
²misassembled components.
If brake drag occurs at all wheels, the problem may
be related to a blocked master cylinder compensatorport or faulty power booster (binds-does not release).
The condition will worsen as brake temperature in-
creases.
The brakelight switch can also be a cause of drag.
An improperly mounted or adjusted brakelight
switch can prevent full brake pedal return. The re-
sult will be the same as if the master cylinder com-
pensator ports are blocked. The brakes would be
partially applied causing drag.
BRAKE FADE
Brake fade is a product of overheating caused by
brake drag. However, overheating and subsequent
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 roads. Refer
to the Brake Drag information in this section for
causes.
PEDAL PULSATION (NON-ABS BRAKES ONLY)
Pedal pulsation is caused by parts that are loose,
or beyond tolerance limits. This type of pulsation is
constant and will occur every time the brakes are ap-
plied.
Disc brake rotors with excessive lateral runout or
thickness variation, or out of round brake drums are
the primary causes of pulsation.
On vehicles with ABS brakes, remember that pedal
pulsation is normal during antilock mode brake
stops. If pulsation occurs during light to moderate
brake stops, a standard brake part is either loose, or
worn beyond tolerance.
BRAKE PULL
A front pull condition could be the result of:
²contaminated lining in one caliper
²seized caliper piston
²binding caliper
²wrong caliper mounting bolts (too long)
²loose caliper
²loose or corroded mounting bolts
²improper brakeshoes
²damaged rotor
²incorrect wheel bearing adjustment (at one wheel)
A worn, damaged wheel bearing or suspension com-
ponent are further causes of pull. A damaged front
tire (bruised, ply separation) can also cause pull.
Wrong caliper bolts (too long) will cause a partial ap-
ply condition and pull if only one caliper is involved.
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 the dragging brake unit.
As the dragging brake overheats, efficiency is so re-
duced that fade occurs. If the opposite brake unit is
still functioning normally, its braking effect is magni-
5 - 6 SERVICE BRAKE DIAGNOSISJ

produce a condition similar to grab as the tire loses
and recovers traction.
Flat-spotted tires can cause vibration and wheel
tramp and generate shudder during brake operation.
A tire with internal damage such as a severe bruise
or ply separation can cause vibration and pull. The
pull will be magnified when braking.
DIAGNOSING PARKING BRAKE MALFUNCTIONS
Adjustment Mechanism
Parking brake adjustment is controlled by a ca-
ble tensioner mechanism. The cable tensioner,
once adjusted at the factory, will not need further
attention under normal circumstances. There are
only two instances when adjustment is required.
The first is when a new tensioner, or cables have
been installed. And the second, is when the ten-
sioner and cables are disconnected for access to
other brake components.
Parking Brake Switch And Warning Light Illumination
The parking brake switch on the lever, or foot
pedal, is in circuit with the red warning light. The
switch will illuminate the red light only when the
parking brakes are applied. If the light remains on
after parking brake release, the switch or wires are
faulty, or cable tensioner adjustment is incorrect.
If the red light comes on while the vehicle is in mo-
tion and brake pedal height decreases, a fault has oc-
curred in the front or rear brake hydraulic system.
Parking Brake problem Causes
In most cases, the actual cause of an improperly
functioning parking brake (too loose/too tight/wont
hold), can be traced to a drum brake component.
The leading cause of improper parking brake
operation, is excessive clearance between the
brakeshoes and the drum surface. Excessive
clearance is a result of: lining and/or drum
wear; oversize drums; or inoperative shoe ad-
juster components.
Excessive parking brake lever travel (sometimes de-
scribed as a loose lever or too loose condition), is the re-
sult of worn brakeshoes/drums, improper brakeshoe
adjustment, or incorrectly assembled brake parts.
A ``too loose'' condition can also be caused by inop-
erative brakeshoe adjusters. If the adjusters are mis-
assembled, they will not function. In addition, since
the adjuster mechanism only works during reverse
stops, it is important that complete stops be made.
The adjuster mechanism does not operate when roll-
ing stops are made in reverse. The vehicle must be
brought to a complete halt before the adjuster lever
will turn the adjuster screw.
A condition where the parking brakes do not hold, will
most probably be due to a wheel brake component.
Items to look for when diagnosing a parking brake
problem, are:
²rear brakeshoe wear or adjuster problem
²rear brake drum wear
²brake drums machined beyond allowable diameter
(oversize)
²parking brake front cable not secured to lever
²parking brake rear cable seized
²parking brake strut reversed
²parking brake strut not seated in both shoes
²parking brake lever not seated in secondary shoe
²parking brake lever or brakeshoe bind on support
plate
²brakeshoes reversed
²adjuster screws seized
²adjuster screws reversed
²holddown or return springs misassembled or lack
tension
²wheel cylinder pistons seized
Brake drums that are machined oversize are diffi-
cult to identify without inspection. If oversize drums
are suspected, diameter of the braking surface will
have to be checked with an accurate drum gauge.
Oversize drums will cause low brake pedal and lack
of parking brake holding ability.
Improper parking brake strut and lever installation
will result in unsatisfactory parking brake operation.
Intermixing the adjuster screws will cause drag, bind
and pull along with poor parking brake operation.
Parking brake adjustment and parts replacement pro-
cedures are described in the Parking Brake section.
MASTER CYLINDER/POWER BOOSTER TEST
(1) Start engine and check booster vacuum hose
connections. Hissing noise indicates vacuum leak.
Correct any vacuum leak before proceeding.
(2) Stop engine and shift transmission into Neu-
tral.
(3) Pump brake pedal until all vacuum reserve in
booster is depleted.
(4) Press and hold brake pedal under light foot
pressure.
(a) If pedal holds firm, proceed to step (5).
(b) If pedal does not hold firm and falls away,
master cylinder is faulty due to internal leakage.
Overhaul or replace cylinder.
(5) Start engine and note pedal action.
(a) If pedal falls away slightly under light foot
pressure then holds firm, proceed to step (6).
(b) If no pedal action is discernible, or hard pedal
is noted, power booster or vacuum check valve is
faulty. Install known good check valve and repeat
steps (2) through (5).
(6) Rebuild booster vacuum reserve as follows: Re-
lease brake pedal. Increase engine speed to 1500
rpm, close throttle and immediately turn off ignition.
5 - 8 SERVICE BRAKE DIAGNOSISJ

MASTER CYLINDERÐCOMBINATION VALVE
INDEX
page page
Combination Valve Replacement (Non-ABS)..... 16
General Service Information................. 15
Master Cylinder and Combination Valve Installation
(With ABS)............................. 20
Master Cylinder and Combination Valve Removal
(With ABS)............................. 17Master Cylinder Bench Bleeding.............. 21
Master Cylinder Installation (Non-ABS)......... 16
Master Cylinder Overhaul (4-Cylinder Models).... 16
Master Cylinder Removal (Non-ABS)........... 15
Reservoir Replacement (2-Piece Master Cylinder) . 19
GENERAL SERVICE INFORMATION
Master Cylinder
Two different master cylinders are used. A one-piece
cast aluminum cylinder is used on 4-cylinder YJ models
(Fig. 1). All other models have a two-piece master cylin-
der with removable nylon reservoir (Fig. 2).
The two master cylinders are serviced differently.
The reservoir and grommets are the only replaceable
parts on the two-piece master cylinder. The one-piece
master cylinder can be overhauled when necessary.
Combination Valve
A combination valve is used in all models. The
valve contains a pressure differential valve and
switch and a rear brake proportioning valve. The
valve is not repairable. It must be replaced if diagno-
sis indicates this is necessary.
The pressure differential switch is connected to the
brake warning light. The switch is actuated by move-
ment of the switch valve. The switch monitors fluid
pressure in the separate front/rear brake hydraulic cir-
cuits.
A decrease or loss of fluid pressure in either hydraulic
circuit will cause the switch valve to shuttle to the low
pressure side. Movement of the valve pushes the switch
plunger upward. This action closes the switch internal
contacts completing the electrical circuit to the red
warning light. The switch valve will remain in an actu-
ated position until repairs are made.
The rear proportioning valve is used to balance front-
rear brake action. The valve allows normal fluid flow
during moderate effort brake stops. The valve only con-
trols (meters) fluid flow during high effort brake stops.
MASTER CYLINDER REMOVAL (NON-ABS)
(1) Remove air cleaner hose, cover and housing.
Fig. 1 Master Cylinder And Combination Valve
(4-Cyl. YJ Models)
Fig. 2 Master Cylinder And Combination Valve (All
Except 4-Cyl. YJ Models)
JMASTER CYLINDERÐCOMBINATION VALVE 5 - 15

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