1996 CHRYSLER VOYAGER brake rotor

both the rotor and one wheel stud on the high side of
the runout. This will ensure that the original location
of the rotor in relation to the hub can be retained
(Fig. 14). Remove rotor from hub.
Thoroughly clean the front surface of the front
hub. Then install Dial Indicator, Special Tool C-3339
and Mounting Adaptor, Special Tool SP-1910 on
steering knuckle. Position stem so it contacts hub
face near outer diameter. Care must be taken to posi-
tion stem outside the stud circle but inside the cham-
fer on the hub face (Fig. 15).Clean hub surface
before checking.
Lateral runout should not exceed 0.08 mm (0.003
inch). If runout exceeds this specification, the hub
must be replaced. See Suspension Group 2. If lateral
runout of the hub does not exceed this specification,
install rotor on hub with chalk marks two wheel
studs apart (Fig. 16). Tighten nuts in the properse-
quence and torque to specification. Finally, check lat-eral runout of rotor to see if lateral runout is now
within specification.
If lateral runout is not within specification, install
a new rotor or reface rotor, being careful to remove
as little rotor material as possible from each side of
rotor. Remove equal amounts from each side of rotor.
Do not reduce thickness below minimum thickness
marking cast into the un-machined surface (Fig. 17)
of the rotor .
Thickness variation measurements of the rotor
should be made in conjunction with the lateral
runout measurements. Measure the thickness of the
rotor at 12 circumferentially equal points with a
Fig. 16 Indexing Rotor And Wheel Stud
Fig. 13 Checking Brake Rotor For Runout
Fig. 14 Marking Rotor And Wheel Stud
Fig. 15 Checking Disc Brake Rotor For Runout
NSBRAKES 5 - 15
DIAGNOSIS AND TESTING (Continued)

micrometer at a radius approximately 25.4 mm (1
inch) from outer edge of rotor (Fig. 18). If thickness
measurements vary by more than 0.013 mm (0.0005
inch), rotor should be removed and resurfaced, or a
new rotor installed. If cracks or burned spots are evi-
dent, rotor must be replaced.
Light scoring and/or wear is acceptable. If heavy
scoring or warping is evident, the rotor must be
refinished or replaced (See Refinishing/RefacingRotor). If cracks are evident in the rotor, replace the
rotor.
PROPORTIONING VALVES
FIXED PROPORTIONING VALVE TEST
PROCEDURE
On a vehicle equipped with ABS, premature or
excessive rear wheel ABS cycling may be an indica-
tion that the brake fluid pressure to the rear brakes
is above the desired output.
Prior to testing a proportioning valve for function,
check that all tire pressures are correct. Also, ensure
the front and rear brake linings are in satisfactory
condition.It is also necessary to verify that the
brakes shoe assemblies on a vehicle being
tested, are either original equipment manufac-
turers (OEM), or original replacement brake
shoe assemblies meeting the OEM lining mate-
rial specification. The vehicles brake system is
not balanced for after market brake shoe
assembly lining material.
If brake shoe assembly lining material is of satis-
factory condition, and of the correct material specifi-
cation, check for proper proportioning valve function
using the following procedure.
(1) Road test vehicle to be sure the vehicle is truly
exhibiting a condition of excessive rear wheel ABS
cycling. Since ABS cycles both rear brakes together
both proportioning valves of the assembly(Fig.
19) must be tested. Use the following procedure to
test the proportioning valve.
(2) Remove one of the chassis brake lines (Fig. 19)
coming from the ABS modulator, at
(3) the proportioning valve assembly. Remove the
hydraulic brake line going to one of the rear wheels
of the vehicle from the proportioning valve (Fig. 19)
Fig. 17 Minimum Rotor Thickness Markings
Fig. 18 Checking Rotor For Thickness Variation
Fig. 19 Rear Brake Proportioning Valve And Brake
Tube Locations
5 - 16 BRAKESNS
DIAGNOSIS AND TESTING (Continued)

MASTER CYLINDER BLEEDING PROCEDURE
CAUTION: When clamping master cylinder in vise,
only clamp master cylinder by its mounting flange,
do not clamp on primary piston, seal\boot or body
of master cylinder.
(1) Clamp the master cylinder in a vise using only
the mounting flange (Fig. 30).
NOTE: Two different size bleeding tubes are used
depending on which type of master cylinder the
vehicle is equipped with. Vehicles equipped with
traction control use a center port master cylinder
with a larger diameter brake tube. Vehicles not
equipped with traction control use a compensating
port master cylinder using a standard 3/16 inch
diameter brake tube. Be sure the correct size bleed-
ing tubes are used when bleeding the master cylin-
der.
(2) Install the Bleeding Tubes, Special Tool 6920
for a non traction control master cylinder or Special
Tool 8129 for a traction control master cylinder on
the master cylinder (Fig. 102). Position bleeding
tubes so the outlets of bleeding tubes will be below
surface of brake fluid when reservoir is filled to its
proper level.
(3) Fill brake fluid reservoir with brake fluid con-
forming to DOT 3 specifications such as Mopar or an
Equivalent.
(4) Using a wooden dowel, depress push rod slowly,
and then allow pistons to return to released position.
Repeat several times until all air bubbles are
expelled from master cylinder.
(5) Remove bleeding tubes from master cylinder
outlet ports, and then plug outlet ports and install
fill cap on reservoir.
(6) Remove master cylinder from vise.(7) Install the filler cap from the master cylinder
filler neck, on the master cylinder fluid reservoir.
(8) Install the master cylinder assembly on the
power brake vacuum booster.
NOTE: Note: It is not necessary to bleed the ABS
hydraulic control unit (HCU) after replacing the
master cylinder. But, the base brake hydraulic sys-
tem must be bled to ensure no air is entered the
hydraulic system when the master cylinder was
removed.
ROTOR MACHINING (FRONT/REAR)
BRAKE ROTOR MACHINING PROCEDURES
Any servicing of the rotor requires extreme care to
maintain the rotor to within service tolerances to
ensure proper brake action.
If the rotor surface is deeply scored or warped, or
there is a complaint of brake roughness or brake
pedal pulsation, the rotor should be resurfaced,
refaced (Fig. 32) or (Fig. 33) or replaced.
NOTE: All rotors have markings for minimum
allowable thickness cast on an un-machined sur-
face of the rotor (Fig. 34) or (Fig. 35).
This marking includes 0.76 mm (0.030 inch) allow-
able rotor wear beyond the recommended 0.76 mm
(0.030 inch) of rotor refacing.
The collets, shafts and adapters used on the brake
lathe and the bearing cups in the rotor MUST be
clean and free from any chips or contamination.
When mounting the rotor on the brake lathe, strict
attention to the brake lathe manufacturer's operating
instructions is required.
If the rotor is not mounted properly, the lateral
runout will be worse after refacing or resurfacing
than before.
Fig. 30 Master Cylinder Mounted In Vise
Fig. 31 Bleed Tubes Installed On Master Cylinder
5 - 22 BRAKESNS
SERVICE PROCEDURES (Continued)

REFACING BRAKE ROTOR
Refacing of the rotor is not required each time the
brake pads are replaced.
When refacing a rotor the required 0.08 mm (0.003inch) TIR (Total Indicator Reading) and 0.013 mm
(0.0005 inch) thickness variation limits MUST BE
MAINTAINED.Extreme carein the operation of
rotor turning equipment is required.
The use of a double straddle cutter (Fig. 32) that
machines both sides of the rotor at the same time is
highly recommended.
RESURFACNG BRAKE ROTOR
This operation can be used when rotor surface is
rusty, has lining deposits or excessive lateral runout
or thickness variation is evident.
A sanding rotor attachment (Fig. 33) will remove
surface contamination without removing much rotor
material.
It will generally follow variations in thickness that
are in the rotor.
Fig. 32 Refacing Brake Rotor
Fig. 33 Resurfacing Brake Rotor (Final Finish)
Fig. 34 Front Rotor Thickness Markings
Fig. 35 Rear Rotor Thickness Markings
NSBRAKES 5 - 23
SERVICE PROCEDURES (Continued)

BRAKE DRUM MACHINING
Measure the runout and diameter of the rear brake
using only accurate measuring equipment. There
should be no variation in the drum diameter greater
than 0.090 mm (0.004 inch). Drum runout should not
exceed 0.15 mm (0.006 inch) out of round. If the
drum runout or diameter variation exceed these val-
ues the drum should be refaced. For best results in
eliminating the irregularities that cause brake rough-
ness and surge, the amount of material removed dur-
ing a single cut should be limited to 0.13 mm (0.005
inch). When the entire braking surface has been
cleaned. A final cut of 0.0254 mm (0.001 inch) will
assure a good drum surface providing the equipment
used is capable of the precision required for resurfac-
ing brake drums. Deeper cuts are permissible for the
sole purpose of removing deep score marks.Do not
reface more than 1.52 mm (0.060 inch) over the
standard drum diameter.
All drums will show markings of maximum allow-
able diameter (Fig. 36). For example, a drum will
have a marking of MAX. DIA. 251.55 mm (9.90 inch).
This marking includes 0.76 mm (0.030 inch) for
allowable drum wear beyond the recommended 1.52
mm (0.060 inch) of drum refacing
BRAKE TUBE REPAIR PROCEDURE
CAUTION: When repairing brake chassis lines or
flex hoses, the correct fasteners must be used to
attach the routing clips or hoses to the front sus-
pension cradle. The fasteners used to attach com-
ponents to the front suspension cradle have an
anti-corrosion coating due to the suspension cradle
being made of aluminum. Only Mopar replacement
fasteners with the required anti-corrosion coating
are to be used if a replacement fastener is required
when installing a brake chassis line or flex hose.
Only double wall 4.75mm (3/16 in.) steel tubing
with Al-rich/ZW-AC alloy coating and the correct tube
nuts are to be used for replacement of a hydraulic
brake tube.
NOTE: On vehicles equipped with traction control,
the primary and secondary hydraulic tubes between
the master cylinder and the hydraulic control unit
are 6 mm (15/64 in.). These tubes are also coated
with the Al-rich/ZW-AC alloy and must be replaced
with tubes having the same anti-corrosion coating.
Be sure the correct tube nuts are used for the
replacement of these hydraulic brake tubes.
Care should be taken when repairing brake tubing,
to be sure the proper bending and flaring tools and
procedures are used, to avoid kinking. Do not route
the tubes against sharp edges, moving components or
into hot areas. All tubes should be properly attached
with recommended retaining clips.
If the primary or secondary brake line from the
master cylinder to the ABS Hydraulic Control Unit,
or the flexible brake lines between the hydraulic con-
trol unit and the proportioning valve require replace-
mentonlythe original factory brake lines containing
a flexible section can be used. This is required due to
the movement of the front suspension cradle while
the vehicle is in motion.
Using Tubing Cutter, Special Tool C-3478-A or
equivalent, cut off damaged seat or tubing (Fig. 37).
Ream out any burrs or rough edges showing on
inside of tubing (Fig. 38). This will make the ends of
tubing square (Fig. 38) and ensure better seating of
ROTOR REFINISHING LIMITS
Braking RotorRotor Thick-
nessMinimum Rotor
ThicknessRotor Thick-
ness VariationRotor Run
Out*Rotor Micro
Finish
Front Rotor 23.87-24.13 mm
.939 -.949 in.22.4 mm
.881 in..013 mm
.0005 in..08 mm
.003 in.15-80 RMS
Rear Rotor 12.75-12.25 mm
.502 -.482 in.11.25 mm
.443 in..013 mm
.0005 in..08 mm
.003 in.15-80 RMS
* TIR Total Indicator Reading (Measured On Vehicle)
Fig. 36 Rear Brake Drum Maximum Diameter
Identification
5 - 24 BRAKESNS
SERVICE PROCEDURES (Continued)

(3) Remove the 2 caliper to steering knuckle guide
pin bolts (Fig. 44).
(4) Remove caliper from steering knuckle, by first
rotating free end of caliper away from steering
knuckle. Then slide opposite end of caliper out from
under machined abutment on steering knuckle (Fig.
45).
(5) Support caliper firmly to prevent weight of cal-
iper from being supported by the brake fluid flex
hose. Supporting weight of caliper by the brake fluid
flex hose, can damage the flexible brake hose (Fig.
46).
INSTALL
(1) Lubricate both steering knuckle abutments
with a liberal amount of MopartMultipurpose Lubri-
cant, or equivalent.CAUTION: Use care when installing the caliper
assembly onto the steering knuckle, so the seals on
the caliper guide pin bushings do not get damaged
by the steering knuckle bosses.
(2) Carefully position caliper and brake pad
assemblies over brake rotor by hooking lower or
upper end of caliper over the machined abutment on
steering knuckle (Fig. 45). Then rotate caliper into
position at the top of the steering knuckle (Fig. 45).
Make sure that caliper guide pin bolts, bushings and
sleeves are clear of the steering knuckle bosses.
(3) Install the caliper guide pin bolts (Fig. 44) and
tighten to a torque of 41 N´m (40 ft. lbs.).Extreme
caution should be taken not to cross thread the
caliper guide pin bolts.
(4) Install the wheel and tire assembly.
(5) Using a torque wrench, tighten the wheel
mounting stud nuts in proper sequence until all nuts
are torqued to half specification. Then repeat the
tightening sequence to the full specified torque of 135
N´m (100 ft. lbs.).
(6) Remove jackstands or lower hoist.
(7)Before moving vehicle, pump the brake
pedal several times to insure the vehicle has a
firm brake pedal.
REAR DISC BRAKE CALIPER
During service procedures, grease or any other for-
eign material must be kept off brake shoe assem-
blies, and braking surfaces of rotor.
Handling of the rotor and caliper, must be done in
such a way as to avoid damage to the rotor and
scratching or nicking of lining on the brake shoes.
If inspection reveals that the caliper piston seal is
leaking, itMUSTbe replaced immediately.
During removal and installation of a wheel and
tire assembly, use care not to strike the caliper.
Fig. 44 Removing Caliper Guide Pin Bolts
Fig. 45 Caliper Assembly Mounting On Steering
Knuckle (Typical)
Fig. 46 Storing Front Disc Brake Caliper
5 - 28 BRAKESNS
REMOVAL AND INSTALLATION (Continued)

REMOVE
(1) Raise vehicle on jackstands or centered on a
hoist. See Hoisting in the Lubrication and Mainte-
nance section of this manual.
(2) Remove rear wheel and tire assemblies from
vehicle.
(3) Remove the disc brake caliper to adapter guide
pin bolts (Fig. 47).
(4) Remove rear caliper from adapter using the fol-
lowing procedure. First rotate rear of caliper up from
the adapter. Then pull the front of the caliper and
the outboard brake shoe anti-rattle clip out from
under the front abutment on the adapter (Fig. 48).
(5) Support caliper to prevent the weight of the
caliper from damaging the flexible brake hose (Fig.
49).
INSTALL
NOTE: Step 1 below is only required when install-
ing the disc brake caliper after new brake shoes
have been installed.
(1) Completely retract caliper piston back into pis-
ton bore of caliper assembly.
(2) Lubricate both adapter abutments with a lib-
eral amount of MopartMultipurpose Lubricant, or
equivalent.
(3) If removed, install the rear rotor on the hub,
making sure it is squarely seated on the face of the
hub.
CAUTION: Use care when installing the caliper
assembly onto the adapter, so the caliper guide pin
bushings do not get damaged by the mounting
bosses.
(4) Carefully lower caliper and brake shoes over
rotor and onto the adapter using the reverse proce-
dure for removal (Fig. 48).
CAUTION: When installing guide pin bolts extreme
caution should be taken not to crossthread the cal-
iper guide pin bolts.
(5) Install the caliper guide pin bolts. Tighten the
guide pin bolts to a torque of 22 N´m (192 in. lbs.).
(6) Install the wheel and tire assembly.
(7) Tighten the wheel mounting stud nuts in
proper sequence until all nuts are torqued to half
specification. Then repeat the tightening sequence to
the full specified torque of 129 N´m (95 ft. lbs.).
(8) Remove jackstands or lower hoist.
CAUTION: Before moving vehicle, pump the brake
pedal several times to insure the vehicle has a firm
brake pedal to adequately stop vehicle.
Fig. 47 Removing Caliper Guide Pin Bolts
Fig. 48 Removing / Installing Caliper
Fig. 49 Correctly Supported Caliper
NSBRAKES 5 - 29
REMOVAL AND INSTALLATION (Continued)

(6) Remove the rear rotor from the hub by pulling
it straight off the wheel mounting studs.
(7) Remove the outboard brake shoe from the cali-
per. Brake shoe is removed by prying brake shoeretaining clip over raised area on caliper and sliding
the brake shoe off the caliper.
(8) Remove inboard brake shoe from caliper.
Inboard brake shoe is removed by pulling it out of
the caliper piston, until the retaining clip is free of
the piston (Fig. 58).
CALIPER INSPECTION
Check for piston seal leaks (brake fluid in and
around boot area and inboard lining) and for any
ruptures of the piston dust boot. If boot is damaged,
or fluid leak is visible, disassemble caliper assembly
and install a new seal and boot, (and piston if
scored). Refer to procedures titled Disc Brake Caliper
Disassembly.
Check the caliper dust boot and caliper pin bush-
ings to determine if they are in good condition.
Replace if they are damaged, dry, or found to be brit-
tle. Refer to Cleaning And Inspection Of Brake Cali-
per.
INSTALL
NOTE: Step 1 below is only required when install-
ing a caliper after new brake shoes have been
installed.
(1) Completely retract caliper piston back into pis-
ton bore of caliper assembly.
(2) Lubricate both adapter abutments with a lib-
eral amount of MopartMultipurpose Lubricant, or
equivalent.
(3) If removed, install the rear rotor on the hub,
making sure it is squarely seated on the face of the
hub.
(4) Install the inboard brake shoe into the caliper
piston by firmly pressing it into the piston bore using
your thumbs. Be sure inboard brake shoe is posi-
tioned squarely against the face of the caliper piston
(Fig. 59).
Fig. 55 Caliper Guide Pin Bolts
Fig. 56 Removing / Installing Caliper
Fig. 57 Correctly Supported Caliper
Fig. 58 Removing Inboard Brake Shoe
5 - 32 BRAKESNS
REMOVAL AND INSTALLATION (Continued)