1996 CHRYSLER VOYAGER brakes

normal. This may indicate:(1)Abnormal loss of
brake fluid in the master cylinder fluid reservoir
resulting from a leak in the hydraulic system.(2)
Brake shoe linings which have worn to a point
requiring replacement.
As the brake fluid drops below the minimum level,
the brake fluid level sensor closes to ground the
brake warning light circuit. This will turn on the red
brake warning light. At this time, master cylinder
fluid reservoir should be checked and filled to the full
mark with DOT 3 brake fluid.If brake fluid level
has dropped below the add line in the master
cylinder fluid reservoir, the entire brake
hydraulic system should be checked for evi-
dence of a leak.
STOP LAMP SWITCH
The stop lamp switch controls operation of the
vehicles stop lamps. Also, if the vehicle is equippedwith speed control, the stop lamp switch will deacti-
vate speed control when the brake pedal is
depressed.
The stop lamp switch controls operation of the
right and left tail, stop and turn signal lamp and
CHMSL lamp, by supplying battery current to these
lamps.
The stop lamp switch controls the lamp operation
by opening and closing the electrical circuit to the
stop lamps.
HUB/BEARING REAR WHEEL
The rear hub and bearing assembly used on this
vehicle is serviceable only as a complete assembly. No
attempt should be made to disassemble a rear hub
and bearing assembly in an effort to repair it.
The rear hub and bearing assembly is attached to
the rear axle using 4 mounting bolts that are remov-
able from the back of the rear hub/bearing.
DIAGNOSIS AND TESTING
BRAKE SYSTEM BASIC DIAGNOSIS GUIDE
SYMPTOMCHART 1
MISC.
COND.CHART 2
WARNING
LIGHTCHART 3
POWER
BRAKESCHART 4
BRAKE
NOISECHART 5
WHEEL
BRAKES
Brake Warning Light On X NO NO
Excessive Pedal Travel 6 X NO O
Pedal Goes To The Floor 6 X
Stop Light On Without Brakes 3
All Brakes Drag 5
Rear Brakes Drag 2 NO NO
Grabby Brakes O X
Spongy Brake Pedal X NO
Premature Rear Brake Lockup 4 NO NO O
Excessive Pedal Effort 1 O
Rough Engine Idle NO O
Brake Chatter (Rough) NO NO X
Surge During Braking NO NO X
Noise During Braking NO NO X
Rattle Or Clunking Noise NO NO X
Pedal Pulsates During Braking NO NO X
Pull To Right Or Left NO NO X
No: Not A Possible Cause X: Most Likely Cause O: Possible Cause
NSBRAKES 5 - 9
DESCRIPTION AND OPERATION (Continued)

BRAKE SYSTEM DIAGNOSIS CHARTS
MISCELLANEOUS BRAKE SYSTEM CONDITIONS
5 - 10 BRAKESNS
DIAGNOSIS AND TESTING (Continued)

RED BRAKE WARNING LAMP FUNCTION
NSBRAKES 5 - 11
DIAGNOSIS AND TESTING (Continued)

POWER BRAKE SYSTEM DIAGNOSTICS
5 - 12 BRAKESNS
DIAGNOSIS AND TESTING (Continued)

VEHICLE ROAD TEST
BRAKE NOISE
NSBRAKES 5 - 13
DIAGNOSIS AND TESTING (Continued)

ADJUSTER REAR DRUM BRAKE (AUTOMATIC)
The rear drum brakes on this vehicle automatically
adjust, when required, during the normal operation
of the vehicle every time the brakes are applied. Use
the following procedure to test the operation of the
automatic adjuster.
Place the vehicle on a hoist with a helper in the
driver's seat to apply the brakes. Remove the access
plug from the adjustment hole in each brake support
plate to provide visual access of the brake adjuster
star wheel.
Remove the park brake cable, for the wheel of the
vehicle that is being worked on, from the park brake
cable equalizer (Fig. 12). This is required to gain
access to the star wheel. If the cable is not removed
from the equalizer, the cable and spring inside of the
brake drum is in the way of the star wheel.
To eliminate the condition where maximum adjust-
ment of the rear brake shoes, does not allow the
automatic adjuster to operate when tested, back the
star wheel off approximately 30 notches. It will be
necessary to hold the adjuster lever away from the
star wheel to permit this adjustment.
Have the helper apply the brakes. Upon applica-
tion of the brake pedal, the adjuster lever lever
should move down, turning the adjuster star wheel.
Thus, a definite rotation of the adjuster star wheel
can be observed if the automatic adjuster is working
properly. If one or more adjusters do not function
properly, the respective drum must be removed for
adjuster servicing.
BRAKE ROTOR
Any servicing of the rotor requires extreme care to
maintain the rotor to within service tolerances to
ensure proper brake action.Before refinishing or refacing a rotor, the rotor
should be checked and inspected for the following
conditions:
Braking surface scoring, rust, impregnation of lin-
ing material and worn ridges.
Excessive rotor lateral runout or wobble.
Thickness variation in braking surface of the rotor
(Parallelism).
Dishing or distortion in braking surface of the
rotor (Flatness).
If a vehicle has not been driven for a period of
time, the rotors will rust in the area not covered by
the brake lining and cause noise and chatter when
the brakes are applied.
Excessive wear and scoring of the rotor can cause
temporary improper lining contact if ridges are not
removed from braking surface of rotor before instal-
lation of new brake shoe assemblies.
Some discoloration and/or wear of the rotor surface
is normal and does not require resurfacing when lin-
ings are replaced.
Excessive runout or wobble in a rotor can increase
pedal travel due to piston knock-back. This will also
increase guide pin bushing wear due to the tendency
of the caliper to follow rotor wobble.
Thickness variation in a rotor can also result in
pedal pulsation, chatter and surge due to variation in
brake output. This can also be caused by excessive
runout in the rotor and/or the hub.
Dishing or distortion can be caused by extreme
heat and abuse of the brakes.
CHECKING ROTOR FOR RUNOUT AND
THICKNESS
NOTE: The procedure for checking rotor runout
and thickness is the same for the front and rear
rotor. If there is a specification difference between
the front and rear rotor it will be designated as
such in the specifications of the following proce-
dure.
On-vehicle rotor runout is the combination of the
individual runout of the hub face and the runout of
the rotor. (The hub and rotor runouts are separable).
To measure runout on the vehicle, remove the wheel
and reinstall the lug nuts tightening the rotor to the
hub. Mount Dial Indicator, Special Tool C-3339 with
Mounting Adaptor, Special Tool SP- 1910 on steering
arm. Dial indicator plunger should contact braking
surface of rotor approximately 10 mm (0.393 in.)
from outer edge of rotor (Fig. 13). Check lateral
runout on both sides of rotor. Lateral runout of the
rotor should not exceed 0.13 mm (0.005 inch).
If lateral runout is in excess of the specification,
check the lateral runout of the hub face. Before
removing rotor from hub, make a chalk mark across
Fig. 12 Park Brake Cable Equlizer
5 - 14 BRAKESNS
DIAGNOSIS AND TESTING (Continued)

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)