2000 DODGE NEON pressure

(7) Remove nut and bolt (Fig. 5) retaining ball
joint stud into steering knuckle.
NOTE: Use caution when separating ball joint stud
from steering knuckle, so ball joint seal does not
get damaged.
(8) Separate ball joint stud from steering knuckle
by prying down on lower control arm (Fig. 6).NOTE: Care must be taken not to separate the
inner C/V joint during this operation. Do not allow
driveshaft to hang by inner C/V joint, driveshaft
must be supported.
(9) Remove driveshaft from steering knuckle by
pulling outward on knuckle while pressing in on
driveshaft. Support outer end of driveshaft assembly.
If difficulty in separating driveshaft from steering
knuckle is encountered, perform the following proce-
dure:
(a) Install Puller, Special Tool 6790 on hub and
bearing assembly (Fig. 7), using wheel lug nuts to
secure it in place.
(b) Install a wheel lug nut on wheel stud to pro-
tect the threads on the stud. Install a flat blade
pry tool to keep hub from turning. Using Puller,
force the driveshaft outer stub axle from the hub
and bearing assembly (Fig. 8).
(c) Pull steering knuckle assembly out and away
from outer C/V joint of the driveshaft assembly as
shown in (Fig. 5).
(10) Support outer end of the driveshaft assembly.
NOTE: Removal of the inner tripod joints is made
easier if you apply outward pressure on the joint as
you strike the punch with a hammer.
Fig. 5 Steering Knuckle at Lower Control Arm Ball
Joint
1 ± NUT
2 ± BOLT
3 ± BALL JOINT
Fig. 6 Separating Lower Control Arm from Steering
Knuckle
1 ± STEERING KNUCKLE
2±PRYBAR
3 ± LOWER CONTROL ARM
4 ± BALL JOINT STUD
Fig. 7 Puller Installed On Hub/Bearing Assembly
1 ± TOOL 6790
3 - 4 DIFFERENTIAL AND DRIVELINEPL
REMOVAL AND INSTALLATION (Continued)

(7) Clamp sealing boot onto interconnecting shaft
using crimper, Special Tool C-4975-A and the follow-
ing procedure. Place crimping tool C-4975-A over
bridge of clamp (Fig. 27). Tighten nut on crimping
tool C-4975-A until jaws on tool are closed completely
together, face to face (Fig. 28).
CAUTION: Seal must not be dimpled, stretched, or
out±of±shape in any way. If seal is NOT shaped cor-
rectly, equalize pressure in seal and shape it by
hand.(8) Position sealing boot into the tripod housing
retaining groove. Install seal boot retaining clamp
evenly on sealing boot.
CAUTION: The following positioning procedure
determines the correct air pressure inside the inner
tripod joint assembly prior to clamping the sealing
boot to inner tripod joint housing. If this procedure
is not done prior to clamping sealing boot to tripod
joint housing, boot durability can be adversely
affected.
Fig. 25 Spider Assembly Retaining Snap Ring
Installed
1 ± INTERCONNECTING SHAFT
2 ± SPIDER ASSEMBLY
3 ± RETAINING SNAP RING
Fig. 26 Installing Tripod Housing on Spider
Assembly
1 ± TRIPOD JOINT HOUSING
2 ± SPIDER ASSEMBLY
3 ± SEALING BOOT
Fig. 27 Crimping Tool Installed on Sealing Boot
Clamp
1 ± SPECIAL TOOL C-4975A
2 ± INTERCONNECTING SHAFT
3 ± CLAMP
4 ± SEALING BOOT
Fig. 28 Sealing Boot Retaining Clamp Installed
1 ± CLAMP
2 ± JAWS OF SPECIAL TOOL C-4975A MUST BE CLOSED
COMPLETELY TOGETHER HERE
3 ± INTERCONNECTING SHAFT
4 ± SEALING BOOT
PLDIFFERENTIAL AND DRIVELINE 3 - 11
DISASSEMBLY AND ASSEMBLY (Continued)

CAUTION: Seal must not be dimpled, stretched, or
out±of±shape in any way. If seal is NOT shaped cor-
rectly, equalize pressure in seal and shape it by
hand.
(8) Position outer C/V joint sealing boot into its
retaining groove on outer C/V joint housing. Install
sealing boot to outer C/V joint retaining clamp evenly
on sealing boot.
(9) Clamp sealing boot onto outer C/V joint hous-
ing using Crimper, Special Tool C-4975-A and the fol-
lowing procedure. Place crimping tool C-4975-A over
bridge of clamp (Fig. 44). Tighten nut on crimping
tool C-4975-A until jaws on tool are closed completely
together, face to face (Fig. 45).
(10) Install the driveshaft requiring boot replace-
ment back on the vehicle. See Driveshaft Removal
and Installation in this section for the required drive-
shaft installation procedure.
Fig. 43 Sealing Boot Retaining Clamp Installed
1 ± CLAMP
2 ± JAWS OF SPECIAL TOOL C-4975A MUST BE CLOSED
COMPLETELY TOGETHER HERE
3 ± INTERCONNECTING SHAFT
4 ± SEALING BOOTFig. 44 Crimping Tool Installed on Sealing Boot
Clamp
1 ± CLAMP
2 ± TRIPOD JOINT HOUSING
3 ± SPECIAL TOOL C-4975A
4 ± SEALING BOOT
Fig. 45 Sealing Boot Retaining Clamp Installed
1 ± CLAMP
2 ± TRIPOD HOUSING
3 ± SPECIAL TOOL C-4975A
4 ± JAWS OF SPECIAL TOOL C-4975A MUST BE CLOSED
COMPLETELY TOGETHER HERE
5 ± SEALING BOOT
3 - 16 DIFFERENTIAL AND DRIVELINEPL
DISASSEMBLY AND ASSEMBLY (Continued)

DESCRIPTION AND OPERATION
BASE BRAKE SYSTEM OPERATION
When a vehicle needs to be stopped, the driver
applies the brake pedal. The brake pedal pushes the
input rod of the power brake booster into the booster.
The booster uses vacuum to ease pedal effort as force
is transferred through the booster to the master cyl-
inder. The booster's output rod pushes in the master
cylinder's primary and secondary pistons applying
hydraulic pressure through the chassis brake tubes
and proportioning valves (rear only) to the brakes at
each tire and wheel assembly.
Front disc brakes control the braking of the front
wheels; rear braking is controlled by rear drum
brakes as standard equipment. Rear disc brakes and
an antilock brake system (ABS) with traction control
are optional.
The hydraulic brake system is diagonally split on
both the non-antilock and antilock braking systems.
This means the left front and right rear brakes are
on one hydraulic circuit and the right front and left
rear are on the other.
Vehicles equipped with the optional antilock brake
system (ABS) use a system designated Mark 20e.
This system shares most base brake hardware used
on vehicles without ABS. A vehicle equipped with
ABS, however, uses a different master cylinder and
brake tubes. Also included in the ABS system is an
integrated control unit (ICU) and four wheel speed
sensors. These components are described in detail in
the ANTILOCK BRAKE SYSTEM section in this
group of the service manual. All vehicles with ABS
come standard with four-wheel-disc brakes and trac-
tion control.
The parking brakes are hand-operated. When
applied, the parking brake lever pulls on cables that
actuate brake shoes at each rear wheel. The parking
brake lever has an automatic adjusting feature that
takes up any excessive slack in the parking brake
cable system.
BASE BRAKE SYSTEM COMPONENTS
BRAKE PEDAL
A suspended-type brake pedal is used on this vehi-
cle. The pedal pivots on a shaft mounted in the pedal
support bracket under the instrument panel. The
pedal connects to the power brake booster input rod
and pushes it in when the pedal is applied.
The brake pedal and it's pad are serviceable sepa-
rately.
POWER BRAKE BOOSTER
There are two different power brake booster
designs, although externally they appear the same.
All vehicles use a 205 mm tandem diaphragm power
brake booster. The two boosters are internally tuned
differently depending on whether the vehicle is
equipped with the standard front disc/rear drum
brake combination or the optional front disc/rear disc
(four-wheel disc) brake combination. If the power
brake booster requires replacement, be sure it is
replaced with the correct part.
The power brake booster can be identified by the
tag attached to the body of the booster assembly (Fig.
1). This tag contains the following information: The
production part number of the power brake booster,
the date it was built and who manufactured it.
The power brake booster reduces the amount of
force required by the driver to obtain the necessary
hydraulic pressure to stop the vehicle.
The power brake booster is vacuum-operated. The
vacuum is supplied from the intake manifold on the
engine through the power brake booster check valve
(Fig. 2).
As the brake pedal is depressed, the power booster
input rod moves forward. This opens and closes
valves in the power brake booster, allowing atmo-
spheric pressure to enter on one side of a diaphragm.
Engine vacuum is always present on the other side.
This difference in pressure forces the output rod of
the power booster out against the primary piston of
the master cylinder. As the pistons in the master cyl-
inder move forward, hydraulic pressure is created in
the brake system.
Fig. 1 Master Cylinder and Power Brake Booster
1 ± POWER BRAKE BOOSTER PARTS IDENTIFICATION TAG
2 ± POWER BRAKE BOOSTER
3 ± BRAKE FLUID PRESSURE SWITCH
4 ± MASTER CYLINDER
5 - 2 BRAKESPL

The power brake vacuum booster assembly mounts
on the engine side of the dash panel. The booster
input push rod connects to the brake pedal. A vac-
uum line connects the power booster to the intake
manifold. The master cylinder is bolted to the front
of the power brake booster.
MASTER CYLINDER
The base brakes on a vehicle not equipped with
ABS use a standard compensating port master cylin-
der, while vehicles equipped with ABS use a center
valve design master cylinder. The information pro-
vided here applies only to the non-ABS master cylin-
der. For information on the master cylinder used on
vehicles with ABS, refer to the ANTILOCK BRAKE
SYSTEM section in this service manual group.
The non-ABS master cylinder is a four-outlet
design with two screw-in proportioning valves. One is
attached directly to the inboard side of the master
cylinder housing while the other is attached to the
bottom (Fig. 3). Vehicles equipped with rear drum
brakes use a master cylinder with a 22.23 mm (0.875
in.) bore diameter, while vehicles equipped with rear
disc brakes use a 23.82 mm (0.937 in.) bore diameter
master cylinder.
The master cylinder body is an anodized aluminum
casting. It has a machined bore to accept the master
cylinder piston and also has threaded ports with
seats for hydraulic brake line connections.
The master cylinder's primary outlet ports supply
hydraulic pressure to the right front and left rearbrakes while the secondary outlet ports supply
hydraulic pressure to the left front and right rear
brakes (Fig. 3).
BRAKE FLUID RESERVOIR
The master cylinder has the brake fluid reservoir
mounted on top of it which gravity feeds brake fluid
to the master cylinder when it is required. The res-
ervoir is made of see-through plastic and it houses
the brake fluid level switch.
BRAKE FLUID LEVEL SWITCH
The brake fluid level switch is located in the brake
fluid reservoir on the master cylinder (Fig. 1). It
senses the level of the brake fluid within the reser-
voir and when the level drops below an acceptable
level, the switch closes and completes the ground cir-
cuit for the red BRAKE warning lamp. This turns on
the red BRAKE warning lamp. For additional infor-
mation, refer to RED BRAKE WARNING LAMP also
in this section.
PROPORTIONING VALVE
NOTE: Only vehicles without antilock brakes have
proportioning valves. Vehicles with antilock brakes
have electronic brake distribution that is built into
the integrated control unit.
Fig. 2 Power Brake Booster
1 ± MOUNTING STUD
2 ± PARTS IDENTIFICATION TAG
3 ± MASTER CYLINDER MOUNTING STUDS
4 ± VACUUM CHECK VALVE
Fig. 3 Non-ABS Master Cylinder
1 ± RIGHT FRONT BRAKE TUBE
2 ± LEFT FRONT BRAKE TUBE
3 ± LEFT REAR BRAKE TUBE
4 ± REAR PROPORTIONING VALVES
5 ± RIGHT REAR BRAKE TUBE
PLBRAKES 5 - 3
DESCRIPTION AND OPERATION (Continued)

Proportioning valves balance front to rear braking
by controlling the brake fluid hydraulic pressure to
the rear brakes. Under light pedal application, the
proportioning valve allows normal fluid flow to the
rear brakes. Under higher pedal effort, the valve
reduces fluid pressure to the rear brakes.
The non-antilock master cylinder is a four-outlet
design with two screw-in proportioning valves
attached directly to the master cylinder housing (Fig.
3). One proportioning valve controls each rear brake.
BRAKE TUBES AND HOSES
The purpose of the brake tubes and flex hoses is to
transfer the pressurized brake fluid developed by the
master cylinder to the brakes at each wheel of the
vehicle. The flex hoses connect the chassis brake
tubes, which are mounted to the vehicle's underbody,
to the brake at each wheel, allowing for movement of
the vehicle's suspension. The brake tubes are steel
with a corrosion-resistant nylon coating applied to
the external surfaces. The flex hoses are made of
reinforced rubber.
DISC BRAKES (FRONT)
The front disc brakes consist of the following com-
ponents (Fig. 4):
²Brake caliper - single-piston, floating type
²Brake shoes and linings
²Brake rotorWhen the brakes are applied, fluid pressure is sent
to each brake caliper. The pressure at the caliper is
exerted equally against the caliper piston. The pres-
sure applied to the piston is transmitted directly to
the inboard brake shoe. This forces the shoe lining
against the inner surface of the brake rotor. At the
same time, fluid pressure within the caliper piston
bore forces the caliper to slide inward on its guide
pins. This action brings the outboard shoe lining into
contact with the outer surface of the brake rotor.
This pressure on both sides of the brake rotor causes
friction, bringing the vehicle to a stop.
BRAKE CALIPER
The caliper is a one-piece casting with the inboard
side containing a single piston cylinder bore (Fig. 5).
The front disc brake caliper piston, is manufac-
tured from a phenolic compound. The outside diame-
ter of the caliper piston is 54 mm.
A square-cut rubber piston seal is located in a
machined groove in the caliper cylinder bore. This
provides a hydraulic seal between the piston and the
cylinder wall (Fig. 6). The piston seal is designed to
pull the piston back into the bore of the caliper when
the brake pedal is released. This maintains the
proper brake shoe-to-rotor clearance.
A rubber dust boot is installed in the cylinder bore
opening and in a groove in the piston (Fig. 6). This
prevents contamination in the bore area.
The caliper is mounted to the steering knuckle
using bushings, sleeves and two guide pin bolts (Fig.
5). The guide pin bolts thread directly into bosses on
the steering knuckle.
Two machined abutments on the steering knuckle
position the caliper. The guide pin bolts, sleeves, and
bushings control the side-to-side movement of the
caliper. All of the front brake force generated during
braking of the vehicle is taken up directly by the
steering knuckles of the vehicle.
BRAKE SHOES AND LININGS
There are two brake shoes mounted to each caliper,
one inboard and one outboard (Fig. 5). When brake
shoes are replaced, only brake shoes meeting the
original equipment manufacturer (OEM) formulation
(such as Mopartreplacement parts) should be used.
As front disc brake shoe linings wear, master cyl-
inder reservoir brake fluid level will drop. Fluid level
should be checked after replacing shoes.
Front disc brakes are equipped with an audible
wear indicator on the outboard brake pad (Fig. 5).
This sensor emits a sound when the brake lining
may need inspection or replacement.
Fig. 4 Front Disc Brakes
1 ± STEERING KNUCKLE
2 ± BRAKE PADS AND LININGS
3 ± BRAKE ROTOR
4 ± DRIVING HUB
5 ± CALIPER ASSEMBLY
5 - 4 BRAKESPL
DESCRIPTION AND OPERATION (Continued)

BRAKE ROTOR
The brake shoe linings contact the brake rotor.
Each front brake rotor is vented to help cool it during
and after brake applications. It is mounted on the
studs of the front wheel bearing hub.
DRUM BRAKES (REAR)
Rear drum brakes are standard equipment on this
vehicle. The rear drum brakes consist of the major
components listed in the figure (Fig. 7). Other com-
ponents related to the brake shoes themselves can be
seen in the next figure (Fig. 8).
The rear wheel drum brakes are a two-shoe, inter-
nal-expanding type with an automatic adjuster screw
(Fig. 8). The automatic adjuster screw is actuated
each time the brakes are applied. The automatic
adjuster screw is located directly below the rear
brake wheel cylinder.
Fig. 5 Front Disc Brake Caliper
1 ± CALIPER GUIDE PIN BOLT
2 ± SLEEVE
3 ± BUSHING
4 ± CALIPER
5 ± PISTON SEAL
6 ± PISTON
7 ± DUST SEAL
8 ± WEAR INDICATOR
9 ± ANTI-RATTLE CLIP10 ± BRAKE SHOE
11 ± BRAKE SHOE
12 ± ANTI-RATTLE CLIP
13 ± BUSHING
14 ± SLEEVE
15 ± CALIPER GUIDE PIN BOLT
16 ± CAP
17 ± BLEEDER SCREW
Fig. 6 Piston Seal Function
1 ± PISTON
2 ± CYLINDER BORE
3 ± PISTON SEAL BRAKE PRESSURE OFF
4 ± CALIPER HOUSING
5 ± DUST BOOT
6 ± PISTON SEAL BRAKE PRESSURE ON
PLBRAKES 5 - 5
DESCRIPTION AND OPERATION (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
PEDAL PULSATES/SURGES
DURING BRAKING1. Rear brake drum out of round or
disc brake rotor has excessive
thickness variation.1. Isolate condition as rear or front.
Reface or replace brake drums or rotors
as necessary.
PEDAL IS SPONGY 1. Air in brake lines. 1. Bleed brakes.
2. Power brake booster runout
(vacuum assist).2. Check booster vacuum hose and
engine tune for adequate vacuum supply.
Refer to power brake booster in the
diagnosis and testing section.
PREMATURE REAR WHEEL
LOCKUP1. Contaminated brake shoe linings. 1. Inspect and clean, or replace shoes.
Repair source of contamination.
2. Inoperative proportioning valve
(non-ABS vehicles only).2. Test proportioning valves folowing
procedure listed in diagnosis and testing
section. Replace valves as necessary.
3. ABS EBD not functioning. 3. Refer to the ABS section and Chassis
Diagnostic Procedures manual.
4. Improper power brake booster
assist.4. Refer to power brake booster in the
diagnosis and testing section.
STOP LAMPS STAY ON 1. Brake lamp switch out of
adjustment.1. Adjust brake lamp switch.
2. Brake pedal binding. 2. Inspect and replace as necessary.
3. Obstruction in pedal linkage. 3. Remove obstruction.
4. Power Brake Booster not allowing
pedal to return completely.4. Replace power brake booster.
VEHICLE PULLS TO RIGHT
OR LEFT ON BRAKING1. Frozen brake caliper piston. 1. Replace frozen piston or caliper. Bleed
brakes.
2. Contaminated brake shoe lining. 2. Inspect and clean, or replace shoes.
Repair source of contamination.
3. Pinched brake lines. 3. Replace pinched line.
4. Leaking piston seal. 4. Replace piston seal or brake caliper.
5. Suspension problem. 5. Refer to the Suspension group.
PARKING BRAKE -
EXCESSIVE HANDLE
TRAVEL1. Rear brakes out of adjustment. 1. Adjust rear drum brake shoes, or rear
parking brake shoes on vehicles with rear
disc brakes.
POWER BRAKE BOOSTER
BASIC TEST
(1) With engine off, depress and release the brake
pedal several times to purge all vacuum from the
power brake booster.
(2) Depress and hold the pedal with light effort (15
to 25 lbs. pressure), then start the engine.
The pedal should fall slightly, then hold. Less effort
should be needed to apply the pedal at this time. If
the pedal fell as indicated, perform the VACUUM
LEAK TEST listed after the BASIC TEST. If thepedal did not fall, continue on with this BASIC
TEST.
(3) Disconnect the vacuum hose on the side of the
vacuum check valve that leads to the speed control,
then connect a vacuum gauge to the open vacuum
port on the valve.
(4) Start the engine.
(5) When the engine is at warm operating temper-
ature, allow it to idle and check the vacuum at the
gauge.
PLBRAKES 5 - 11
DIAGNOSIS AND TESTING (Continued)