2003 CHRYSLER CARAVAN suspension

Here is how the height sensing proportioning valve
differs from a standard proportioning valve. As the
height of the rear suspension changes, the height
sensing portion of the proportioning valve changes
the split point of the proportioning valve. When the
height of the rear suspension is low, the proportion-
ing valve interprets this as extra load and the split
point of the proportioning valve is raised to a higher
pressure to allow for more rear braking. When the
height of the rear suspension is high, the proportion-
ing valve interprets this as a light load and the split
point of the proportioning valve is lowered to a lower
pressure and rear braking is reduced.
The height sensing proportioning valve regulates
the pressure by sensing the load condition of the
vehicle through the movement of the proportioning
valve actuator lever (Fig. 72). As the position of the
rear axle changes, depending on the load the vehicle
is carrying, the movement is transferred to the pro-
portioning valve. The proportioning valve adjusts the
hydraulic pressure accordingly.
The height sensing proportioning valve allows the
brake system to maintain the optimal front to rear
brake balance regardless of the vehicle load condi-
tion. Under a light load condition, hydraulic pressure
to the rear brakes is minimized. As the rear load con-
dition increases, so does the hydraulic pressure to
the rear brakes.
DIAGNOSIS AND TESTING - PROPORTIONING
VALVE (HEIGHT SENSING)
CAUTION: The use of aftermarket load leveling or
load capacity increasing devices on this vehicle is
prohibited. Using air shock absorbers or helpersprings on this vehicle will cause the height sens-
ing proportioning valve to inappropriately reduce
the hydraulic pressure to the rear brakes. This inap-
propriate reduction in hydraulic pressure potentially
could result in increased stopping distance of the
vehicle.
When a premature rear wheel skid is obtained on a
brake application, it may be an indication that the
hydraulic pressure to the rear brakes is above the
specified output from the proportioning valve. This
condition indicates a possible malfunction of the
height sensing proportioning valve, which will
require testing to verify that it is properly controlling
the hydraulic pressure allowed to the rear brakes.
Premature rear wheel skid may also be caused by
contaminated front or rear brake linings.
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. This vehicles brake system is
not balanced for aftermarket brake shoe assem-
bly lining material.
If both front and rear brakes check OK, proceed
with the following test procedure for the height sens-
ing proportioning valve.
(1) Road test the vehicle to determine which rear
wheel brake is exhibiting premature wheel skid.
(2) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-
DURE)
(3) Remove the chassis brake tube going to the
rear brake in question at the proportioning valve.
Remove the chassis brake tube coming from the junc-
tion block at the proportioning valve (Fig. 73).
(4) Install the appropriate fittings from Pressure
Test Fittings, Special Tool 6833, into the open ports
of the proportioning valve.
(5) Install the previously removed brake lines into
the Pressure Test Fittings. Tighten all tube nuts to
17 N´m (145 in. lbs.).
(6) Install a pressure gauge from Gauge Set, Spe-
cial Tool C-4007-A into the open port on each pres-
sure test fitting. Bleed air out of hose from pressure
test fittings to pressure gauges at the pressure
gauges. Then bleed air out of the brake line being
tested at that rear wheel brake bleeder.
NOTE: Actuator rod is a linear spring and is meant
to flex by design. When rod is raised, it will have
some curvature to it.
Fig. 72 HEIGHT SENSING PROPORTIONING VALVE
1 - PROPORTIONING VALVE
2 - ACTUATOR LEVER
3 - AXLE BRACKET
4 - REAR AXLE
RSBRAKES - BASE5-49
PROPORTIONING VALVE (Continued)
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ROTOR RUNOUT
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 rotor runout on the vehicle, first remove
the tire and wheel assembly. Reinstall the wheel
mounting nuts on the studs, tightening the rotor to
the hub. Mount the Dial Indicator, Special Tool
C-3339, with Mounting Adaptor, Special Tool SP-
1910 on steering arm. The dial indicator plunger
should contact braking surface of rotor approximately
ten millimeters from edge of rotor (Fig. 76). Check
lateral runout on both sides of the rotor, marking the
low and high spots on both. Runout limits can be
found in the specification table in this section. (Refer
to 5 - BRAKES/HYDRAULIC/MECHANICAL/RO-
TOR - SPECIFICATIONS)
If runout is in excess of the specification, check the
lateral runout of the hub face. Before removing the
rotor from the hub, place a chalk mark across both
the rotor and the one wheel stud closest to where the
high runout measurement was taken. This way, the
original mounting spot of the rotor on the hub is
indexed (Fig. 77).
Remove the rotor from the hub.
NOTE: Clean the hub face surface before checking
runout. This provides a clean surface to get an
accurate indicator reading.Mount Dial Indicator, Special Tool C-3339, and
Mounting Adaptor, Special Tool SP-1910, to the steer-
ing knuckle. Position the indicator stem so it contacts
the hub face near the outer diameter. Care must be
taken to position stem outside of the stud circle, but
inside of the chamfer on the hub rim (Fig. 78).
Hub runout should not exceed 0.03 mm (0.0012
inch). If runout exceeds this specification, the hub
must be replaced. (Refer to 2 - SUSPENSION/
FRONT/HUB / BEARING - REMOVAL)(Refer to 2 -
SUSPENSION/REAR/HUB / BEARING - REMOVAL)
If the hub runout does not exceed this specifica-
tion, install the rotor back on the hub, aligning the
chalk marks on the rotor with a wheel mounting
Fig. 75 Checking Rotor For Thickness
1 - CALIPER
Fig. 76 Checking Rotor Runout
1 - SPECIAL TOOL SP-1910
2 - 10 MILLIMETERS FROM EDGE
3 - DISC SURFACE
4 - SPECIAL TOOL C-3339
Fig. 77 Marking Rotor and Wheel Stud
1 - CHALK MARK
5 - 52 BRAKES - BASERS
ROTOR (Continued)
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SUPPORT PLATE - DRUM
BRAKE
REMOVAL
(1) Using a brake pedal depressor, move and
secure brake pedal to a position past its first 1 inch
of travel. This will prevent brake fluid from draining
out of master cylinder when brake tube is remove
from wheel cylinder.
(2) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-
DURE).
(3) Remove wheel and tire assembly.
(4) Disconnect brake tube from rear of wheel cylin-
der. Cap open ends
(5) Remove brake drum.
(6) Remove brake shoes from brake support plate.
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
BRAKE PADS/SHOES - REMOVAL).
(7) Remove the 2 bolts attaching the wheel cylin-
der to the brake support plate.
(8) Remove the wheel cylinder from the brake sup-
port plate.
(9) Disconnect the park brake cable from the park
brake actuation lever.
(10) Using a suitable tool such as a 14 mm box
wrench (Fig. 84) or an aircraft type hose clamp, com-
press the flared legs on park brake cable retainer.
Then pull the park brake cable out of brake support
plate.
(11) Remove the rear hub and bearing. (Refer to 2
- SUSPENSION/REAR/HUB / BEARING -
REMOVAL)(12) Remove the rear brake support plate from the
rear axle.
INSTALLATION
(1) Install the 4 hub and bearing to axle mounting
bolts into the mounting holes in the flange of the
rear axle.
(2) Install the rear brake support plate on the 4
mounting bolts installed in the flange of the rear axle
(Fig. 85).
(3) Install the rear hub and bearing (and connect
wheel speed sensor where applicable) stopping short
of installing the brake drum. (Refer to 2 - SUSPEN-
SION/REAR/HUB / BEARING - INSTALLATION)
(4) Install the rear park brake cable into its
mounting hole in the rear brake support plate.
(5) Install the park brake cable on the park brake
actuation lever.
(6) Apply sealant such as Mopar Gasket-In-A-Tube
or equivalent around the wheel cylinder opening in
the brake support plate.
(7) Install wheel cylinder onto brake support.
Install and tighten the wheel cylinder to brake sup-
port plate attaching bolts to 8 N´m (75 in. lbs.)
torque.
(8) Install brake tube into wheel cylinder. Tighten
tube nut to a torque of 17 N´m (145 in. lbs.) torque.
(9) Install the rear brake shoes on the brake sup-
port plate. (Refer to 5 - BRAKES/HYDRAULIC/ME-
CHANICAL/BRAKE PADS/SHOES -
INSTALLATION).
(10) Install brake drum.
(11) Install wheel and tire.
(12) Tighten wheel stud nuts to 135 N´m (100 ft.
lbs.).
Fig. 84 Removing Park Brake Cable From Brake
Support Plate
1 - PARK BRAKE CABLE
2 - CABLE RETAINER
3 - 14 mm BOX WRENCH
4 - BRAKE SUPPORT PLATE
Fig. 85 Brake Support Plate Mounted On Bearing
Attaching Bolts
1 - REAR BRAKE SUPPORT PLATE
2 - HUB/BEARING MOUNTING BOLTS
5 - 56 BRAKES - BASERS
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BRAKES - ABS
TABLE OF CONTENTS
page page
BRAKES - ABS
DESCRIPTION
DESCRIPTION - ANTILOCK BRAKE
SYSTEM............................75
DESCRIPTION - ANTILOCK BRAKE
SYSTEM (EXPORT)....................75
DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING...............75
DESCRIPTION - TRACTION CONTROL
SYSTEM............................76
OPERATION
OPERATION - ANTILOCK BRAKE SYSTEM . . 76
OPERATION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING...............77
OPERATION - TRACTION CONTROL
SYSTEM............................77
CAUTION
CAUTIONS..........................78
STANDARD PROCEDURE - ANTILOCK BRAKE
SYSTEM BLEEDING...................78
SPECIFICATIONS
ABS FASTENER TORQUE...............79
TONE WHEEL RUNOUT................79
WHEEL SPEED SENSOR AIR GAP........79
FRONT WHEEL SPEED SENSOR
REMOVAL.............................79
INSTALLATION.........................80
REAR WHEEL SPEED SENSOR - AWD
REMOVAL.............................80INSTALLATION.........................80
REAR WHEEL SPEED SENSOR - FWD
REMOVAL.............................81
INSTALLATION.........................81
TONE WHEEL
INSPECTION - TONE WHEEL..............82
TRACTION CONTROL SWITCH
DIAGNOSIS AND TESTING - TRACTION
CONTROL SWITCH....................82
HYDRAULIC/MECHANICAL
OPERATION - HYDRAULIC CIRCUITS AND
VALVES .............................83
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION.........................89
OPERATION...........................89
ICU (INTEGRATED CONTROL UNIT)
DESCRIPTION.........................89
OPERATION...........................90
REMOVAL
REMOVAL - LHD......................90
REMOVAL - RHD......................91
DISASSEMBLY - ICU....................93
ASSEMBLY - ICU.......................94
INSTALLATION
INSTALLATION - LHD..................94
INSTALLATION - RHD..................95
BRAKES - ABS
DESCRIPTION
DESCRIPTION - ANTILOCK BRAKE SYSTEM
This section covers the physical and operational
descriptions and the on-car service procedures for the
Mark 20e Antilock Brake System and the Mark 20e
Antilock Brake System with traction control.
The purpose of the antilock brake system (ABS) is
to prevent wheel lockup under braking conditions on
virtually any type of road surface. Antilock braking is
desirable because a vehicle that is stopped without
locking the wheels retains directional stability and
some steering capability. This allows the driver to
retain greater control of the vehicle during braking.
DESCRIPTION - ANTILOCK BRAKE SYSTEM
(EXPORT)
Four-wheel disc antilock brakes are standard on all
models. The Mark 20e antilock brake system is used
on all models. Depending on whether the vehicle is a
left-hand drive (LHD) or right-hand drive (RHD)
model, the integrated control unit (ICU) is located in
one of two locations. On LHD models, the ICU is
mounted above the front suspension cradle/cross-
member below the master cylinder. On RHD models,
the ICU is located behind the front suspension cra-
dle/crossmember on the left side of the vehicle.
DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING
Vehicles equipped with ABS use electronic variable
brake proportioning (EVBP) to balance front-to-rear
braking. The EVBP is used in place of a rear propor-
RSBRAKES - ABS5-75
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tioning valve. The EVBP system uses the ABS sys-
tem to control the slip of the rear wheels in partial
braking range. The braking force of the rear wheels
is controlled electronically by using the inlet and out-
let valves located in the integrated control unit
(ICU).
EVBP activation is invisible to the customer since
there is no pump motor noise or brake pedal feed-
back.
DESCRIPTION - TRACTION CONTROL SYSTEM
Traction control reduces wheel slip and maintains
traction at the driving wheels at speeds below 56
km/h (35 mph) when road surfaces are slippery. The
traction control system reduces wheel slip by braking
the wheel that is losing traction.
HYDRAULIC SHUTTLE VALVES
Two pressure relief hydraulic shuttle valves are
included on vehicles with traction control. These
valves are located inside the HCU and cannot be ser-
viced separately from the HCU.
TRACTION CONTROL LAMP
The traction control function lamp is located in the
transmission range indicator display of the instru-
ment cluster, displaying TRAC, TRAC OFF or nei-
ther depending on system mode.
The TRAC OFF lamp is controlled by a Traction
Control Off switch that is a momentary contact type
switch. The Traction Control Off switch is located on
the steering column upper shroud.
OPERATION
OPERATION - ANTILOCK BRAKE SYSTEM
There are a few performance characteristics of the
Mark 20e Antilock Brake System that may at first
seem abnormal, but in fact are normal. These char-
acteristics are described below.
NORMAL BRAKING
Under normal braking conditions, the ABS func-
tions the same as a standard base brake system with
a diagonally split master cylinder and conventional
vacuum assist.
ABS BRAKING
ABS operation is available at all vehicle speeds
above 3±5 mph. If a wheel locking tendency is
detected during a brake application, the brake system
enters the ABS mode. During ABS braking, hydraulic
pressure in the four wheel circuits is modulated to
prevent any wheel from locking. Each wheel circuit is
designed with a set of electric solenoids to allow mod-ulation, although for vehicle stability, both rear wheel
solenoids receive the same electrical signal. Wheel
lockup may be perceived at the very end of an ABS
stop and is considered normal.
During an ABS stop, the brakes hydraulic system
is still diagonally split. However, the brake system
pressure is further split into three control channels.
During antilock operation of the vehicle's brake sys-
tem, the front wheels are controlled independently
and are on two separate control channels, and the
rear wheels of the vehicle are controlled together.
The system can build and release pressure at each
wheel, depending on signals generated by the wheel
speed sensors (WSS) at each wheel and received at
the controller antilock brake (CAB).
NOISE AND BRAKE PEDAL FEEL
During ABS braking, some brake pedal movement
may be felt. In addition, ABS braking will create
ticking, popping, or groaning noises heard by the
driver. This is normal and is due to pressurized fluid
being transferred between the master cylinder and
the brakes. If ABS operation occurs during hard
braking, some pulsation may be felt in the vehicle
body due to fore and aft movement of the suspension
as brake pressures are modulated.
At the end of an ABS stop, ABS is turned off when
the vehicle is slowed to a speed of 3±4 mph. There
may be a slight brake pedal drop anytime that the
ABS is deactivated, such as at the end of the stop
when the vehicle speed is less than 3 mph or during
an ABS stop where ABS is no longer required. These
conditions exist when a vehicle is being stopped on a
road surface with patches of ice, loose gravel, or sand
on it. Also, stopping a vehicle on a bumpy road sur-
face activates ABS because of the wheel hop caused
by the bumps.
TIRE NOISE AND MARKS
Although the ABS system prevents complete wheel
lockup, some wheel slip is desired in order to achieve
optimum braking performance. Wheel slip is defined
as follows: 0 percent slip means the wheel is rolling
freely and 100 percent slip means the wheel is fully
locked. During brake pressure modulation, wheel slip
is allowed to reach up to 25±30 percent. This means
that the wheel rolling velocity is 25±30 percent less
than that of a free rolling wheel at a given vehicle
speed. This slip may result in some tire chirping,
depending on the road surface. This sound should not
be interpreted as total wheel lockup.
Complete wheel lockup normally leaves black tire
marks on dry pavement. The ABS will not leave dark
black tire marks since the wheel never reaches a
fully locked condition. However, tire marks may be
noticeable as light patched marks.
5 - 76 BRAKES - ABSRS
BRAKES - ABS (Continued)
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(8) Remove the 3 bolts (Fig. 20) attaching the ICU
mounting bracket to the front suspension crossmem-
ber.
(9) Remove ICU and the mounting bracket as a
unit from the vehicle.
(10) Remove the 3 bolts (Fig. 21) mounting the
ICU to the mounting bracket. Separate the ICU from
the mounting bracket.
(11) For the procedure on separating and attaching
the CAB to the HCU, refer to DISASSEMBLY.DISASSEMBLY - ICU
(1) Remove the ICU from the vehicle. (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/ICU (INTE-
GRATED CONTROL UNIT) - REMOVAL)
(2) Disconnect the pump/motor wiring harness
from the CAB (Fig. 22).
(3) Remove the 4 bolts (Fig. 23) attaching the CAB
to the HCU.
(4) Remove the CAB from the HCU (Fig. 24).
Fig. 20 ICU To Suspension Cradle Mounting Bolts
1 - HCU MOUNTING BRACKET BOLTS
2 - HCU MOUNTING BRACKET BOLT
3 - CAB
4 - HCU MOUNTING BRACKET
5 - HCU
Fig. 21 ICU Mounting Bolts
1 - HCU
2 - HCU MOUNTING BOLTS
3 - HCU MOUNTING BRACKET
Fig. 22 INTEGRATED CONTROL UNIT (ICU)
1 - PUMP/MOTOR
2 - HCU
3 - PUMP/MOTOR CONNECTOR
4 - CAB
Fig. 23 (TYPICAL) CAB Attaching Bolts
1 - MOUNTING BOLTS
2 - CAB
3 - HCU VALVE BLOCK
RSBRAKES - ABS5-93
ICU (INTEGRATED CONTROL UNIT) (Continued)
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(22) Road test vehicle to ensure proper operation
of the base and antilock brake systems.
INSTALLATION - RHD
(1) Install the ICU on the mounting bracket (Fig.
21). Install the 3 bolts (Fig. 21) attaching the ICU to
the mounting bracket. Tighten the 3 mounting bolts
to a torque of 11 N´m (97 in. lbs.).
CAUTION: The ICU mounting bracket to front sus-
pension cradle mounting bolts have a unique corro-
sion protection coating and a special aluminum
washer. For this reason, only the original, or origi-
nal equipment Mopar replacement bolts can be
used to mount the ICU bracket to the front suspen-
sion crossmember.
(2) Install the ICU and its mounting bracket as an
assembly on the front suspension crossmember.
Install the 3 bolts attaching the ICU bracket to the
crossmember (Fig. 20). Tighten the 3 mounting bolts
to a torque of 28 N´m (250 in. lbs.).
CAUTION: Because of the flexible section in the pri-
mary and secondary brake tubes, and the brake
tubes between the HCU and the proportioning
valve, the brake tubes must be held in proper ori-
entation when tightened and torqued. These tubes
must not contact each other or other vehicle com-
ponents when installed. Also, after the brake tubes
are installed on the HCU, ensure all spacer clips are
reinstalled on the brake tubes.
CAUTION: When installing the chassis brake tubes
on the HCU valve block, they must be located cor-
rectly in the valve block to ensure proper ABS oper-
ation. Refer to (Fig. 19) for the correct chassis
brake tube locations.
NOTE: The chassis brake tube attachment locations
to the HCU, are marked on the bottom of the ICU
mounting bracket.
(3) Install the 6 chassis brake tubes into their cor-
rect port locations on the HCU valve block as shown
in (Fig. 19). Tighten the tube nuts to a torque of 17
N´m (145 in. lbs.).
NOTE: Before installing the 24-way connector in the
CAB be sure the seal is properly installed in the
connector.(4) Install the 24-way connector (Fig. 17) on the
CAB using the following procedure. Position the
24-way connector in the socket of the CAB and care-
fully push it down as far as possible. When connector
is fully seated by hand into the CAB socket, push in
the connector lock (Fig. 18). This will pull the connec-
tor into the socket of the CAB and lock it in the
installed position.
NOTE: The CAB wiring harness must be clipped to
the ICU mounting bracket. This will ensure the wir-
ing harness is properly routed and does not contact
the brake tubes or the body of the vehicle.
(5) Clip the cab wiring harness (Fig. 17) to the
ICU mounting bracket.
(6) Install the routing clips (Fig. 25) on the brake
tubes.
(7) Lower the vehicle.
(8) Connect negative cable back on negative post of
the battery.
(9) Bleed the base and ABS hydraulic systems.
(Refer to 5 - BRAKES - STANDARD PROCEDURE)
(10) Road test vehicle to ensure proper operation
of the base and antilock brake systems.
Fig. 25 Brake Tube Routing Clips
1 - ROUTING CLIP
2 - HCU
3 - BRAKE TUBES
4 - ROUTING CLIP
RSBRAKES - ABS5-95
ICU (INTEGRATED CONTROL UNIT) (Continued)
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SERVICE DIAGNOSIS - CLUTCH GRAB/CHATTER
CONDITION POSSIBLE CAUSES CORRECTION
CLUTCH DISC FACING
COVERED WITH OIL OR
GREASEOil leak at engine rear main or
transaxle input shaft seal.Correct leak and replace modular clutch
assembly (2.4L Gas) or clutch cover and disc
(2.5L TD).
Too much grease applied to splines
of disc and input shaft.Apply lighter coating of grease to splines.
NO FAULT FOUND WITH
CLUTCH
COMPONENTSProblem actually related to
suspension or driveline component.Further diagnosis required. Check engine/
transmission mounts, suspension attaching
parts and other driveline components as
needed.
Engine related problems. Check EFI and ignition systems.
PARTIAL ENGAGEMENT
OF CLUTCH DISCClutch cover, spring, or release
fingers bent, distorted (rough
handling, improper assembly).Replace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
Clutch disc damaged or distorted. Replace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
Clutch misalignment. Verify modular clutch pilot plate alignment to
crankshaft. Replace the modular clutch
assembly (2.4L Gas) or clutch cover and disc
(2.5L TD) if the pilot plate is loose or bent.
Improper transaxle-to-engine
installation.Verify transaxle is properly installed to
engine.
SERVICE DIAGNOSIS - CLUTCH SLIPS
CONDITION POSSIBLE CAUSES CORRECTION
DISC FACING WORN
OUTNormal wear. Replace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
Driver frequently rides (slips) clutch,
results in rapid wear, overheating.Replace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
Insufficient clutch cover diaphragm
spring tensionReplace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
CLUTCH DISC FACING
CONTAMINATED WITH
OIL OR GREASELeak at rear main oil seal or
transaxle input shaft sealReplace leaking seals. Replace modular
clutch assembly (2.4L Gas) or clutch cover
and disc (2.5L TD).
Excessive amount of grease applied
to input shaft splinesApply less grease to input shaft. Replace
modular clutch assembly (2.4L Gas) or clutch
cover and disc (2.5L TD).
Road splash, water entering housing Seal housing. Inspect clutch assembly.
CLUTCH IS RUNNING
PARTIALLY
DISENGAGEDRelease bearing sticking or binding,
does not return to normal running
position.Verify that bearing is actually binding. Then,
replace bearing and transmission front
bearing retainer if sleeve surface is
damaged.
Clutch pedal not returning to static
position.Inspect pedal assembly for damage and/or
obstructions. Replace componnents as
necessary.
Clutch master cylinder or pushrod
damaged causing high preload.Replace clutch master cylinder assembly.
Slave cylinder binding or stuck. Replace slave cylinder.
6 - 4 CLUTCHRS
CLUTCH (Continued)
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