2005 CHRYSLER CARAVAN ABS

PROPORTIONING VALVE
DESCRIPTION - PROPORTIONING VALVE
(HEIGHT SENSING)
NOTE: Only vehicles without antilock brakes (ABS)
have a proportioning valve. Vehicles with ABS uti-
lize electronic brake distribution which is controlled
through the ABS integrated control unit.
Vehicles not equipped with ABS use a height sens-
ing proportioning valve. It is mounted to the body of
the vehicle above the rear axle (Fig. 80). It has an
actuator lever that attaches to the rear axle and
moves with the axle to help the valve sense the vehi-
cle height.
CAUTION: The height sensing proportioning valve
is not adjustable. No attempt should be made to
adjust it. It is replaced as a complete assembly.
CAUTION: The use of after-market load leveling or
load capacity increasing devices on this vehicle are
prohibited. Using air shock absorbers or helper
springs 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.
OPERATION - PROPORTIONING VALVE
(HEIGHT SENSING)
Vehicles not equipped with ABS use a height sens-
ing proportioning valve.
The height sensing proportioning valve operates
similarly to a standard proportioning valve in the fol-
lowing way. As hydraulic pressure is applied to the
valve, full input hydraulic pressure is supplied to the
rear brakes up to a certain pressure point, called the
split point. Beyond the split point, the proportioning
valve reduces the amount of hydraulic pressure to
the rear brakes according to a given ratio. Thus, on
light brake applications, approximately equal
hydraulic pressure will be transmitted to both the
front and rear brakes. Upon heavier brake applica-
tions, the hydraulic pressure transmitted to the rear
brakes will be lower than the front brakes. This will
prevent premature rear wheel lockup and skid.
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. 80). 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.
Fig. 80 HEIGHT SENSING PROPORTIONING VALVE
1 - PROPORTIONING VALVE
2 - ACTUATOR LEVER
3 - AXLE BRACKET
4 - REAR AXLE
RSBRAKES - BASE5-53

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 helper
springs 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. 81).
(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.
(7) Remove the screw fastening the proportioning
valve actuator rod bracket to the rear axle. Raise the
actuator lever to the full-upward position and hold it
there.
(8) With the aid of a helper, apply pressure to the
brake pedal until a pressure of 6895 kPa (1000 psi) is
obtained on the proportioning valve inlet gauge.
Then, based on the type of brake system the vehicle
is equipped with and the pressure specification
shown on the following table, compare the pressure
reading on the outlet gauge to the specification. If
outlet pressure at the proportioning valve is not
within specification when required inlet pressure is
obtained, replace the proportioning valve. (Refer to 5
- BRAKES/HYDRAULIC/MECHANICAL/PROPOR-
TIONING VALVE - REMOVAL)
CAUTION: Do not attempt to adjust the height sens-
ing proportioning valve. If found to be defective,
replace the valve.
(9) Remove the pressure test fittings and pressure
gauges from the proportioning valve.
(10) Install the chassis brake lines in the correct
ports of the proportioning valve. Tighten all tube
nuts to 17 N´m (145 in. lbs.).
(11) If necessary, repeat the above steps on the
remaining side of the proportioning valve which con-
trol the other rear wheel brake.
(12) Attach the actuator lever and bracket to the
rear axle.
(13) Bleed rear brakes. (Refer to 5 - BRAKES -
STANDARD PROCEDURE)
(14) Road test vehicle.
5 - 54 BRAKES - BASERS
PROPORTIONING VALVE (Continued)

(11) Support caliper to prevent the weight of the
caliper from damaging the flexible brake hose (Fig.
134).
(12) Remove the rotor from the hub/bearing.
(13) Remove the park brake cable mounting bolt to
adapter.
(14) Remove the end of the park brake cable from
the actuator lever on the adapter (Fig. 135).(15) Remove the end of the park brake cable from
the adapter. Park brake cable is removed from
adapter using a 1/2 wrench slipped over the park
brake cable retainer as show in (Fig. 136) to com-
press the locking tabs on the park brake cable
retainer.
(16) AWD only - Remove ABS wheel speed sensor
head from hub/bearing (Fig. 137).
Fig. 134 Correctly Supported Caliper
1 - WIRE
2 - CALIPER
3 - ADAPTER
4 - ROTOR
5 - INNER FENDER
Fig. 135 Park Brake Cable Attachment To Actuator
1 - ADAPTER
2 - PARK BRAKE CABLE
3 - ACTUATOR
4 - AXLE
5 - DRIVESHAFT
6 - PARK BRAKE CABLE RETAINER
7 - HORSESHOE CLIP
Fig. 136 Park Brake Cable Removal From Adapter
1 - DRIVESHAFT
2 - 1/2º WRENCH
3 - PARK BRAKE CABLE
4 - PARK BRAKE CABLE RETAINER
5 - ADAPTER
Fig. 137 Speed Sensor Attaching Bolt (AWD)
1 - ADAPTER
2 - TONE WHEEL
3 - WHEEL SPEED SENSOR
4 - AXLE
5 - BOLT
6 - DRIVESHAFT
5 - 80 BRAKES - BASERS
SHOES - PARKING BRAKE (Continued)

(17) FWD only - Remove the ABS wheel speed sen-
sor from the hub/bearing in the following fashion:
(a) Remove secondary (yellow) retaining clip at
rear of wheel speed sensor head (Fig. 138).
(b) Push up on metal retaining clip (Fig. 138)
until it bottoms. This will release wheel speed sen-
sor head from hub and bearing. While holding
metal clip up, pull back on wheel speed sensor
head removing it from hub and bearing.
(c) Remove wheel speed sensor from hub/bear-
ing.
(18) Remove the hub/bearing-to-axle mounting
bolts (Fig. 139).(19) Remove the hub/bearing (Fig. 140).
Fig. 138 Sensor Connection At Hub And Bearing
1 - SECONDARY SENSOR RETAINING CLIP
2 - METAL SENSOR RETAINING CLIP
3 - HUB AND BEARING
Fig. 139 Hub/Bearing Mounting Bolts (AWD Shown)
1 - DRIVESHAFT
2 - MOUNTING BOLTS
3 - AXLE
4 - MOUNTING BOLTS
5 - ADAPTER
Fig. 140 Hub/Bearing Removal/Installation (AWD
Shown)
1 - PARK BRAKE BRAKE SHOE
2 - OUTER C/V JOINT
3 - HUB/BEARING
4 - PARK BRAKE BRAKE SHOE
5 - STUB SHAFT
RSBRAKES - BASE5-81
SHOES - PARKING BRAKE (Continued)

until it snaps into place on the metal retaining
clip.
(c) Install secondary (yellow) retaining clip over
wheel speed sensor head and engage the tabs on
each side.
(15) Install the park brake cable into its mounting
hole in the adapter.Be sure all the locking tabs
on the park brake cable retainer are expanded
out to ensure the cable will not pull out of the
adapter.
(16) Install the end of the park brake cable on the
park brake actuator lever (Fig. 135).
(17) Attach park brake cable to adapter using
mounting bolt.
(18) Remove the locking pliers (Fig. 131) from the
front park brake cable.
(19) Adjust the park brake drum-in-hat brake
shoes. (Refer to 5 - BRAKES/PARKING BRAKE/
SHOES - ADJUSTMENTS).
(20) Install the rotor on the hub/bearing.
(21) Carefully lower caliper and brake shoes over
rotor and onto the adapter using the reverse proce-
dure for removal (Fig. 133).
CAUTION: When installing guide pin bolts extreme
caution should be taken not to crossthread the cal-
iper guide pin bolts.
(22) Install the caliper guide pin bolts (Fig. 132).
Tighten the guide pin bolts to a torque of 35 N´m (26
ft. lbs.).
(23) AWD only - Clean all foreign material off the
threads of the outer C/V joint stub shaft. Install the
washer and hub nut (Fig. 130) on the stub shaft of
the outer C/V joint.
(24) AWD only - Set the parking brake.
(25) AWD only - Tighten the hub nut to a torque of
244 N´m (180 ft. lbs.).
(26) AWD only - Install the spring washer (Fig.
129) on the stub shaft of the outer C/V joint.
(27) AWD only - Install the nut retainer and cotter
pin (Fig. 128) on the stub shaft of the outer C/V joint.
(28) Install the wheel and tire assembly. 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.).
(29) Lower vehicle.
(30) Fully apply and release the park brake pedal
one time. This will seat and correctly adjust the park
brake cables.
CAUTION: Before moving vehicle, pump the brake
pedal several times to insure the vehicle has a firm
brake pedal to adequately stop vehicle.(31) Road test the vehicle and make several stops
to wear off any foreign material on the brakes and to
seat the brake shoe linings.
ADJUSTMENTS
ADJUSTMENT - PARKING BRAKE SHOES
CAUTION: Before adjusting the park brake shoes be
sure that the park brake pedal is in the fully
released position. If park brake pedal is not in the
fully released position, the park brake shoes can
not be accurately adjusted.
(1) Raise vehicle.
(2) Remove tire and wheel.
(3) Remove disc brake caliper from caliper adapter
(Fig. 150). (Refer to 5 - BRAKES/HYDRAULIC/ME-
CHANICAL/DISC BRAKE CALIPERS - REMOVAL).
(4) Remove rotor from hub/bearing.
NOTE: When measuring the brake drum diameter,
the diameter should be measured in the center of
the area in which the park brake shoes contact the
surface of the brake drum.
Fig. 150 Disc Brake Caliper
1 - DISC BRAKE CALIPER
2 - ADAPTER
3 - AXLE
4 - GUIDE PIN BOLTS
5 - DRIVESHAFT (AWD MODELS ONLY)
RSBRAKES - BASE5-85
SHOES - PARKING BRAKE (Continued)

BRAKES - ABS
TABLE OF CONTENTS
page page
BRAKES - ABS
DESCRIPTION
DESCRIPTION - ANTILOCK BRAKE
SYSTEM............................87
DESCRIPTION - ANTILOCK BRAKE
SYSTEM (EXPORT)....................87
DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING...............88
DESCRIPTION - TRACTION CONTROL
SYSTEM............................88
OPERATION
OPERATION - ANTILOCK BRAKE SYSTEM . . 88
OPERATION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING...............89
OPERATION - TRACTION CONTROL
SYSTEM............................89
CAUTION.............................90
STANDARD PROCEDURE - ANTILOCK BRAKE
SYSTEM BLEEDING...................90
SPECIFICATIONS
ABS FASTENER TORQUE...............91
TONE WHEEL RUNOUT................91
WHEEL SPEED SENSOR AIR GAP........91
FRONT WHEEL SPEED SENSOR
REMOVAL.............................91
INSTALLATION.........................92
REAR WHEEL SPEED SENSOR - AWD
REMOVAL.............................92INSTALLATION.........................92
REAR WHEEL SPEED SENSOR - FWD
REMOVAL.............................93
INSTALLATION.........................93
TONE WHEEL
INSPECTION - TONE WHEEL..............94
TRACTION CONTROL SWITCH
DIAGNOSIS AND TESTING - TRACTION
CONTROL SWITCH....................94
REMOVAL.............................95
INSTALLATION.........................95
HYDRAULIC/MECHANICAL
OPERATION - HYDRAULIC CIRCUITS AND
VALVES .............................95
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION........................100
OPERATION..........................101
ICU (INTEGRATED CONTROL UNIT)
DESCRIPTION........................102
OPERATION..........................102
REMOVAL
REMOVAL - LHD.....................102
REMOVAL - RHD.....................104
DISASSEMBLY - ICU...................105
ASSEMBLY - ICU......................106
INSTALLATION
INSTALLATION - LHD.................106
INSTALLATION - RHD.................107
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.
RSBRAKES - ABS5-87

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-
tioning valve. The EVBP system uses the ABS system
to control the slip of the rear wheels in partial brak-
ing range. The braking force of the rear wheels is con-
trolled electronically by using the inlet and outlet
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 feedback.
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 thefour wheel circuits is modulated to prevent any wheel
from locking. Each wheel circuit is designed with a set of
electric solenoids to allow modulation, although for vehi-
cle 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 surface 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 - 88 BRAKES - ABSRS
BRAKES - ABS (Continued)

START-UP CYCLE
When the ignition is turned on, a popping sound
and a slight brake pedal movement may be noticed.
The ABS warning lamp will also be on for up to 5
seconds after the ignition is turned on. When the
vehicle is first driven off, a humming may be heard
or felt by the driver at approximately 20±40 kph
(12±25 mph). All of these conditions are a normal
function of ABS as the system is performing a diag-
nosis check.
PREMATURE ABS CYCLING
Symptoms of premature ABS cycling include: click-
ing sounds from the solenoid valves; pump/motor
running; and pulsations in the brake pedal. Prema-
ture ABS cycling can occur at any braking rate of the
vehicle and on any type of road surface. Neither the
red BRAKE warning lamp, nor the amber ABS warn-
ing lamp, illuminate and no fault codes are stored in
the CAB.
Premature ABS cycling is a condition that needs to
be correctly assessed when diagnosing problems with
the antilock brake system. It may be necessary to use
a DRB scan tool to detect and verify premature ABS
cycling.
Check the following common causes when diagnos-
ing premature ABS cycling: damaged tone wheels;
incorrect tone wheels; damaged steering knuckle
wheel speed sensor mounting bosses; loose wheel
speed sensor mounting bolts; excessive tone wheel
runout; or an excessively large tone wheel-to-wheel
speed sensor air gap. Give special attention to these
components when diagnosing a vehicle exhibiting
premature ABS cycling.
After diagnosing the defective component, repair or
replace it as required. When the component repair or
replacement is completed, test drive the vehicle to
verify that premature ABS cycling has been cor-
rected.
OPERATION - ELECTRONIC VARIABLE BRAKE
PROPORTIONING
Upon entry into EVBP the inlet valve for the rear
brake circuit is switched on so that the fluid supply
from the master cylinder is shut off. In order to
decrease the rear brake pressure, the outlet valve for
the rear brake circuit is pulsed. This allows fluid to
enter the low pressure accumulator (LPA) in the
hydraulic control unit (HCU) resulting in a drop in
fluid pressure to the rear brakes. In order to increase
the rear brake pressure, the outlet valve is switched
off and the inlet valve is pulsed. This increases the
pressure to the rear brakes. This back-and-forth pro-
cess will continue until the required slip difference is
obtained. At the end of EVBP braking (brakes
released) the fluid in the LPA drains back to themaster cylinder by switching on the outlet valve and
draining through the inlet valve check valve. At the
same time the inlet valve is switched on in case of
another brake application.
The EVBP will remain functional during many
ABS fault modes. If both the red BRAKE and amber
ABS warning indicators are illuminated, the EVBP
may not be functioning.
OPERATION - TRACTION CONTROL SYSTEM
The traction control module monitors wheel speed.
During acceleration, if the module detects front
(drive) wheel slip and the brakes are not applied, the
module enters traction control mode. Traction control
operation proceeds in the following order:
(1) Close the normally open isolation valves.
(2) Start the pump/motor and supply volume and
pressure to the front (drive) hydraulic circuit. (The
pump/motor runs continuously during traction con-
trol operation.)
(3) Open and close the build and decay valves to
maintain minimum wheel slip and maximum trac-
tion.
The cycling of the build and decay valves during
traction control is similar to that during antilock
braking, except the valves work to control wheel spin
by applying the brakes, whereas the ABS function is
to control wheel skid by releasing the brakes.
If the brakes are applied at anytime during a trac-
tion control cycle, the brake lamp switch triggers the
controller to switch off traction control.
HYDRAULIC SHUTTLE VALVES
Two pressure relief hydraulic shuttle valves allow
pressure and volume to return to the master cylinder
reservoir when not consumed by the build and decay
valves. These valves are necessary because the
pump/motor supplies more volume than the system
requires.
TRACTION CONTROL LAMP
The traction control system is enabled at each igni-
tion cycle. It may be turned off by depressing the
Traction Control Off switch button when the ignition
is in the ON position. The traction control function
lamp (TRAC OFF) illuminates immediately upon
depressing the button.
The traction control function lamp illuminates dur-
ing a traction control cycle, displaying TRAC.
If the CAB calculates that the brake temperatures
are high, the traction control system becomes inoper-
ative until a time-out period has elapsed. During this
ªthermo-protection mode,º the traction control func-
tion lamp illuminates TRAC OFF; note that no trou-
ble code is registered.
RSBRAKES - ABS5-89
BRAKES - ABS (Continued)