Base brake components consist of the brake pads, calipers, brake drum in hat rotor in the rear, rotors, brake lines,
master cylinder, booster, and parking brake components.

Brake diagnosis involves determining if the problem is related to a mechanical, hydraulic, or vacuum operated com-
ponent.

The first diagnosis step is the preliminary check.

PRELIMINARY BRAKE CHECK

1. Check condition of tires and wheels. Damaged wheels and worn, damaged, or underinflated tires can cause pull,

shudder, vibration, and a condition similar to grab.

2. If complaint was based on noise when braking, check suspension components. Jounce front and rear of vehicle

and listen for noise that might be caused by loose, worn or damaged suspension or steering components.

3. Inspect brake fluid level and condition. Note that the brake reservoir fluid level will decrease in proportion to

normal lining wear. Also note that brake fluid tends to darken over time. This is normal and should not be
mistaken for contamination.

a. If fluid level is abnormally low, look for evidence of leaks at calipers, wheel cylinders, brake lines, and master

cylinder.

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b. If fluid appears contaminated, drain out a sample to examine. System will have to be flushed if fluid is sep-

arated into layers, or contains a substance other than brake fluid. The system seals and cups will also have
to be replaced after flushing. Use clean brake fluid to flush the system.

4. Check parking brake operation. Verify free movement and full release of cables and pedal. Also note if vehicle

was being operated with parking brake partially applied.

5. Check brake pedal operation. Verify that pedal does not bind and has adequate free play. If pedal lacks free play,

check pedal and power booster for being loose or for bind condition. Do not road test until condition is corrected.

6. Check booster vacuum check valve and hose.

7. If components checked appear OK, road test the vehicle.

ROAD TESTING

1. If complaint involved low brake pedal, pump pedal and note if it comes back up to normal height.

2. Check brake pedal response with transmission in Neutral and engine running. Pedal should remain firm under

constant foot pressure.

3. During road test, make normal and firm brake stops in 25-40 mph range. Note faulty brake operation such as low

pedal, hard pedal, fade, pedal pulsation, pull, grab, drag, noise, etc.

4. Attempt to stop the vehicle with the parking brake only and note grab, drag, noise, etc.

PEDAL FALLS AWAY

A brake pedal that falls away under steady foot pressure is generally the result of a system leak or fluid contami-
nation. The leak point could be at a brake line, fitting, hose, or caliper/wheel cylinder. If leakage is severe, fluid will
be evident at or around the leaking component.

Internal leakage (seal by-pass) in the master cylinder caused by worn or damaged piston cups, may also be the
problem cause.

An internal leak in the ABS or RWAL system may also be the problem with no physical evidence.

LOW PEDAL

If a low pedal is experienced, pump the pedal several times. If the pedal comes back up worn linings, rotors, drums,
or rear brakes out of adjustment are the most likely causes. The proper course of action is to inspect and replace
all worn component and make the proper adjustments.

SPONGY PEDAL

A spongy pedal is most often caused by air in the system. However, thin brake drums or substandard brake lines
and hoses can also cause a spongy pedal. The proper course of action is to bleed the system, and replace thin
drums and substandard quality brake hoses if suspected.

HARD PEDAL OR HIGH PEDAL EFFORT

A hard pedal or high pedal effort may be due to lining that is water soaked, contaminated, glazed, or badly worn.
The power booster or check valve or a vacuum hose could also be faulty.

PEDAL PULSATION

Pedal pulsation is caused by components that are loose, or beyond tolerance limits.

The primary cause of pulsation are disc brake rotors with excessive lateral runout or thickness variation, or out of
round brake drums. Other causes are loose wheel bearings or calipers and worn, damaged tires.

NOTE: Some pedal pulsation may be felt during ABS activation.

BRAKE DRAG

Brake drag occurs when the lining is in constant contact with the rotor or drum. Drag can occur at one wheel, all
wheels, fronts only, or rears only.

Drag is a product of incomplete brake shoe release. Drag can be minor or severe enough to overheat the linings,
rotors and drums.

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Minor drag will usually cause slight surface charring of the lining. It can also generate hard spots in rotors and
drums from the overheat-cool down process. In most cases, the rotors, drums, wheels and tires are quite warm to
the touch after the vehicle is stopped.

Severe drag can char the brake lining all the way through. It can also distort and score rotors and drums to the
point of replacement. The wheels, tires and brake components will be extremely hot. In severe cases, the lining may
generate smoke as it chars from overheating.

Common causes of brake drag are:

•

Seized or improperly adjusted parking brake cables.

•

Loose/worn wheel bearing.

•

Seized caliper or wheel cylinder piston.

•

Caliper binding on corroded bushings or rusted slide surfaces.

•

Loose caliper mounting.

•

Drum brake shoes binding on worn/damaged support plates.

•

Mis-assembled components.

•

Long booster output rod.

If brake drag occurs at all wheels, the problem may be related to a blocked master cylinder return port, or faulty
power booster (binds-does not release).

BRAKE FADE

Brake fade is usually a product of overheating caused by brake drag. However, brake overheating and resulting
fade can also be caused by riding the brake pedal, making repeated high deceleration stops in a short time span,
or constant braking on steep mountain roads. Refer to the Brake Drag information in this section for causes.

BRAKE PULL

Front brake pull condition could result from:

•

Contaminated lining in one caliper

•

Seized caliper piston

•

Binding caliper

•

Loose caliper

•

Rusty caliper slide surfaces

•

Improper brake pads

•

Damaged rotor

A worn, damaged wheel bearing or suspension component are further causes of pull. A damaged front tire (bruised,
ply separation) can also cause pull.

A common and frequently misdiagnosed pull condition is where direction of pull changes after a few stops. The
cause is a combination of brake drag followed by fade at one of the brake units.

As the dragging brake overheats, efficiency is so reduced that fade occurs. Since the opposite brake unit is still
functioning normally, its braking effect is magnified. This causes pull to switch direction in favor of the normally
functioning brake unit.

An additional point when diagnosing a change in pull condition concerns brake cool down. Remember that pull will
return to the original direction, if the dragging brake unit is allowed to cool down (and is not seriously damaged).

REAR BRAKE GRAB OR PULL

Rear grab or pull is usually caused by improperly adjusted or seized parking brake cables, contaminated lining, bent
or binding shoes and support plates, or improperly assembled components. This is particularly true when only one
rear wheel is involved. However, when both rear wheels are affected, the master cylinder or proportioning valve
could be at fault.

BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP WATER PUDDLES

This condition is generally caused by water soaked lining. If the lining is only wet, it can be dried by driving with the
brakes very lightly applied for a mile or two. However, if the lining is both soaked and dirt contaminated, cleaning
and/or replacement will be necessary.

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