BRAKES

Antilock Brake System (ABS) - Service Information - Chrysler 300

DESCRIPTION
DESCRIPTION

cardiagn.com
Fig. 1: Integrated Control Unit
Courtesy of CHRYSLER GROUP, LLC

NOTE: The Electronic Stability Control (ESC) may also be referred to as Electronic
Stability Program (ESP) depending on the vehicle model year and configuration.
Certain components may also reference ESP, ESC, or use the traction control
symbol.

This vehicle uses an electronic brake control system designated MK25e. This system includes ABS
(Antilock Brake System), TCS (Traction Control System), BAS (Brake Assist System), EVBP
(Electronic Variable Brake Proportioning) and ESC (Electronic Stability Control). All of these systems
work together to enhance vehicle stability and control in various driving conditions and are commonly
referred to as ESC.

This system uses components of the base brake system, but also features the following components:

Integrated Control Unit (ICU) - Includes Hydraulic Control Unit (HCU) (2) and Antilock Brake
Module (ABM) (1)
Wheel Speed Sensors (WSS) - Four sensors (one at each wheel)
Dynamics Sensor - Includes a yaw rate sensor and a lateral accelerometer.
Steering Angle Sensor (SAS) - The SAS is part of the Steering Column Control Module
 (SCCM).
Brake Pressure Sensor - The brake pressure sensor is located in the HCU and is not
serviceable separate from the HCU.

ABS

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.

ALL-SPEED TRACTION CONTROL

The traction control system (TCS) is an all-speed traction control. All-Speed Traction Control
enhances mobility and prevents wheel slip when accelerating on slippery surfaces. It also provides a
measure of directional stability control. Using the wheel-speed sensors, it can detect excessive yaw

cardiagn.com
and help keep the car on the intended course, as for instance, when accelerating around a curve.

With rear-wheel drive, All-Speed Traction Control is effective up to 85 mph (137 km/h); with AWD, All-
Speed Traction Control is effective up to 45 mph (72 km/h), which is common among competitive
AWD vehicles with traction control.

ELECTRONIC STABILITY CONTROL

The Electronic Stability Control (ESC) enhances control and stability of the vehicle under various
driving conditions. ESC corrects for over/under steering of the vehicle by applying the brake of the
appropriate wheel to assist in counteracting the over/under steer condition. Engine power may also
be reduced to help the vehicle maintain the desired path. ESC uses sensors in the vehicle to
determine the vehicle path intended by the driver and compares it to the actual path of the vehicle.
When the actual path does not match the intended path, ESC applies the brake of the appropriate
wheel to assist in counteracting the oversteer or understeer condition.

Oversteer - When the vehicle is turning more that appropriate for the steering wheel position.
Understeer - When the vehicle is turning less than appropriate for the steering wheel position.

The "ESC/TCS" indicator light located in the instrument cluster starts to flash as soon as the tires lose
traction and the ESC system becomes active. The "ESC/TCS" indicator light also flashes when TCS
is active.

The ESC can be turned off by using the ESC Off switch. When the ESC Off switch is depressed, it
does not completely turn the system off. The ESC system shuts off engine management but retains
brake activations for yaw control.

BRAKE ASSIST SYSTEM

The Brake Assist System (BAS) is designed to optimize the vehicle's braking capability during
emergency braking maneuvers. The system detects an emergency braking situation by sensing the
rate and amount of brake application and then applies optimum pressure to the brakes. This can help
reduce braking distances. The BAS complements the antilock brake system (ABS). Applying the
brakes very quickly results in the best BAS assistance.

ELECTRONIC VARIABLE BRAKE PROPORTIONING

Electronic Variable Brake Proportioning (EVBP) is used to balance front-to-rear braking in place of a
traditional rear proportioning valve. The EVBP system uses the ABS system 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 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.

OPERATION

cardiagn.com
OPERATION

NOTE: The Electronic Stability Control (ESC) may also be referred to as Electronic
Stability Program (ESP) depending on the vehicle model year and configuration.
Certain components may also reference ESP, ESC, or use the traction control
symbol.

ABS

There are a few performance characteristics of the Antilock Brake System (ABS) that may at first
seem abnormal, but in fact are normal. These characteristics are described below.

NORMAL BRAKING

Under normal braking conditions, the ABS functions the same as a standard base brake system with
a front/rear 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 modulation. Wheel lockup may be
perceived at the very end of an ABS stop and is considered normal.

During an ABS event, the integrated control unit (ICU) regulates hydraulic pressure at all four of the
vehicle's wheels.

The hydraulic pressure at each front wheel is controlled independently (relative to the amount of slip
at each wheel) in order to maximize the braking force generated by the front brakes. The rear wheels
are controlled such that the hydraulic pressure at either rear wheel does not exceed that of the
highest slip rear wheel in order to maintain vehicle stability.

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 Antilock Brake Module (ABM).

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.

cardiagn.com
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.

START-UP AND DRIVE-OFF CYCLES

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 12-
25 mph (20-40 km/h). All of these conditions are a normal function of ABS as the system is
performing a diagnosis check.

PREMATURE ABS CYCLING

Symptoms of premature ABS cycling include: clicking sounds from the solenoid valves; pump/motor
running; and pulsations in the brake pedal. Premature ABS cycling can occur at any braking rate of
the vehicle and on any type of road surface. Neither the red BRAKE indicator lamp, nor the amber
ABS indicator lamp, illuminate and no faults are stored in the ABM.

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 scan tool to detect and verify premature
ABS cycling.

Check the following common causes when diagnosing premature ABS cycling: damaged wheel
bearings (causing tone wheel issues); damaged wheel bearing housings where wheel speed sensors
mount; and loose wheel speed sensor mounting bolts.

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 corrected.

ALL-SPEED TRACTION CONTROL

cardiagn.com
Traction control systems sense impending wheel spin based on a model of the rate of change of
wheel speed under normal traction conditions. The All-Speed Traction Control uses signals from the
same wheel speed sensors as ABS to determine when to apply the brakes to one or more wheels
and when to reduce engine torque output using the electronic throttle control (ETC) to prevent wheel
slip during acceleration. Throttle control makes the vehicle less reliant on brake application alone to
maintain traction, increasing the operating speed range and more closely modulates speed, resulting
in smoother operation. With All-Speed Traction Control reducing engine torque as well as applying
the brakes, it is possible to achieve almost seamless torque application at the wheels.

If the wheel slip is severe enough to require throttle intervention, All-Speed Traction Control will
reduce engine torque and sometimes upshift the transmission to avoid the condition. In milliseconds,
All-Speed Traction Control interrogates the engine control system to determine the current torque
output, determines how much the torque output the current conditions will allow, and signals this
requirement to the engine control system, which reduces the torque by partially closing the throttle.
With execution of the torque reduction, the brake system reduces brake pressure to make the
transition smooth, while maintaining forward progress. By reducing engine power, braking
effectiveness is maintained and the system can operate throughout the normal vehicle speed range.
That is why the system is identified as providing "all-speed" traction control.

With AWD, where front-wheel slip can occur, the degree of throttle intervention is relatively less than
with rear-wheel drive. The difference in speed capability and the degree of throttle intervention
between rear-wheel drive and all-wheel drive is due to the fact that non-driven front wheels on a rear-
wheel drive vehicle give the system an accurate vehicle speed reference on which to base
responses. With AWD, the possibility that the front wheels may also be slipping makes appropriate
corrective action more difficult to determine, thus limiting the effective speed range. Offsetting this is
the fact that loss of traction is less likely with AWD because torque is transmitted through all four
wheels to begin with. In actual driving situations on snow or ice, the rear-wheel drive and AWD
systems respond in essentially the same way up to the 45 mph (72 km/h) limit of the AWD system.

ELECTRONIC STABILITY CONTROL

To determine whether the car is responding properly to cornering commands, ESC uses steering
wheel angle, yaw (turning) rate and lateral acceleration sensors (combined into Dynamics Sensor).
Using signals from these sensors, in addition to individual wheel speed sensor signals, the system
determines appropriate brake and throttle actions. Once initiated, ESC operates much like All-Speed
Traction Control, except that the goal is directional stability. If the vehicle yaw response, or rate of
turning, is inconsistent with the steering angle and vehicle speed indications, the ESC system applies
the brakes and, if necessary closes the throttle, to restore control. This occurs whether the vehicle is
turning too rapidly (oversteering) or not rapidly enough (understeering).

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 process will continue until the required

cardiagn.com
slip difference is obtained. At the end of EVBP braking (brakes released) the fluid in the LPA drains
back to the master cylinder by switching on the electronic shuttle valve.

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.

STANDARD PROCEDURE
STANDARD PROCEDURE - ANTILOCK BRAKE SYSTEM BLEEDING

The base brake's hydraulic system must be bled anytime air enters the hydraulic system. The ABS
must always be bled anytime it is suspected that the HCU has ingested air.

Brake systems with ABS must be bled as two independent braking systems. The non-ABS portion of
the brake system with ABS is to be bled the same as any non-ABS system.

The ABS portion of the brake system must be bled separately. Use the following procedure to
properly bleed the brake hydraulic system including the ABS.

NOTE: During the brake bleeding procedure, be sure the brake fluid level remains
close to the FULL level in the master cylinder fluid reservoir. Check the fluid
level periodically during the bleeding procedure and add Mopar® DOT 3 brake
fluid as required.

BLEEDING

When bleeding the ABS system, the following bleeding sequence must be followed to insure
complete and adequate bleeding.

1. Make sure all hydraulic fluid lines are installed and properly torqued.
2. Connect the scan tool to the diagnostics connector. The diagnostic connector is located under
 the lower steering column cover to the left of the steering column.
3. Using the scan tool, check to make sure the ABM does not have any fault codes stored. If it
does, clear them.

cardiagn.com
Fig. 2: Bleeding Brakes
Courtesy of CHRYSLER GROUP, LLC

WARNING: When bleeding the brake system wear safety glasses. A clear bleed
tube (1) must be attached to the bleeder screws and submerged in a
clear container filled part way with clean brake fluid (2). Direct the
flow of brake fluid away from yourself and the painted surfaces of
the vehicle. Brake fluid at high pressure may come out of the bleeder
screws when opened.

NOTE: Pressure bleeding is recommended to bleed the base brake system to

ensure all air is removed from system. Manual bleeding may also be used,
but additional time is needed to remove all air from system.

4. Bleed the base brake system. Refer to STANDARD PROCEDURE .

5. Using the scan tool, select ECU VIEW, followed by ABS MISCELLANEOUS FUNCTIONS to
access bleeding. Follow the instructions displayed. When finished, disconnect the scan tool and
proceed.
6. Bleed the base brake system a second time. Check brake fluid level in the reservoir periodically
to prevent emptying, causing air to enter the hydraulic system.
 cardiagn.com
Fig. 3: Reservoir Fluid Level Markings
Courtesy of CHRYSLER GROUP, LLC

7. Fill the master cylinder fluid reservoir (1) to the MAX level.
8. Test drive the vehicle to be sure the brakes are operating correctly and that the brake pedal
does not feel spongy.

SPECIFICATIONS
TORQUE

For ABS fastener torque specifications, see Brake Fastener Torque. Refer to SPECIFICATIONS .

ELECTRICAL
SENSOR, DYNAMICS

DESCRIPTION

DESCRIPTION
Fig. 4: Dynamics Sensor

cardiagn.com
Courtesy of CHRYSLER GROUP, LLC

The Yaw Rate and Lateral Acceleration Sensors are housed into one unit known as the Dynamics
Sensor (3). The sensor is used to measure side-to-side (Lateral) motion and vehicle rotational
sensing (how fast the vehicle is turning - Yaw).

Yaw and Lateral Acceleration Sensors cannot be serviced separately. The entire Dynamics Sensor
must be replaced when necessary.

REMOVAL

REMOVAL

Fig. 5: Dynamics Sensor

Courtesy of CHRYSLER GROUP, LLC
 1. Disconnect and isolate battery negative cable from battery post.
2. Remove floor console. Refer to CONSOLE, FLOOR, REMOVAL .
3. Disconnect wiring harness (2) connector at sensor (3).
4. Remove nuts (1) mounting sensor (3) to floor pan tunnel.
5. Remove dynamics sensor (3) from vehicle.

INSTALLATION

INSTALLATION

cardiagn.com
Fig. 6: Dynamics Sensor
Courtesy of CHRYSLER GROUP, LLC

1. Install dynamics sensor (3) over studs mounted to floor pan tunnel.
2. Install mounting nuts (1) and tighten to 7 N.m (62 in. lbs.).
3. Connect wiring harness (2) connector to sensor (3).
4. Install floor console. Refer to CONSOLE, FLOOR, INSTALLATION .
5. Connect battery negative cable to battery post. It is important that this is performed properly.
6. Perform Verification Test and clear any faults. Refer to STANDARD PROCEDURE .

SENSOR, STEERING WHEEL ANGLE

REMOVAL

REMOVAL

The steering angle sensor is serviced as an assembly with the steering column control module
(SCCM). Refer to MODULE, STEERING COLUMN, REMOVAL .

INSTALLATION
INSTALLATION

The steering angle sensor is serviced as an assembly with the steering column control module
(SCCM). Refer to MODULE, STEERING COLUMN, INSTALLATION .

SENSOR, WHEEL SPEED, FRONT

DESCRIPTION

DESCRIPTION

cardiagn.com
Fig. 7: Wheel Speed Sensor AT Front Knuckle
Courtesy of CHRYSLER GROUP, LLC

One wheel speed sensor is mounted to each knuckle. The wheel speed sensor, using a tone wheel
attached to the hub and bearing (RWD) or front half shaft (AWD) as a trigger mechanism,
communicates with the Antilock Brake Module, informing it of that wheel's speed.

The head of the front wheel speed sensor used on Rear-Wheel-Drive (RWD) vehicles mounts to the
inside of the knuckle.
 cardiagn.com
Fig. 8: Wheel Speed Sensor AT Front Knuckle - AWD
Courtesy of CHRYSLER GROUP, LLC

The head of the front wheel speed sensor used on All-Wheel-Drive (AWD) vehicles mounts to the
rear of the knuckle.

Vehicles without antilock brakes are equipped with one front wheel speed sensor. It is attached to the
right front knuckle and is used to provide wheel speed sense to various vehicle systems.

REMOVAL

ALL-WHEEL-DRIVE

1. Raise and support vehicle. Refer to HOISTING, STANDARD PROCEDURE .

 cardiagn.com
Fig. 9: Wheel Speed Sensor AT Body - AWD
Courtesy of CHRYSLER GROUP, LLC

2. Remove sensor cable routing clip (2) from brake hose bracket (3).

Fig. 10: Releasing Wheel Speed Sensor Connector

Courtesy of CHRYSLER GROUP, LLC

NOTE: To release sensor connector from body wiring harness connector (1) in
following step, move retaining clip (2) as indicated here, then pull sensor
connector (3) outward.
 cardiagn.com
Fig. 11: Wheel Speed Sensor AT Body - AWD
Courtesy of CHRYSLER GROUP, LLC

3. Remove sensor connector (1) from body wiring harness connector (4).

Fig. 12: Wheel Speed Sensor AT Front Knuckle - AWD

Courtesy of CHRYSLER GROUP, LLC

4. Remove screw (1) fastening wheel speed sensor (2) to knuckle (4). Pull sensor head out of
knuckle.
5. Remove wheel speed sensor cable routing clip (3) from knuckle (4).
6. Remove wheel speed sensor (2).
REAR-WHEEL-DRIVE

1. Raise and support vehicle. Refer to HOISTING, STANDARD PROCEDURE .

cardiagn.com
Fig. 13: Locating Speed Sensor Cable Routing Clip AT Brake Tube Bracket
Courtesy of CHRYSLER GROUP, LLC

2. Remove sensor cable routing clip (2) from brake hose bracket (3).

Fig. 14: Releasing Wheel Speed Sensor Connector

Courtesy of CHRYSLER GROUP, LLC

NOTE: To release sensor connector from body wiring harness connector (1) in
following step, move retaining clip (2) as indicated here, then pull sensor
 connector (3) outward.

cardiagn.com
Fig. 15: Locating Speed Sensor Cable Routing Clip AT Brake Tube Bracket
Courtesy of CHRYSLER GROUP, LLC

3. Remove sensor connector (1) from body wiring harness connector (4).

Fig. 16: Wheel Speed Sensor AT Front Knuckle

Courtesy of CHRYSLER GROUP, LLC

4. Remove screw (3) fastening wheel speed sensor to knuckle (1). Pull sensor head (4) out of
knuckle.
5. Remove wheel speed sensor cable routing clip (2) from brake hose routing bracket (5).
INSTALLATION

ALL-WHEEL-DRIVE

cardiagn.com
Fig. 17: Wheel Speed Sensor AT Front Knuckle - AWD
Courtesy of CHRYSLER GROUP, LLC

1. Install wheel speed sensor (2) head into knuckle (4) and install mounting screw (1). Tighten
screw to 11 N.m (97 in. lbs.).
2. Attach wheel speed sensor cable and routing clip (3) to knuckle (4).

Fig. 18: Wheel Speed Sensor AT Body - AWD

Courtesy of CHRYSLER GROUP, LLC
 3. Attach sensor cable routing clip (2) to brake hose bracket (3).
4. Connect sensor connector (1) to body wiring harness connector (4). When installing connector,
make sure retaining clip on body connector is properly in place and sensor connect cannot be
pulled out.
5. Lower vehicle.
6. Perform Verification Test and clear any faults. Refer to STANDARD PROCEDURE .

REAR-WHEEL-DRIVE

cardiagn.com
Fig. 19: Wheel Speed Sensor AT Front Knuckle
Courtesy of CHRYSLER GROUP, LLC

1. Install wheel speed sensor head (4) into knuckle and install mounting screw (3). Tighten screw
to 11 N.m (97 in. lbs.).
2. Attach wheel speed sensor cable and routing clip (2) to brake hose routing bracket (5).
 cardiagn.com
Fig. 20: Locating Speed Sensor Cable Routing Clip AT Brake Tube Bracket
Courtesy of CHRYSLER GROUP, LLC

3. Attach sensor cable routing clip (2) to brake hose bracket (3).
4. Connect sensor connector (1) to body wiring harness connector (4). When installing connector,
make sure retaining clip on body connector is properly in place and sensor connect cannot be
pulled out.
5. Lower vehicle.
6. Perform Verification Test and clear any faults. Refer to STANDARD PROCEDURE .

SENSOR, WHEEL SPEED, REAR

DESCRIPTION

DESCRIPTION
 cardiagn.com
Fig. 21: Wheel Speed Sensor AT Rear Knuckle
Courtesy of CHRYSLER GROUP, LLC

One wheel speed sensor (3) is mounted to the rear of each rear knuckle. The wheel speed sensor,
using a tone wheel attached to the rear axle half shaft as a trigger mechanism, communicates with
the Antilock Brake Module, informing it of that wheel's speed.

REMOVAL

REMOVAL

1. Raise and support vehicle. Refer to HOISTING, STANDARD PROCEDURE .

Fig. 22: Releasing Wheel Speed Sensor Connector

 Courtesy of CHRYSLER GROUP, LLC

NOTE: To release sensor connector from body wiring harness connector (1) in
following step, move retaining clip (2) as indicated here, then pull sensor
connector (3) outward.

cardiagn.com
Fig. 23: Sensor Connection To Body Connector
Courtesy of CHRYSLER GROUP, LLC

2. Remove sensor connectors (3 and 4) from body wiring harness connector (1) located in luggage
compartment floor pan (2).
3. Separate left sensor connector (4) from right sensor connector (3).
 Fig. 24: Left/Right Rear Wheel Speed Sensor Routing
Courtesy of CHRYSLER GROUP, LLC

4. If removing left sensor, unclip sensor cable (3) from routing clip near body connector (1).

cardiagn.com
Fig. 25: Left Wheel Speed Sensor Routing Over Rear Differential
Courtesy of CHRYSLER GROUP, LLC

5. If removing left sensor, unclip sensor cable (1) from routing clips (2) along rear of crossmember
near rear differential (3).

Fig. 26: WSS Routing Along Left Toe Link

Courtesy of CHRYSLER GROUP, LLC
 6. If removing left sensor, unclip sensor cable (2) from routing clip (1) above toe link mount on rear
crossmember.
7. Unclip sensor cable (2) from routing clips (3) along toe link.

cardiagn.com
Fig. 27: Wheel Speed Sensor AT Rear Knuckle
Courtesy of CHRYSLER GROUP, LLC

8. Unclip sensor cable at rear brake rotor shield (1).

9. Remove screw (2) fastening sensor head (3) to rear knuckle.
10. Remove wheel speed sensor.

INSTALLATION

INSTALLATION
 cardiagn.com
Fig. 28: Wheel Speed Sensor AT Rear Knuckle
Courtesy of CHRYSLER GROUP, LLC

1. Insert wheel speed sensor head (3) into mounting hole in rear of knuckle.
2. Install screw (2) fastening sensor head (3) to rear knuckle. Tighten Screw to 11 N.m (97 in. lbs.).
3. Install sensor cable at rear brake rotor shield (1).

Fig. 29: WSS Routing Along Left Toe Link

Courtesy of CHRYSLER GROUP, LLC

4. Clip sensor cable (2) to routing clips (3) along toe link.
5. If installing left sensor, clip sensor cable (2) to routing clip (1) above toe link mount on rear
crossmember.
 cardiagn.com
Fig. 30: Left Wheel Speed Sensor Routing Over Rear Differential
Courtesy of CHRYSLER GROUP, LLC

6. If installing left sensor, clip sensor cable (1) to routing clips (2) along rear of crossmember near
rear differential (3).

Fig. 31: Left/Right Rear Wheel Speed Sensor Routing

Courtesy of CHRYSLER GROUP, LLC

7. If installing left sensor, clip sensor cable (3) to routing clip near body connector (1).
 cardiagn.com
Fig. 32: Sensor Connection To Body Connector
Courtesy of CHRYSLER GROUP, LLC

8. Match left sensor connector (4) to right sensor connector (3) to make one connector.
9. Insert sensor connectors (3 and 4) into body wiring harness connector (1) located in luggage
compartment floor pan (2). When installing connector, make sure retaining clip on body
connector is properly in place and sensor connector cannot be pulled out.
10. Lower vehicle.
11. Perform Verification Test and clear any faults. Refer to STANDARD PROCEDURE .

SWITCH, ELECTRONIC STABILITY PROGRAM (ESP)

DESCRIPTION

DESCRIPTION

NOTE: The Electronic Stability Control (ESC) may also be referred to as Electronic
Stability Program (ESP) depending on the vehicle model year and configuration.
Certain components may also reference ESP, ESC, or use the traction control
symbol.

The ESC Off Switch is located in the Instrument Panel Switch Pod in the center of the instrument
panel. The ESC Off switch turns the Electronic Stability Control off whenever the switch is depressed.
Depressing the switch a second time turns the ESC back on. The switch resets itself each time the
ignition is cycled.

When the ESC Off switch is depressed and released, turning ESC off, it does not completely turn the
system off. The ESC system reduces torque management to a lesser amount, but ESC function can
still occur if the system perceives the need.
The ESC Off switch is serviced as part of the Instrument Panel Switch Pod.

REMOVAL

REMOVAL

NOTE: The Electronic Stability Control (ESC) may also be referred to as Electronic
Stability Program (ESP) depending on the vehicle model year and configuration.
Certain components may also reference ESP, ESC, or use the traction control
symbol.

The ESC Off switch is serviced as part of the Instrument Panel Switch Pod. Refer to POD, SWITCH
BANK, REMOVAL .

INSTALLATION

cardiagn.com
INSTALLATION

NOTE: The Electronic Stability Control (ESC) may also be referred to as Electronic
Stability Program (ESP) depending on the vehicle model year and configuration.
Certain components may also reference ESP, ESC, or use the traction control
symbol.

The ESC Off switch is serviced as part of the Instrument Panel Switch Pod. Refer to POD, SWITCH
BANK, INSTALLATION .

HYDRAULIC/MECHANICAL
HYDRAULIC CONTROL UNIT (HCU)

REMOVAL

REMOVAL

To remove the HCU, the ICU must be removed and disassembled. Refer to INTEGRATED
CONTROL UNIT (ICU), REMOVAL. ). Refer to INTEGRATED CONTROL UNIT (ICU),
DISASSEMBLY.

INSTALLATION

INSTALLATION

To install the HCU, assemble and install the ICU. Refer to INTEGRATED CONTROL UNIT (ICU),
ASSEMBLY & INTEGRATED CONTROL UNIT (ICU), INSTALLATION.

INTEGRATED CONTROL UNIT (ICU)

DESCRIPTION
DESCRIPTION

cardiagn.com
Fig. 33: Integrated Control Unit
Courtesy of CHRYSLER GROUP, LLC

The Hydraulic Control Unit (HCU) (2) and the Antilock Brake Module (ABM) (1) used with this antilock
brake system are combined (integrated) into one unit, which is called the Integrated Control Unit
(ICU).

Fig. 34: ICU Mounting

Courtesy of CHRYSLER GROUP, LLC

The ICU (1) is located in the engine compartment, mounted to a bracket that is attached to the right
side rail through the use of isolation grommets (2).
The ABS with traction control ICU consists of the following components: the ABM, eight (build/decay)
solenoid valves (four inlet valves and four outlet valves), two traction control solenoid valves, two
hydraulic shuttle valves, valve block, fluid accumulators, a pump, and an electric pump/motor.

The replaceable components of the ICU are the HCU and the ABM. No attempt should be made to
service any components of the HCU or ABM. For replacement of the ABM. Refer to MODULE, ANTI-
LOCK BRAKE SYSTEM, REMOVAL .

CAUTION: For Adaptive Cruise Control (ACC) equipped vehicles, the ABM and HCU
are not separately serviceable. They must be replaced as an assembly.

For additional information on the ABM. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM,
DESCRIPTION .

REMOVAL

cardiagn.com
REMOVAL

NOTE: Before proceeding. Refer to CAUTION & WARNING .

Fig. 35: Disconnecting/Connecting Battery Cables

Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate battery negative cable (2) from battery post.
2. Using a brake pedal holding tool, depress brake pedal past its first inch of travel and hold it in
this position. Holding pedal in this position will isolate master cylinder from hydraulic brake
system and will not allow brake fluid to drain out of brake fluid reservoir while brake lines are
open.
 cardiagn.com
Fig. 36: Brake Tubes AT ICU - Mk25e
Courtesy of CHRYSLER GROUP, LLC

3. Remove primary (4) and secondary (1) brake tubes (from master cylinder) at hydraulic control
unit (7).
4. Remove remaining brake tubes (2, 3, 5, 6) at hydraulic control unit (7).

Fig. 37: ABM Connector Release Tabs

Courtesy of CHRYSLER GROUP, LLC

NOTE: Use this figure in the following step to release the ABM harness connector
cover. It shows the location of the release tabs.
 cardiagn.com
Fig. 38: Anti-Lock Brake Module Wiring Harness Connector
Courtesy of CHRYSLER GROUP, LLC

5. Disconnect ABM harness connector from antilock brake module (ABM). To do so:
1. Depress tabs on each side of connector cover, then
2. Pull outward and upward on lower half of cover until it locks into position pointing straight
outward (2). Connector can then be pulled straight outward off ABM (1).

Fig. 39: ICU Mounting

Courtesy of CHRYSLER GROUP, LLC

6. Pull up on unit (1) and remove from mounting grommets (2) in body side rail.
DISASSEMBLY

DISASSEMBLY

CAUTION: For Adaptive Cruise Control (ACC) equipped vehicles, the ABM and HCU
are not separately serviceable. They must be replaced as an assembly.

1. Remove two screws attaching the mounting bracket to the HCU. Remove the bracket.

cardiagn.com
Fig. 40: ABM Mounting Screws - With Traction Control
Courtesy of CHRYSLER GROUP, LLC

2. Remove four screws (1) attaching ABM (2) to HCU.

 cardiagn.com
Fig. 41: ABM Assembly To HCU
Courtesy of CHRYSLER GROUP, LLC

3. Separate ABM (1) from HCU (2).

ASSEMBLY

ASSEMBLY

1. Clean any debris off the mating surfaces of the HCU and ABM.

CAUTION: When installing new O-rings or solenoid valve stem seals, do not use
any type of lubricant.
 cardiagn.com
Fig. 42: Solenoid Valve Seal
Courtesy of CHRYSLER GROUP, LLC

2. If the seals (1) on the solenoid valve stems (2) are not new, replace them all. Each of the
solenoid valve stem seals must be new to keep out moisture and debris; do not reuse
solenoid valve stem seals .

Fig. 43: Internal Pump Connector O-Ring

Courtesy of CHRYSLER GROUP, LLC

3. Replace the pump/motor connector O-ring (1) if it is not new. Be sure the O-ring is properly
seated in the mounting groove (2).
 cardiagn.com
Fig. 44: ABM Assembly To HCU
Courtesy of CHRYSLER GROUP, LLC

4. Align components and install the ABM (1) on the HCU (2).

Fig. 45: ABM Mounting Screws - With Traction Control

Courtesy of CHRYSLER GROUP, LLC

5. Install the four screws (1) attaching the ABM (2) to the HCU. Tighten the mounting screws to 2
N.m (17 in. lbs.).
6. Attach the mounting bracket to the HCU. Install two mounting bracket attaching screws and
tighten to 11 N.m (97 in. lbs.).
7. Install the ICU in the vehicle. Refer to INTEGRATED CONTROL UNIT (ICU), INSTALLATION.
INSTALLATION

INSTALLATION

cardiagn.com
Fig. 46: ICU Mounting
Courtesy of CHRYSLER GROUP, LLC

1. Install unit (1), pushing mounting bracket down into mounting grommets (2) located in body side
rail.

Fig. 47: Anti-Lock Brake Module Wiring Harness Connector

Courtesy of CHRYSLER GROUP, LLC

CAUTION: Before installing the ABM harness connector (2) on the ABM (1), be
 sure the seal is properly installed in the connector.

2. Insert ABM harness connector (2) into socket of ABM (1) and close cover, locking connector in
place.

cardiagn.com
Fig. 48: Left Rear And Right Rear Brake Tubes AT ICU
Courtesy of CHRYSLER GROUP, LLC

3. Install left (2) and right (1) rear brake tubes at hydraulic control unit (4). Tighten tube nuts to 20
N.m (177 in. lbs.) torque.

Fig. 49: Left Front And Right Front Brake Tubes AT ICU
Courtesy of CHRYSLER GROUP, LLC
4. Install left (2) and right (3) brake tubes at hydraulic control unit (4). Tighten tube nuts to 20 N.m
(177 in. lbs.) torque.

cardiagn.com
Fig. 50: Brake Tubes AT ICU - Mk25e
Courtesy of CHRYSLER GROUP, LLC

5. Install primary (4) and secondary (1) brake tubes at hydraulic control unit (7). Tighten tube nuts
to 20 N.m (177 in. lbs.) torque.
6. Remove brake pedal holding tool.

Fig. 51: Disconnecting/Connecting Battery Cables

Courtesy of CHRYSLER GROUP, LLC
7. Connect battery negative cable (2) to battery post. It is important that this is performed properly.

cardiagn.com
Fig. 52: Bleeding Brakes
Courtesy of CHRYSLER GROUP, LLC

8. Fill and bleed (1) base brake hydraulic system and ABS. Refer to STANDARD PROCEDURE .
9. Perform Diagnostic Verification Test and clear any faults. Refer to STANDARD PROCEDURE .