Chapter

Hydraulic
System
Fundamentals

After studying this chapter, you will be ab le to:

o Explain the use of hydraulic pressure in braking systems.

o Explain the inco mpressib ili ty of liquids as th e basis of hydrau lic system ope ratio n.
o Exp lain how movement is tran sferred by way of liquid s.

o Explain how cylinder size chan ges hydrau lic forc e and distance traveled.

Explain Pascal 's law.

o Identify the components of a simpl e brake hydrau li c system.

o Identify the qualities of brake fluid and fluid c lass ification s.

o Explain the importance of using the proper b,ake fluid.

Important Terms

Hydrauli cs

Master cy l i nder

Ca lipers

Department of Tran sportation (DOT)

Cylind ers

Spl it brake system

Control va Ives

Society of Automotive Engineers (SAE)

Pistons

Wh eel cylinders

H yd rauli c actuator

H yg roscopi c

Pascal's law

61

Auto Brakes

62
You learned in Chapter 1 that the earliest brake sys
tems were mechanical devices. You also learned that mod
ern brake systems are operated by hydraulic pressure.
Using hydraulics to apply the brakes is more efficient and
convenient than mechanical linkages. The hydraulic sys
tem is designed to allow brake pedal pressure to be
increased many times for greater braking power and to dis
tribute braking force equally. This chapter will explain in
detail the use of hydraulic pl'essure in braking systems.

The Basics of Hydraulic Systems

Changes in Force
There are times when it is desirable to change the
amount of movement of the input and output pistons. In a
simple hydraulic system, changing the cylinder size
changes both the distance traveled and the amount of
force applied. In Figure 4-3, note that the input cylinder
has an area of one square inch and the output cylinder is
10 in2. If we apply a force of 1 lb. to the input cylinder, this
produces a pressure of 1 pound per square inch, or 1 psi
in the system. This pressure travels to the output pi ston. At
the output piston, the 1 psi acting on the 10 square inch
piston produces an output force of 10 pounds. Note that by
varying the size of the input and output pistons, we have
increased the input force 10 times.

The study of liquids and how they work is called

hydraulics. You wi II not requ i re an extensive education in

hydraulic theory, but you must know how hydraulic pres
sure is created and used. The information in this chapter is
a brief overview of how hydraulic pressure is put to work
in the modern brake system. If you understand what is pre
sented here, you will be able to perform brake hydraulic
system service.

501bs.

Incompressibility of Liquids
Gases such as air can be compressed, that is, made to
take up less space. Compressed air is used in the shop to
power air tools and other equipment. However, liquids
such as water, oil , and brake fluid cannot be compressed.
The inability of liquids to compress is the basis of brake
hydrau Iic system operation, as well as the operation of
power steeri ng and automatic transm iss ions.
Figure 4-1 compares the compressibi Iity of gases and
liquids. A weight is placed on the lids of closed containers
of gas and liquid . When weight is applied to a container of
gas, its volume is reduced. In other words, a gas under
pressure takes up less space than it does when not under
pressure. Placing the weight on the liquid increases its
pressure, but does not reduce its volume.

Transfer of M ovement
Since liquids are not compressible, they can be used
to transfer movement. Figure 4-2 shows a simple hydraulic
system consisting of two cylinders and two pistons, con
nected by tubing called a hydraulic line. Both the right and
left cylinders and pistons are the same size. The entire sys
tem is filled with liqUid. If the piston on the left side is
pushed, it pressurizes the liquid. This pressure on the liq
uid is transmitted through the hydraulic line to the other
piston, causing it to move.
It is important to note that moving the first piston
caused the second piston to move exactly the same amount.
This is because the force was transmitted through the liquid
unchanged. As long as the input and output piston areas are
the same, input force is transmitted unaltered. The cylinder
and piston assembly shown in Figure 4-2 is the basis of all
hydraulic brake system design and operation.

No pressure

50 Ibs. pressure

Liquid

Figure 4-1. 1-Air (gas) is compressible. A-There is no pres

sure on the piston. B-Pressure has forced the piston down,
compressing the air trapped in the container. 2-Liquids cannot
be compressed. When pressure is applied to the piston in B, it
does not compress the liquid.

HYdrauliC
line

,----.,""""--""7\

'

CYlinder

Figure 4-2. Transfer of movement by using a liquid and hydraulic

line (tubing).

Chapter 4

Hydraulic System fundamentals

63

Pascal's law
The simple brake system shown in Figure 4-4 illus
trates a basic law of hydraulics, called Pascal 's law.
Pascal's law states the pressure in a closed hydraulic sys
tem is the same everywhere in the system. This principle of
hydraulics was discovered in 1653 by Blaise Pascal.
When the master cylinder at the top of Figure 4-4 is
pressurized by pushing on the piston, the pressure created
is the same throughout the system. This principle allows
you to check pressure at one point in the system with con
fidence that the pressure is the same elsewhere in the sys
tem. It also allows you to check variations in pressure and
determine whethel' they are normal or caused by system
defects.

Cylinder \
~----",~---:"

x1 distance

A Sim ple Brake Hydrau lic System

x10 force

The following illustrations show the design of a sim

ple on-vehicle brake hydraulic system having front disc
and rear drum brakes. Follow the illustrations and text to
see how this simple system makes use of the principles of
hydraul ics.
Figure 4-3. Changing a cylinder's size will alter the piston travel
and force.

Master Cylinder
However, this increase in hydraulic force has a
price. The input piston moved one inch while the output
piston moved 1/10 of an inch. Therefore, the force was
increased ten times, but the amount of movement was
decreased to 1/10. Therefore, to increase force we must
accept a decrease in movement. How this principle is put
to work in the modern brake system wi II be covered later.

Master "",
cylinder ' " -- ~l ,~:q:;:;;:::X\

I; epedal
Force

In Figure 4-5, the master cylinder provides the pres

sure to operate the other hydraulic components. The mas
ter cylinder is in turn, operated by the foot pedal. Pushing
on the pedal creates a force on the pistons, creating
hydraulic pressure.
Note the master cylinder has two pistons. The pur
pose of this design is to split the brake hydraulic system
into two parts. This design is used on all modern vehicles,
and is called a split brake system. If one side of the system
loses hydraulic fluid due to a leak, the other side will still
function. In operation, pushing on the first piston causes
the buildup of pressure in the first chamber. This, in turn ,
pushes on the second pi ston, causing it to pressurize the
second chamber. In both systems, the pressure is sent to
the wheel brake units. Split brake systems are discussed in
more detail in Chapters 5 and 6.

pressure
Brake lines
(tubing)

Front

Rotor ~
L-'~:J '

Wheel cylinders ~ . _
pistons and
links

v -,-.----, '

iZ2L7
_LZ

Figure 4-4. Creating pressure in the master cylinder, causes

pressure to build in the entire system. (Chevrolet)

Whee l Cylinders and Calipers

The wheel cylinders and calipers are the output
devices of the brake hydraulic system. In Figure 4-5, the disc
brake caliper pistons are much larger than the wheel cylin
der pistons. Thi s allows the front brakes to be applied with
more force. The reason for this is that inertia places more of
the vehicl e's weight on th e front brakes during stopping,
allowing the rear brakes to brake for control. These factors
will be discussed in more detail in Chapter 11.
Also note the front caliper pistons are much larger
than the master cylinder piston. This means the caliper pis
tons will multiply the brake pedal force many times.
However, the brake pedal must be pushed a long distance

64

Auto Brakes

Dual piston ~
master cylinder

Pistons

Caliper
Hydraulic
lines

are the rear brake shoes . Therefore, if the same amount

of pressure reached the front and rear brakes at the
same time, the front brakes would do all the stopping
and wear prematurely. Applying only the front brakes
could also cause instability, or might throw th e vehicle
into a skid.
The metering valve assembly, Figure 4-6, consists of
a small spring-loaded valve. The spring seats the valve
against hydraulic pressure until a certain pressure is
reached. At this pressure the valve is unseated and fluid
can flow to the disc brake calipers. This delay in apply
ing the front brakes gives the rear brakes time to over
come spring pressure and begin applying the rear
brakes.

Proportioning Valve
cylinder
Figure 4-5. The master cylinder generates the pressure needed
to operate the calipers, wheel cylinders, valves, etc.

to move the caliper piston a small amount. To keep the

pedal tt"avel from being excessive, the caliper assembly is
designed so the pads and rotor are very close together
when the brake is not applied. Therefore, less than .5"
(12.7 mm) movement of the brake pedal will apply the
brakes. Slightly misadjusted or worn brakes will greatly
increase brake pedal travel.

Lines and Hoses

The various components of the brake hydrau Iic system
are connected through lines and hoses. Lines are made of
steel and hoses are made of braided rubber. Lines connect
the stationary parts of the hydraulic system and hoses con
nect the parts which move in relation to each other.

If the brakes are applied hard during an emergency

stop, much of the veh icle's weight is transferred to the front
wheels. Hard braking can cause the wheels to lock up and
skid. This is not only hard on the tires, it can cause dan
gerous instability, sometimes causing the vehicle to spin
out of control.
To prevent this, a proportioning valve is installed in
the rear brake line. A calibrated spring holds the propor
tioning valve open against brake pressure. figure 4-7
illustrates the proportioning valve. Under normal brak
ing, brake fluid can flow to the rear brakes. Under a hard
stop, however, brake pressure will exceed the calibrated
tension of the spring, and increased pressure will close
the valve against the opening. This limits brake pressure
at the rear wheels to what is already in the rear hydraulic
system. Preventing the development of additional pres
sure helps to prevent wheel lockup.

Control Valves
The modern brake system contains several flow and
pressure control valves. These valves are:
D Metering valve.
D Proportioning valve.
D Residual pressure valve.
D Pressure differential valve.
The job of these valves is to make the brake system
more efficient, and to warn the driver when a failure
occurs. They perform these jobs by using spring pressure to
oppose hydraulic pressure. A brief explanation of these
valves is given in the sections that follow. Note that two or
more of these valves are sometimes installed into a single
assembly called a combination valve.

Metering
valve

Metering Valve
The metering valve is used to keep the front brakes
from applying before the rear brakes. The front brake
pads are not held in the retracted position by springs as

Figure 4-6. A metering valve is added to the system to pre

vent the front brakes from applying before the rear brakes are
actuated.

Chapter 4

65

Hydraulic System Fundamentals

pressure
valve assembly
r--r.:".,--------r.''7rl

Proportioning
valve

1'-' / 0 .1

~ Jlb
Figure 4-7. The proportioning valve helps to limit brake
pressure to the rear brake system, reducing the chance of
wheel lockup.

Figure 4-8. The residual pressure valve helps to maintain a

specific brake fluid pressure in the drum brake system.

Note: On many modern vehicles, propor

tioning valves are used in combination
with disc brakes. Proportioning valve
usage will be covered in more detail in Chapter 9.

Residual Pressure Valve

If the vehicle has drum brakes, a small amount of pres
sure must be maintained in the system to keep the wheel
cylinder lip seals from collapsing. The residual pressure
valve is used on vehicles with drum brakes to maintain this
pressure. Figure 4-8 illustrates this valve design. Note that
the actual valve assembly is a one piece unit.
In operation, the valve to the right is unseated and fluid
flows to the rear wheels. When the brake pedal is released ,
the valve to the right closes, and fluid returns to the master
cylinder through the valve to the left, which opens against
spring pressure. When the fluid pressure becomes low
enough (usually about 7-10 psi or 48.26-68.95 kPa), it no
longer has enough force to keep the spring compressed. The
spring then closes the valve, trapping a small amount of
p"essure in the rear brake system.

Pressure Differential Valve

The pressure differential valve is a warning device
used in all split brake systems . The p"essure differential
valve is a double-sided valve. The valve is installed so that
each lin e presses on one side of the valve. A typical pres
sure differential valve is shown in Figure 4-9.
.
When both sides of the hydraulic system are operat
iIlg normally, the valve is centered and the switch has no
way to co~plete the circuit. When one side of the system
fails, pressillg ~n the brake pedal will result in normal pres
sure on on e Side of the system, and lower than normal

valve assembly
,....,...,-r--

----r.o-r-.

Figure 4-9. Split brake system which incorporates a pressure

differential valve unit.

pressure on the other side. This causes the valve to move

to the side with less pressure. When the valve moves, the
switch is grounded. Electrical current flows through the
switch and illuminates a dashboard light.

Basic Anti-lock Brake Hydraulics

. Detailed operation of the anti-lock brake system (ABS)

will be covered in detail in Chapters 21 and 22. However
the anti-lock brake hydraulic system should be mentioned

66

Auto Brakes

since it has many sim il arities and a few differences w ith

the standard brake system . The major difference between
the anti-lock and standard brake systems is th e anti -lock
brake hydrau I ic actuato r.
The anti-lock brake hydraulic actuator conta ins con
trol valves, similar to those di sc ussed earlier. These va lves
are operated by electric solenoids or sm all motors . One
type of anti-l ock brake hydraulic actu ator is shown in
Figure 4-10. The va lves ca n seal off parts of th e brake
hydrau lic system, in a mann er simil ar to the proportioning
va lve di sc ussed earli er. The va lves ca n also dump fluid
back to the master cyl inder, redu c ing system pressure. Th e
va lve so lenoids are control led by electrical signa ls from an
on -board computer.
Some anti-lock brake systems contain a pu mp, driven
by an electric motor to develop ex tra pressure. This pump
is usually a vane pump, Figure 4-11. The vane pump co n
sists of a set of movab le vanes attached to a slotted drum,
usuall y cal led a rotor. The rotor and vanes are in stal led
in side an ecce ntric (egg-s haped) housing.
As the rotor turns, the va nes move in and out w ithin
the slots. Pre ssure behind th e va nes keeps them in co ntact
with the eccentri c housing wa ll s. As th e rotor is turned by
the electric motor, the vanes crea te a chamber which
increases in size. This increa se in size crea tes a suction at
th e intake port, drawing in fluid . As the va nes rotate
through the eccentric housing, they reduce the size of the

chamber, creating pressure wh ich is disch arged throu gh

the pump out let port. This press ure is then used in the anti
lock brake system.

Brake Fluid

Brake fluid is essential to the proper operation of the

brake system. In the last 60 years, many types of brake fluid
have been tried. Modern brake fluid is manufactured accord
ing to requirements of the Department of Transportation,
usually cal led DOT, and the Society of Automotive
Engineers, know n as SAE. Other industry and government
organizations also have standards for brake fluids.
Most brake fluid s are derived from a mixture of non
petrole um fluids, such as polyglyco ls, glycoet hers, and
other add itives w hich increase the fluid 's re liability. Brake
fluid is also used in manu al transmission clutch or slave
cy linders.

Brake Fluid Standards

Low quality brake fl uid w ill work in a brake hydrauli c
system, as wil l wate r, alcohol , or many other fluids - fOI'
a short tim e. However, for maxi mum brake system life and
the safety of th e veh ic le occupants, brake fluid must con
form to high sta nd ards.

Figure 4-10. A-Actuator assembly during normal braking operation. 1-Applied master cylinder pressure. 2-Bypass brake fluid.
3-Normally open solenoid valve. 4-EMB braking action. 5-oc motor pack. 6-ESB braking action. 7-Gea r assembly 8-8al/
screw 9-Check valve unseated. B-Actuator position during the anti-lock brake phase. 1-Trapped bypass brake fluid. 2-Solenoid
valve activated. 3-EMB action released. 4-oc motor pack. 5-ES8 braking action released. 6-Gear assembly 7-Ball screw
8-Check valve seated. 9-Applied master cylinder pressure. (Delco Moraine)

Chapter 4

67

Hydraulic System Fundamentals

Reservoir

---------"'Q

cap

Brake fluid
reservoir

Reservoir
retainer

Valve bl ock
assembly

Pushrod \
rear

<
Spring
Pushrod
assembly
Push rod
(front)

Reservoir
grommet

High-pressure
hose

Pressure
switch

Pump and motor

assembly

Return
hose

Pump
insulator

Figure 4-11. Another type of anti-lock brake hydraulic actuator. (FMC)

Caution: Never add petroleum-based fluids

to the brake system. Any type of motor oil,
transmission fluid, or other petroleum
product will swell and destroy the rubber seals in the
system.

Resistance to Boiling
Th e most important req uirement of b,"ake fluid is its
res istance to boiling. If th e brake fluid boils, it beco mes a
gas. As w e learned ea rli er in thi s c hapter, gases are co m
pressib le. Therefore, if the brake f luid boils, pressin g on th e
brake pedal w ill simp ly co m press gas instead of appl yin g
the brakes. Since fri cti onal heat is tran smitted to the
hydraulic system during braking, fluid resi stance to boiling
is ve ry important.

Water Absorption
Another important qu ality of brake fluid is its ability to
abso rb w ater. Brake fluids are intentionally desi gned to be
hygroscopic, or abl e to absorb water. This woul d see m to

be a bad qu ali ty, sin ce water will lower th e fluid 's resist
ance to boilin g. Should water get into th e brake system,
how ever, it w oul d tend to collect at low spots in the sys
tem. Water col lecti ng at o ne spot in th e brake syste m could
ca use corros io n at that spot. Pure water would also freeze
in co ld weather, bl ock in g off brake lines o r sti ck ing pi s
to ns. Des igning brake flui d to abso rb wate r helps to mini
mize these probl ems.
You mu st take preca utions to lim it the exposure of
brake fluid to w ater. Brake fluid th at has a bo ilin g point of
446F (230 C) when completely w ater free has a boiling
point of 311 F (155 C) when it has abso rb ed th e maximum
amount of w ater it ca n hold, Figure 4-12A. Always keep
containers ti ght ly ca pped, and do not lea ve hydraulic sys
tem parts di sconnected for long peri ods of time.

Note: When servicing anti-lock and trac

tion control systems, only use brake fluid
from a newly opened container. This will
minimi:ze the chance of dirt and water entering the
system.

68

Auto Brakes

Types of Brake Fluids

280
260

536

240
()
0

220

C
'0 200
0..

OJ

'0

CD

500

As the water content

of brake fluid increases
over time, the boiling
pOint decreases

464
428 0III
392 ~
"0

356 Q.
.~
320 "T10

180
160

~ot4

140

284

DO~--

120

248

100

212
2

% H2 0, wt.\wt.
A

Brake fluid is classed by its DOT number. The two

common types of modern brake fluid are glycol based and
silicone based. Glycol-based fluid is able to absorb water,
and has a boiling pOint of over 400F (200C). Modern
glycol based brake fluid is usually classified as DOT 3 or
DOT 4. Both types are clear fluids, with a slight amber
tinge. DOT 5 brake fluid can be easily spotted since it is
purple in color.
The difference between DOT 3 and DOT 4 is their
viscosity and ability to resist heat. DOT 4 can absorb more
heat than DOT 3, but has a sl ightly lower viscosity than
DOT 3. Silicone-based brake fluid is classed as DOT 5,
and has a boiling point of over 500F (260C). Silicone
brake fluid will not absorb any significant amount of water.
For this reason, it is vital that no water or airborne moisture
be allowed to enter a silicone fluid brake system or fluid
conta i ners.

)3:,11
f5//

Caution: Glycol and silicone brake fl uids

are not compatible, and should never be
o
mixed. Do not use silicone brake fl uid in a
vehicle equipped with an ASS system.

Federal and SAf Brake Fluid Standards

Figure 4-12. A-Brake fluid boiling points decrease as they

absorb more moisture. 8- Tools are available for checking the
moisture content of brake fluid. (Leica)

In addition to DOT classifications, there are other

standards for brake fluid . These include Federal Motor
Vehicle Safety Standard 116, or FMVSS 116, and Federal
specification VV-B-680. The Society of Automotive
En gineers (SAE) publ ishes specification jl703 . Look for
these specifications when purch asing brake fluid . DOT 5.1
is another fluid type, used on a few vehicles. DOT 5.1 is
not a silicone-based fluid, and sh ould not be added to a
brake system using DOT 5 fluid.

There are several products on the market to check

brake fluid for water contamination. One type is shown in
Figure 4-12B. Another type uses chem ically treated strips,
which react in the presence of water or other fluids .
Brake fluid can also be checked for water contamina
tion with an electronic brake fluid tester, Figure 4-13. To
use this type of fluid tester, remove the cap on the brake
fluid reservoir and insert the tester's probe into the fluid .
The tester heats a small sample of the fluid and measures
the temperature at which it boils. The tester then uses the
boiling point to calculate the percentage of water in the
fluid, which it displays onscreen.

Other Brake Fluid Requirements

In addition, brake fluid must have other qualities. It
must lubricate movi ng parts of the brake system, such as
the pistons and seals. The fluid must help to prevent cor
rosion of the metal parts as much as possible. Good brake
fluid should not damage rubber seals or any other part of
the brake system, and must flow easily, even at very low
temperatures.

Figure 4-13. This tester boils a small sample of brake fluid to

determine how much water is present. The screen displays the
amount of water as a percentage. (OTC)

Chapter 4

69

Hydraulic System Fundamentals

Summary
The brake hydraulic system has evolved over many
years and relies on the basic principles of liquids. The
study of liquids and how they work is called hydraulics.
liquids cannot be compressed . This property of liquids
is used to cause liquids to transfer movement and pressure,
as well as increase force. The operation of the brake
hydraulic system is based on Pascal's law which states that
pressure is transmitted unchanged through a closed
hydraulic system. The basic components of a brake system
are the master cylinder, wheel cylinders and calipers, con
necting lines and hoses, and various control valves.
The anti-lock brake system is operated by the same
hydraulic principles as the standard brake system . ABS
hydraulic control valves are operated by electric solenoids
controlled by an on-board computer. Pressure is often sup
plied by a motor driven hydraulic pump.
Some of the most important properties of brake fluid
are its ability to resist boiling, its ability to absorb water,
and its resistance to corrosion. Brake fluid must also lubri
cate moving parts and stay liquid at very low temperatures.
Brake fluid is classified and rated by the u.s.
Department of Transportation (DOT) and the Society of
Automotive Engineers (SAE). The two major classes of brake
fluid are glycol based and sili cone based. The two types
should not be mixed. Brake fluid containers should be kept
closed to reduce the amount of water absorption.

Review Questions-Chapter 4

10. ABS systems usually use a _ _ pump to develop

extra hydrau Iic pressure.
11 . Standards for brake fluid are set by two organizations.
Name them.

12. Brake fluid is designed to absorb ___.

13. It is vely important that brake fluid resist _ __ at

high temperatures .

14. Brake fluids classified as DOT 3 or DOT 4 are

based. Brake fluids classed as DOT 5 are
based. This fluid can be easily spotted since it is
colored
15. Which of the above fluids should not be used in an
ABS system?

1. Which of the following cannot be compressed?

(A) Brake fluid .
(B) Water.
(C) Air.

(D) Both A & B.

2. Technician A says that changing the sizes of the input
and output pistons can change the distance traveled.
Technician B says that changing the sizes of the input
and output pistons can change the amount of force
from the output piston. Who is right?
(A) A only.

Please do not write in this text. Write your answers on

a separate sheet of paper.
1. A basic principle of hydraulics is that ___ cannot
be compressed. Air and other _ __ can be
compressed.
2. Liquids can be used to ___ motion and pressure.
3. Tubing that connects two hydraulic units is usually
called a hydraulic _ __

(B) B only.
(C) Both A & B.
(D) Neither A nor B.
3. According to Pascal's law, the pressure in a closed
hydraulic system is the same ___.
(A) only at the input piston
(B) on Iy at the output pistons
(C) only at the input and output pistons

4. Changing the sizes of the input and output cylinders

can change the amount of ___ applied.
5. State Pascal 's Law.
6. What are the two brake hydraulic system output
devices?
7. The metering valve keeps the _ __ brakes from
applying before the _ _ brakes.

8. To keep the rear wheels from skidding during a panic

stop, a _ __ valve is installed in the rear brake line.
9. A residual pressure valve is used only on vehicles
with
brakes.

(D) everywh ere in the system

4. Technician A says that that the purpose of having two
pistons in the master cylinder is to split the brake
hydraulic system into two parts. Technician B says
that the purpose of having two pistons in the master
cylinder is to increase braking force. Who is right?
(A) Aonly.
(B) B only.
(C) Both A & B.
(D) Neither A nor B.

70

Auto Brakes

5.

wheel cylinders

10.

the

the pressure

devices of any brake

Restore equal pressure to each side of the
system.

(8) output

(8)

fluid transfer

Illuminate a

friction

(D)

larger than the mas

6. Why are the front

To increase

travel.

To decrease

B& C

11. The pump

ter cylinder piston?

To decrease brake

gear

force.

(C) vane

force.

(D) piston

7. All of the following statements about metering valves

12. ABS

are true, EXCEPT:

signals from a computer

valve was not used the veh ide

be more prone to skid.

the metering valve

out too soon.

overuse of the front

the front brakes from

8. During hard

valves are operated

pump hydrau Iic pressure

the metering valve is used to keep the rear brakes

from
the
brakes.

va

in the typical ABS system is known as

pump.

(A) rotor

pedal travel.

To increase brake

(B) if the

are

brake pedal pressure

from the cal
13. The most
resistance to

and wheel cyl

of brake

boil

(B) freezing

valve

corrosion

which of the fol

Increases pressure to the rear brakes.
Prevents pressure increase in the rear

brake flu id to water lowers its

14.

Increases pressure at the front brakes.

Bypasses fluid to the master cylinder.
9.

A says that the

I pressure valve is
on
brakes. Technician B says
that the I'esidual pressure valve
the
cups
Who is right?
col

15. Silicone brake fluid carries what DOT number?

3.

(A) A only.
(8) B only.

Both A & B.

(D) Neither A nor B.

4.
(C)

5.

Varies with the fluid

is its