SUBARU Technical Reference Booklet: Brakes Theory and Diag Module 506

Technician
Reference
Booklet
Brakes Theory
and Diagnosis
December 2015
MSA5P2506C
05L202002I
Brakes Theory and Diagnosis
This Technical Reference Booklet (TRB) is designed to be used in a
classroom environment or as a guide for self study.
The TRB is not intended to be used as a supplement or substitute for
the Subaru Service Manual. Always consult the appropriate Service
Manual when performing any diagnostics, maintenance or repair to any
Subaru vehicle.
© Copyright 2015
Subaru of America, Inc.
All rights reserved. This book may not be
reproduced in whole or in part without the
express permission of Subaru of America,
Inc. Specifications in this Guide are based
on the latest product information available at
the time of publication. Some images shown
are for illustration purposes only.
Subaru of America, Inc. reserves the right at

any time to make changes or modifications
to systems, procedures, descriptions, and
illustrations contained in this book without
necessarily updating this document.
Information contained herein is considered
current as of December 2015.
© 2015 Subaru of America, Inc. Printed in USA. All rights reserved. Contents may not be reproduced in whole or in part without
prior written permission of publisher. Specifications in this Guide are based on the latest product information available at the
time of publication. Some images shown are for illustration purposes only. Some equipment shown in photography within this
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© Subaru of America, Inc. 2015 R-1
3
4
Contents
Introduction....................................................................................................... 9
Brake System Safety.......................................................................................11
Personal Protection Equipment.................................................................11
Environmental Impact................................................................................ 14
Fluid/Chemical Safety................................................................................ 15
General Brake Fluid Warnings and Cautions........................................ 15
Brake System Vehicle Safety Design........................................................ 17
Diagonal Split Brake System................................................................. 17
Front/Rear Split Brake System.............................................................. 18
Brake Mechanical and Hydraulic Theory.......................................................19
Mechanical Theory...................................................................................... 19
Purpose and Function of the Brakes..................................................... 19
Mechanical Advantage.......................................................................... 20
Hydraulic Advantage............................................................................. 21
Hydraulics – Pascal’s First Principle...................................................... 21
Hydraulic Theory......................................................................................... 22
Force – Pascal’s Second Principle........................................................ 22
Effects of Air in the Hydraulic System.................................................... 23
Brake Fluid Inspection.......................................................................... 24
Recommended Brake Fluid....................................................................... 26
Brake Fluid Ratings............................................................................... 26
There are four classes of brake fluid commonly used:.......................... 26
Brake Fluid Characteristics................................................................... 27
Hydraulic Brake Components.................................................................... 28
Steel Brake Lines.................................................................................. 28
Steel Brake Line Cautions..................................................................... 29
Flexible Brake Hoses............................................................................ 30
Hydraulic Brake Pressure Control............................................................. 32
Brake Proportioning Valve..................................................................... 32
Split-Point Graph................................................................................... 33
Continued next page
5
Subaru Technical Information System (STIS)............................................... 35
Brake Service Information in STIS............................................................ 35
Maintenance Schedules........................................................................ 37
STIS Symbols/Icons.............................................................................. 38
Definitions of Notes, Cautions and Warnings........................................ 40
Brake Service Procedures.................................................................... 40
Brake Service Special Tools.................................................................. 41
Brake System Repair Hand Tools.............................................................. 42
General Diagnostics................................................................................... 43
Brake System Visual Inspection............................................................ 43
Brake System Noise – Normal.............................................................. 44
Brake Pedal and Power Booster.................................................................... 45
Brake Pedal................................................................................................. 45
Brake Pedal Operation.......................................................................... 45
Brake Pedal Safety Design................................................................... 46
Brake Pedal Stop Light Switch.............................................................. 47
Power Brake Booster.................................................................................. 48
Tandem- or Dual-Diaphragm Brake Booster Components.................... 49
Brake Booster Operation....................................................................... 49
Brake Booster Replacement................................................................. 50
Brake Booster Poppet Valve.................................................................. 51
Brake Booster Diagnosis....................................................................... 52
Brake Booster Vacuum Pump............................................................... 54
Vacuum Pump Sensor.......................................................................... 55
Brake Application Methods........................................................................... 57
Master Cylinder........................................................................................... 57
Master Cylinder Theory and Operation................................................. 57
Low Brake Fluid Warning Switch........................................................... 59
Low Brake Fluid Warning Indicator....................................................... 60
Introduction to Drum and Disc Brake Designs........................................ 61
Drum Brake Application and Design..................................................... 61
Drum Brake Components.......................................................................... 62
Wheel Cylinders.................................................................................... 62
Drum Brake Hardware.......................................................................... 63
Brake Drums......................................................................................... 64
Brake Drum Wear Patterns................................................................... 65
Brake Drum Measurements.................................................................. 66
Drum Micrometer.................................................................................. 67
Drum Brake Service Precautions.......................................................... 68
Continued next page
6
Manual Park Brake Systems...................................................................... 70
Drum-in-Hat Design.............................................................................. 70
Parking Brake Components.................................................................. 71
Parking Brake Adjustment..................................................................... 72
Disc Brake Systems.............................................................................. 73
Disc Brake Calipers.................................................................................... 74
Floating Caliper..................................................................................... 75
Floating Caliper Function...................................................................... 75
Caliper Slide Pins.................................................................................. 76
Front and Rear Guide Pins................................................................... 77
Fixed Calipers....................................................................................... 78
Disc Brake Pads.................................................................................... 79
Brake Pad Wear Indicator..................................................................... 80
Brake Pad Return Spring...................................................................... 81
Disc Brake Inspection........................................................................... 82
Floating Brake Pad Replacement......................................................... 83
Fixed Brake Pad Replacement.............................................................. 84
Brake Rotors............................................................................................... 85
Brake Rotor Types................................................................................. 85
Brake Rotor Inspection and Removal.................................................... 86
Brake Rotor Minimum Thickness.......................................................... 87
Brake Rotor Thickness.......................................................................... 88
Brake Rotor Parallelism......................................................................... 89
Brake Rotor Lateral Runout................................................................... 90
Wheel hub Runout................................................................................ 91
Brake Rotor Resurfacing....................................................................... 92
Brake Rotor Resurfacing Reminders..................................................... 93
Disc Brake Service Precautions............................................................ 94
Hydraulic Brake System Inspection and Service..................................... 95
Checking Brake Pedal Stroke............................................................... 95
Conventional Brake System Bleeding................................................... 97
Master Cylinder Bleeding.....................................................................101
Anti-Lock Brake (ABS) & Vehicle Dynamics Control (VDC) System
Bleeding.............................................................................................. 103
Brake System Hydraulic Measurement............................................... 104
7
8
Introduction
This training course introduces the operational characteristics and components of the
conventional brake system and identifies how to properly inspect and service a conventional
brake system.
Course Objectives
Upon completion of this course, you will be able to:
• Identify the components of a conventional brake system
• Identify the properties of hydraulic fluid as they relate to the transmission of motion in a
conventional brake system
• Perform a general inspection and brake service
• Perform parking brake cable adjustments
• Perform drum brake adjustments
• Use a micrometer to measure rotor thickness and compare measurements to
specifications
• Use a dial indicator to measure brake rotor runout and parallelism
• Use an on-car brake lathe to perform brake rotor resurfacing
• Use STIS to locate and interpret brake system noise, vibration, and visual inspection
results
• Use a brake pedal effort gauge and pedal travel measurements to determine if
adjustments are necessary
• Use a brake caliper pressure gauge and interpret measurements
9
Notes:
10
Brake System Safety
2-2
Personal Protection Equipment
Personal Protection Equipment

There are many safety precautions that you must observe when diagnosing and servicing the
brake system. When diagnosing, accessing, and removing a brake system component, refer to
the appropriate service information and observe all safety cautions and warnings.
As a general warning, before attempting to diagnose or service any braking system component,
wear the appropriate work clothing:
• Safety glasses with side shields
• Gloves (Chemical resistant)
• Subaru approved uniform
• Protective shoes (Oil and slip resistant)
The following items may be advised for certain procedures:
• Protective breathing equipment (particle or respiratory mask)
• Helmet
• To avoid inhaling brake chemicals and brake dust, a properly ventilated work area is
essential.
11
• Never use an air hose to

clean brake assemblies
• Never use aerosol sprays to

clean brake assemblies
• Breathing organic or
metallic dust particles
is harmful to your health
• Use a special breathing filter or

mask to filter out damaging
dust particles
2-3
Particle Mask - Respirator
The following cleaning precautions decrease the risk of releasing brake dust into the air,
causing harmful exposure:
• Do not use a shop vacuum cleaner; the filter is inadequate to collect and trap asbestos
fibers.
• Do not use compressed air to clean drum brakes.
• Do not wipe brake components with a dry rag or brush.
• Do not use squirt bottles or solvent sprays to clean parts.
• Do not use a water hose to remove brake dust.
Use a low-pressure, wet cleaning method. Specially-designed low-pressure spray equipment
wets the brake assembly and catches the asbestos-contaminated runoff in a special basin to
reduce or prevent airborne brake dust from spreading.
Specially designed, negative-pressure enclosures include a high-efficiency particulate
absorption (HEPA) vacuum filter. This kind of enclosure and vacuum system features a special
box with clear plastic walls (or windows). The enclosure fits tightly around a brake assembly
and prevents brake dust exposure.
Newer vehicles may not have asbestos content in the brake dust; however, the brake dust that
accumulates on brake components during normal use is still harmful if ingested.
12
2-4
Eye Wash Station
Brake fluid is an eye and skin irritant. If brake fluid enters the eyes, flush thoroughly for at
least 20 minutes with cool water while lifting the upper and lower eyelids. Wash the skin with
soap and thoroughly rinse with water if brake fluid contacts the skin. Seek medical attention if
continued eye and skin irritation occurs.
Know where the closest emergency eye wash station is and how to get there with restricted
vision.
13
Environmental Impact
SUBARU SERVICE
SAFETY
DATA SHEETS S
(SDS) is
Approved
Waste
Container
Floor
Dry Absorbent Pads
2-5
Absorbent Pads and Environmental Impact
Do not dispose of automotive fluids in drains, waterways, or landfills. These chemicals contain
contaminants such as solvents and can leach into soil and waterways causing environmental
damage and health hazards.
Contain and collect spillage with non-combustible, absorbent material such as sand, floor
dry, or absorbent pads and place the contaminated material in a certified waste container for
disposal according to local regulations.
All materials used in the service department have a Safety Data Sheet (SDS) to provide the
information on safely handling or working with hazardous materials.
Brake pads and shoes can contain asbestos and metallic particles. Incorrect brake-cleaning
techniques can result in brake dust releasing into the air. Refer to the OSHA SDS located in the
appropriate location in the service department.
14
Fluid/Chemical Safety
2-6
Brake Fluid Precautions
General Brake Fluid Warnings and Cautions
WARNING: BRAKE FLUID IS TOXIC TO THE HUMAN BODY.
CAUTION: If brake fluid gets in your eyes or on your skin, do the following:
◦◦ Wash eyes and seek immediate medical attention.
◦◦ Wash your skin with soap and water and then rinse thoroughly with water
CAUTION: Wear appropriate work clothing, including a helmet, protective
goggles and protective shoes when performing any work.
CAUTION: Do not allow brake fluid to come in contact with the painted surface of the
vehicle body. If it does, wash off with water and wipe away completely.
CAUTION: Before removal, installation or disassembly be sure to clarify the failure.
Avoid unnecessary removal, installation, disassembly and replacement.
CAUTION: Avoid dirt or dust from entering the master cylinder reservoir.
CAUTION: Use Subaru recommended lubricants or equivalent. Do not
mix grease etc. of different grades or manufactures.
CAUTION: Use approved Subaru brake fluid.
15
CAUTION: Before securing a part on a vise, place cushioning materials such as
wood blocks, aluminum plate, or cloth between the part and the vise.
CAUTION: Be sure to tighten fasteners including bolts and nuts to the specified torque.
CAUTION: Place shop jacks or rigid racks at specified points.
CAUTION: The engine must not be running when bleeding the brake lines.
CAUTION: Do not use petroleum-based fluid; brake system seal damage will result.
CAUTION: Make sure grease does not come into contact with the parking brake shoes.
CAUTION: Never use gasoline, kerosene, alcohol, motor oil, transmission
fluid, or any fluid containing mineral oil to clean brake system
components; these types of fluids damage rubber cups and seals.
CAUTION: Some vehicle components are extremely hot immediately after
driving. Be wary of receiving burns from heated parts.
CAUTION: When installing the vacuum hose on the engine and brake booster,
do not use soapy water or lubricating oil on their connections.
CAUTION: When using a lift or shop jack to raise a vehicle, it is important to follow
and approved lifting and safe practices and components such as:
◦◦ Always use the correct jack-up points to raise the vehicle and use the
support the vehicle.
◦◦ Follow the lift’s operation manual.
◦◦ Refer to Subaru Technical Information System (STIS) to locate the
appropriate lift points. This and additional information can be found in
the General>NOTE>LIFT AND JACK Section.
◦◦ Install and use the appropriate lift brackets as per STIS instructions
16
Brake System Vehicle Safety Design
Diagonal Split Brake System
Right Front Right Rear
SECONDARY CIRCUIT
PRIMARY CIRCUIT
Master Cylinder
Left Front Left Rear 2-7
Diagonal Split Brake System
The brake hydraulic system is a closed system. The master cylinder contains two pistons
separated by a seal to create two separate hydraulic pressure output circuits. Each output
circuit (a primary and a secondary) provides pressure to one-half of a split hydraulic system.
The secondary system transmits braking force to the left front and the right rear brakes.
When the brake pedal is applied, a brake push rod moves the pistons inside the master
cylinder, creating hydraulic brake pressure. A small leak in the system would create a loss
of brake pressure, reducing brake application or stopping power. Subaru vehicles have two
separate and independent hydraulic systems to prevent total loss of the brakes in case of a
leak. On diagonal split systems (common to Subaru vehicles), or front to rear split systems, if
one brake circuit fails, complete loss of brakes will not occur; however, braking will be severely
reduced.
On a diagonally split brake system, the left front and right rear brakes are connected to one
circuit of the master cylinder while the right front and left rear brakes are connected to the other
circuit of the master cylinder. Vehicles equipped with front wheel drive typically use the diagonal
split design system because of a front-heavy weight distribution. A majority of braking occurs
at the front brakes on vehicles equipped with front wheel drive. This safety feature not only
provides balanced, even braking, but also provides balanced braking in the event of failure to
one of the circuits.
17
Front/Rear Split Brake System
2-8
Front/Rear Split System
On a front/rear split braking system, both front brakes work together on one braking circuit, and
both rear brakes work together on a separate braking circuit.
18
Brake Mechanical and Hydraulic Theory
Mechanical Theory
Electrical System
Hydraulic System
Parking Brake
System
Mechanical System
3-2
Conventional Brake System
Purpose and Function of the Brakes
Automotive brake systems are designed to stop or slow down a vehicle by transforming kinetic
(motion) energy into friction. When the brake pedal is depressed, a series of events takes
place: the mechanical pressure from the brake pedal application converts to hydraulic pressure
by the master cylinder. The hydraulic pressure acts upon a brake piston that applies the brake
pads so they can contact a rotor or brake shoe to contact a drum.
Conventional Brake System
The conventional brake system consists of three sub-systems:
• Mechanical system
• Hydraulic system
• Parking brake system
A conventional brake system does not include the antilock brake system (ABS) or traction
control (TC) system.
19
Mechanical Advantage
Coefficient
1.0
of Friction
0.9
0.8
0.7
0.6
0.5
0.4
0.3 SATISFACTORY
0.2
0.1
FADING
Temperature 100° 150° 200° 250° 300° 350° 400° 450° 3-3
Coefficient of Friction
The force from a driver’s foot is not enough to activate the brakes to stop a vehicle. The brake
pedal is designed to provide leverage and increase the force from the driver (mechanical
advantage). The brake pedal assembly regulates the force applied to the master cylinder piston.
Located and bolted under the dash, the pedal swings on a pivot in the pedal support bracket.
In a moving automobile, friction is generated when the brake pads or shoes contact the rotor
or drum. This friction produces the heat energy that is proportional to the vehicle speed, the
weight of the vehicle, and the swiftness of the stop. Higher speeds, heavier vehicles, and
abrupt stops equate to additional heat.
Friction is the resistance to movement that results from two objects moving or rubbing against
each other. There are two types of friction: kinetic and static.
Kinetic friction produces heat (the greater the kinetic friction, the greater the heat produced).
Static friction occurs between two stationary objects. Static friction in an automotive brake
system occurs if a vehicle is in park on a slight incline. Static friction does not produce heat.
20
Hydraulic Advantage
Master Cylinder Wheel Cylinder
Fluid
Pressure Exerted on One Piston is Transmitted to the Other Piston
Pressure
Pressure is Exerted Equally in all Directions 3-4

Pascal’s First Principle
Hydraulics – Pascal’s First Principle
A pascal (Pa) is a metric measurement unit of pressure that serves as the base International
System of Units (SI) unit of pressure. Pascal’s law was named for a French mathematician,
physicist, and philosopher Blaise Pascal. One pascal (1 Pa) is equivalent to one Newton (N)
per square meter (m²).
Hydraulic fluid is non-compressible. Forcing hydraulic fluid to take up less volume in a closed
system is not possible. In a closed hydraulic brake system, the non-compressible fluid transmits
the force applied at the brake pedal to the wheel cylinder or caliper piston, which in turn applies
the brakes.
Pascal’s law or the principle of transmission of fluid-pressure is an important principle in fluid
mechanics that states that pressure exerted anywhere in a confined area is incompressible and
is transmitted equally in all directions.
If two-cylinders are filled with liquid and connected by a tube, the pressure from one-cylinder
transfers to the other cylinder.
21
Hydraulic Theory
100 lbs.
Inches Inches
0 0
1 1
2 2
1,200 lbs
3 3
4 4
5 5
6 6
7 7
8 8
9 9
200 PSI
2 square in. 6 square in.

3-5
Pascal’s Second Principle
Force – Pascal’s Second Principle
Force multiplication takes place when the force acting on a small area creates a larger force by
acting on a larger area. When applying pressure to a confined liquid, the pressure is equal in all
directions.
The example above demonstrates Pascal’s principle. Applying 100 lbs. of pressure to 2 square
in. creates a pressure of 200 lbs. per square inch. A pressure of 200 lbs. per square inch
applied to 6 square in. equals 1,200 lbs. of force.
Hydraulic force multiplication works at the expense of piston movement. The piston applying
the force has to travel a longer distance than the driven piston to gain the additional force.
Using the example above, the smaller piston will move three times the distance of the larger
driven piston. This is the reason why a common hydraulic jack must be pumped multiple times
to move the lifting pad a very short distance.
22
Effects of Air in the Hydraulic System
Brake Not Applied Brake Applied
Air in the
Hydraulic
System
Brake Pedal Applied

Brake Applied Brake Not Applied
3-6
Air in the Hydraulic System
Air that enters the brake system is compressible, unlike brake fluid. In the illustration, air in
one hydraulic circuit prevents the brake fluid from moving the caliper pistons, which prevents
application of the disc brakes.
Air in the brake hydraulic system often produces a spongy or low brake pedal. The proper
course of action is to purge the air by bleeding the brake system.
23
Brake Fluid Inspection
MA
X
MIN
3-7
Typical Master Cylinder
Inspect the brake fluid by following this general procedure. Always refer to the correct service
information when inspecting the condition of the brake fluid or adjusting the brake fluid level.
CAUTION: Always check the level using the specified direction
because there is a partition in the reservoir tank.
1. Park the vehicle on a level surface.
2. Carefully clean all dirt from the master cylinder cover.
3. Remove the master cylinder cover.
4. If the brake fluid has a rusty or milky appearance, drain, flush, and bleed the brake
system.
5. Add the Subaru approved brake fluid from an unopened container to the master cylinder
reservoir until the level is between the MIN and MAX indicator lines of the reservoir.
6. Restore the shape of the cover seal. Inspect the cover seal for damage or a swollen
condition, replace as necessary, and inspect and replace all rubber cups and seals.
7. Install and tighten the master cylinder cover.
24
Note: A normal characteristic of brake fluid is that it tends to darken over time. Do not
mistake this condition as brake fluid contamination. However, if the brake fluid is
extremely discolored, replace the brake fluid.
CAUTION: Avoid mixing brake fluid of different brands to
prevent fluid performance from degrading.
CAUTION: Use new recommended SUBARU brake fluid
when replacing or refilling the fluid.
CAUTION: Be careful not to allow dirt or dust to enter the reservoir tank.
CAUTION: Do not let brake fluid come into contact with the painted
surface of the vehicle body. Wash away with water
immediately and wipe off if it is spilled by accident.
25
Recommended Brake Fluid
3-8
Subaru Brake Fluid
Brake Fluid Ratings
There are four classes of brake fluid commonly used:
DOT 3 – Poly glycol ether-based
• DOT 4 – Poly glycol borate ether-based
• DOT 5 – Silicone-based
• DOT 5.1 – Borate-esters based (non-silicone based)
These automotive brake fluid specifications are defined by the Federal Motor Vehicle Safety
Standards (FMVSS). They are assigned a Department of Transportation (DOT) number and
specification grades. The numbers increase as the boiling point of the brake fluid increases.
Subaru recommends the use of Poly glycol DOT 3 and DOT 4 brake fluid. Refer to service
information for the correct brake fluid based on vehicle model and year.
Note: Never mix brake fluids with any other fluids. Do not mix silicone-based with
glycol-based brake fluids.
Note: DOT 3 and DOT 4 brake fluids are compatible and may be blended together.
26
Brake Fluid Characteristics
Brake Fluid
DOT 3 DOT 4 DOT 5 DOT 5.1
Comparison Chart
Base Composition Poly Glycol Glycol Ether/

Poly Glycol Silicone
Borate Ester
Boiling Temperature 401 ºF – 205 ºC 446 ºF – 230 ºC 500 ºF – 260 ºC 500 ºF – 260 ºC
Wet Boiling
284 ºF – 140 ºC 311ºF – 140 ºC 356 ºF – 180 ºC 356 ºF – 180 ºC
Temperature*
Color Clear and Amber Clear and Amber Purple and Violet Clear and Amber
Corrosive To Paint To Paint Some Rubbers To Paint

* 3.7% Water by Volume
3-9
Brake Fluid Characteristics
An important characteristic of brake fluid is its high boiling point. Hydraulic systems rely on
the fluid’s ability to be non-compressible and transmit force. If the brake fluid boils from heat
transferred to the fluid from the brake components, it can become a gas. If this occurs, the
brake fluid’s ability to transmit force will be lost.
Other necessary qualities of brake fluid are:
• Free flowing at low temperatures
• Low freezing point
• Non-corrosive to metal or rubber brake parts
• Ability to lubricate metal and rubber parts
Poly glycol brake fluid is typically clear to amber in color. It is the most common type of brake
fluid used in the automotive industry.
Poly glycol brake fluid is hygroscopic, meaning that it has the ability to absorb moisture.
Therefore, use only fresh, clean brake fluid and never reuse old brake fluid. Moisture in the
brake hydraulic system reduces the boiling point, causing it to vaporize sooner. In addition,
moisture causes metal brake components to corrode, resulting in leaks or binding pistons and
wheel cylinders.
Silicone brake fluid is purple in color with virtually no hygroscopic characteristics. Therefore,
corrosion to internal brake components is minimized. Silicone fluid has a higher boiling point
and is not harmful to painted surfaces.
If the brake fluid is contaminated, refer to service information for the appropriate service
procedure. Drain and flush all contaminated brake fluid from the hydraulic system and replace
all rubber lines, seals, and cups.
27
Hydraulic Brake Components
Steel Brake Lines
Protective
Coating
Steel Lines
3-10
Typical Steel Lines
Steel brake lines (also referred to as steel tubing) transfer hydraulic pressure from the master
cylinder to metering valves, then to the brake calipers and wheel cylinders. Steel brake lines are
pre-fabricated specifically for each vehicle platform from the parts department.
When performing brake service, inspect the steel lines for the following conditions:
• Damage • Corrosion
• Dents • Splits
• Kinks • Cracks
• Leaks
If any of the above conditions are present, replace the lines as necessary.
Steel lines may be damaged from road debris or may become internally restricted. To diagnose
an internally restricted line, loosen a fitting past the suspected point of restriction and have an
assistant depress the brake pedal while observing for brake fluid flow at the fitting. If brake fluid
does not flow or if flow is slow, the brake line is restricted. To correct this condition, replace the
restricted line.
Remove the fittings on metal brake tubes with a flare nut wrench to prevent damage to the
fittings.
Use an exact replacement brake line to prevent damage caused by incorrectly routed lines.
28
Steel Brake Line Cautions
CAUTION: Be careful not to damage the airbag system wiring
harness when servicing the center brake pipe.
CAUTION: When installing the brake pipe, do not bend.
CAUTION: After installing the brake pipe and hose, perform air bleed.
CAUTION: After installing the brake hoses, make sure that they do
not contact the tires or suspension assembly, etc.
CAUTION: Yellow connectors and harnesses with yellow tapes around them
are the connectors and harnesses for the airbag system. Using
a tester above such circuits may cause malfunction of airbag
system. Follow the cautions for “AIRBAG SYSTEM” in this case.
29
Flexible Brake Hoses
Flexible Brake Hose
3-11
Flexible Brake Hose
Flexible hoses transfer brake fluid pressure. They are made of laminated rubber and can
withstand at least 2,000 psi (281,200 kgf/m2) of hydraulic pressure. Flexible brake hoses
are typically located where flexing action is required, such as normal suspension or wheel
movement. Non-flexible brake line damage would result if installed in these locations.
When performing brake service:
• Inspect the hoses for damage, kinks, or swelling.
• Inspect the hoses for leaks, splits, or cracks.
• Inspect the hoses for proper routing.
Note: Use a wire to support a brake caliper; do not hang a caliper from the flexible
brake hose.
30
Steel Brake Pipe
Flexible Brake Hose

Flexible Brake
Hose Clamp
Banjo Connection
Banjo,Washers, and Bolt

Connected to the Caliper
= Replace Banjo Sealing Washers (Gasket)

3-12
Banjo Bolt and Sealing Washers
CAUTION: Do not twist the brake hose.

Defective or damaged flexible brake hoses can swell, which will allow brake fluid pressure to
expand the hose and cause the vehicle to pull during braking or cause a spongy or low pedal
concern.
Flexible hoses can collapse internally, which can create poor braking performance. A blocked,
restricted, or kinked flexible brake hose can also cause the vehicle to pull during braking. The
pull will be to the opposite direction of the restricted hose. For example, a restriction in the left-
front brake hose will cause a pull to the right during braking.
Flexible hose connections use a combination of a banjo bolt with sealing washers attached
directly to a caliper. The bolt is cross-drilled to allow fluid to flow through the bolt. Typically,
the sealing washers are made of copper, which is a soft metal that allows compression and a
tight seal. Replace the copper sealing washers whenever disconnecting or replacing the brake
hoses.
31
Hydraulic Brake Pressure Control
Brake Proportioning Valve
Proportioning Valve
3-13
Typical Proportioning Valve
A conventional brake system requires a balance of hydraulic brake pressure to the front and
rear wheels of the vehicle. Previous models used a proportioning valve that balanced brake
hydraulic pressure by preventing the rear brakes from locking up prematurely. The proportioning
valve is typically located in the brake lines near the master cylinder.
For example, an explanation for premature rear brake lock-up is that rapid braking forces
tend to pitch the vehicle forward, which in turn transfers the weight of the vehicle to the front,
reducing the weight on the rear wheels. Reducing the weight on the rear wheels increases the
possibility of rear brake lock-up. The proportioning valve accomplishes the balancing between
the front and rear wheels by reducing the hydraulic pressure to the rear brakes during heavy
braking.
Beginning with some 2004 models, the electronic brake distribution (EBD) function replaced
the proportioning valve. EBD is an internal function of the ABS control system.
Most diagonally split braking systems use two proportioning valves, one for each hydraulic
circuit.
32
Split-Point Graph
Braking Force for the Rear Wheels
Ideal Load Distribution

at a Light Load
(Reference)
Braking Force Distribution
(Reference) When PCV is Working
Braking Pressure
to the Rear Brakes is Reduced
Braking Force for the Front Wheels

3-14
Split-Point Graph
The graph shows that vehicles that use proportioning valves distribute a reduced fluid pressure
to the rear wheel brakes as compared with the fluid pressure to the front wheel brakes when a
specified fluid pressure (split-point) brings the braking forces to an optimum balance.
The lower braking line depicts the split-point, where the proportioning valve is reducing brake
pressure to the rear wheels. This action optimizes the braking balance needed for maximum
braking stability.
33
Notes:
34
Subaru Technical Information System (STIS)
Brake Service Information in STIS
4-2
Subaru Diagnostic System Graphic User Interface (GUI)
The Subaru Technical Information System (STIS) is an essential online resource during the
service and diagnostics of the brake system. A Technicians ability to effectively navigate
the system in order to accurately identify maintenance, inspection, removal, and assembly
procedures directly correlates to the accuracy and efficiency in performing brake system
diagnostics and repairs.
4-3
STIS Home Page
Brake related information can be found on STIS via the “Online Reference” or “Service
Diagnostics”. Although the core information remains the same within “Online Reference” and
“Service Diagnostics” sections, each resource has pros and cons in usability. Regardless, it is
acceptable to use either resource.
35
4-4
Online PDF (Portable Document Format)
“Online Reference” offers information for 1995MY to current vehicles in PDF format organized
by specific vehicle systems.
4-5
HTML (HyperText Markup Language)
“Service Diagnostics” offers information for 2005MY to current vehicles in an HTML (HyperText
Markup Language) format.
36
Maintenance Schedules
4-6
Maintenance Schedule 1
The scheduled maintenance requirements can be found in a separate Warranty and

Maintenance Booklet. The booklet is located under the applicable vehicle>General Information
Section>Periodic Maintenance Services PM>Schedule.
There are two maintenance schedules: 1 and 2. Schedule 1 refers to maintenance items
needed based on miles driven and time. Schedule 2 refers to maintenance items needed
based on miles driven and driving conditions; extreme driving conditions require a shorter time
interval for maintenance requirements.
The Service Manual Schedule Symbols in the chart indicate:
• R - Replace
• I - Inspection
• P - Perform
• (I) - Inspections recommended for vehicle safety
37
STIS Symbols/Icons
: Selective part
: Replacement part
: Sealing point
: Should be lubricated with oil
: Should be lubricated with grease
T1 , T2 : Tightening torque
: Links to other documents or procedures
4-7
STIS Symbols and Icons
Illustrations are provided for each component. The information necessary for repair work such
as tightening torque, grease-up points, and sealing points are described on these illustrations.
Links to other service documents are show as two chain links connected together.
38
Grease Point Icon
4-8
Typical Rear Disc Brakes STIS Symbols and Icons
The above graphic represents typical grease points in the rear disc brake system. The
information can be found in the Brake (BR)>General Description section.
STIS Units are measurements according to SI units. Metric and yard/pound measurements are
also included. Below is list of SI units.
Item SI Units Conventional Unit Remarks

Force N (Newton) Kgf 1 kgf = 9.807 N
Mass (Weight) Kg, g Kg, g
Capacity L, mL or Cm3 L or cc 1 cc = 1Cm3 = 1 mL
Torque N·m kgf-m, kgf-cm 1 kgf-m = 9.804 N·m
Rotating Speed rpm rpm
Pressure kPa (Kilopascal) MmHg 1 mmHg = 0.1333 kPa
Power W PS 1 PS = 0.73355 kW
Calorie W·h cal 1 kcal = 1.163 W·h
Fuel Consumption Rate g/kW.h g/PS.h 1 g/PS·h =1.3596 g/k
W·h
4-9
STIS Unit Measurement Chart
39
Definitions of Notes, Cautions and Warnings
Note: Describes additional information to make works easier.
CAUTION: Describes prohibited matters to prevent vehicle and component
damage, or matters that requires special attention during work.
WARNING: DESCRIBES MATTERS THAT MAY CAUSE SERIOUS DAMAGE TO THE
OPERATOR OR OTHER PERSON, OR THAT MAY CAUSE DAMAGE OR
ACCIDENT.
Brake Service Procedures
4-10
Brake System Specification Chart
STIS brake service procedures are located by selecting the appropriate model year from the
Service Diagnostics drop-down, and selecting the appropriate model. From the Technical
Information System page, select Brake from the Select a Major Components Section pull-down
menu. From there you will see three major groups; each group contains a Specification chart
located in the General Description folder. The specifications section contains all the necessary
brake rotor and drum discard thicknesses and recommended fluid types. Under General
Description, the Component section contains torque specifications for the brake components
and exploded views.
Note: The General Description section may classify the size of disc brake rotors by
“inch types”. This measurement does not refer to the actual diameter of the
rotor. Rather, this indicates the intended wheel size for that brake size given the
performance of the system. For example, a “16-inch type” brake size is appropriate
for a 16 inch wheel/tire combination. However, the effective diameter of the rotor
is only 9.61 inches.
40
Brake Service Special Tools
4-11
Special Tool Welcome Page
Special Tools information can be found under the Information pull-down menu>Links>SPX
Kent-Moore Special Service Tools. At the Subaru Special tool website, click on BRAKES.
41
Brake System Repair Hand Tools
4-12
Brake System Hand Tools
There are several brake-specific hand tools that may be required to service the brake system.
Some of these tools are:
• Press-in caliper piston compressor
• Drum brake tools
• Bleeder hose
• Ratchet and sockets
• Drum brake pliers
• Drum brake adjustment spoons
• Flare wrenches and brake bleeder wrenches
• Vacuum/pressure bleeder
In addition to the above tools, special measurement tools are needed to measure brake rotor
and drum thickness. Measurement tools are discussed later in class.
42
General Diagnostics
Insufficient Braking Trouble and Possible Cause Corrective Action

(1) Fluid leakage from the Correct or replace (cup,
hydraulic mechanism piston seal, piston boot,
master cylinder piston kit,
pipe, or hose)
(2) Air in the hydraulic Bleed air
mechanism
(3) Wear-deteriorated surface Replace, grind, or clean
(4) Improper operation of the Correct or replace
master cylinder, disc caliper,
booster, or check valve
4-13
Brake Inspection Table
Brake System Visual Inspection
The brake inspection table found in STIS is very useful when determining the cause of a brake
symptom. The table within STIS is located in the BRAKE folder>General Diagnosing Table. The
table is very comprehensive and can pinpoint the root cause of a brake pull, drag, vibration, or
noise concern by symptom.
Use the following procedure to diagnose and repair brake system concerns:
5. Diagnose by related symptoms. Refer
1. Listen to the customer’s concern.
to the General Diagnostic Table.
2. Verify the concern. 6. Perform a brake pedal travel check.
3. Perform a visual inspection. 7. Repair the vehicle.
8. Verify the repair and road test the
4. Road test the vehicle.
vehicle.
Perform visual inspections by following these steps:
• Check the fluid level in the master • Check the entire hydraulic system for
cylinder. leaks.
• Check parking brake operation. • Check front and brake lining thickness.
• Check the rotors and drums for:
◦◦ Excessive scoring
◦◦ Cracks
◦◦ Hard spots or Hot spots
43
Brake System Noise – Normal
4-14
Brake Noise
Keep in mind that some brake noise may be normal on rear drum brakes and front and rear
disc brakes. Noise is most often audible on a vehicle that sits over night or is stored for a long
period. The noise is primarily due to the formation of corrosion (light rust) on metal surfaces.
The corrosion clears from the metal surfaces after a few moderate brake applications, and then
the noise subsides.
Another typical brake noise customers may be concerned about is a squeaking or squealing
type noise. This type of noise may be due to linings that are wet or contaminated with brake
fluid, grease, or oil. Glazed linings and rotors with hard spots can also contribute to squeaking.
Dirt and foreign material embedded in the brake lining will also cause squeaking or squealing.
A groaning or creep-groan noise occurs when the brake pedal is released slowly while the
engine idles in forward gears. This type of noise is typically caused by the brake pad allowing
the disc to slip. Slightly increasing or decreasing the pedal effort eliminates the noise. Creep-
groan noise does not adversely affect the braking system performance.
44
Brake Pedal and Power Booster
Brake Pedal
Brake Pedal Switch
Brake Pedal
Bushings
Brake Pedal
Assembly
5-2
Brake Pedal Assembly
Brake Pedal Operation
The brake system begins at the brake pedal and continues through the power booster and
master cylinder assembly before traveling through a series of tubes and hoses to finish at the
calipers or wheel cylinders.
The purpose of the brake pedal is to act as a mechanical advantage and transfer the effort
applied from the driver’s foot to a push rod connected to the master cylinder. The mechanical
advantage takes place because the design of the brake pedal arm provides a force
multiplication, or advantage, to generate a much greater force at the brake caliper pistons or
drum brake wheel cylinders. The brake pedal attaches to a pedal support bracket with a pivot
shaft pin, bushings, and retaining clips.
45
Brake Pedal Safety Design
Steering Support Beam

Mounting Bracket (Pedal Side)
Mounting Bracket (Body Side)
Brake Pedal
Catcher
Brake Stop
Lamp Switch
Brake Pedal
5-3
Brake Pedal Safety Design
The brake pedal incorporates a mechanism that controls movement away from the driver’s legs
to minimize injury from a front collision.
During a collision, the brake pedal moves rearwards and comes in contact with the catcher.
If the brake pedal continues to move rearward and is pressed further against the catcher, the
brake pedal will come apart from the pedal side bracket and follow along the brake catcher.
This action moves the brake pedal away from the driver’s leg.
46
Brake Pedal Stop Light Switch
Stop Lamp Fuse

TCM
Brake Pedal
Stop Lamp Switch VDC CM
ECM
Joint Connector
BODY
INTEGRATED UNIT
Trailer Left Rear

High-Mount LED
Connector Stop Lamp
Stop Lamp
Right Rear
Stop Lamp
Ground
Ground
5-4
Stop Light Switch and Schematic
The brake stop light switch is spring-loaded and operates the rear brake lights. The switch is
located on a mounting bracket just in front of the pedal. The contact on the stop lamp switch
momentarily closes when the brakes are applied to activate the rear stop lamps and center
high mount lamp.
On most vehicles, switch replacement is an easy procedure. Simply disconnect the wiring
harness connector and turn the switch counterclockwise. Some brake pedal stop lamp switches
may require special installation service procedures.
Always refer to the appropriate year, make, and model before attempting adjustment.
Additionally, locate any applicable Subaru Technical Service Bulletins (TSB’s).
47
Power Brake Booster
Manifold Vacuum
Hose Fitting
Diaphragm
Vacuum Check
Valve
Master Cylinder
Pushrod
Air Inlet
Valve
Power Head
5-5
Single-Diaphragm Power Brake Booster
The power brake booster also provides an increase to the force from the brake pedal because
engine vacuum applied to one chamber of the booster assists the force applied to the master
cylinder.
The power brake booster is a sealed metal unit mounted between the brake pedal and master
cylinder. A diaphragm inside the booster separates the front and rear halves. Manifold vacuum
provides the negative pressure to the side of a diaphragm that connects to the brake pedal
linkage; atmospheric pressure then assists in pedal application.
Single-Diaphragm Brake Booster
There are two types of vacuum brake boosters:
1. Single-diaphragm
2. Dual-diaphragm
Both booster types operate similarly; the single booster is larger in diameter and typically found
on vehicles where engine compartment space is in abundance.
48
Tandem- or Dual-Diaphragm Brake Booster Components
Diaphragm Plates
Poppet Valve Valve Return Spring
Filter
Push Rod Silencer
Operating Rod
Valve Body
Plunger Valve 5-6
Dual-Diaphragm Brake Booster
Subaru vehicles use a dual-diaphragm booster that operates the same as a single-diaphragm
unit, but contains two pairs of chambers and two diaphragms. The purpose of the dual-
diaphragm booster is to create sufficient boost in the brake system in a more compact package.
Brake Booster Operation
The vacuum brake booster operates as follows:
1. With the brake pedal in the released position, an internal vacuum port opens, which
allows engine vacuum to enter the booster through the check valve to both sides of the
internal diaphragm. With equal pressure (vacuum) on both sides, the diaphragm is held
to the rear of the booster by spring pressure.
2. When the brakes are applied, the brake pedal push rod moves forward and closes the
vacuum port, which opens the air inlet valve. This action seals off the backside of the
diaphragm from the vacuum source and simultaneously allows filtered atmospheric
air pressure to enter through the air inlet valve to the rear of the diaphragm. The
combination of atmospheric pressure at the rear side and vacuum on the front side
moves the diaphragm and master cylinder push rod forward to assist in applying the
brakes.
49
3. Brake Booster Check Valve
Check Valve
Blue-Atmospheric
Pressure
Intake Manifold
Brake Pedal Released

Poppet Valve Closed Red-Manifold
Vacuum
5-7
Brake Booster Check Valve
A check valve in the vacuum line traps the vacuum in the booster unit. This ensures booster
operation even when manifold vacuum is low.
The illustration above shows typical booster check valve location. A check valve is a one-way
valve that allows vacuum to enter the booster, but does not let it escape. The check valve
also ensures that air does not enter the vacuum booster. The function of the check valve is
important because vacuum boosters must provide enough boost for a driver to make several
stops if the engine stalls.
Brake Booster Replacement
Brake booster replacement requires the removal of the master cylinder. Deplete any vacuum
from the vacuum booster before replacement. Remove and replace the booster according to
service information.
Note: The brake booster is non-serviceable and replaced as a unit. The check valve, if
available, may be replaced separately.
50
Brake Booster Poppet Valve
1. Brake Pedal is Applied

2. Poppet Valve Opens
3. Atmospheric Pressure Enters

the Booster via the Poppet Vavle
4. Atmospheric Pressure Assists

Engine Vacuum in Applying
the Brakes
Note: Atmospheric Pressure

is 14.7 psi (101kPa) at Sea Level
Intake Manifold Vaccum

is Applied at the Master
Cylinder Side of the Booster
5-8
Brake Booster Poppet Valve
The illustration above shows typical booster operation as the brake pedal is applied. A
poppet valve in the brake booster opens, allowing atmospheric pressure to enter the booster
atmospheric chamber side of the diaphragm. The pressure difference between the vacuum
chamber side and the atmospheric side causes the booster diaphragm to move forward with
additional force on the master cylinder.
51
Brake Booster Diagnosis
Normal Not Normal
3rd
1st 2nd 1st 2nd 3rd
Pedal reserve distance increases No change in pedal
with successive pedal depressions. reserve distance
5-9
Brake Booster Diagnosis
A malfunctioning power booster may cause poor braking performance. Always inspect the
power booster before checking other components of the brake system.
If the concern is a hard brake pedal, diagnose the brake booster as follows:
1. Use a vacuum gauge to measure manifold vacuum. The gauge should display at least
15 in. Hg (381 mm Hg) when the vehicle is idling.
2. If the reading is below specification, determine why the engine is losing vacuum and
correct the concern.
3. Ensure the booster vacuum check valve is not restricted so manifold vacuum can enter
the booster.
4. Ensure the vacuum hose to the booster is not restricted, split, or cracked.
5. Connect a hand-held vacuum pump to the booster diaphragm while releasing and
applying the brake.
6. If the diaphragm does not hold vacuum, replace the booster assembly.
7. Let the engine idle for at least one minute. This allows engine vacuum to build in the
booster.
8. Turn the ignition to the OFF position.
52
9. Pump the brake pedal several times. The brake pedal stroke should shorten.
• If the brake pedal stroke does not shorten, check for the following:
◦◦ Faulty check valve
◦◦ Faulty vacuum hose
◦◦ Faulty brake booster assembly
• If the brake pedal stroke shortens, perform the next step.
10. Start the engine with the brake pedal depressed; the brake pedal should descend
further.
• If the brake pedal does not descend, inspect for a faulty brake booster.
• If the brake pedal descends, the brake booster is functioning properly.
53
Brake Booster Vacuum Pump
5-10
Some Subaru vehicles use an electric vacuum pump system that is located in the engine
compartment and controlled by the engine control module (ECM). The electric vacuum pump
system provides supplemental vacuum to the brake booster. The vacuum pump connects to the
engine and the brake booster through a series of hoses and one-way check valves.
54
Vacuum Pump Sensor
Brake Booster Vacuum Pump Sensor
5-11
Brake Booster Vacuum Pump Sensor
On vehicles that use a brake booster vacuum pump, a pressure sensor located on the brake
booster detects if adequate booster vacuum is available. The pressure sensor provides
information to the ECM. When the ECM activates the vacuum pump, the ECM monitors the
sensor. If the signal does not indicate a change in pressure, diagnostic trouble codes (DTCs)
are set.
Do not rotate or attempt to remove the booster vacuum pump sensor. If the booster vacuum
pump sensor is faulty, the brake booster is replaced as an assembly.
55
Notes:
56
Brake Application Methods
Master Cylinder
Master Cylinder Theory and Operation
Reservoir
Secondary Piston Primary Cup Seal
Secondary Cup Seal Primary Piston
Secondary Hydraulic Pressure Chamber (S) Primary Hydraulic Pressure Chamber (P)
6-2
Typical Master Cylinder
The master cylinder converts mechanical brake pedal movement into hydraulic pressure by
moving pistons inside a cylinder. The master cylinder reservoir contains enough brake fluid to
supply the hydraulic system needs, plus a reserve to accommodate for brake pad and shoe
wear.
57
Secondary Compensating Port Primary Compensating Port
Fluid and Spring Pressure Pushing on Piston Fluid Flows Past the Piston and Cup
6-3
Master Cylinder Compensating Ports
The master cylinder in current Subaru vehicles contains a single bore and two pistons
separated by a seal, creating two separate hydraulic chambers:
• Primary (Chamber P)
• Secondary (Chamber S)
Each chamber provides pressure to one-half of the split hydraulic system.
Applying the brake pedal moves a brake actuation push rod, which in turn moves the pistons
inside the master cylinder, creating hydraulic brake pressure.
A sealed reservoir extends the service life of the brake fluid.
When the brake pedal is at rest, the position of the primary and secondary pistons is between
the inlet and compensating port, exposing a passage between the piston bore and reservoir.
When the brake pedal is depressed, the primary piston moves forward and the piston cup seals
the compensating port, blocking the passage between the primary chamber and the reservoir.
As the piston moves farther, hydraulic pressure increases inside the cylinder and is transmitted
to the brake caliper or wheel cylinder pistons in that circuit. The same hydraulic pressure and
series of events applies to the secondary piston.
When the brake pedal returns to the at-rest position, spring pressure returns the master
cylinder pistons to their original positions. When the pistons return to their original positions,
the brake fluid returns from the calipers or wheel cylinders to the reservoir though the
compensating ports.
58
Low Brake Fluid Warning Switch
MA
X
MIN
Low Fluid
Level Switch
6-4
Low Brake Fluid Waning Indicator Switch
Master cylinder components consist of a reed switch, located below the brake fluid reservoir,
and a permanent magnet housed in a float inside the brake fluid reservoir. When activated, the
reed switch completes a ground circuit and turns on the brake warning lamp in the combination
meter.
Under normal conditions, the float remains above the reed switch, and the magnetic force from
the permanent magnet in the float is unable to activate it. As the brake fluid drops and falls
below a specified level, the reed switch activates because the permanent magnet completes
the circuit.
59
Low Brake Fluid Warning Indicator
Brake Warning Indicator
Reed Switch
Permanent
Magnent
BRAKE
6-5
Low Brake Fluid Warning Indicator
When the low brake fluid warning switch closes, the red BRAKE indicator on the combination
meter illuminates.
The brake warning light may illuminate intermittently if the vehicle tilts or sways excessively.
Note: When the brake warning light illuminates:
• The daytime running lamps will not function (if equipped).
• The traction control system will not operate (if equipped).
• On the Impreza WRX STi, the drivers controlled center differential (DCCD) will detect a
hand brake applied signal.
60
Introduction to Drum and Disc Brake Designs
Drum Brake Application and Design
Upper Shoe Return Spring
Trailing Shoe
Adjuster Assembly
Adjuster Lever
Parking Lever
Leading Shoe
Lower Shoe Return Spring

6-6
Rear Shoes and Hardware
Originally, drum brakes, levers, rods, or cables actuated the shoes mechanically. In today’s
vehicles, hydraulically-actuated drum brakes are sometimes used on the rear wheels of
passenger cars and trucks.
There are two types of rear drum brakes:
• Duo-servo
• Leading/trailing
Subaru vehicles equipped with rear drum brakes are leading/trailing and self-adjusting type.
Leading/trailing brake shoes create a wedging action and a self-multiplied braking force when
the brake pedal is applied.
The self-adjustment occurs when the drum brakes are applied. As the brake shoes move
outward towards the drum, the self-adjusting lever travel increases. When the brake shoes are
contacting the drum, the self-adjusting lever rotates the adjuster assembly screw to lengthen
the brake shoe assembly. This action maintains the clearance between the shoes and the drum
to a minimum specified value.
61
Drum Brake Components
Wheel Cylinders
Bleeder Screw
Boot Boot
Cup Cup
Piston Spring Expander Piston

Cylinder 6-7
Rear Wheel Cylinder Assembly
Drum brake assemblies use wheel cylinders that force the brake shoes into contact with the
brake drum.
Wheel cylinders consist of the following components:
• Cylinder body
• Pistons
• Lip seals and piston cups
• Expander spring assembly
• Protective dust covers
• Actuating pins (some models)
• Bleeder screw
When the brake pedal is applied, hydraulic pressure from the master cylinder acts upon the
wheel cylinder piston cups forcing the pistons toward the shoes, so they contact the drum.
When the brake pedal is released, the brake pedal shoe return springs cause the wheel
cylinder pistons to return to their original positions.
Pull the protective rubber dust covers on each end of the wheel cylinder away slightly to
perform a visual inspection. There should be minimal or no fluid present. In addition, the wheel
cylinder pistons should be free of pitting and move freely within the cylinder. If any of these
conditions are found, rebuild or replace the wheel cylinder.
Leaking wheel cylinders can coat the shoes with brake fluid causing wheel lock-up, grabbing,
squealing, pulling, and ineffective braking.
62
Drum Brake Hardware
Self-Adjuster Self-Adjuster
Return Spring Lever and Pin
Trailing Brake
Brake Shoes Shoe Hold Down
Self-Adjuster Spring and PIn
Parking
Brake
Lever
Leading Brake
Shoe Hold Down
Spring and PIn
Lower Shoe
Return Spring
6-8
Rear Drum Brake Components
Rear drum brakes use an assortment of springs to pull the brake shoes away from the drum
and hold the brake shoes against the backing plate. Releasing the brake pedal causes the
return springs to pull the brake shoes away from the brake drum. The hold-down spring and pin
hold the brake shoes against the backing plate.
Other hardware components provide both manual and automatic brake adjustments for the
parking brake.
Carefully inspect all springs and linkages for stretching, corrosion, and wear when servicing
brakes.
63
Brake Drums
Maximium Drum Diameter
Typical Cast Iron Brake Drum
MA
X.DIA.10.00 in
MA
X.DIA.10.00 in
6-9
Typical Brake Drum
Brake drums are typically constructed of cast iron, steel, and aluminum with a cast iron liner.
The drum provides the friction surface for the shoes to rub against and provides the necessary
friction to help slow or stop a vehicle. As the shoes contact the drum, the friction creates
heat. The drums can withstand a great amount heat without damage. Repeated exposure
to excessive heat, such as abrupt or panic stops, can cause brake drum concerns. For this
reason, brake drums may incorporate cooling fins to help dissipate heat.
During a brake service, inspect the brake drums for the following:
• Hard spots or hot spots • Cracks
• Distortion • Pitting
Brake drums with hot spots, heat cracks, or distortion can cause braking concerns such as:
• Pulling • Noise
• Vibration • Pulsation
• Chatter
64
Brake Drum Wear Patterns
Barrel Wear Scoring Bellmouth

6-10
Typical Brake Drum Wear Patterns
Bellmouth wear occurs when the drum’s inner edge distorts outward. The result is uneven
shoe-to-drum contact and brake shoe wear, reducing braking efficiency. To check for this
condition, measure the inside diameter of the drum close to the inside and outside edges.
Barrel wear occurs when the drum’s center portion is worn deeper than the inside and outside
portion. If bellmouth or barrel wear conditions are found, replace the drum.
Scoring wear occurs when circumferential uneven grooves form on the drum braking surface
and brake shoes. If drum scoring conditions are found, replace the drum.
65
Brake Drum Measurements
SET TO DRUM
10 0
DIAMETER 20
30
40
50 130
60 120
70 110
80 90 100
DIAL SHOWS
OVERSIZE OR
OUT OF ROUND
6-11
Brake Drum Micrometer Measurements
Brake drums are measured for roundness and maximum diameter by measuring the inside
diameter of the drum at several points along the circumference. Two important specifications
must be identified when measuring brake drums to determine if they can be reused:
• Maximum refinish diameter
• Service limit (discard diameter)
Determine the drum’s discard diameter. The discard diameter can be stamped on
the drum in metric measurements, or refer to service information in BRAKE>General
Description>Specification for the service limit (discard) diameter. The service limit is also found
in the drum brake inspection section.
66
Drum Micrometer
40
30
20
50
60
10
70 80 90
0
100
110
120
130
Graduated Scale Anvil
Dial Gauge
Adjustment Serrated Notches
Lock Screw Lock Screw
6-12
Typical Brake Drum Micrometer
A drum micrometer, as shown above, is required to measure a brake drum’s diameter. The
drum micrometer has two anvil legs that move along a graduated shaft. Adjust both anvils until
the whole number of the drum diameter aligns on the shaft, and secure the lock screw. To use
the micrometer:
1. Set it inside the drum, held flat against the rim of the drum.
2. Hold the anvil end steady against the inside of the drum and move the dial end slowly
around the drum to obtain the highest reading.
3. The highest reading attained is the amount the drum is oversized. The reading will most
often be in thousandths of an inch.
67
Drum Brake Service Precautions
Use a Torque Wrench and

Torque Specifications
Use the Correct

Torque Pattern
4 3
2 5
6-13
Brake Service Precautions
When servicing rear drum brakes, follow these precautions:

• Remove the brake drum as necessary using the proper tools. Do not strike the drum
with a steel hammer; damage may occur. Use a drum puller, soft hammer, and propane
torch as necessary.
Note: Always release the self-adjusting mechanism before removing the brake drum.
• Return large and small springs to their proper positions (large spring on top, small spring
on bottom).
• Apply specified grease to lubrication points on the backing plate.
• Apply specified grease to the contact surface of the self-adjuster, the shoe, and the
inside wheel cylinder boot.
• When installing the wheels on the vehicle, tighten the wheel nuts to the specified torque
and use the correct tightening sequence.
• Replace scratched, leaking, or pitted wheel cylinders. Do not hone Subaru wheel
cylinders.
• Wheel cylinder piston cups and seals cannot be replaced separately. The cups and seals
are available with replacement pistons only.
68
• Measure the drum diameter. Note that specifications may change from year to year.
Refer to the appropriate service manual for specifications.
• Resurface unevenly worn brake drums on a brake lathe.
• Replace the cotter pins, lock tabs, and stake nuts with new ones.
• Avoid grease, brake fluid, and dirt from contacting new brake shoes.
Note: To prevent brake drag, do not over-adjust the parking brake or brake shoe to
drum clearance.
69
Manual Park Brake Systems
Drum-in-Hat Design
Parking Brake
Shoe Return
Springs
Parking Brake Shoe

Hold Down Spring
Parking
Brake
Shoes
Parking Brake
Shoe Retention
Spring
Star Wheel Adjuster
6-14
Drum-in-Hat Parking Brake
The parking brake system is independent of the service brakes system. The system holds a
parked vehicle in the stationary position.
There are three different park brake application methods:
• Manual hand lever
• Manual foot pedal
• Electronic parking brake (EPB)
Manual parking brake levers use a ratchet locking mechanism to maintain the lever position
until released. The parking brake cables and linkage transmits lever movement to the rear
brakes. The equalizer divides the lever operating force equally to both rear wheels.
Subaru vehicles with rear disc brake rotors use a rear drum-in-hat design parking brake
system. The drums are located inside the rear disc rotor. The mechanically operated parking
brake engages the shoes against the rotor inner drums. Releasing the parking brake lever
allows the return springs to disengage the brake shoes from the drum.
The 2010MY and newer Legacy and Outback are equipped with an electronic parking brake
(EPB) system. This system consists of an EPB Actuator and control module assembly, parking
brake switch, and Hill Holder® Switch.
70
Parking Brake Components
Park Brake
Inner cables
Park Brake Underside
Equalizer Floorboard
Hand Lever
Park Brake
Assembly
Park Brake
Warning Lamp
Indicator Swich
Park Brake
Cable Adjusting Nut 6-15
Hand Parking Brake Components
The parking brake system includes the following components:

• Foot pedal or hand lever • Parking brake cables
• Parking brake switch • Equalizer and linkage
Movement of the hand lever or foot pedal actuates the parking brake switch. Whenever the
parking brake is applied, the switch completes a circuit ground and turns on the red BRAKE
warning indicator.
The linkage is composed mainly of cables. Inspect the cables and linkage for:
• Proper routing • Secure fasteners
• Binding • Proper adjustment
71
Parking Brake Adjustment
Parking Brake
Adjustment Access
6-16
Parking Brake Adjustment
Check the parking brake for the proper adjustment. Always refer to the appropriate service
manual for exact specifications.
Adjust the rear parking brake as follows:
1. Rotate the star-wheel located on the parking brake assembly to adjust the clearance
between the shoes and drum.
2. Pull up on the parking brake lever and count the number of notches until resistance is
felt.
3. If the count is out-of-specifications, adjust the length of the parking brake cable with the
adjusting nut located on the parking brake lever.
4. Test drive the vehicle to verify proper brake system operation and break in the parking
brake linings.
5. Maintain a speed of 15–20 mph (24–32 kph) and lightly pull on the parking brake lever
and release. Repeat at least five times.
Note: Each brake shoe parking lever must move smoothly. Do not confuse left and
right parking brake levers and struts.
CAUTION: Do not lockup the rear wheels and always pull the brake lever
slowly. Do not perform this operation on public roads.
CAUTION: Ensure there is no brake drag.
CAUTION: Make sure that the adjuster assembly – rear brake is loosened by
10 notches. If it is not loosened sufficiently, dragging may occur.
72
Disc Brake Systems
Dual Piston
Caliper
6-17
Dual Piston Disc Brake Caliper
Subaru vehicles use front disc brakes on all vehicles.

Disc brake calipers convert hydraulic pressure from the master cylinder to a mechanical force
that clamps the brake pads against the rotor surface. Disc brakes are self-adjusting and feature
a single- or dual-piston configuration in a free-floating caliper design.
Disc brakes have many advantages over drum Disc brake components include:
brakes, such as:
• Resistance to brake fade • Rotor
• Braking stability • Hub
• Self-adjustment capability • Caliper assembly
• Recovery from wet condition • Brake pads
• Mounting hardware
• Caliper slides
73
Disc Brake Calipers
Caliper Housing
Caliper Pistons
Square Cut Seals
Dust Boot Seals
6-18
Typical Dual Piston Caliper
Disc brake calipers convert hydraulic pressure to mechanical force that applies the brake pads
to the rotor. The caliper mounts over the rotor and bolts to the caliper support bracket. Calipers
are typically constructed of iron or aluminum. Calipers, regardless of design, include the
following components:
• Caliper housing
• Internal hydraulic passages
• One or more pistons
• Piston square cut seal
• Dust boots or seals
• Bleeder screw
• Mounting bolts
The most common types of disc brake calipers are:
• Floating
• Fixed
74
Floating Caliper
Floating
Caliper
Pins
Floating
Caliper
Support
Bracket
6-19
Floating Caliper Support
Floating Caliper Function
When the brake pedal is depressed, hydraulic pressure is supplied to the caliper piston. As the
piston slides along the flexible square-cut seal, the seal distorts and pushes against the inside
pad, and the caliper body moves on the slides and pulls against the outer pad. As the brake
pad wears, the piston slides farther through the seal to compensate for the wear.
As the brake pedal releases, hydraulic pressure reduces and the caliper piston retracts from
the brake pad. The piston retracts because of the force applied by the square cut seal returning
to its normal square shape.
Newer vehicles utilize brake pad return springs built into the brake pads. The returning force is
greater and assists with reducing brake pad drag on the rotor
75
Caliper Slide Pins
Guide Pin
Dust Boot
6-20
Guide Pin and Lock Pin
Current model vehicles with floating calipers utilize a new style guide and lock pin. The guide
and lock pin provide smoother brake pad release and reduce brake pad drag. The guide pins
should be free of debris, cleaned, and lubricated with the appropriate grease.
Note: When re-installing the guide pins, care must be taken to ensure all air is removed
from the pin bore. Failure to bleed all of the air will result in brake pad drag and
premature brake pad wear.
CAUTION: Insert the lock pin - front brake and guide pin - front brake into the
specified position, and make sure that they slide and seat properly.
Note: After replacing a brake caliper and before driving the vehicle, depress the brake
pedal several times to remove the clearance between the pads and rotors. This
action moves the caliper pistons into a normal operating range and prevents the
brake pedal going to the floor upon the first stop.
76
Front and Rear Guide Pins
Front
Rear
Guide
Guide
Pins
Pins
6-21
Front Guide and Rear Guide Pins
For both front and rear calipers, the upper guide pins are black and the lower lock pins are
silver and have a longer lubrication-sealing surface. This prevents moisture from entering the
sliding surface and keeps the lubricant sealed within the calipers.
77
Fixed Calipers
6-22
Typical Rear Two Piston Fixed Caliper

The fixed caliper design has one or two pistons located on both sides of the caliper that
provide equal force to each side of the rotor. This type of caliper has the capability of providing
a greater braking force. Fixed calipers are heavier and larger than the floating type. This
translates to an advantage because they can endure more aggressively braking, dissipate
additional heat, and have a greater resistance to brake fade. Fixed calipers are generally found
on high-performance vehicles.
78
Disc Brake Pads
Brake Pad
Material
Friction Materia
al
a
Brake Pad
Hardware
Brake Pad
Silencer Plates
ates
6-23
Disc Brake Pads
Disc brake pad friction linings are attached to steel backing plates with a high-temperature
adhesive. Different types of brake pads include semi-metallic, ceramic, carbon, and other non-
asbestos organic heat-resistant material.
Different brake design applications require various types of brake pad materials. Multiple
design factors must be considered during brake pad development, such as the coefficient of
friction must remain constant over a wide range of temperatures to help prevent brake fade.
Brake pads today have a high metal content; other factors taken in the design of brake pads
include the reduction of asbestos, brake rotor wear, brake noise, environmental impact, and
Federal Safety requirements.
New brake pads (in some applications) may come with coated steel plates, sometimes referred
to as anti-squeal shims and metal pad seats. The shims and seats reduce brake pad rattle
and vibrations that can set up different harmonics that can cause squealing and other types of
noise while braking. The brake pad shims require the use of grease to reduce squealing.
Always replace the pads in sets of four. Remember that the brakes are free floating; lubricate
guide pins and the sliding surfaces of the pad and ensure clips have sufficient clearance
between the top of the pad and brake pad support bracket.
Subaru uses different types of grease to lubricate the brake pad shims and hardware;
refer to STIS for the correct type of grease.
79
Brake Pad Wear Indicator
New Pad Wear Indicator

Wear Indicator Wear Indicator Contacting Rotor
Worn Pad
Disc Brake Rotor

6-24
Brake Pad Wear Indicator
Subaru brake pads are equipped with wear indicators that produce a squealing noise when
the pad wears to a specific minimum thickness. The indicator also prevents rotor damage by
warning the driver that the pads have worn thin. Always ensure that the wear indicators are
installed on the inside pads, as the inside pads will wear before the outside pads.
Brake pad minimum thickness is 2/32 in. (1.5 mm). When the pads reach this thickness they
must be replaced. The pad minimum thickness specification can be found in Subaru Warranty
and Guidelines.
When replacing brake pads, do not machine the brake rotors unless they are scored, damaged,
or out of round. Additionally, if the brake rotors are below discard thickness they should no be
machined.
80
Brake Pad Return Spring
Brake Pad
Return Spring
6-25
Brake Pad Return Spring
A brake pad return spring mounted to the inboard and outboard front brakes reduces brake pad
drag on the rotor when the brakes are at rest.
Note: The return spring is applicable to 2012 MY and newer vehicles.
Note: Be sure to install brake pads so that the pad return spring faces the input side of
the direction of brake rotor rotation, as shown in the figure.
CAUTION: Correctly install the pad return spring to the supporting
surface of the pad clip as shown in the figure.
CAUTION: If the pad return spring is deformed or damaged,
replace the brake pad with a new part.
81
Disc Brake Inspection
Greater Inside Pad Wear
Outside Pad Shows Little Wear
6-26
Uneven Brake Pad Wear
Brake diagnosis and inspection begins with verifying the customer’s concern. Performing a
brake fluid level check is a quick and easy inspection before attempting to operate the vehicle
brakes. As brake pads wear, the fluid in the master cylinder reservoir lowers. This is a normal
condition; however, if the fluid level is too far below the minimum level, there is most likely an
external fluid leak. For safety, verify there is brake pedal pressure before driving the vehicle and
perform a visual inspection.
Visual inspections include:
• Uneven pad wear
• Excessive pad deterioration
• Clearance between the tips of the wear indicator on the pads and the brake rotors
If the visual inspection does not adequately determine the condition of the brake pads, remove
them and measure the disc pad thickness.
To measure for brake pad thickness (service limit), measure the pad at the thinnest point; for
example, if a 2014 Forester front brake pad measures 0.059 in. (1.5 mm) or less, the pads must
be replaced. Refer to service information for the appropriate vehicle for the latest specifications,
which can be found in BRAKE>General Description>Specifications section.
82
Floating Brake Pad Replacement
Caliper Guide
Pin Bolts
Caliper
Support Bolt
6-27
Floating Brake Pad Replacement
When replacing floating disc brake pads, follow the steps below:
1. Raise and support the vehicle and remove the wheels.
2. Remove the guide pin lock bolt and lift up on the caliper, and support the caliper.
3. Retract the caliper piston into the cylinder.
Note: Because new pads are thicker than the original, retract the caliper piston into the
caliper cylinder. Open the caliper bleeder screw or remove fluid from the master
cylinder reservoir to prevent reservoir overflow and spills as the pistons retract.
4. Remove the pads; clean and lubricate the caliper and pad slides.
5. Install new pads.
6. Install and torque the caliper mounting bolts.
7. Install and torque the wheels lug nuts.
8. Add new Subaru approved brake fluid.
Note: If the brake pad fits too tightly in the caliper support bracket, rapid pad wear can
occur.
Note: After replacing the brake pads and before driving the vehicle, depress the brake
pedal several times to remove the clearance between the pads and rotors.
83
Fixed Brake Pad Replacement
1. Remove the 2. Remove the

Pad Retaining Pad Retaining Pins.
Pin Clips.
4. Remove the Pads by

Lifting Straight Up.
3. Remove the
Pad Cross Spring.
6-28
Fixed Brake Pad Replacement
When replacing disc brake pads, follow the steps below:

1. Raise and support the vehicle and remove the wheels.
2. Remove the pad lock clips and pins.
3. Remove the pad cross spring.
4. Retract the caliper piston into the cylinder.
Note: Because new pads are thicker than the original, retract the caliper piston into the
caliper cylinder. Open the caliper bleeder screw, or remove fluid from the master
cylinder reservoir to prevent reservoir overflow and spills as the pistons retract.
5. Lift up on the brake pads for removal.
6. Install new pads.
7. Install and cross spring, pins, and clips.
8. Install and torque the wheel lug nuts.
9. Add new Subaru approved brake fluid.
Note: After replacing the brake pads and before driving the vehicle, depress the brake
pedal several times to remove the clearance between the pads and rotors.
84
Brake Rotors
Brake Rotor Types
Rear Solid
Front Vented Rotor
Rotor
6-29
Brake Rotor Types
Disc brake systems require greater hydraulic pressure, as opposed to drum brakes, to attain
sufficient braking force necessary to slow and stop the vehicle. Disc brakes achieve this task by
increasing the size of the caliper piston.
Disc brake rotors are typically constructed from:
• Steel • Cast iron
• Carbon
The type of rotor design selected for the vehicle is determined by the location on the vehicle
and the vehicle’s intended use. Typical rotor design types include:
• Solid type • Solid type with drum (drum-in-hat)
• Ventilated • Cross drilled
• Slotted
Both the solid type and drum-in-hat designs are used on the rear of four wheel disc brake
systems. Ventilated rotors provide additional heat dissipation to help with brake fade. The
internal fins create additional airflow though the rotor for greater cooling capabilities.
Cross drilled and slotted brake rotors can be found on high performance vehicles for even more
heat dissipation and greater stopping power. These types of rotors are typically added on for
the aftermarket applications.
Note: Turbocharged and six cylinder vehicles may be equipped with ventilated rear
rotors.
85
Brake Rotor Inspection and Removal
Threaded Rotor
Removal Bolt Holes
M8 x 1.25
6-30
Rotor Removal - Hub Threaded Screw Holes
When servicing disc brakes, always make the following brake rotor inspections:
• Rotor thickness (service limit) • Excessive discoloration
• Rotor runout • Cracks
• Rotor parallelism • Hot spots
• Corrosion
Abrupt braking and panic stops create excessive heat that causes brake rotors to distort.
The distortion, also known as lateral runout, can cause braking concerns such as pulsation,
steering wheel shudder or judder, noise, vibrations, and harshness (NVH). To determine if
brake rotor resurfacing is required, measure the runout with a dial indicator while the rotor is
mounted on the vehicle. However, before measuring brake rotor runout, measure the rotor
service limit or minimum discard thickness.
When a brake rotor is difficult to remove from the hub, use a M8 x 1.25 bolt in the threaded
holes located near the center of the rotor. The bolt will apply pressure on the wheel hub to aid
removal.
86
Brake Rotor Minimum Thickness
Minimum Thickness Specifications
6-31
Brake Rotor Service Limit
The brake rotor wear limit specification maybe stamped or cast on the brake rotor. This
information can also be found on STIS under BRAKE>General Description>Specifications.
Rotors exceeding this specification cannot be reused.
87
Brake Rotor Thickness
Pointed
Anvil Tip
6-32
Measuring Brake Rotor Thickness
During a typical brake service, measure the rotors for minimum thickness (service limit) and
parallelism, especially if the vehicle is experiencing a braking vibration or pulsation. Excessive
brake rotor heating and cooling can cause thickness variation (parallelism) concerns.
Note: When measuring the rotor with a micrometer, inspect the rotor for scoring
(grooving). If the rotor exhibits excessive scoring, measure from the depth of the
deepest rotor groove. If the measurement at the deepest groove falls below the
service limit specification, replace the rotor.
88
Brake Rotor Parallelism
For Brake Rotor Parallelism.

Measure The Rotor in at Least
Three Different Locations.
2
4
3
4
6-33
Three Measurement Points for Brake Rotor Parallelism
A brake rotor that has no variation in thickness is said to be parallel. If a brake rotor or hub has
excessive runout, the rotor may intermittently contact the brake pads with each revolution. As
this contact occurs, variations thickness will develop affecting the parallelism of the brake rotor.
When the brakes are applied, a large variation in thickness will cause the brake pads to pulsate
due to the calipers floating piston(s). This pulsation may be transmitted through the hydraulic
circuit of the brake system and felt in the brake pedal when the brakes are applied.
Measuring the parallelism of a brake rotor requires thickness measurements in at least three
places within equal distances. Generally, the difference between the thickest and thinnest
measurements should not be greater than 0.0008 in. (0.0203mm). If the measurements exceed
this variation then resurfacing the rotor may be necessary.
89
Brake Rotor Lateral Runout
6-34
Measuring Rotor Lateral Runout
To measure brake rotor lateral runout, set up and zero the dial indicator as shown in the above
picture. Place the dial indicator tip within 0.20 in. (5 mm) of the outer edge of the rotor. Turn
the rotor slowly while reading the needle deflection; the amount the needle deflects after one
complete revolution of the rotor is the total lateral runout. Refer to service information for the
acceptable runout limit. If runout is not within the acceptable limit, machine the rotor within
specifications if possible.
For example, if the dial indicator needle moved left -0.002 in. (0.051 mm) and then right + 0.003
in. (0.076 mm) The total runout is 0.005 in. (0.127 mm). Then calculate if the rotor would still be
within the minimum service limit after machining off the 0.005 in. (0.127 mm). If the rotor will still
be within limits, refinish the rotor. If not, replace the brake rotor.
CAUTION: Install all wheel lug nuts and tighten to secure the brake rotor
to the hub. Failure to follow this caution will result in inaccurate
measurements and possible replacement of a good rotor.
90
Wheel hub Runout
6-35
Measuring Wheel Hub Runout
A possible cause of a vibration or brake pulsation may be excessive wheel hub runout or
excessive wheel bearing endplay.
Note: Before measuring wheel hub runout, ensure the hub surface is free of corrosion
and debris.
To measure wheel hub runout, set up and zero the dial indicator as shown in the picture above.
Place the dial indicator tip within 0.20 in. (5 mm) of the outer edge of the rotor. Turn the hub
slowly while reading the needle deflection; the amount the needle deflects after one complete
revolution of the rotor is the total lateral runout. Refer to service information for the acceptable
runout limit. If runout is not within the acceptable limit, replace the hub and bearing assembly.
91
Brake Rotor Resurfacing
Brake
Rotor
Silencer
6-36
Brake Rotor Resurfacing
Due to the nature of brake system design, resurfacing rotors using an off-the-car type brake
lathe often results in brake vibration and shudder concerns.
Resurfacing rotors on-the-car can minimize customer return visits because the rotor and hub
are serviced as an assembly. In this manner, stacked tolerances that may have occurred with
time can be compensated for. Subaru has tested and requires a rotor matching system by
PRO-CUT™ or Hunter™ brake lathes. Rotor matching refers to servicing the rotor and hub as
an assembly. The PRO-CUT™ or Hunter™ on-car brake lathes offer quick and accurate setup
while providing optimum rotor finish for brake pad break-in.
Note: Please consult the specified manufacturer’s instructions for brake lathe usage.
92
Brake Rotor Resurfacing Reminders
1. Inspect cutting bits, make sure they are sharp.
2. Support the caliper; do not let it hang from the rubber flex hose.
3. Clean any corrosion on the outer hat surfaces of the brake rotor.
4. If any excessive rotor runout condition exists during the initial inspection, cleaning the
inner rotor and wheel hub surface maybe necessary.
◦◦ If the rotor must be removed after resurfacing, mark the rotor and hub so that their
relative positions remain unchanged after installation.
5. Remove all metal chips from ABS wheel speed sensors and tone wheels.
6. Clean all metal chips from the brake rotor by washing the rotor with soap and water.
◦◦ Brake cleaner dries very quickly and will often leave metal chips on the rotor. These
chips can become imbedded in the brake pads. As a result, use of brake cleaner
is not recommended unless cleaning protctive oil or wax from a new rotor before
installation.
7. When reinstalling wheels, use a torque wrench to tighten wheel nuts to proper
specifications.
Note: Do not machine a rotor to less than the minimum thickness as stamped on the
rotor or specified in service information. Always recheck rotor thickness after the
machining process has been completed.
93
Disc Brake Service Precautions
Use a Torque Wrench and

Torque Specifications
Use the Correct

Torque Pattern
4 3
2 5
6-37
Disc Brake Precautions
When servicing disc brakes, follow these precautions:

• Apply specified grease to the contact surface of the caliper slides, guides, and lock pins.
• Prevent grease, brake fluid, and dirt from contacting new brake pads.
• Use the correct torque specifications on caliper and caliper bracket bolts.
◦◦ Do Not torque sticks.
• Suspend the brake caliper correctly using a wire or hanger.
• Follow the correct wheel tightening procedure.
Note: The work and time involved with disc brake rotor measurements and on-car brake
rotor machining can be negated by using an impact wrench or improper lug nut
torque sequence when installing the wheels.
94
Hydraulic Brake System Inspection and Service
Checking Brake Pedal Stroke
6-38 6-39

Measuring Brake Pedal Travel Brake Pedal Effort Gauge
Any time the brake hydraulic system is exposed to the atmosphere, air can enter the system.
The presence of air in the hydraulic system may cause the brake pedal may feel soft or spongy
because air is a compressible gas. For the brakes to operate safely and as designed, it is
important to bleed all the air from the brake hydraulic system.
Air in the brake hydraulic system can be identified through a brake pedal stroke inspection.
Brake pedal stroke inspections should be performed as a diagnostic method to identify brake
hydraulic issues or to verify successful system bleeding following brake system components.
The inspection requires the use of a tape measure and brake pedal effort gauge to measure
the brake pedal stroke while a specified amount of force is applied. Additionally, the engine
must be at a normal idle to provide the appropriate amount of booster assist.
Note: Since the engine must running during the measurement, always perform the
brake pedal stroke inspection in a well ventilated area.
95
Steering Wheel
Subract Measurement (A) from Measurement (B)
Measurement (A)
Measurement (B)
Toe Board
6-40
Brake Pedal Stroke
An example of the brake pedal stroke inspection is as follows:

1. arm the engine until the engine speed stabilizes at a normal idle.
2. Install a pedal effort gauge onto the brake pedal and prepare a tape measure.
3. With the engine idling, depress and hold the brake pedal until the pedal effort gauge
indicates a force of 500N (51 kgf, 112 lbf).
4. Measure the distance from a point on the brake pedal to the bottom of the steering
wheel. Record the measurement (measurement A).
5. Without retracting the tape measure, release the brake pedal and measure, from the
same point, the distance from brake pedal to the bottom of the steering wheel. Record
the measurement (measurement B).
6. Solve the formula: Brake Pedal Stroke = A – B.
a. If the pedal travel is greater than 3 ¾” (95mm), then air may be present in the
hydraulic system. In this case, perform system bleeding as necessary.
b. If the pedal travel is less than 3 ¾”, then issues with the booster assist system may
be present. Verify engine speed/manifold vacuum were correct. Perform hydraulic
and conventional system diagnostics as necessary.
7. If subsequent bleeding was performed, ensure the master cylinder reservoir is full.
8. If the pedal stroke is within the specification and all other work is complete, perform a
road test to ensure the brakes function normally.
Always consult the appropriate service manual for procedures and specifications concerning
brake pedal travel inspections. Some vehicles utilize larger brake boosters and as a result have
longer pedal strokes.
96
Conventional Brake System Bleeding
6-41
On Car Bleeding-Vacuum Method
If air is present in the brake hydraulic system, it can be removed via bleeder screws located
on the brake calipers and/or wheel cylinders. There are several methods of bleeding the
brakes including manual bleeding, vacuum bleeding, and pressure bleeding. Each method has
its own advantages and disadvantages. To support these methods, a wide variety of brake
bleeding equipment exists in the automotive industry. If a specialty tool is to be utilized, always
consult the manufacturer’s specifications and guidelines before attempting to bleed the brakes.
Currently, the Subaru service information and special tools support the manual bleeding
method.
Some important steps to remember when bleeding the brake system include:
• Regularly check the brake fluid level and add fresh, Subaru Genuine brake fluid as
needed.
◦◦ Allowing a brake fluid reservoir to fall below a certain level may allow additional air
into the hydraulic system.
• When the bleeder screw is open, do not pump the brake pedal.
◦◦ Pumping the brake pedal with an open bleeder increases the amount of air in the
system and makes additional bleeding necessary.
◦◦ Do not overly loosen a bleeder screw. This may allow air to enter around the
threaded portion.
◦◦ In some cases, it may be necessary to use grease around the bleeder screws to
prevent air entry.
97
Bleed the Right Bleeding Air From the Bleed the Right
Front Front 3rd Hydraulic System Rear 1st
Rear
Bleed the Left Bleed the Left
Front 4th Rear 2nd
6-42
Brake Bleeding Sequence
Once a bleeding method has been chosen, the bleeding sequence must be taken into
consideration. Generally, bleeding should begin with the caliper or wheel cylinder furthest from
the master cylinder.
Cautions:
• Do not allow brake fluid to come in contact with the painted surface of the vehicle
body. If it does, wash off with water and wipe away completely.
• Prepare a container to catch grease or oil, etc. If any grease or oil spills, wipe it off
and clean immediately to prevent from penetrating into floor or flowing outside.
• Avoid mixing brake fluid of different brands to prevent fluid performance from
degrading.
• Be careful not to allow dirt or dust to enter the reservoir.
98
Towards Master
Cylinder
Outside Bleeder
Screw
Inside Bleeder
Screw
6-43
Two Air Bleeder Screws
Before beginning the bleeding procedure, ensure all bleeder screws move freely and are not
restricted with dirt or undercoating. If necessary, clean or replace the bleeder screws. For
calipers with two air bleeder screws, bleed the air from the inside bleeder first and then the
outside bleeder. Once the bleeding procedure is complete, verify pedal stroke properly torque
each bleeder screw.
99
6-44
Manual Bleeding Preparation
An example of a manual brake bleeding procedure is as follows:

1. Raise and support the vehicle.
2. Remove the wheels that will be bled.
3. Inspect all bleeder screws for contamination or damage.
4. Prepare fresh, Subaru Genuine brake fluid and ensure the reservoir is full.
5. Prepare a clear jar (suitable for brake fluid) containing enough brake fluid to submerge a
clear hose at the end.
6. Attach the other end of the clear hose to the first caliper or wheel cylinder to be bled (as
per service information).
7. Have an assistant sit in the driver’s seat where audible communication is possible.
a. Ask the assistant to depress the brake pedal several times, and then hold it.
b. Ask the assistant to alert you when the brake pedal is approaching the toe board.
8. While the brake pedal is held, gently loosen the brake bleeder screw until a steady
stream of fluid and/or air bubbles begin to flow.
a. Keep the bleeder screw open until no air bubbles are present or the assistant signals
that the pedal is approaching the toe board.
b. If the pedal is approaching the toe board, tighten the bleeder screw and repeat steps
7 and 8 until air bubbles are no longer visible in the clear hose.
9. Repeat this procedure for all necessary brake calipers or wheel cylinders
10. Properly torque and install protective dust caps on all bleeder screws.
11. Perform a brake pedal travel measurement to ensure all air has been purged from the
system.
a. If the measurement exceeds the specification, perform system bleeding again.
12. Properly install and torque all wheels.
13. Perform a road test to ensure the brakes function normally
CAUTION: The engine must not be running when bleeding the brake hydraulic system
100
Master Cylinder Bleeding
6-45
Master Cylinder — On Car Bleeding
Removing the master cylinder from the vehicle exposes the entire hydraulic system to the
atmosphere. As a result, air, moisture, and debris must be purged from the hydraulic system.
Bleeding a master cylinder removes purges these unwanted elements from the master
cylinder’s reservoir and piston.
In the example above, the following procedure may be applied:
1. Install the new master cylinder, but do not connect the outlet lines.
2. Place a brake fluid resistant bag around the master cylinder.
3. Have an assistant sit in the driver’s seat and prepare to depress and release the brake
pedal.
4. Add fresh, Subaru Genuine brake fluid to the master cylinder reservoir.
a. MT model: Add the brake fluid until it flows out from the clutch hose nipple.
b. AT model: Add the brake fluid up to the “MAX” level.
5. Plug the 2 outlet holes with your fingers (from outside the bag) and have the assistant
depress and release the brake pedal several times.
6. Remove the plastic bag and clean any residual brake fluid.
7. Install the outlet pipes and properly torque.
8. Perform downstream hydraulic system bleeding as necessary depending on model.
Note: When bleeding the brake system, wear safety glasses. Direct the flow of brake
fluid away from eyes and the painted surfaces of the vehicle. When bleeder
screws are opened, brake fluid can spray at high pressure.
101
6-46
Master Cylinder-Bench Bleeding
An alternative method is to bleed the master cylinder on the bench. Bench bleeding involves
manually driving the master cylinder’s piston using a blunt rod or tool. Fittings may be installed
to recirculate brake fluid into the reservoir, reducing possible spillage.
102
Anti-Lock Brake (ABS) & Vehicle Dynamics Control (VDC) System Bleeding
6-47
SSM III – Function Check Sequence
Vehicles that utilize Anti-Lock Braking (ABS) and/or Vehicle Dynamics Control (VDC) require an
additional bleeding procedure to purge air from the Hydraulic Control Unit (HCU) that regulates
the functions of ABS and VDC. This procedure, referred to as Sequence Control or Function
Check Sequence, involves the use of the Subaru Select Monitor (SSM) and the appropriate
diagnostic interface box. The function check sequence activates the motor pump and solenoid
valves inside the HCU and forces any trapped air into the conventional brake system.
Anytime air has been introduced before or directly to the HCU the technician must perform
the Function Check Sequence. Additionally, bleeding of the conventional brake portion of the
system (brake calipers/wheel cylinders) must be performed both before and after the function
check sequence.
The typical procedure for bleeding ABS/VDC vehicles is as follows:
1. Verify the brake fluid reservoir is filled
2. Bleed the conventional portion of the system
3. Using the SSM, perform the Function Check Sequence twice
4. Bleed the conventional portion of the system again
5. Verify the brake fluid reservoir is filled
6. Perform a brake pedal travel measurement to ensure all air has been purged from the
system.
a. If the measurement exceeds the specification, perform system bleeding again.
7. Perform a road test to ensure the brakes function normally
103
Brake System Hydraulic Measurement
6-48
Brake System Pressure Measurement
When diagnosing a brake system, performing a hydraulic pressure test can determine if the
pressure created by the master cylinder, ABS HCU, and/or brake booster is sufficient.
Perform the test as follows:
1. Raise and support the vehicle.
2. Remove the wheels that will be inspected.
3. Remove the bleeder screws from the brake calipers.
4. Connect a pressure gauge to each brake caliper.
5. Bleed the air from each pressure gauge.
6. Perform the brake booster action check in the Brake Booster section of STIS for the
appropriate vehicle.
CAUTION:
• Use a pressure gauge used exclusively for brake fluid measurement. Brake system
pressures can reach extremely high levels.
• Do not use a pressure gauge that has been used with other fluid types. Doing so
may cause contamination and damage to the sealing components in the system.
104
Brake Pedal Force N•m (Ibf) Fluid Pressure kPa (psi)

Brake fluid 147 (33) 533 (77)
pressure at the
Brake brake caliper with
the engine off 294 (66) 1,551 (225)
Booster
Pressure Brake fluid
147 (33) 6,177 (896)
Test pressure at the
brake caliper with
the engine running 294 (66) 11,273 (1,635)
6-49
Brake Booster Pressure Test
105
NOTES:
106
MSA5P2506C

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Personal Protection Equipment

• Never use an air hose to

• Never use aerosol sprays to

• Use a special breathing filter or

WARNING: BRAKE FLUID IS TOXIC TO THE HUMAN BODY.

Right Front Right Rear

Master Cylinder Wheel Cylinder

Pressure Exerted on One Piston is Transmitted to the Other Piston

Pressure is Exerted Equally in all Directions 3-4

2 square in. 6 square in.

Brake Not Applied Brake Applied

Brake Pedal Applied

Base Composition Poly Glycol Glycol Ether/

Corrosive To Paint To Paint Some Rubbers To Paint

Flexible Brake Hose

Steel Brake Pipe

Flexible Brake Hose

Banjo,Washers, and Bolt

= Replace Banjo Sealing Washers (Gasket)

CAUTION: Do not twist the brake hose.

Braking Force for the Rear Wheels

Ideal Load Distribution

Braking Force for the Front Wheels

The scheduled maintenance requirements can be found in a separate Warranty and

: Should be lubricated with oil

: Should be lubricated with grease

: Links to other documents or procedures

Grease Point Icon

Item SI Units Conventional Unit Remarks

Brake Service Procedures

Insufficient Braking Trouble and Possible Cause Corrective Action

Brake Pedal Switch

Steering Support Beam

Mounting Bracket (Body Side)

Stop Lamp Fuse

Trailer Left Rear

Poppet Valve Valve Return Spring

Brake Pedal Released

1. Brake Pedal is Applied

3. Atmospheric Pressure Enters

4. Atmospheric Pressure Assists

Note: Atmospheric Pressure

Intake Manifold Vaccum

Normal Not Normal

Brake Booster Vacuum Pump

Brake Booster Vacuum Pump Sensor

Secondary Piston Primary Cup Seal

Secondary Cup Seal Primary Piston

Secondary Compensating Port Primary Compensating Port

Brake Warning Indicator

Upper Shoe Return Spring

Lower Shoe Return Spring

Piston Spring Expander Piston

Maximium Drum Diameter

Typical Cast Iron Brake Drum

Barrel Wear Scoring Bellmouth

Adjustment Serrated Notches

Lock Screw Lock Screw

Use a Torque Wrench and

Use the Correct