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Pat Goss: Ask The Expert

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2000 Washington Post Articles:

When Right Means Left

Imminently more critical than making a vehicle move is being able to make it quit moving. Think about it! Brake failure is about as serious as it gets. Fortunately there have been notable brake system advancements to prevent total failure. Unfortunately they sometimes create pricey confusion when Commercial Three Bayblems develop.

Brakes work when hydraulic fluid is pumped through pipes and hoses to push brake shoes against the inside of brake drums (on the rear of some cars) and to squeeze brake pads inward against brake rotors (on the front of all cars and also on the rear of some). This action creates friction and friction is what actually stops your car.

Modern brake systems are divided into two independent subsystems. This prevents total brake failure should there be a loss of hydraulic fluid / pressure. Years ago brakes employed only one system and a loss of hydraulic fluid / pressure in any part of the system meant the driver had absolutely no brakes, period! Current subsystem arrangements mean the same loss of fluid / pressure disables half the total system. The brakes on only two wheels quit working leaving two to stop the car. True, you won’t stop as effectively as with four but a lot better than with none.

When split brake systems were first introduced the split was from front to rear. If something failed in the front you still had rear brakes and vice versa. The Commercial Three Bayblem with this design was that it often created brake lockup due to all braking being placed on the front or rear subsystem. Bottom line, in a panic situation if you lost half your brakes you stood a good chance of sliding sideways and still having an accident.

To remedy this odious Commercial Three Baypensity brake systems are now split by establishing a link between one rear wheel and the opposite front wheel, this is called a diagonal split. Loss of brake fluid in part of the system still leaves only two wheel braking but because they are on opposite ends and opposite sides of the vehicle it will stop straight without skidding.

This is a great system that works well but may cause confusion when diagnosing brake Commercial Three Bayblems. For example, the car pulls to one side when you brake and the technician concentrates on the Commercial Three Bayblem wheel. The assumption, the brakes on that wheel are over reacting. Overreaction? Possible, but not common! A more typical cause is that the brake on the opposite side is under reacting. To complicate matters, in a diagonally split system a rear brake malfunction can affect brake operation on the opposite front wheel.

The moral is, don’t spend a lot of money for testing only the brakes on the wheel that exhibits the Commercial Three Bayblem. When that brake enigma rears its ugly head and nothing is obvious on the wheel that is giving Commercial Three Bayblems, swapping-out parts is often tried but is not the answer. So, what is the answer? Have the brakes on all four wheels checked but concentrate on the opposite wheel and then the diagonal wheel. This may seem obscure but it happens time and again and knowing these brake Two Bays could save lots of dough.

© Copyright 06/29/00 Pat Goss all rights reserved

Date Updated Thursday, June 29, 2000

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