The brake indicator in the instrument cluster serves to alert the operator to problems in the vehicle's braking system. With the ignition switch in the RUN or the START position, , voltage flows to the instrument cluster from the CKT 39 (PNK) wire from the GAUGES Fuse 4. The BRAKE indicator lamp is illuminated whenever the CKT 33 (TAN/WHT) wire from the instrument cluster is grounded.

The BRAKE indicator lamp is tested whenever the vehicle's engine starts. Placing the ignition switch in the START position connects a ground path from the ignition switch to ground G201 through the CKT 150 (BLK) wire. With this ground connection, current flows through the CKT 33 (TAN/WHT) wire to the daytime running lamp (DRL) control module. The DRL control module logic allows the current to complete the circuit, and the brake indicator lamp is illuminated. Placing the ignition switch in the RUN position breaks the connection and the lamp goes out.

The BRAKE indicator also illuminates if the parking brake is applied while the ignition switch is in the RUN or START position. This alerts the operator to release the parking brake. The parking brake warning switch is mechanically grounded. The switch contacts close when you apply the parking brake, grounding the CKT 33 (TAN/WHT) wire through the daytime running lamp control module. The DRL control module logic prevents the operation of the daytime running lamps while the parking brake is engaged. The daytime running lamps also will not operate if either of the following conditions are present:

Additionally, in vehicles equipped with the audible brake warning, the daytime running lamps will not operate if a low power brake booster pressure alarm condition is present.

The brake pressure differential switch closes its contacts when conditions in the hydraulic brake system are abnormal. This grounds the CKT 33 (TAN/WHT) wire through the CKT 150 (BLK) wire to ground G103.

The electronic brake control module also grounds the CKT 33 (TAN/WHT) circuit if there are abnormal conditions in the antilock brake system (ABS). The BRAKE indicator lamp and the antilock brakes warning indicator lamp both light for ABS failures. Refer to Diagnostic System Check - ABS (Domestic) or (Export).

Vehicles with the UJ1 option code are equipped with additional brake warning equipment. On these vehicles, the P/B booster fluid flow alarm will sound the BRAKE indicator lamp will light if both of the following conditions are present:

Voltage is available to the P/B booster fluid flow and pressure alarm delay module through the following sources:

This voltage is only available when the ignition switch is in the ACC or the RUN position. The P/B booster fluid flow alarm does not operate unless there is sufficient current flow through the in - line resistor R208. With current flow, the voltage drop across the resistor provides the operating voltage to drive the audible alarm. The P/B booster fluid flow and the pressure alarm delay module is grounded through the CKT 966 (LT GRN) wire to the P/B booster fluid pressure alarm switch. The P/B booster fluid pressure alarm switch contacts close when fluid pressure is low. The P/B booster fluid flow alarm switch contacts close when fluid is low. Both switches will close and ground through the CKT 150 (BLK) wire to ground G112 causing the alarm to sound.

Under normal operating conditions, in - line diode D202 prevents the park brake warning switch from providing a ground path that would cause the P/B booster fluid flow alarm to operate. However, if the brake fluid pressure and the fluid flow are low, the diode allows the ground path to light the BRAKE indicator lamp on the instrument cluster.

When the fluid pressure and the fluid flow are both low, the normally open contacts in the P/B booster fluid pressure alarm switch and the P/B booster fluid flow alarm switch will close. The closing of these contacts provides a ground path for the P/B fluid flow alarm delay module. The P/B fluid flow alarm delay module is needed because the normal start and stop operation of the brakes causes momentary low pressure conditions. The module has an internal time delay function that prevents these short - term conditions from driving the alarm. With the P/B fluid flow conditions must exceed the normal operating limits of the system before the alarm will sound.

The alarm may occasionally sound on start - up due to low pressure and lack of fluid in the system. When the power steering system pump starts operating, pressure and flow increases to normal. This deactivates the system.