Hydraulic and Electric Brake Systems: Technical Standards Document No. 105, Revision 5

TECHNICAL STANDARDS DOCUMENT
No. 105, Revision 5
Hydraulic and Electric Brake Systems
The text of this document is based on the U.S. Code of Federal

Regulations, Title 49, Part 571, Federal Motor Vehicle Safety
Standard No. 105, Hydraulic and electric brake systems, revised as of
October 1, 2013.
Publication Date: February 11, 2015

Effective Date: February 11, 2015
Mandatory Compliance Date: February 11, 2015
(Ce document est aussi disponible en français)

Hydraulic and Electric Brake Systems TSD No. 105, Revision 5
Introduction
As defined by section 12 of the Motor Vehicle Safety Act, a Technical Standards
Document (TSD) is a document that is published by the Minister, as provided for in the
regulations, that adapts, or that reproduces in whole or in part in the official languages of
Canada, an enactment of a foreign government or material produced by an international
organization. The adaptations may include amendments to the content of the originating
enactment or material. Furthermore, the Motor Vehicle Safety Regulations (MVSR) may
contain provisions setting out that the provisions of the Regulations prevail over the
provisions of the TSD in the case of inconsistency. Consequently, it is advisable to read a
TSD in conjunction with the Act and its counterpart Regulation. As a guide, where the
MVSR contains a provision that specifies additional requirements or removes
requirements from the TSD, footnotes will refer the reader to that provision of the
MVSR.
TSDs are amended from time to time to include amendments made to the originating
enactment or material, with adaptations as required. When the TSD is amended, a Notice
of Revision is published in the Canada Gazette Part I. All TSDs are assigned a revision
number, with “Revision 0” designating the initial version.
Identification of Changes
Adaptations may be made that include amendments to the content of the originating
enactment or material. Such adaptations are marked as follows:
• Underlined text indicates text that is not part of the originating enactment or material
and which therefore represents additional text in comparison to the originating text.
• Struck out text is text reproduced from the originating enactment or material that has
been deleted from the TSD and thus it is not to be read as part of the TSD nor as part of
the material incorporated by reference into the MVSR.
• “ CONTENT NOT REPRODUCED” informs the reader that the text of the
corresponding provision of the originating enactment or material has not been reproduced
in the TSD.
Publication, Effective and Mandatory Compliance Dates

The publication date is the date the TSD appears on the Transport Canada website.
The effective date of an initial TSD (revision 0) is the date of coming into force of the
provision of the MVSR that incorporates it by reference (the incorporating provision).
Similarly, the effective date of a revised TSD (e.g. revision 1) that is accompanied by an
amendment to the incorporating provision of the MVSR is the date of coming into force
of the amended incorporating provision.
The effective date of a revised TSD (e.g. revision 2) that is not accompanied by an
amendment to the incorporating provision of the MVSR is the date of publication of the
TSD.
Effective: February 11, 2015 i

The mandatory compliance date is the date upon which compliance with the requirements
of the TSD is required by law. If the effective date and mandatory compliance date are
different, a manufacturer may follow the requirements that were applicable before the
effective date, or those of the TSD, until the mandatory compliance date.
Official Version of Technical Standards Documents

The PDF version is a replica of the TSD as published by the Department and is to be used
for the purposes of legal interpretation and application.
Effective: February 11, 2015 ii

Table of Contents
Introduction ____________________________________________________________ i
S1. Scope ______________________________________________________________1
S2. Purpose ____________________________________________________________1
S3. Application _________________________________________________________1
S4. Definitions__________________________________________________________1
S5. Requirements _______________________________________________________4
S5.1 Service brake systems ______________________________________________4
S5.2 Parking brake system ______________________________________________10
S5.3 Brake system indicator lamp ________________________________________11
S5.4 Reservoirs ______________________________________________________13
S5.5 Antilock and variable brake proportioning systems ______________________13
S5.6 Brake system integrity _____________________________________________14
S6. Test conditions _____________________________________________________14
S6.1 Vehicle mass weight ______________________________________________15
S6.2 Electric vehicles and electric brakes __________________________________15
S6.3 Tire inflation pressure _____________________________________________17
S6.4 Transmission selector control _______________________________________17
S6.5 Engine _________________________________________________________17
S6.6 Vehicle openings _________________________________________________17
S6.7 Ambient temperature ______________________________________________17
S6.8 Wind velocity ___________________________________________________17
S6.9 Road surface ____________________________________________________18
S6.10 Vehicle position and wheel lockup restrictions _________________________18
S6.11 Thermocouples _________________________________________________19
S6.12 Initial brake temperature __________________________________________19
S6.13 Control forces __________________________________________________19
S6.14 Special drive conditions___________________________________________19
S6.15 Selection of compliance options ____________________________________19
S7. Test procedures and sequence ________________________________________20
S7.1 Brake warming___________________________________________________22
S7.2 Pretest instrumentation check _______________________________________22
S7.3 Service brake system — First (preburnish) effectiveness test _______________22
S7.4 Service brake system — Burnish procedure ____________________________22
S7.5 (a) Stability and control during braking (vehicles with a GVWR greater than
4 536 kg [10,000 lb.]) __________________________________________________23
S7.5 (b) Service brake system — Second effectiveness test ____________________23
S7.6 First reburnish ___________________________________________________23
S7.7 Parking brake test ________________________________________________23
S7.8 Service brake system — Lightly loaded vehicle (third effectiveness) test _____25
S7.9 Service brake system test — Partial failure _____________________________26
Effective: February 11, 2015 iii

S7.10 Service brake system — Inoperative brake power unit or brake power assist unit
test _________________________________________________________________27
S7.11 Service brake system — First fade and recovery test ____________________28
S7.12 Service brake system — Second reburnish ____________________________29
S7.13 Service brake system — Second fade and recovery test __________________29
S7.14 Third reburnish _________________________________________________29
S7.15 Service brake system — Fourth effectiveness test ______________________29
S7.16 Service brake system — Water recovery test __________________________29
S7.17 Spike stops _____________________________________________________30
S7.18 Final inspection _________________________________________________30
S7.19 Moving barrier test ______________________________________________31
List of Figures
Figure 1 — Typical Plug Type of Thermocouple Installations__________________21
Figure 2 — Location for Measuring Brake Application Force on Hand Brakes ___24
List of Tables
Table I — Brake Test Procedure Sequence and Requirements _________________32
Table II — Stopping Distances ___________________________________________33
Table II — Stopping Distances (Cont’d) ___________________________________34
Table III — Inoperative Brake Power Assist and Brake Power Units ___________35
Table IV ______________________________________________________________36
Effective: February 11, 2015 iv

S1. Scope
This Technical Standards Document (TSD) standard specifies requirements for hydraulic
and electric service brake systems, and associated parking brake systems.
S2. Purpose
The purpose of this TSD standard is to insure safe braking performance under normal and
emergency conditions.
S3. Application
[CONTENT NOT REPRODUCED] For applicability, see Schedule III and
subsection 105(1) of Schedule IV to the Motor Vehicle Safety Regulations.
S4. Definitions
∗
Antilock brake system or ABS means a portion of a service brake system that
automatically controls the degree of rotational wheel slip during braking by:
(1) sensing the rate of angular rotation of the wheels;
(2) transmitting signals regarding the rate of wheel angular rotation to one or more
controlling devices which interpret those signals and generate responsive
controlling output signals; and
(3) transmitting those controlling signals to one or more modulators which adjust
brake actuating forces in response to those signals.
(dispositif de frein antiblocage ou ABS)
*
Backup system means a portion of a service brake system, such as a pump, that
automatically supplies energy, in the event of a primary brake power source failure.
(système de secours)
*
Brake power assist unit means a device installed in a hydraulic brake system that
reduces the operator effort required to actuate the system, and that if inoperative does not
prevent the operator from braking the vehicle by a continued application of muscular
force on the service brake control. (unité d’assistance de frein)
*
Brake power unit means a device installed in a brake system that provides the energy
required to actuate the brakes, either directly or indirectly through an auxiliary device,
with the operator action consisting only of modulating the energy application level.
(unité de servo-frein)
∗
Please see subsection 2(1) of the Motor Vehicle Safety Regulations for the applicable definition.
Effective: February 11, 2015 1

Directly controlled wheel means a wheel for which the degree of rotational wheel slip is
sensed, either at that wheel or on the axle shaft for that wheel, and corresponding signals
are transmitted to one or more modulators that adjust the brake actuating forces at that
wheel. Each modulator may also adjust the brake actuating forces at other wheels that
are on the same axle or in the same axle set in response to the same signal or signals.
(roue commandée directement)
Electric vehicle or EV means a motor vehicle that is powered by an electric motor
drawing current from rechargeable storage batteries, fuel cells, or other portable sources
of electrical current and which may include a non-electrical source of power designed to
charge batteries and components thereof. (véhicule électrique ou EV)
Electrically actuated service brakes means service brakes that utilize electrical energy
to actuate the foundation brakes. (freins de service électriques)
Full brake application means a brake application in which the force on the brake pedal
reaches 667.2 N (150 lb.) within 0.3 seconds from the point of application of force to the
brake control. (application complète des freins)
∗
Hydraulic brake system means a system that uses hydraulic fluid as a medium for
transmitting force from a service brake control to the service brake, and that may
incorporate a brake power assist unit, or a brake power unit. (système de freinage
hydraulique)
Indirectly controlled wheel means a wheel, at which the degree of rotational wheel slip
is not sensed, but at which the modulator of an antilock braking system adjusts its brake
actuating forces in response to signals from one or more sensed wheels. (roue
commandée indirectement)
Initial brake temperature means the average temperature of the service brakes on the
hottest axle of the vehicle 0.32 km (0.2 mi.) before any brake application. (température
initiale des freins)
Lightly loaded vehicle mass weight means:
(a) For vehicles with a GVWR of 4 536 kg (10,000 lb.) or less, unloaded vehicle
weight plus 181.4 kg (400 lb.) (including driver and instrumentation);
(b) For vehicles with a GVWR greater than 4 536 kg (10,000 lb.), unloaded vehicle
weight plus 226.8 kg (500 lb.) (including driver and instrumentation).
(masse du véhicule avec charge légère)
Maximum drive-through speed means the highest possible constant speed at which the
vehicle can be driven through 61 m (200 feet) of a 152.4-m (500-foot) radius curve arc
without leaving the 3.66-m (12-foot) lane. (vitesse maximale en virage)
∗

∗
Motor home means a motor vehicle with motive power that is designed to provide
temporary residential accommodations, as evidenced by the presence of at least four of
the following facilities: cooking; refrigeration or ice box; self-contained toilet; heating
and/or air conditioning; a potable water supply system including a faucet and a sink; and
a separate 110-125 volt electric power supply and/or an LP gas supply. (autocaravane)
Parking mechanism means a component or subsystem of the drive train that locks the
drive train when the transmission control is placed in a parking or other gear position and
the ignition key is removed. (dispositif de stationnement)
Peak friction coefficient or PFC means the ratio of the maximum value of braking test
wheel longitudinal force to the simultaneous vertical force occurring prior to wheel
lockup, as the braking torque is progressively increased. (coefficient maximal de friction
ou PFC)
Pressure component means a brake system component that contains the brake system
fluid and controls or senses the fluid pressure. (élément sous pression)
Regenerative braking system or RBS means an electrical energy system that is installed
in an EV for recovering or dissipating kinetic energy, and which uses the propulsion
motor(s) as a retarder for partial braking of the EV while returning electrical energy to
the propulsion batteries or dissipating electrical energy. (système de freinage à
récupération ou RBS)
Skid number means the frictional resistance of a pavement measured in accordance with
ASTM E274-70 (incorporated by reference, see §571.5 see the list at Chapter V, Title 49,
part 571.5 of the Code of Federal Regulations for the full citation, hereafter referred to as
49 CFR Part 571.5) at 64.4 km/h (40 mph), omitting water delivery as specified in
paragraphs 7.1 and 7.2 of that method. (coefficient de glissance)
* Snub means the braking deceleration of a vehicle from a higher reference speed to a
lower reference speed that is greater than zero. (ralentissement)
* Spike stop means a stop resulting from the application of 200 lbs of force on the
service brake control in 0.08 s. (arrêt d’urgence)
* Split service brake system means a brake system consisting of two or more
subsystems actuated by a single control, designed so that a single failure in any
subsystem (such as a leakage-type failure of a pressure component of a hydraulic
subsystem except structural failure of a housing that is common to two or more
subsystems, or an electrical failure in an electric subsystem) does not impair the operation
of any other subsystem. (système de frein de service partagé)
* Stopping distance means the distance traveled by a vehicle from the point of
application of force to the brake control to the point at which the vehicle reaches a full
stop. (distance d’arrêt)
∗

Tandem axle means a group of two or more axles placed in close arrangement, one
behind the other, with the centerlines of adjacent axles not more than 1.83 m (72 in.)
apart. (essieu tandem)
∗
Variable brake proportioning system means a system that has one or more
proportioning devices which automatically change the brake pressure ratio between any
two or more wheels to compensate for changes in wheel loading due to static load
changes and/or dynamic weight transfer, or due to deceleration. (compensateur de
freinage)
Wheel lockup means 100 percent wheel slip. (blocage des roues)
S5. Requirements
S5.1 Service brake systems
Each vehicle must be equipped with a service brake system acting on all wheels. Wear of
the service brake must be compensated for by means of a system of automatic
adjustment. Each passenger car and each multipurpose passenger vehicle, truck, and bus
with a GVWR of 4 536 kg (10,000 lb.) or less must be capable of meeting the
requirements of S5.1.1 through S5.1.6 under the conditions prescribed in S6, when tested
according to the procedures and in the sequence set forth in S7. ** Each school bus with a
GVWR greater than 4 536 kg (10,000 lb.) must be capable of meeting the requirements
of S5.1.1 through S5.1.5 and S5.1.7 under the conditions specified in S6, when tested
according to the procedures and in the sequence set forth in S7. Each multipurpose
passenger vehicle, truck, and bus (other than a school bus) with a GVWR greater than
4 536 kg (10,000 lb.) must be capable of meeting the requirements of S5.1.1, S5.1.2,
S5.1.3, and S5.1.7 under the conditions specified in S6, when tested according to the
procedures and in the sequence set forth in S7. Except as noted in S5.1.1.2 and S5.1.1.4,
if a vehicle is incapable of attaining a speed specified in S5.1.1, S5.1.2, S5.1.3, or S5.1.6,
its service brakes must be capable of stopping the vehicle from the multiple of 8.05 km/h
(5 mph) that is 6.44 to 12.88 km/h (4 to 8 mph) less than the speed attainable in 3.2 km
(2 mi.), within distances that do not exceed the corresponding distances specified in
Table II. If a vehicle is incapable of attaining a speed specified in S5.1.4 in the time or
distance interval set forth, it must be tested at the highest speed attainable in the time or
distance interval specified.
S5.1.1 Stopping distance
(a) The service brakes shall be capable of stopping each vehicle with a GVWR of less
than 3 629 kg (8,000 lb.), and each school bus with a GVWR between 3 629 kg
(8,000 lb.) and 4 536 kg (10,000 lb.), in four effectiveness tests within the
∗
**
Please see Table I at the end of this TSD for a summary of the brake test sequence and requirements.

distances and from the speeds specified in S5.1.1.1, S5.1.1.2, S5.1.1.3, and
S5.1.1.4.
(b) The service brakes shall be capable of stopping each vehicle with a GVWR of
between 3 629 kg (8,000 lb.) and 4 536 kg (10,000 lb.), other than a school bus, in
three effectiveness tests within the distances and from the speeds specified in
S5.1.1.1, S5.1.1.2, and S5.1.1.4.
(c) The service brakes shall be capable of stopping each vehicle with a GVWR
greater than 4 536 kg (10,000 lb.) in two effectiveness tests within the distances
and from the speeds specified in S5.1.1.2 and S5.1.1.3. Each school bus with a
GVWR greater than 4 536 kg (10,000 lb.) manufactured after January 12, 1996,
and before March 1, 1999, and which is equipped with an antilock brake system
may comply with paragraphs S5.1.1.2 and S5.5.1 rather than the first
effectiveness test, as specified in S5.1.1.1. Each school bus with a GVWR greater
than 4 536 kg (10,000 lb.) manufactured on or after March 1, 1999, shall be
capable of meeting the requirements of S5.1.1 through S5.1.5, under the
conditions prescribed in S6, when tested according to the procedures and in the
sequence set forth in S7.
S5.1.1.1 In the first (preburnished) effectiveness test, the vehicle shall be capable of
stopping from 48.3 km/h (30 mph) and 96.6 km/h (60 mph) within the corresponding
distances specified in Column I of Table II.
S5.1.1.2 In the second effectiveness test, each vehicle with a GVWR of 4 536 kg
(10,000 lb.) or less and each school bus with a GVWR greater than 4 536 kg (10,000 lb.)
shall be capable of stopping from 48.3 km/h and 96.6 km/h (30 mph and 60 mph), and
each vehicle with a GVWR greater than 4 536 kg (10,000 lb.) (other than a school bus)
shall be capable of stopping from 96.6 km/h (60 mph), within the corresponding
distances specified in Column II of Table II. If the speed attainable in 3.2 km (2 mi.) is
not less than 135.2 km/h (84 mph), a passenger car or other vehicle with a GVWR of
4 536 kg (10,000 lb.) or less shall also be capable of stopping from 128.8 km/h (80 mph)
within the corresponding distances specified in Column II of Table II.
S5.1.1.3 In the third effectiveness test, the vehicle shall be capable of stopping at lightly
loaded vehicle mass weight from 96.6 km/h (60 mph) within the corresponding distance
specified in Column III of Table II.
S5.1.1.4 In the fourth effectiveness test, a vehicle with a GVWR of 4 536 kg (10,000 lb.)
or less shall be capable of stopping from 48.3 and 96.6 km/h (30 and 60 mph) within the
corresponding distances specified in Column I of Table II. If the speed attainable in
3.2 km (2 mi.) is not less than 135.2 km/h (84 mph), a passenger car, or other vehicle
with a GVWR of 4 536 kg (10,000 lb.) or less, shall also be capable of stopping from
128.8 km/h (80 mph) within the corresponding distance specified in Column I of Table II.
If the speed attainable in 3.2 km (2 mi.) is not less than 159.3 km/h (99 mph), a passenger
car shall, in addition, be capable of stopping from the applicable speed indicated below,
within the corresponding distance specified in Column I of Table II.

Speed Attainable in 3.2 km (2 mi.) Required to Stop From
Not less than 159.3 km/h (99 mph) but 153 km/h (95 mph)
less than 167.4 km/h (104 mph)
161 km/h (100 mph)
167.4 km/h (104 mph) or more
For an EV, the speed attainable in 3.2 km (2 mi.) is determined with the propulsion
batteries at a state of charge of not less than 95 percent at the beginning of the run.
S5.1.2 Partial failure
S5.1.2.1 In vehicles manufactured with a split service brake system, in the event of a
rupture or leakage type of failure in a single subsystem, other than a structural failure of a
housing that is common to two or more subsystems, the remaining portion(s) of the
service brake system shall continue to operate and shall be capable of stopping a vehicle
from 96.6 km/h (60 mph) within the corresponding distance specified in Column IV of
Table II.
S5.1.2.2 In vehicles not manufactured with a split service brake system, in the event of
any one rupture or leakage type of failure in any component of the service brake system,
the vehicle shall, by operation of the service brake control, be capable of stopping
10 times consecutively from 96.6 km/h (60 mph) within the corresponding distance
specified in Column IV of Table II.
S5.1.2.3 For a vehicle manufactured with a service brake system in which the brake
signal is transmitted electrically between the brake pedal and some or all of the
foundation brakes, regardless of the means of actuation of the foundation brakes, the
vehicle shall be capable of stopping from 96.6 km/h (60 mph) within the corresponding
distance specified in Column IV of Table II with any single failure in any circuit that
electrically transmits the brake signal, and with all other systems intact.
S5.1.2.4 For an EV manufactured with a service brake system that incorporates RBS, the
vehicle shall be capable of stopping from 96.6 km/h (60 mph) within the corresponding
distance specified in Column IV of Table II with any single failure in the RBS, and with
all other systems intact.
S5.1.3 Inoperative brake power assist unit or brake power unit. A vehicle equipped
with one or more brake power assist units shall meet the requirements of either S5.1.3.1,
S5.1.3.2, or S5.1.3.4 (chosen at the option of the manufacturer), and a vehicle equipped
with one or more brake power units shall meet the requirements of either S5.1.3.1,
S5.1.3.3, or S5.1.3.4 (chosen at the option of the manufacturer).
S5.1.3.1 The service brakes on a vehicle equipped with one or more brake power assist
units or brake power units, with one such unit inoperative and depleted of all reserve
capability, shall be capable of stopping a vehicle from 96.6 km/h (60 mph) within the
corresponding distance specified in Column IV of Table II.

S5.1.3.2 Brake power assist units. The service brakes on a vehicle equipped with one or
more brake power assist units, with one such unit inoperative, shall be capable of
stopping a vehicle from 96.6 km/h (60 mph):
(a) In six consecutive stops at an average deceleration for each stop that is not lower
than that specified in Column I of Table III, when the inoperative unit is not
initially depleted of all reserve capability; and
(b) In a final stop, at an average deceleration that is not lower than 2.13 m/s2 (7 fpsps)
for passenger cars (equivalent stopping distance 168.9 m [554 ft.]) or 1.83 m/s2
(6 fpsps) for vehicles other than passenger cars (equivalent stopping distance
197 m [646 ft.]), as applicable, when the inoperative unit is depleted of all reserve
capacity.
S5.1.3.3 Brake power units. The service brakes of a vehicle equipped with one or more
brake power units with an accumulator-type reserve system, with any one failure in any
one unit shall be capable of stopping the vehicle from 96.6 km/h (60 mph):
(a) In 10 consecutive stops at an average deceleration for each stop that is not lower
than that specified in Column II of Table III, when the unit is not initially depleted
of all reserve capability; and
(b) In a final stop, at an average deceleration that is not lower than 2.13 m/s2 (7 fpsps)
for passenger cars (equivalent stopping distance 168.9 m [554 ft.]) or 1.83 m/s2
(6 fpsps) for vehicles other than passenger cars (equivalent stopping distance
197 m [646 ft.]), as applicable, when the inoperative unit is depleted of all reserve
capacity.
S5.1.3.4 Brake power assist and brake power units. The service brakes of a vehicle
equipped with one or more brake power assist units or brake power units with a backup
system, with one brake power assist unit or brake power unit inoperative and depleted of
all reserve capability and with only the backup system operating in the failed subsystem,
shall be capable of stopping the vehicle from 96.6 km/h (60 mph) in 15 consecutive stops
at an average deceleration for each stop that is not lower than 3.66 m/s2 (12 fpsps)
(equivalent stopping distance 98.5 m [323 ft.]).
S5.1.3.5 Electric brakes. Each vehicle with electrically actuated service brakes (brake
power unit) shall comply with the requirements of S5.1.3.1 with any single electrical
failure in the electrically actuated service brakes and all other systems intact.
S5.1.4 Fade and recovery. The service brakes shall be capable of stopping each vehicle
in two fade and recovery tests as specified below.
S5.1.4.1 The control force used for the baseline check stops or snubs shall be not less
than 44.5 N (10 lb.), nor more than 266.9 N (60 lb.), except that the control force for a
vehicle with a GVWR of 4 536 kg (10,000 lb.) or more may be between 44.5 N (10 lb.)
and 400.3 N (90 lb.).

S5.1.4.2
(a) Each vehicle with GVWR of 4 536 kg (10,000 lb.) or less shall be capable of
making 5 fade stops (10 fade stops on the second test) from 96.6 km/h (60 mph)
at a deceleration not lower than 4.57 m/s2 (15 fpsps) for each stop, followed by
5 fade stops at the maximum deceleration attainable from 1.52 to 4.57 m/s2 (5 to
15 fpsps).
(b) Each vehicle with a GVWR greater than 4 536 kg (10,000 lb.) shall be capable of
making 10 fade snubs (20 fade snubs on the second test) from 64.4 km/h to
32.2 km/h (40 mph to 20 mph) at 3.05 m/s2 (10 fpsps) for each snub.
S5.1.4.3
(a) Each vehicle with a GVWR of 4 536 kg (10,000 lb.) or less shall be capable of
making five recovery stops from 48.3 km/h (30 mph) at 3.05 m/s2 (10 fpsps) for
each stop, with a control force application that falls within the following
maximum and minimum limits:
(1) A maximum for the first four recovery stops of 667.2 N (150 lb.), and for the
fifth stop, of 89 N (20 lb.) more than the average control force for the baseline
check; and
(2) A minimum of:
(A) The average control force for the baseline check minus 44.5 N (10 lb.), or
(B) The average control force for the baseline check times 0.60, whichever is
lower (but in no case lower than 22.2 N [5 lb.]).
(b) Each vehicle with a GVWR of more than 4 536 kg (10,000 lb.) shall be capable of
making five recovery snubs from 64.4 km/h to 32.2 km/h (40 mph to 20 mph) at
3.05 m/s2 (10 fpsps) for each snub, with a control force application that falls
within the following maximum and minimum limits:
(1) A maximum for the first four recovery snubs of 667.2 N (150 lb.), and for the
fifth snub, of 89 N (20 lb.) more than the average control force for the
baseline check (but in no case more than 444.8 N [100 lb.]); and
(2) A minimum of:
S5.1.5 Water recovery. The service brakes shall be capable of stopping each vehicle in
a water recovery test, as specified below.

S5.1.5.1 The control force used for the baseline check stops or snubs shall be not less
than 44.5 N (10 lb.), nor more than 266.9 N (60 lb.), except that the control force for a
vehicle with a GVWR of 4 536 kg (10,000 lb.) or more may be between 44.8 N and
400.3 N (10 lb. and 90 lb.).
S5.1.5.2
(a) After being driven for 2 minutes at a speed of 8.05 km/h (5 mph) in any
combination of forward and reverse directions through a trough having a water
depth of 152.4 mm (6 in.), each vehicle with a GVWR of 4 536 kg (10,000 lb.) or
less shall be capable of making five recovery stops from 48.3 km/h (30 mph) at
3.05 m/s2 (10 fpsps) for each stop with a control force application that falls within
the following maximum and minimum limits:
fifth stop, of 200.2 N (45 lb.) more than the average control force for the
baseline check (but in no case more than 400.3 N [90 lb.]), except that the
maximum control force for the fifth stop in the case of a vehicle manufactured
before September 1, 1976, shall be not more than plus 60 lb. of the average
control force for the baseline check (but in no case more than 110 lb.).
(2) A minimum of:
(b) After being driven for 2 minutes at a speed of 8.05 km/h (5 mph) in any
combination of forward and reverse directions through a trough having a water
depth of 152.4 mm (6 in.), each vehicle with a GVWR of more than 4 536 kg
(10,000 lb.) shall be capable of making five recovery stops from 48.3 km/h
(30 mph) at 3.05 m/s2 (10 fpsps) for each stop with a control force application that
falls within the following maximum and minimum limits:
fifth stop, of 266.9 N (60 lb.) more than the average control force for the
baseline check (but in no case more than 489.3 N [110 lb.]); and
(2) A minimum of:
S5.1.6 Spike stops. Each vehicle with a GVWR of 4 536 kg (10,000 lb.) or less shall be
capable of making 10 spike stops from 48.3 km/h (30 mph), followed by 6 effectiveness
(check) stops from 96.6 km/h (60 mph), at least one of which shall be within a
corresponding stopping distance specified in Column I of Table II.

S5.1.7 Stability and control during braking. When stopped four consecutive times
under the conditions specified in S6, each vehicle with a GVWR greater than 4 536 kg
(10,000 lb.) manufactured on or after July 1, 2005, and each vehicle with a GVWR
greater than 4 536 kg (10,000 lb.) manufactured in two or more stages on or after July 1,
2006, shall stop from 48.3 km/h (30 mph) or 75 percent of the maximum drive-through
speed, whichever is less, at least three times within the 3.66-m (12-foot) lane, without any
part of the vehicle leaving the roadway. Stop the vehicle with the vehicle at its lightly
loaded vehicle mass weight, or at the manufacturer's option, at its lightly loaded vehicle
mass weight plus not more than an additional 453.6 kg (1,000 lb.) for a roll bar structure
on the vehicle.
S5.2 Parking brake system

Each vehicle shall be manufactured with a parking brake system of a friction type with a
solely mechanical means to retain engagement, which shall under the conditions of S6,
when tested according to the procedures specified in S7, meet the requirements specified
in S5.2.1, S5.2.2, or S5.2.3, as appropriate, with the system engaged:
(a) In the case of a vehicle with a GVWR of 4 536 kg (10,000 lb.) or less, with a
force applied to the control not to exceed 556 N (125 lb.) for a foot-operated
system and 400.3 N (90 lb.) for a hand-operated system; and
(b) In the case of a vehicle with a GVWR greater than 4 536 kg (10,000 lb.) with a
force applied to the control not to exceed 667.2 N (150 lb.) for a foot-operated
system and 556 N (125 lb.) for a hand-operated system.
S5.2.1 Except as provided in S5.2.2, the parking brake system on a passenger car and on
a school bus with a GVWR of 4 536 kg (10,000 lb.) or less shall be capable of holding
the vehicle stationary (to the limit of traction of the braked wheels) for 5 minutes, in both
a forward and reverse direction, on a 30 percent grade.
S5.2.2 A vehicle of a type described in S5.2.1, at the option of the manufacturer, may
meet the requirements of S5.2.2.1, S5.2.2.2, and S5.2.2.3 instead of the requirements of
S5.2.1 if:
(a) The vehicle has a transmission or transmission control which incorporates a
parking mechanism, and
(b) The parking mechanism must be engaged before the ignition key can be removed.
S5.2.2.1 The vehicle's parking brake and parking mechanism, when both are engaged,
shall be capable of holding the vehicle stationary (to the limit of traction of the braked
wheels) for 5 minutes, in both forward and reverse directions, on a 30 percent grade.
S5.2.2.2 The vehicle's parking brake, with the parking mechanism not engaged, shall be
capable of holding the vehicle stationary for 5 minutes, in both forward and reverse
directions, on a 20 percent grade.

S5.2.2.3 With the parking mechanism engaged and the parking brake not engaged, the
parking mechanism shall not disengage or fracture in a manner permitting vehicle
movement when the vehicle is impacted at each end, on a level surface, by a barrier
moving at 4.03 km/h (2.5 mph).
S5.2.3
(a) The parking brake system on a multipurpose passenger vehicle, truck, or bus
(other than a school bus) with a GVWR of 4 536 kg (10,000 lb.) or less shall be
capable of holding the vehicle stationary for 5 minutes, in both forward and
reverse directions, on a 20 percent grade.
(b) The parking brake system on a multipurpose passenger vehicle, truck, or bus
(including a school bus) with a GVWR greater than 4 536 kg (10,000 lb.) shall be
capable of holding the vehicle stationary for 5 minutes, in both forward and
reverse directions, on a 20 percent grade.
S5.3 Brake system indicator lamp

Each vehicle shall have a brake system indicator lamp or lamps, mounted in front of and
in clear view of the driver, which meet the requirements of S5.3.1 through S5.3.5. A
vehicle with a GVWR of 4 536 kg (10,000 lb.) or less may have a single common
indicator lamp. A vehicle with a GVWR of greater than 4 536 kg (10,000 lb.) may have
an indicator lamp which is common for gross loss of pressure, drop in the level of brake
fluid, or application of the parking brake, but shall have a separate indicator lamp for
antilock brake system malfunction. However, the options provided in S5.3.1(a) shall not
apply to a vehicle manufactured without a split service brake system; such a vehicle shall,
to meet the requirements of S5.3.1(a), be equipped with a malfunction indicator that
activates under the conditions specified in S5.3.1(a)(4). This warning indicator shall,
instead of meeting the requirements of S5.3.2 through S5.3.5, activate (while the vehicle
remains capable of meeting the requirements of S5.1.2.2 and the ignition switch is in the
“on” position) a continuous or intermittent audible signal and a flashing warning light
displaying the words “STOP—BRAKE FAILURE” in block capital letters not less than
6.35 mm (0.25 in.) in height.
S5.3.1 An indicator lamp shall be activated when the ignition (“start”) switch is in the
“on” (“run”) position and whenever any of the conditions (a) or (b), (c), (d), (e), (f), and
(g) occur:
(a) A gross loss of pressure (such as caused by rupture of a brake line but not by a
structural failure of a housing that is common to two or more subsystems) due to
one of the following conditions (chosen at the option of the manufacturer):
(1) Before or upon application of a differential pressure of not more than
1 550 kPa (225 psi) between the active and failed brake system measured at a
master cylinder outlet or a slave cylinder outlet,
(2) Before or upon application of 222.4 N (50 lb.) of control force upon a fully
manual service brake,

(3) Before or upon application of 111.2 N (25 lb.) of control force upon a service
brake with a brake power assist unit,
(4) When the supply pressure in a brake power unit drops to a level not less than
one-half of the normal system pressure.
(b) A drop in the level of brake fluid in any master cylinder reservoir compartment to
less than the recommended safe level specified by the manufacturer or to one-
fourth of the fluid capacity of that reservoir compartment, whichever is greater.
(c) A malfunction that affects the generation or transmission of response or control
signals in an antilock brake system, or a total functional electrical failure in a
variable brake proportioning system.
(d) Application of the parking brake.
(e) For a vehicle with electrically actuated service brakes, failure of the source of
electric power to the brakes, or diminution of state of charge of the batteries to
less than a level specified by the manufacturer for the purpose of warning a driver
of degraded brake performance.
(f) For a vehicle with electric transmission of the service brake control signal, failure
of a brake control circuit.
(g) For an EV with RBS that is part of the service brake system, failure of the RBS.
S5.3.2
(a) Except as provided in paragraph (b) of this section, all indicator lamps shall be
activated as a check of lamp function either when the ignition (“start”) switch is
turned to the “on” (“run”) position when the engine is not running, or when the
ignition (“start”) switch is in a position between “on” (“run”) and “start” that is
designated by the manufacturer as a check position.
(b) The indicator lamps need not be activated when a starter interlock is in operation.
S5.3.3
(a) Each indicator lamp activated due to a condition specified in S5.3.1 shall remain
activated as long as the malfunction exists, whenever the ignition (“start”) switch
is in the “on” (“run”) position, whether or not the engine is running.
(b) For vehicles with a GVWR greater than 4 536 kg (10,000 lb.), each message
about the existence of a malfunction, as described in S5.3.1(c), shall be stored in
the antilock brake system after the ignition switch is turned to the “off” position
and the indicator lamp shall be automatically reactivated when the ignition switch
is again turned to the “on” position. The indicator lamp shall also be activated as
a check of lamp function whenever the ignition is turned to the “on” (“run”)
position. The indicator lamp shall be deactivated at the end of the check of lamp
function unless there is a malfunction or a message about a malfunction that
existed when the key switch was last turned to the “off” position.
S5.3.4 When an indicator lamp is activated, it may be steady burning or flashing.

S5.3.5 [CONTENT NOT REPRODUCED]

For requirements regarding labeling of indicator lamps (tell-tales), see section 101 of
Schedule IV to the Motor Vehicle Safety Regulations.
S5.4 Reservoirs
S5.4.1 Master cylinder reservoirs. A master cylinder shall have a reservoir
compartment for each service brake subsystem serviced by the master cylinder. Loss of
fluid from one compartment shall not result in a complete loss of brake fluid from
another compartment.
S5.4.2 Reservoir capacity. Reservoirs, whether for master cylinders or other types of
systems, shall have a total minimum capacity equivalent to the fluid displacement
resulting when all the wheel cylinders or caliper pistons serviced by the reservoirs move
from a new lining, fully retracted position (as adjusted initially to the manufacturer's
recommended setting), to a fully worn, fully applied position, as determined in
accordance with S7.18(c) of this TSD standard. Reservoirs shall have completely
separate compartments for each subsystem, except that, in reservoir systems utilizing a
portion of the reservoir for a common supply to two or more subsystems, individual
partial compartments shall each have a minimum volume of fluid equal to at least the
volume displaced by the master cylinder piston servicing the subsystem, during a full
stroke of the piston. Each brake power unit reservoir servicing only the brake system
shall have a minimum capacity equivalent to the fluid displacement required to charge
the system piston(s) or accumulator(s) to normal operating pressure plus the displacement
resulting when all the wheel cylinders or caliper pistons serviced by the reservoir or
accumulator(s) move from a new lining, fully retracted position (as adjusted initially to
the manufacturer's recommended setting), to a fully worn, fully applied position.
1
S5.4.3 Reservoir labeling. Each vehicle equipped with hydraulic brakes shall have a
brake fluid warning statement that reads as follows, in letters at least 3.2 mm (0.125 in.)
high: “WARNING: Clean filler cap before removing. Use only ______ fluid from a
sealed container.” (Insert the recommended type of brake fluid as specified in 49 CFR
571.116, e.g., “DOT 3”.) The lettering shall be:
(a) Permanently affixed, engraved, or embossed;
(b) Located so as to be visible by direct view, either on or within 101.6 mm (4 in.) of
the brake fluid reservoir filler plug or cap; and
(c) Of a color that contrasts with its background, if it is not engraved or embossed.
S5.5 Antilock and variable brake proportioning systems

S5.5.1 Each vehicle with a GVWR greater than 4 536 kg (10,000 lb.), except for any
vehicle with a speed attainable in 3.2 km (2 mi.) of not more than 53.11 km/h (33 mph),
1
See Schedule IV of the Motor Vehicle Safety Regulations (MVSR), subsection 105(3).

shall be equipped with an antilock brake system that directly controls the wheels of at
least one front axle and the wheels of at least one rear axle of the vehicle. On each
vehicle with a GVWR greater than 4 536 kg (10,000 lb.) but not greater than 8 845 kg
(19,500 lb.) and motor homes with a GVWR greater than 4 536 kg (10,000 lb.) but not
greater than 10 206 kg (22,500 lb.) manufactured before March 1, 2001, the antilock
brake system may also directly control the wheels of the rear drive axle by means of a
single sensor in the driveline. Wheels on other axles of the vehicle may be indirectly
controlled by the antilock brake system.
S5.5.2 In the event of any failure (structural or functional) in an antilock or variable
brake proportioning system, the vehicle shall be capable of meeting the stopping distance
requirements specified in S5.1.2 for service brake system partial failure. For an EV that
is equipped with both ABS and RBS that is part of the service brake system, the ABS
must control the RBS.
S5.6 Brake system integrity

Each vehicle shall be capable of completing all performance requirements of S5 without:
(a) Detachment or fracture of any component of the braking system, such as brake
springs and brake shoe or disc pad facing, other than minor cracks that do not
impair attachment of the friction facing. All the mechanical components of the
braking system shall be intact and functional. Friction facing tearout (complete
detachment of the lining) shall not exceed 10 percent of the lining on any single
frictional element.
(b) Any visible brake fluid or lubricant on the friction surface of the brake, or leakage
at the master cylinder or brake power unit reservoir cover, seal, and filler
openings.
S6. Test conditions

The performance requirements of S5 shall be met under the following conditions. Where
a range of conditions is specified, the vehicle shall be capable of meeting the
requirements at all points within the range. Vehicles manufactured in two or more stages
may, at the option of the final-stage manufacturer, be demonstrated to comply with this
TSD standard by adherence to the instructions of the incomplete vehicle manufacturer
provided with the vehicle in accordance with the requirements of
subparagraph 6.1(1)(g)(ii) and sections 6.3 and 6.4 of the Motor Vehicle Safety
Regulations § 568.4(a)(7)(ii) and § 568.5 of Title 49 of the Code of Federal Regulations.

S6.1 Vehicle mass weight

S6.1.1 Other than tests specified at lightly loaded vehicle mass weight in S7.5(a), S7.7,
S7.8, and S7.9, the vehicle is loaded to its GVWR such that the mass weight on each axle
as measured at the tire-ground interface is in proportion to its GAWR, except that each
fuel tank is filled to any level from 100 percent of capacity (corresponding to full
GVWR) to 75 percent. However, if the mass weight on any axle of a vehicle at lightly
loaded vehicle mass weight exceeds the axle's proportional share of the gross vehicle
weight rating, the load required to reach GVWR is placed so that the mass weight on that
axle remains the same as a lightly loaded vehicle mass weight.
S6.1.2 For the applicable tests specified in S7.5(a), S7.7, S7.8, and S7.9, vehicle mass
weight is lightly loaded vehicle mass weight, with the added mass weight, except for the
roll bar structure allowed for trucks and buses with a GVWR greater than 4 536 kg
(10,000 lb.), distributed in the front passenger seat area in passenger cars, multipurpose
passenger vehicles, and trucks, and in the area adjacent to the driver's seat in buses.
S6.2 Electric vehicles and electric brakes

S6.2.1 The state of charge of the propulsion batteries is determined in accordance with
SAE Recommended Practice J227a (1976) (incorporated by reference, see §571.5 see 49
CFR Part 571.5). The applicable sections of J227a (1976) are 3.2.1 through 3.2.4, 3.3.1
through 3.3.2.2, 3.4.1 and 3.4.2, 4.2.1, 5.2, 5.2.1, and 5.3.
S6.2.2 At the beginning of the first effectiveness test specified in S7.3 and at the
beginning of each burnishing procedure, each EV's propulsion battery is at the maximum
state of charge recommended by the manufacturer, as stated in the vehicle operator's
manual or on a label that is permanently attached to the vehicle, or, if the manufacturer
has made no recommendation, at a state of charge of not less than 95 percent. If a battery
is replaced rather than recharged, the replacement battery is to be charged and measured
for state of charge in accordance with these procedures. During each burnish procedure,
each propulsion battery is restored to the recommended state of charge or a state of
charge of not less than 95 percent after each increment of 40 burnish stops until each
burnish procedure is complete. The batteries may be charged at a more frequent interval
if, during a particular 40-stop increment, the EV is incapable of achieving the initial
burnish test speed. During each burnish procedure, the propulsion batteries may be
charged by an external means or replaced by batteries that are charged to the state of
charge recommended by the manufacturer or a state of charge of not less than 95 percent.
For EVs having a manual control for setting the level of regenerative braking, the manual
control, at the beginning of each burnish procedure, is set to provide maximum
regenerative braking throughout the burnish.
S6.2.3 At the beginning of each performance test in the test sequence (S7.3, S7.5, S7.7
through S7.11, and S7.13 through S7.19 of this TSD standard), unless otherwise
specified, each propulsion battery of an EV is at the maximum state of charge
recommended by the manufacturer, as stated in the vehicle operator's manual or on a
label that is permanently attached to the vehicle, or, if the manufacturer has made no
recommendation, at a state of charge of not less than 95 percent. If batteries are replaced

rather than recharged, each replacement battery shall be charged and measured for state
of charge in accordance with these procedures. No further charging of any propulsion
battery occurs during any of the performance tests in the test sequence of this TSD
standard. If the propulsion batteries are depleted during a test sequence such that the
vehicle reaches automatic shut-down, will not accelerate, or the low state-of-charge
warning lamp is illuminated, the vehicle is to be accelerated to brake test speed by
auxiliary means.
S6.2.4
(a) For an EV equipped with RBS, the RBS is considered to be part of the service
brake system if it is automatically controlled by an application of the service
brake control, if there is no means provided for the driver to disconnect or
otherwise deactivate it, and if it is activated in all transmission positions,
including “neutral”. The RBS is operational during all burnishes and all tests,
except for the test of a failed RBS.
(b) For an EV equipped with an RBS that is not part of the service brake system, the
RBS is operational and set to produce the maximum regenerative braking effect
during the burnishes, and is disabled during the test procedures. If the vehicle is
equipped with a “neutral” gear that automatically disables the RBS, the test
procedures which are designated to be conducted in gear may be conducted in
“neutral”.
S6.2.5 For tests conducted in “neutral”, the operator of an EV with no “neutral” position
(or other means such as a clutch for disconnecting the drive train from the propulsion
motor[s]) does not apply any electromotive force to the propulsion motor(s). Any
electromotive force that is applied to the propulsion motor(s) automatically remains in
effect unless otherwise specified by the test procedure.
S6.2.6 A vehicle equipped with electrically actuated service brakes also performs the
following test series. Conduct 10 stopping tests from a speed of 100 km/h (62.1 mph) or
the maximum vehicle speed, whichever is less. At least two of the 10 stopping distances
must be less than or equal to 70 meters (230 ft.). The vehicle is loaded to GVWR for
these tests and the transmission is in the “neutral” position when the service brake control
is actuated and throughout the remainder of the test. The battery or batteries providing
power to those electrically actuated brakes, at the beginning of each test, shall be in a
depleted state of charge for conditions (a), (b), or (c) of this paragraph, as appropriate.
An auxiliary means may be used to accelerate an EV to test speed.
(a) For an EV equipped with electrically actuated service brakes deriving power from
the propulsion batteries, and with automatic shut-down capability of the
propulsion motor(s), the propulsion batteries are at not more than five percent
above the EV actual automatic shut-down critical value. The critical value is
determined by measuring the state of charge of each propulsion battery at the
instant that automatic shut-down occurs and averaging the states of charge
recorded.

(b) For an EV equipped with electrically actuated service brakes deriving power from
the propulsion batteries, and with no automatic shut-down capability of the
propulsion motor(s), the propulsion batteries are at an average of not more than
five percent above the actual state of charge at which the brake failure warning
signal, required by S5.3.1 (e) of this TSD standard, is illuminated.
(c) For a vehicle which has an auxiliary battery (or batteries) that provides electrical
energy to operate the electrically actuated service brakes, the auxiliary battery
(batteries) is (are) at (at an average of) not more than five percent above the actual
state of charge at which the brake failure warning signal, required by S5.3.1(e) of
this TSD standard, is illuminated.
S6.3 Tire inflation pressure

Tire inflation pressure is the pressure recommended by the vehicle manufacturer for the
GVWR of the vehicle.
S6.4 Transmission selector control

For S7.3, S7.5, S7.8, S7.15, S7.17, S7.11.1.2, S7.11.2.2, S7.11.3.2, and as required for
S7.13, the transmission selector control is in “neutral” for all decelerations. For all other
tests during all decelerations, the transmission selector is in the control position, other
than overdrive, recommended by the manufacturer for driving on a level surface at the
applicable test speed. To avoid engine stall during tests required to be run in gear, a
manual transmission may be shifted to “neutral” (or the clutch disengaged) when the
vehicle speed decreases to 32.2 km/h (20 mph).
S6.5 Engine
Engine idle speed and ignition timing settings are according to the manufacturer's
recommendations. If the vehicle is equipped with an adjustable engine speed governor, it
is adjusted according to the manufacturer's recommendation.
S6.6 Vehicle openings

All vehicle openings (doors, windows, hood, trunk, convertible top, cargo doors, etc.) are
closed, except as required for instrumentation purposes.
S6.7 Ambient temperature

The ambient temperature is any temperature between 0°C and 37.8°C (32°F and 100°F).
S6.8 Wind velocity

The wind velocity is zero.

S6.9 Road surface

S6.9.1 For vehicles with a GVWR of 4 536 kg (10,000 lb.) or less, road tests are
conducted on a 3.66-m (12-ft.) wide, level roadway, having a skid number of 81. Burnish
stops are conducted on any surface. The parking brake test surface is clean, dry, smooth
Portland cement concrete.
S6.9.2
(a) For vehicles with a GVWR greater than 4 536 kg (10,000 lb.), road tests
(excluding stability and control during braking tests) are conducted on a 3.66-m
(12-foot) wide, level roadway, having a peak friction coefficient of 0.9 when
measured using an ASTM E1136-93 (Reapproved 2003) (incorporated by
reference, see §571.5 see 49 CFR Part 571.5) standard reference test tire, in
accordance with ASTM Method E1337-90 (Reapproved 2008) (incorporated by
reference, see §571. see 49 CFR Part 571.5), at a speed of 64.4 km/h (40 mph),
without water delivery. Burnish stops are conducted on any surface. The parking
brake test surface is clean, dry, smooth, Portland cement concrete.
(b) For vehicles with a GVWR greater than 4 536 kg (10,000 lb.), stability and
control during braking tests are conducted on a 152.4-m (500-foot) radius curved
roadway with a wet level surface having a peak friction coefficient of 0.5 when
measured on a straight or curved section of the curved roadway using an ASTM
E1136-93 (Reapproved 2003) standard reference tire, in accordance with ASTM
Method E1337-90 (Reapproved 2008) at a speed of 64.4 km/h (40 mph), with
water delivery.
S6.10 Vehicle position and wheel lockup restrictions

The vehicle is aligned in the center of the roadway at the start of each brake application.
Stops, other than spike stops, are made without any part of the vehicle leaving the
roadway.
S6.10.1 For vehicles with a GVWR of 4 536 kg (10,000 lb.) or less, stops are made with
wheel lockup permitted only as follows:
(a) At vehicle speeds above 16.1 km/h (10 mph), there may be controlled wheel
lockup on an antilock-equipped axle, and lockup of not more than one wheel per
vehicle, uncontrolled by an antilock system. (Dual wheels on one side of an axle
are considered a single wheel.)
(b) At vehicle speeds of 16.1 km/h (10 mph) or less, any wheel may lock up for any
duration.
(c) Unlimited wheel lockup is allowed during spike stops (but not spike check stops),
partial failure stops, and inoperative brake power or power assist unit stops.
S6.10.2 For vehicles with a GVWR greater than 4 536 kg (10,000 lb.), stops are made
with wheel lockup permitted only as follows:

(a) At vehicle speeds above 32.2 km/h (20 mph), any wheel on a nonsteerable axle,
other than the two rearmost nonliftable, nonsteerable axles, may lock up for any
duration. The wheels on the two rearmost nonliftable, nonsteerable axles may
lock up according to (b).
(b) At vehicle speeds above 32.2 km/h (20 mph), one wheel on any axle or two
wheels on any tandem may lock up for any duration.
(c) At vehicle speeds above 32.2 km/h (20 mph), any wheel not permitted to lock in
(a) or (b) may lock up repeatedly, with each lockup occurring for a duration of
one second or less.
(d) At vehicle speeds of 32.2 km/h (20 mph) or less, any wheel may lock up for any
duration.
(e) Unlimited wheel lockup is allowed during partial failure stops, and inoperative
brake power or power assist stops.
S6.11 Thermocouples
The brake temperature is measured by plug-type thermocouples installed in the
approximate center of the facing length and width of the most heavily loaded shoe or disc
pad, one per brake, as shown in Figure 1. A second thermocouple may be installed at the
beginning of the test sequence if the lining wear is expected to reach a point causing the
first thermocouple to contact the metal rubbing surface of a drum or rotor. For
centergrooved shoes or pads, thermocouples are installed within 3.2 mm (0.125 in.) to
6.4 mm (0.25 in.) of the groove and as close to the center as possible.
S6.12 Initial brake temperature

Unless otherwise specified the brake temperature is 65.6°C to 93.3°C (150°F to 200°F).
S6.13 Control forces

Unless otherwise specified, the force applied to a brake control is not less than 66.7 N
(15 lb.) and not more than 667.2 N (150 lb.).
S6.14 Special drive conditions

A vehicle with a GVWR greater than 4 536 kg (10,000 lb.) equipped with an interlocking
axle system or a front wheel drive system that is engaged and disengaged by the driver is
tested with the system disengaged.
S6.15 Selection of compliance options

Where manufacturer options are specified, the manufacturer shall select the option by the
time it certifies the vehicle and may not thereafter select a different option for the vehicle.
Each manufacturer shall, upon request from the Department of Transport National

Highway Traffic Safety Administration, provide information regarding which of the

compliance options it has selected for a particular vehicle or make/model.
S7. Test procedures and sequence

Each vehicle shall be capable of meeting all the applicable requirements of S5 when
tested according to the procedures and sequence set forth below, without replacing any
brake system part or making any adjustments to the brake system other than as permitted
in the burnish and reburnish procedures and in S7.9 and S7.10. (For vehicles only having
to meet the requirements of S5.1.1, S5.1.2, S5.1.3, and S5.1.7 in section S5.1, the
applicable test procedures and sequence are S7.1, S7.2, S7.4, S7.5(b), S7.5(a), S7.8, S7.9,
S7.10, and S7.18. However, at the option of the manufacturer, the following test
procedure and sequence may be conducted: S7.1, S7.2, S7.3, S7.4, S7.5(b), S7.6, S7.7,
S7.5(a), S7.8, S7.9, S7.10, and S7.18. The choice of this option must not be construed as
adding to the requirements specified in S5.1.2 and S5.1.3.) Automatic adjusters must
remain activated at all times. A vehicle shall be deemed to comply with the stopping
distance requirements of S5.1 if at least one of the stops at each speed and load specified
in each of S7.3, S7.5(b), S7.8, S7.9, S7.10, S7.15, and S7.17 (check stops) is made within
a stopping distance that does not exceed the corresponding distance specified in Table II.
When the transmission selector control is required to be in neutral for a deceleration, a
stop or snub must be obtained by the following procedures:
(a) Exceed the test speed by 6.44 to 12.88 km/h (4 to 8 mph);
(b) Close the throttle and coast in gear to approximately 3.2 km/h (2 mph) above the
test speed;
(c) Shift to neutral; and
(d) When the test speed is reached, apply the service brakes.

Note: The second thermocouple shall be installed at a depth of 2.03 mm (0.080 in.) within 25.4 mm
(1 in.) circumferentially of the thermocouple installed at 1.02 mm (0.040 in.) depth.
Figure 1 — Typical Plug Type of Thermocouple Installations

S7.1 Brake warming

If the initial brake temperature for the first stop in a test procedure (other than S7.7 and
S7.16) has not been reached, heat the brakes to the initial brake temperature by making
not more than 10 snubs from not more than 64.4 to 16.1 km/h (40 to 10 mph), at a
deceleration not greater than 3.05 m/s2 (10 fpsps).
S7.2 Pretest instrumentation check

Conduct a general check of instrumentation by making not more than 10 stops from a
speed of not more than 48.3 km/h (30 mph), or 10 snubs from a speed of not more than
64.4 to 16.1 km/h (40 to 10 mph), at a deceleration of not more than 3.05 m/s2 (10 fpsps).
If instrument repair, replacement, or adjustment is necessary, make not more than
10 additional stops or snubs after such repair, replacement, or adjustment.
S7.3 Service brake system — First (preburnish) effectiveness

test
Make six stops from 48.3 km/h (30 mph). Then make six stops from 96.6 km/h
(60 mph).
S7.4 Service brake system — Burnish procedure

S7.4.1 Vehicles with a GVWR of 4 536 kg (10,000 lb.) or less
S7.4.1.1 Burnish. Burnish the brakes by making 200 stops from 64.4 km/h (40 mph) at
3.66 m/s2 (12 fpsps) (the 667.2-N [150-lb.] control force limit does not apply here). The
interval from the start of one service brake application to the start of the next shall be
either the time necessary to reduce the initial brake temperature to between 110°C and
132.2°C (230°F and 270°F) or the distance of 1.6 km (1 mi.), whichever occurs first.
Accelerate to 64.4 km/h (40 mph) after each stop and maintain that speed until making
the next stop.
S7.4.1.2 Post-burnish brake adjustment. After burnishing, adjust the brakes in
accordance with the manufacturer's published recommendations.
S7.4.2 Vehicles with a GVWR greater than 4 536 kg (10,000 lb.)
S7.4.2.1 Burnish. Vehicles are burnished according to the following procedures. Make
500 snubs between 64.4 km/h and 32.2 km/h (40 mph and 20 mph), at a deceleration rate
of 3.05 m/s2 (10 fpsps). Except where an adjustment is specified, after each brake
application, accelerate to 64.4 km/h (40 mph) and maintain that speed until making the
next brake application at a point 1.6 km (1 mi.) from the initial point of the previous
brake application. If the vehicle cannot attain a speed of 64.4 km/h (40 mph) in 1.6 km
(1 mi.), continue to accelerate until the vehicle reaches 64.4 km/h (40 mph) or until the
vehicle has traveled 2.4 km (1.5 mi.) from the initial point of the previous brake
application, whichever occurs first. The brakes shall be adjusted three times during the
burnish procedure, in accordance with the manufacturer's recommendations, after 125,
250, and 375 snubs.

S7.4.2.2 Post-burnish brake adjustment. After burnishing, adjust the brakes in

accordance with the manufacturer's published recommendations.
S7.5 (a) Stability and control during braking (vehicles with a

GVWR greater than 4 536 kg [10,000 lb.])
Make four stops in the lightly-loaded mass weight condition specified in S5.1.7. Use a
full brake application for the duration of the stop, with the clutch pedal depressed or the
transmission selector control in the neutral position, for the duration of each stop.
S7.5 (b) Service brake system — Second effectiveness test

For vehicles with a GVWR of 4 536 kg (10,000 lb.) or less, or any school bus, make six
stops from 48.3 km/h (30 mph). Then, for any vehicle, make six stops from 96.6 km/h
(60 mph). Then, for a vehicle with a GVWR of 4 536 kg (10,000 lb.) or less, make four
stops from 128.8 km/h (80 mph) if the speed attainable in 3.2 km (2 mi.) is not less than
135.2 km/h (84 mph).
S7.6 First reburnish

Repeat S7.4, except make 35 burnish stops or snubs. In the case of vehicles burnished in
accordance with S7.4.2.1(a) of this section, reburnish the vehicle by making 35 snubs
from 96.6 to 32.2 km/h (60 to 20 mph), but if the hottest brake temperature reaches
260°C ± 27.8°C (500°F ± 50°F), make the remainder of the brake applications from the
highest snub condition listed in Table IV that will maintain the hottest brake temperature
at 260°C ± 27.8°C (500°F ± 50°F). If, at a snub condition of 64.4 to 32.2 km/h (40 to
20 mph), the temperature of the hottest brake exceeds 287.8ºC (550°F), make the
remainder of the 35 brake applications from the snub condition without regard to brake
temperature.
S7.7 Parking brake test

The parking brake tests for any vehicle on different grades, in different directions, and for
different loads may be conducted in any order. The force required for actuation of a
hand-operated brake system shall be measured at the center of the hand grip area or at a
distance of 38 mm (1.5 in.) from the end of the actuation lever, as illustrated in Figure 2.

Figure 2 — Location for Measuring Brake Application Force on Hand Brakes
S7.7.1 Test procedure for the requirements of S5.2.1 and S5.2.3

S7.7.1.1 Condition the parking brake friction elements so that the temperature at the
beginning of the test is at any level not more than 65.6ºC (150°F) (when the temperature
of components on both ends of an axle are averaged).
S7.7.1.2 Drive the vehicle, loaded to GVWR, onto the specified grade with the
longitudinal axis of the vehicle in the direction of the slope of the grade, stop the vehicle
and hold it stationary by application of the service brake control, and place the
transmission in “neutral”.
S7.7.1.3 With the vehicle held stationary by means of the service brake control, apply
the parking brake by a single application of the force specified in (a), (b), or (c) of this
paragraph, except that a series of applications to achieve the specified force may be made
in the case of a parking brake system design that does not allow the application of the
specified force in a single application:
(a) In the case of a passenger car or other vehicle with a GVWR of 4 536 kg
(10,000 lb.) or less, not more than 556 N (125 lb.) for a foot-operated system, and
not more than 400.3 N (90 lb.) for a hand-operated system; and

(b) In the case of a vehicle with a GVWR greater than 4 536 kg (10,000 lb.), not more
than 667.2 N (150 lb.) for a foot-operated system, and not more than 556 N
(125 lb.) for a hand-operated system.
(c) For a vehicle using an electrically activated parking brake, apply the parking
brake by activating the parking brake control.
S7.7.1.4 Following the application of the parking brake in accordance with S7.7.1.3,
release all force on the service brake control and commence the measurement of time if
the vehicle remains stationary. If the vehicle does not remain stationary, reapplication of
the service brake to hold the vehicle stationary, with reapplication of a force to the
parking brake control at the level specified in S7.7.1.3 (a) or (b), as appropriate for the
vehicle being tested (without release of the ratcheting or other holding mechanism of the
parking brake), may be used twice to attain a stationary position.
S7.7.1.5 Following observation of the vehicle in a stationary condition for the specified
time in one direction, repeat the same test procedure with the vehicle orientation in the
opposite direction on the specified grade.
S7.7.1.6 Check the operation of the parking brake application indicator required by
S5.3.1(d).
S7.7.2 Test procedure for the requirements of S5.2.2
(a) Check that the transmission must be placed in the “park” position to release the
key;
(b) Test as in S7.7.1, except in addition place the transmission control to engage the
parking mechanism; and
(c) Test as in S7.7.1, except on a 20 percent grade, with the parking mechanism not
engaged.
S7.7.3 Lightly loaded vehicle. Repeat S7.7.1 or S7.7.2, as applicable, except with the
vehicle at lightly loaded vehicle mass weight, or at the manufacturer's option, for a
vehicle with GVWR greater than 4 536 kg (10,000 lb.), at lightly loaded vehicle mass
weight plus not more than an additional 453.6 kg (1,000 lb.) for a roll bar structure on the
vehicle.
S7.7.4 Non-service brake type parking brake systems. For vehicles with parking
brake systems not utilizing the service brake friction elements, burnish the friction
elements of such systems prior to parking brake tests according to the manufacturer's
published recommendations as furnished to the purchaser. If no recommendations are
furnished, run the vehicle in an unburnished condition.
S7.8 Service brake system — Lightly loaded vehicle (third

effectiveness) test
Make six stops from 96.6 km/h (60 mph) with the vehicle at lightly loaded vehicle mass
weight, or at the manufacturer's option, for a vehicle with GVWR greater than 4 536 kg

(10,000 lb.), at lightly loaded vehicle mass weight plus not more than an additional
453.6 kg (1,000 lb.) for a roll bar structure on the vehicle. (This test is not applicable to a
vehicle which has a GVWR of not less than 3 500 kg [7,716 lb.] and not greater than
4 536 kg [10,000 lb.] and is not a school bus.)
S7.9 Service brake system test — Partial failure

S7.9.1 With the vehicle at lightly loaded vehicle mass weight, or at the manufacturer's
option, for a vehicle with a GVWR greater than 4 536 kg (10,000 lb.), at lightly loaded
vehicle mass weight plus not more than an additional 453.6 kg (1,000 lb.) for a roll bar
structure on the vehicle, alter the service brake system to produce any one rupture or
leakage type of failure, other than a structural failure of a housing that is common to two
or more subsystems. Determine the control force, pressure level, or fluid level (as
appropriate for the indicator being tested) necessary to activate the brake system indicator
lamp. Make four stops if the vehicle is equipped with a split service brake system, or
10 stops if the vehicle is not so equipped, each from 96.6 km/h (60 mph), by a continuous
application of the service brake control. Restore the service brake system to normal at
completion of this test.
S7.9.2 Repeat S7.9.1 for each of the other subsystems.
S7.9.3 Repeat S7.9.1 and S7.9.2 with the vehicle at GVWR. Restore the service brake
system to normal on completion of this test.
S7.9.4 (For vehicles with antilock and/or variable brake proportioning systems). With
the vehicle at GVWR, disconnect the functional power source or otherwise render the
antilock system inoperative. Disconnect the variable brake proportioning system. Make
four stops, each from 96.6 km/h (60 mph). If more than one antilock or variable brake
proportioning subsystem is provided, disconnect or render one subsystem inoperative and
run as above. Restore the system to normal on completion of this test. Repeat for each
subsystem provided. Determine whether the brake system indicator lamp is activated
when the electrical power source to the antilock or variable proportioning unit is
disconnected.
S7.9.5 For a vehicle in which the brake signal is transmitted electrically between the
brake pedal and some or all of the foundation brakes, regardless of the means of actuation
of the foundation brakes, the tests in S7.9.1 through S7.9.3 of this TSD standard are
conducted by inducing any single failure in any circuit that electrically transmits the
brake signal, and with all other systems intact. Determine whether the brake system
indicator lamp is activated when the failure is induced.
S7.9.6 For an EV with RBS that is part of the service brake system, the tests specified in
S7.9.1 through S7.9.3 are conducted with the RBS disconnected and all other systems
intact. Determine whether the brake system indicator lamp is activated when the RBS is
disconnected.

S7.10 Service brake system — Inoperative brake power unit or

brake power assist unit test
(For vehicles equipped with a brake power unit or brake power assist unit)
S7.10.1 Regular procedure. (This test need not be run if the option in S7.10.2 is
selected.) On vehicles with brake power assist units, render the brake power assist unit
inoperative, or one of the brake power assist unit subsystems if two or more subsystems
are provided, by disconnecting the relevant power supply. Exhaust any residual brake
power reserve capability in the disconnected system. On vehicles with brake power
units, disconnect the primary source of power. Make four stops, each from 96.6 km/h
(60 mph) by a continuous application of the service brake control. Restore the system to
normal on completion of this test. For vehicles equipped with more than one brake
power unit or brake power assist unit, conduct tests of each in turn.
S7.10.2 Optional Procedures. On vehicles with brake power assist units, the unit is
charged to maximum prior to the start of the test. (The engine may be run up in speed,
then the throttle closed quickly to attain maximum charge on vacuum assist units.) Brake
power units shall also be charged to maximum accumulator pressure prior to the start of
the test. No recharging is allowed after the start of the test.
(a) (For vehicles with brake power assist units.) Disconnect the primary source of
power. Make six stops each from 96.6 km/h (60 mph) to achieve the average
deceleration for each stop specified in Table III. Apply the brake control as
quickly as possible. Maintain control force until the vehicle has stopped. At the
completion of the stops specified above, deplete the system of any residual brake
power reserve capability. Make one stop from 96.6 km/h (60 mph) at an average
deceleration not lower than 2.13 m/s2 (7 fpsps) for passenger cars (equivalent
stopping distance 168.9 m [554 ft.]), or 1.83 m/s2 (6 fpsps) for vehicles other than
passenger cars (equivalent stopping distance 197 m [646 ft.]) and determine
whether the control force exceeds 667.2 N (150 lb.).
(b) (For vehicles with brake power units with accumulator-type systems.) Test as in
S7.10.2(a), except make 10 stops instead of 6 and, at the completion of the
10 stops, deplete the failed element of the brake power unit of any residual brake
power reserve capability before making the final stop.
(c) (For vehicles with brake power assist or brake power units with backup systems.)
If the brake power or brake power assist unit operates in conjunction with a
backup system and the backup system is activated automatically in a power
failure, the backup system is operative during this test. Disconnect the primary
source of power of one subsystem. Make 15 stops, each from 96.6 km/h
(60 mph), with the backup system activated for the failed subsystem, to achieve
an average deceleration of 3.66 m/s2 (12 fpsps) for each stop.
(d) Restore systems to normal on completion of these tests. For vehicles equipped
with more than one brake power assist or brake power unit, conduct tests of each
in turn.

S7.10.3 Electric brakes

(a) For vehicles with electrically actuated service brakes, the tests in S7.10.1 or
S7.10.2 are conducted with any single electrical failure in the electric brake
system instead of the brake power or brake power assist systems, and all other
systems intact.
(b) For EVs with RBS that is part of the service brake system, the tests in S7.10.1 or
S7.10.2 are conducted with the RBS discontinued and all other systems intact.
S7.11 Service brake system — First fade and recovery test

S7.11.1 Baseline check stops or snubs
S7.11.1.1 Vehicles with a GVWR of 4 536 kg (10,000 lb.) or less. Make three stops from
48.3 km/h (30 mph) at 3.05 m/s2 (10 fpsps) for each stop. Control force readings may be
terminated when the vehicle speed falls to 8.05 km/h (5 mph). Average the maximum
brake control force required for the three stops.
S7.11.1.2 Vehicles with a GVWR greater than 4 536 kg (10,000 lb.). With the
transmission in “neutral” (or declutched), make three snubs from 64.4 to 32.2 km/h (40 to
20 mph) at 3.05 m/s2 (10 fpsps) for each snub. Average the maximum brake control
force required for the three snubs.
S7.11.2 Fade stops or snubs
S7.11.2.1 Vehicles with a GVWR of 4 536 kg (10,000 lb.) or less. Make 5 stops from
96.6 km/h (60 mph) at 4.57 m/s2 (15 fpsps), followed by 5 stops at the maximum
attainable deceleration between 1.52 and 4.57 m/s2 (5 and 15 fpsps) for each stop.
Establish an initial brake temperature before the first brake application of 54.4ºC to
65.6ºC (130°F to 150°F). Initial brake temperatures before brake applications for
subsequent stops are those occurring at the distance intervals. Attain the required
deceleration within 1 second and, as a minimum, maintain it for the remainder of the
stopping time. Control force readings may be terminated when the vehicle speed falls to
8.05 km/h (5 mph). Leave an interval of 0.64 km (0.4 mi.) between the start of brake
applications. Accelerate immediately to the initial test speed after each stop. Drive
1.6 km (1 mi.) at 48.3 km/h (30 mph) after the last fade stop, and immediately follow the
recovery procedure specified in S7.11.3.1.
transmission in “neutral” (or declutched), make 10 snubs from 64.4 to 32.2 km/h (40 to
20 mph) at 3.05 m/s2 (10 fpsps) for each snub. Establish an initial brake temperature
before the first brake application of 54.4ºC to 65.6ºC (130°F to 150°F). Initial brake
temperatures before brake application for subsequent snubs are those occurring in the
time intervals specified below. Attain the required deceleration within 1 second and
maintain it for the remainder of the snubbing time. Leave an interval of 30 seconds
between snubs (start of brake application to start of brake application). Accelerate
immediately to the initial test speed after each snub. Drive for 2.4 km (1.5 mi.) at

64.4 km/h (40 mph) after the last snub and immediately follow the recovery procedure
specified in S7.11.3.2.
S7.11.3 Recovery stops or snubs
S7.11.3.1 Vehicles with a GVWR of 4 536 kg (10,000 lb.) or less. Make five stops from
48.3 km/h (30 mph) at 3.05 m/s2 (10 fpsps) for each stop. Control force readings may be
terminated when the vehicle speed falls to 8.05 km/h (5 mph). Allow a braking distance
interval of 1.6 km (1 mi.). Immediately after each stop, accelerate at maximum rate to
48.3 km/h (30 mph) and maintain that speed until making the next stop. Record the
maximum control force for each stop.
transmission in “neutral” (or declutched), make five snubs from 64.4 to 32.2 km/h (40 to
20 mph) at 3.05 m/s2 (10 fpsps) for each snub. After each snub, accelerate at maximum
rate to 64.4 km/h (40 mph) and maintain that speed until making the next brake
application at a point 2.4 km (1.5 mi.) from the point of the previous brake application.
Record the maximum control force for each snub.
S7.12 Service brake system — Second reburnish

Repeat S7.6.
S7.13 Service brake system — Second fade and recovery test

Repeat S7.11, except in S7.11.2 run 15 fade stops or 20 snubs instead of 10.
S7.14 Third reburnish

Repeat S7.6.
S7.15 Service brake system — Fourth effectiveness test

Repeat S7.5. Then (for passenger cars) make four stops from either 153 km/h (95 mph) if
the speed attainable in 3.2 km (2 mi.) is from 159.3 km/h (99 mph) to (but not including)
167.4 km/h (104 mph), or 161 km/h (100 mph) if the speed attainable in 3.2 km (2 mi.) is
167.4 km/h (104 mph) or greater.
S7.16 Service brake system — Water recovery test

S7.16.1 Baseline check stop. Make three stops from 48.3 km/h (30 mph) at 3.05 m/s2
(10 fpsps) for each stop. Control force readings may be terminated when the vehicle
speed falls to 8.05 km/h (5 mph). Average the maximum brake control force required for
the three stops.
S7.16.2 Wet brake recovery stops. With the brakes fully released at all times, drive the
vehicle for 2 minutes at a speed of 8.05 km/h (5 mph), in any combination of forward and
reverse directions, through a trough having a water depth of 152.4 mm (6 in.). After
leaving the trough, immediately accelerate at a maximum rate to 48.3 km/h (30 mph)

without a brake application. Immediately upon reaching that speed make five stops, each
from 48.3 km/h (30 mph) at 3.05 m/s2 (10 fpsps) for each stop. After each stop (except
the last), accelerate the vehicle immediately at a maximum rate to a speed of 48.3 km/h
(30 mph) and begin the next stop.
S7.17 Spike stops

Make 10 successive spike stops from 48.3 km/h (30 mph) with the transmission in
“neutral”, with no reverse stops. Make spike stops by applying a control force of 889.6 N
(200 lb.) while recording control force versus time. Maintain control force until the
vehicle has stopped. On completion of 10 spike stops, make six effectiveness stops from
96.6 km/h (60 mph).
S7.18 Final inspection

Inspect:
(a) The service brake system for detachment or fracture of any components, such as
brake springs and brake shoes or disc pad facings.
(b) The friction surface of the brake, the master cylinder or the brake power unit
reservoir cover and seal and filler openings, for leakage of brake fluid or
lubricant.
(c) The master cylinder or brake power unit reservoir for compliance with the volume
and labeling requirements of S5.4.2 and S5.4.3. In determining the fully applied
worn condition, assume that the lining is worn to:
(1) the rivet or bolt heads on riveted or bolted linings, or
(2) within 0.8 mm (1/32 in.) of the shoe or pad mounting surface on bonded
linings, or
(3) the limit recommended by the manufacturer, whichever is larger relative to the
total possible shoe or pad movement. Drums or rotors are assumed to be at
nominal design drum diameter or rotor thickness. Linings are assumed
adjusted for normal operating clearance in the released position.
(d) The brake system indicator light(s), for compliance with operation in various key
positions and lens color, labeling, and location requirements, in accordance with
S5.3.

S7.19 Moving barrier test

(Only for vehicles that have been tested according to S7.7.2) Load the vehicle to GVWR,
release the parking brake, and place the transmission selector control to engage the
parking mechanism. With a moving barrier as described in paragraph 4.3 of SAE
Recommended Practice J972 (2000) (incorporated by reference, see §571.5 see 49 CFR
Part 571.5), impact the vehicle from the front at 4.02 km/h (2.5 mph). Keep the
longitudinal axis of the barrier parallel with the longitudinal axis of the vehicle. Repeat
the test, impacting the vehicle from the rear.
Note: The vehicle used for this test need not be the same vehicle that has been used for
the braking tests.

Table I — Brake Test Procedure Sequence and Requirements
Test Load Test Require-

Number and Sequence Procedure ments
Light GVWR
1. Instrumentation check S7.2

2. First (preburnish) effectiveness test X S7.3 S5.1.1.1
3. Burnish procedure X S7.4
4. Second effectiveness test X S7.5(b) S5.1.1.2
5. First reburnish X S7.6
6. Parking brake X X S7.7 S5.2
7. Stability and control during braking (braking-
X S7.5(a) S5.1.7
in-a-curve test)
8. Third effectiveness (lightly loaded vehicle) X S7.8 S5.1.1.3
9. Partial failure X X S7.9 S5.1.2
10. Inoperative brake power or power assist units X S7.10 S5.1.3
11. First fade and recovery X S7.11 S5.1.4
12. Second reburnish X S7.12
13. Second fade and recovery X S7.13 S5.1.4
14. Third reburnish X S7.14
15. Fourth effectiveness X S7.15 S5.1.1.4
16. Water recovery X S7.16 S5.1.5
17. Spike stops X S7.17 S5.1.6
18. Final inspection S7.18 S5.6
19. Moving barrier test X S7.19 S5.2.2.3

Table II — Stopping Distances
Stopping Distance in Metres (feet) for the Tests Indicated

COLUMN I COLUMN II
Vehicle test First (preburnished), fourth effectiveness,
Second effectiveness test
speed, and spike effectiveness check
km/h (mph) (a) (b) (c) (d) (a) (b) and (c) (d) (e)
1 1,2 1,2
48.3 17.38 19.82 21.04* NA NA NA NA NA
(30) (57) (65) (69) NA NA NA NA NA
48.3 NA NA 1,2 § NA NA NA NA NA
19.82
(30) NA NA (65) NA NA NA NA NA
48.3 NA NA 1 26.83 1 1 23.77 1,2
21.95 16.46 17.38 21.34
(30) NA NA (72) (88) (54) (57) (78) (70)
56.4 22.56 25.30 27.74 40.24 21.34 22.56 32.31 29.27
(35) (74) (83) (91) (132) (70) (74) (106) (96)
64.4 29.27 32.93 36.28 52.74 27.74 29.27 42.06 37.80
(40) (96) (108) (119) (173) (91) (96) (138) (124)
72.3 36.89 41.77 45.73 66.46 35.06 36.89 53.34 48.16
(45) (121) (137) (150) (218) (115) (121) (175) (158)
80.5 45.73 51.52 56.40 80.49 43.29 45.73 65.85 59.44
(50) (150) (169) (185) (264) (142) (150) (216) (195)
88.6 55.18 62.20 68.29 99.39 52.44 55.18 79.55 71.93
(55) (181) (204) (224) (326) (172) (181) (261) (236)
96.6 1 1 1 118.29 1 1 1 1
65.85 73.78 81.40 62.20 65.85 94.49 85.34
(60) (216) (242) (267) (388) (204) (216) (310) (280)
128.8 1 1 1 NA 1 NA NA NA
123.48 139.94 155.49 116.77
(80) (405) (459) (510) NA (383) NA NA NA
153 1 NA NA NA NA NA NA NA
185.06
(95) (607) NA NA NA NA NA NA NA
161 1 NA NA NA NA NA NA NA
205.18
(100) (673) NA NA NA NA NA NA NA
1
: Distances for specified tests
2
: Applicable to school buses only
*: First (preburnished) test
§: Fourth and spike effectiveness tests
NA: Not applicable
Note: (a) Passenger cars
(b) Vehicles other than passenger cars with a GVWR less than 3 629 kg (8,000 lb.)
(c) Vehicles with a GVWR not less than 3 629 kg (8,000 lbs.) and not more than
4 536 kg (10,000 lb.)
(d) Vehicles with a GVWR greater than 4 536 kg (10,000 lb.)
(e) Buses, including school buses, with a GVWR greater than 4 536 kg (10,000 lb.)

Table II — Stopping Distances (Cont’d)
Stopping Distance in Metres (feet) for the Tests Indicated

COLUMN III COLUMN IV
Vehicle Inoperative brake power or power assist
Third (lightly loaded vehicle) effectiveness test
test speed, unit test; partial failure test
Km/h (a) (b) (c) (d) (e) (a) (b) and (c) (d) and (e)
(mph)
48.3 15.55 17.38 19.82 25.60 21.34 34.76 39.63 51.83
(30) (51) (57) (65) (84) (70) (114) (130) (170)
56.4 20.43 22.56 25.30 34.75 29.27 47.26 53.66 68.60
(35) (67) (74) (83) (114) (96) (155) (176) (225)
64.4 26.52 29.27 32.93 45.42 37.80 61.59 69.82 87.80
(40) (87) (96) (108) (149) (124) (202) (229) (288)
72.3 33.54 36.89 41.77 57.61 48.16 78.35 88.72 109.15
(45) (110) (121) (137) (189) (158) (257) (291) (358)
80.5 41.16 45.73 51.52 71.02 59.44 96.65 109.45 132.62
(50) (135) (150) (169) (233) (195) (317) (359) (435)
88.6 49.70 55.18 62.20 85.65 71.93 116.77 132.01 161.59
(55) (163) (181) (204) (281) (236) (383) (433) (530)
1 1 1 1 1 1 1 1
96.6 59.15 65.85 73.78 102.11 85.34 139.02 157.62 186.89
(60) (194) (216) (242) (335) (280) (456) (517) (613)
128.8
(80) NA NA NA NA NA NA NA NA
153
161
1
Distances for specified tests
NA: Not applicable
(b) Vehicles other than passenger cars with a GVWR less than 3 629 kg
(8,000 lb.)
(c) Vehicles with a GVWR not less than 3 629 kg (8,000 lbs.) and not more than
4 536 kg (10,000 lb.)
(d) Vehicles with a GVWR greater than 4 536 kg (10,000 lb.)
(e) Buses, including school buses, with a GVWR greater than 4 536 kg
(10,000 lb.)

Table III — Inoperative Brake Power Assist and Brake Power Units
Average deceleration, m/s2 (fpsps)

Column I — Brake power assist Column II — Brake power unit
Stop No.
(a) (b) and (c) (a) (b) and (c)
1 4.88 (16.0) 4.27 (14.0) 4.88 (16.0) 3.96 (13.0)
2 3.66 (12.0) 3.66 (12.0) 3.96 (13.0) 3.35 (11.0)
3 3.05 (10.0) 3.05 (10.0) 3.66 (12.0) 3.05 (10.0)
4 2.74 (9.0) 2.59 (8.5) 3.35 (11.0) 2.90 (9.5)
5 2.44 (8.0) 2.29 (7.5) 3.05 (10.0) 2.74 (9.0)
6 2.29 (7.5) 2.04 (6.7) 2.90 (9.5) 2.59 (8.5)
* *
7 2.13 (7.0) 1.83 (6.0) 2.74 (9.0) 2.44 (8.0)
8 NA NA 2.59 (8.5) 2.29 (7.5)
9 NA NA 2.44 (8.0) 2.13 (7.0)
10 NA NA 2.29 (7.5) 1.98 (6.5)
* *
11 NA NA 2.13 (7.0) 1.83 (6.0)
Equivalent stopping distance, metres (feet)

Column III — Brake power assist Column IV — Brake power unit
Stop No.
(a) (b) and (c) (a) (b) and (c)
1 73.8 (242) 87.5 (277) 73.8 (242) 90.6 (298)
2 98.5 (323) 98.5 (323) 90.8 (298) 107.3 (352)
3 118.3 (388) 118.3 (388) 98.5 (323) 118.3 (388)
4 131.4 (431) 139.0 (456) 107.3 (352) 124.7 (409)
5 147.6 (484) 157.6 (517) 118.3 (388) 131.4 (431)
6 157.6 (517) 176.8 (580) 124.7 (409) 139.0 (456)
7 168.9 (554) 196.6 (646) 131.4 (431) 147.6 (484)
8 NA NA 139.0 (456) 157.6 (517)
9 NA NA 147.6 (484) 168.9 (554)
10 NA NA 157.6 (517) 181.7 (596)
11 NA NA 168.9 (554) 196.6 (646)
*: Depleted
NA: Not applicable
(b) Vehicles other than passenger cars with a GVWR of 4 536 kg (10,000 lb.) or less
(c) Vehicles with a GVWR greater than 4 536 kg (10,000 lbs.)

Table IV
Snub conditions, highest speed

Series Snubs
indicated in km/h (mph)
1 175 64.4 - 32.2 (40 - 20)
2 25 72.5 - 32.2 (45 - 20)
3 25 80.5 - 32.2 (50 - 20)
4 25 88.6 - 32.2 (55 - 20)
5 250 96.6 - 32.2 (60 - 20)

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Hydraulic and Electric Brake Systems: Technical Standards Document No. 105, Revision 5

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TECHNICAL STANDARDS DOCUMENT

No. 105, Revision 5

Hydraulic and Electric Brake Systems

The text of this document is based on the U.S. Code of Federal

Publication Date: February 11, 2015

(Ce document est aussi disponible en français)

Publication, Effective and Mandatory Compliance Dates

Effective: February 11, 2015 i

Official Version of Technical Standards Documents

Effective: February 11, 2015 ii

Effective: February 11, 2015 iii

Effective: February 11, 2015 iv

Effective: February 11, 2015 1

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Speed Attainable in 3.2 km (2 mi.) Required to Stop From

Effective: February 11, 2015 6

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S5.2 Parking brake system

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S5.3 Brake system indicator lamp

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S5.3.5 [CONTENT NOT REPRODUCED]

S5.5 Antilock and variable brake proportioning systems

Effective: February 11, 2015 13

S5.6 Brake system integrity

S6. Test conditions

Effective: February 11, 2015 14

S6.1 Vehicle mass weight

S6.2 Electric vehicles and electric brakes

Effective: February 11, 2015 15

Effective: February 11, 2015 16

S6.3 Tire inflation pressure

S6.4 Transmission selector control

S6.6 Vehicle openings

S6.7 Ambient temperature

S6.8 Wind velocity

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S6.9 Road surface

S6.10 Vehicle position and wheel lockup restrictions

Effective: February 11, 2015 18

S6.12 Initial brake temperature

S6.13 Control forces

S6.14 Special drive conditions

S6.15 Selection of compliance options

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Highway Traffic Safety Administration, provide information regarding which of the

S7. Test procedures and sequence

Effective: February 11, 2015 20

Figure 1 — Typical Plug Type of Thermocouple Installations

Effective: February 11, 2015 21

S7.1 Brake warming

S7.2 Pretest instrumentation check

S7.3 Service brake system — First (preburnish) effectiveness