Driver front brake locking

Tiny
HERTCHU
  • MEMBER
  • 2002 DODGE DAKOTA
  • 4.7L
  • V8
  • 2WD
  • AUTOMATIC
  • 90,000 MILES
When I hit the brakes quick drive front locks up and pedal has springy spongy feeling. Doesn't matter if how hard I push the pedal just the quickness. Changed caliper pads and rotors. Truck also pulls to that side and I just had it aligned. Only does it the first couple times I use brakes when I first crank it after that brakes work fine.
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Tuesday, August 27th, 2019 AT 5:48 AM

37 Replies

Tiny
SCGRANTURISMO
  • MECHANIC
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Hello,

This could be a problem with the tire on that side having low air pressure or a separated steel belt. Here is a link with plenty of videos for you to go to on the subject. It's a great guide on the subject, and please, get back to us with what you are able to find out after going through this guide and inspecting your vehicle.

https://www.2carpros.com/articles/car-pulls-right-or-left-when-driving-or-braking

Thanks,
Alex
2CarPros
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Tuesday, August 27th, 2019 AT 6:34 AM
Tiny
HERTCHU
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  • 10 POSTS
Brand new tires before I got an alignment. Had this problem before new tires as well.
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Tuesday, August 27th, 2019 AT 12:22 PM
Tiny
SCGRANTURISMO
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Hello again,

Okay, here is what the factory has to say on all the popular braking problems for your vehicle. Please go through this guide and get back to us with what you are able to find out. We can get more specific from there.

Thanks,
Alex
2CarPros
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Wednesday, August 28th, 2019 AT 10:21 PM
Tiny
SEANROE6
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  • 2 POSTS
  • 2002 DODGE DAKOTA
  • 6 CYL
  • 2WD
  • MANUAL
  • 66,000 MILES
Sometimes when driving, and under hard braking one or both front callipers will lock up and not release untill they sit overnight. What could be wrong? I only ask because the truck is still under waranty.
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Friday, November 27th, 2020 AT 8:54 AM (Merged)
Tiny
MASTERTECHTIM
  • MECHANIC
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A stuck brake light or misadjusted switch is most likely the problem. Check to make sure there is nothing restricting the brake pedal from coming all the way up, like a aftermarket alarm module.
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Friday, November 27th, 2020 AT 8:54 AM (Merged)
Tiny
SWIFT411
  • MEMBER
  • 1 POST
  • 2002 DODGE DAKOTA
Brakes problem
2002 Dodge Dakota V8 Four Wheel Drive Automatic 60.000 miles

I have a 02 Dodge Dakota, after driving it for while the front brakes lock up, once it sit and the brake cool off I'm able drive it until it happens again. Does anyone a solution to this problem. Any help is much appreciated.
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Friday, November 27th, 2020 AT 8:54 AM (Merged)
Tiny
JACOBANDNICKOLAS
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It is one of three things. First, are the pistons retracting into the caliper easily? Second, are the caliper slides moving properly? Finally, if both are working properly, then you have a rubber hose that attaches to the caliper that has collapsed inside allowing brake fluid to enter the caliper but not return. Check the first things I mentioned first. If they are good, the rubber brake lines are most likely the problem.

Let me know if you have other questions.
Joe
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Friday, November 27th, 2020 AT 8:54 AM (Merged)
Tiny
OLDBIKERS
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  • 2 POSTS
  • 2002 DODGE DAKOTA
  • 6 CYL
  • 2WD
  • AUTOMATIC
  • 56,000 MILES
I have a 02 Dakota Quadcab and when I drive in a lot of stop and go traffic the front breaks lock up when stopping you can tell that the padel is getting higher.
Today I had it at a dodge dealer and he couldn't find anything wrong after paying them over a $100.00 for checking it I left to go home after driving across town the brakes locked up. The dealer said my rotors were worn very bad, they were just turned at a dealership less than 12000 miles ago but with the brakes locking up then the rotors are going to wear any idea what may cause this?
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Friday, November 27th, 2020 AT 8:54 AM (Merged)
Tiny
JACOBANDNICKOLAS
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You mentioned the brake pedal gets hard to push. Do the front tires skid?
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Friday, November 27th, 2020 AT 8:54 AM (Merged)
Tiny
OLDBIKERS
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No the front tires don't skid but if you get on an interstate it is hard to get up to the speed limit as the brakes are holding the truck back but if you keep going for sometime with out touching the brakes they will let go and you can run normal.
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
W-ROD
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I have a 2001 Dakota (manual) and have the exact same problems with the front brakes sticking. I have had new pads, rotors, master cylinder and brake lines installed and it STILL does it! Sometimes the passenger side is smoking, sometimes the driver's side. It's becoming so frustrating that I'm ready to get rid of the truck even though I love having it. It typically occurs in "stop and go" conditions when I have to use the brake a lot. I start feeling it braking on its own the the brake pedal starts to lose its "play" and is like stepping on a rock. Please help!
Thank you.
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
ANDREW DUCKETT
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  • 3 POSTS
  • 2002 DODGE DAKOTA
  • 4.7L
  • V8
  • 4WD
  • AUTOMATIC
  • 186,000 MILES
Having major brake issues. Replaced rear drum brakes (shoes, wheel cylinders, and hardware). Did not replace drums but did have them turned/resurfaced at O'Reilly Auto. Purchased a ceramic brake pad kit with rotors for my vehicle from 1A Auto and then ended up changing front brake hoses, calipers, and eventually master cylinder. Each time bleeding them in the correct order and also bench bleeding master cylinder before installation. After driving my vehicle for a few minutes and then pulling over the rotors and drums are heating up and I even damaged one of the new aftermarket rotors from the heat) it now has a wobble to it). I have bleed the vehicle multiple times as well as tried bleeding the master cylinder, the ABS/HCU and then the wheels in the order of passenger rear, driver rear, passenger front, and then driver front. When I bleed the wheels I get no air out of bleeder screws but there is no air gap between pad and rotor/shoe and drum. It does not matter how many times I bleed the system, I always seem to get the same results. I am thinking there is an issue with the ABS since all four drums/rotors (2-2) are heating up. I am at a loss and at this point the only thing I have not replaced is the brake booster. Please help!
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
CARADIODOC
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The order you bleed stuff does not matter, and once the air is out of the system, more bleeding will not solve anything. Typically there are three things to look at for dragging brakes once the front rubber flex hoses have been replaced. The first is the brake light switch is over-adjusted and is holding the brake pedal down a little. Next is since the master cylinder was replaced, in the unlikely event you have an adjustable push rod on the power booster, that could be extended too far. That will also hold the master cylinder partially applied. Anything at keeps the pistons pushed down more than about 1/8" in the master cylinder will keep the rubber lip seals past the fluid return ports, then that trapped brake fluid will warm up, expand, hold the brakes applied, then get hotter and hotter and keep expanding even more. Adjustable push rods are more of an older import thing.

The third thing to look at is brake fluid contamination. That is a really serious issue if even a drop of petroleum product got into the brake fluid. We used to see this fairly often when someone cleaned and greased the older-style tapered front wheel bearings, they wiped their hands off with a rag, then pressed the rubber bladder seal back into the cap on the brake fluid reservoir. The film of grease on their fingertips was enough to contaminate the fluid. To identify that, look at the rubber seal under the cap of the reservoir, or on the old one if your new master cylinder came with a new reservoir and cap. If that seal is blown up and mushy, you will find it is impossible to poke it back into the cap. All the rubber parts in the hydraulic system that contact brake fluid have to be replaced for that, and the steel lines must be flushed and dried before installing the new parts. If any part with rubber is overlooked, the contamination will leach out of it and re-contaminate the new brake fluid.

To identify the cause of the dragging brakes, stop on a slight incline, shift to neutral, then assuming the truck does not creep downhill on its own, place a block about a foot downhill of one tire so you do not look funny chasing after it if the brakes release. Start by loosening the nuts holding the master cylinder to the power booster. Allow the master cylinder to pull away from the booster a good 1/4". If the brakes release, look at the push rod and the adjustment of the brake light switch. Next, loosen the two line nuts at the master cylinder a half turn or so. If brake fluid spurts out and the brakes release now, suspect contaminated brake fluid. We will need to discuss that further.
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
ANDREW DUCKETT
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I will try this and see what happens. How do I adjust the brake light switch? And is it connected to or around the brake booster?
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
CARADIODOC
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The brake light switch is under the dash and is pushed on by the brake pedal arm. That switch is supposed to be self-adjusting and really it should not be able to hold the brake pedal down, but it is still worth mentioning in case someone modified something. They are usually mounted to a silver metal bracket. Someone could have bent that to the point the switch cannot adjust far enough to make up for that.
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
ANDREW DUCKETT
  • MEMBER
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Well, went ahead and did some trouble shooting with my truck; opened the bleeder screws on both calipers to no avail. Brakes did not seem to make a difference and there was no air gap. Also loosened brake master cylinder nuts which did not release the brakes nor create an air gap. After that I cracked both brake lines going into the master cylinder about half a turn (one at a time) and nothing happened. I ended up removing the master cylinder and then adjusted the brake booster in about a full turn or so which after bleeding the brakes and giving a test drive did nothing. Rotors and drums were already starting to heat up after just a short drive around my neighborhood. I am at a loss here and quite dumbfounded. It seems as those the problem could be something more mechanical but it is hard to say. The calipers bolt directly on to the knuckle and were pretty pitted when I removed the original brakes. I used a die grinder/wire wheel to smooth out the area. How much of an air gap should there be between the brake pads and the rotors when the brakes are not engaged?
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
CARADIODOC
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There is no air gap between the pads and rotors. I never heard of anyone trying to measure that. There is a square-cut seal in each caliper that goes around the piston. When you apply the brakes, that seal sticks to the piston as the piston moves out to apply the brakes. Because it is sticking to the piston, it bends or deforms a little. When you release the brakes, that seal tries to straighten out. In doing so, that is what retracts the piston very slightly to prevent the pads from dragging. The amount the piston retracts is compared to the thickness of a sheet of paper.

There are two things that jumped out from your comments. The first one is in your very first sentence. You opened the bleeder screws at the calipers and the brakes didn't release. You are done at that point. We are trying to find where the pressurized brake fluid is being trapped and prevented from returning to the reservoir. No matter where that is occurring, opening the bleeder screws would release the fluid pressure and the brakes would release. Since that did not happen, there is no point in going to the master cylinder or its steel lines. There is no pressurized fluid trapped there once the bleeder screws were opened.

That quick test tells us you have a mechanical problem with the calipers, and you verified that when you found the pitted mounting bolts. Do not bother trying to clean them up. Replace them and be sure to lubricate them with high-temperature brake grease. Cleaning those bolts will not solve the problem. The caliper has to be able to slide on those bolts to self-adjust, to apply smoothly, and to release properly. Even if you can slide the caliper in and out by hand, there is tremendous force put on the caliper against those bolts when the spinning rotor tugs on the pads and caliper. With that force applied, the caliper will never slide freely. Once the chrome plating has lifted on those bolts, it is going to become embedded inside the rubber sleeves those bolts go through, so those must also be replaced. They are available as a hardware kit, and they come with rebuilt calipers.

The next thing to look at is the pistons. Very often a ring of dirt or rust builds up around it. You have new rotors and new pads. Both of those are a lot thicker than the old p[arts you took off, so you had to push the piston back into the caliper housing to make room for them. That forces that ring of dirt to go under the square-cut seal, and that will cause that caliper to not apply under light braking, and to not release after normal-to-hard braking. Back in the 1980's we rebuilt calipers as a part of every standard brake job, specifically to address this issue. Today we do not do that because we put miles on faster and go through more brake jobs before that dirt or rust has time to form. When we do need to take care of that, it is much less expensive now to just pop on a pair of professionally-rebuilt calipers. They used to cost around $95.00 each. Today they cost around $20.00 to $30.00 each. If you rebuild the calipers yourself, a ring of dirt on the pistons can be washed off with Brake Parts Cleaner and a rag, then inspect them for signs of lifted chrome plating and rust spots. If you see that, the piston must be replaced. In the 1980's they cost about $20.00. You are better off today just buying the rebuilt calipers.

To identify a sticking piston, use a medium flat-blade screwdriver to pry it back into the housing before you unbolt the caliper. It should slide in fairly easily, then you will have room for those new pads and rotor. If you ever resort to using a c-clamp or you need one to get the piston to retract, you are done. Replace the caliper or rebuild it. Needing a c-clamp means you are pushing the ring of rust or dirt under the square-cut seal, and you are going to have problems. Also, a lot of vehicles use phenolic pistons to reduce weight. Those are easy to crack with a c-clamp. Brake system specialists do not even have a c-clamp in their tool box. Think of it this way. If you need a c-clamp to make the piston move, and flimsy little rubber seal around it is definitely not going to retract it after braking.

Replace the caliper mounting bolts. Be sure to lubricate them. You should have used brake grease on the backs of the pads too and on the three "lands" each rear shoe slides on. Check the pistons. If they are free, you can often retract them with your hands. That is how we put them in when we rebuild the calipers. And be sure to put the power booster push rod back were it was. There is only one correct setting. It is not meant to be an adjustment that makes up for something else.
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
CHESTER LEVAN
  • MEMBER
  • 6 POSTS
  • 2002 DODGE DAKOTA
  • 4.7L
  • 4WD
  • AUTOMATIC
  • 201,000 MILES
I need help my front passenger brake keeps locking up. I have had replaced pretty much everything and it will do good for about a week and then lock up on me. Any ideas?
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
ASEMASTER6371
  • MECHANIC
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Good morning,

This sounds like either a caliper or a brake hose that is collapsed.

https://www.2carpros.com/articles/car-pulls-right-or-left-when-driving-or-braking

What did you replace?

Roy
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Friday, November 27th, 2020 AT 8:55 AM (Merged)
Tiny
CHESTER LEVAN
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I replaced the caliper, rotor, brake line.
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Friday, November 27th, 2020 AT 8:55 AM (Merged)

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