~ ©) FRONT AND REAR SHAKES 22-1 GROUP 22 FRONT AND REAR BRAKES INDEX 3ONT AND REAR BRAKES . pela See TE nace 2a TECHNICAL CHARACTERISTICS AND - Brake pads wees 223 SPECIFICATIONS .....2-.00-0000+ 22-2 Adjusting gap between inductive — TECHNICAL CHARACTERISTICS . 22-2 sensors - phonic wheels ....... 22-4 - Brake pump + 22-2 — TIGHTENING TORQUES = Servobrake. + 22-2 | — SPECIAL TOOLING + Front brake caliper, . 22-2 | ~ BOSCHS.3 ABS = Rear brake caliper . wos B22 = Description — GENERAL SPECIFICATIONS ..... 22-3 = Components. .... = Fluids and lubricants .......... 22-3 = Description of how the whee! + Controls and adjustments ...... 22-3 anti-lock system works......... 22-11 + Repair operations on the unit... 22-16© FRONT AND REAR BRAKES 22-2 TECHNICAL CHARACTERISTICS AND SPECIFICATIONS TECHNICAL CHARACTERISTICS ERONT AND REAR BRAKES 22-3 GENERAL SPECIFICATIONS FLUIDS AND LUBRICANTS APPLICATION Le | AME BRAKE PUMP Jonts and pedal bushos | crease [rurevazera2 Model Type [Diameter | Stroke Filing brakeicutc nydraulc systern FLUID [ALFA ROMEO BRAKE FLUID SUPER DOT < Class: 2.0 TS. 16V 18/18" (23.8 mm) S18" (14414 mm) 2.0TS. 16V nght hand deve 7 @223mm) | S18 (16416 mm) SAE 41703 F | Fronttear whee! nductive sensorseat or | GREASE —|TUTELAZETA2 SERVOBRAKE vinee!antiock device a Di i Model ype jiameter of operating cylinder CHECKS AND ADJUSTMENTS 20TS. ‘7"+8" (17.78 + 20.32 cm) ssovac BRAKE DISK FRONT REAR 2.0 TS. 16V righthand drive 9° (22.86 er) Diameter (mm) 284 240 FRONT BRAKE CALIPERS Use limit thickness (mm) 20.2 9.2 i /Min.thickness after grinding (mm) 21.2 10.2 Diameter of Brake pad nomir iene Twre Biston (mm) thickness (mm) Nomina hikness (om) 222 "2 2.0 TS. 16V LUCAS 54 50 18.5 202 DIMENSIONS FOR GRINDING BRAKE DISKS REAR BRAKE CALIPERS: “ Diameter of ‘Area of broke | Brake pad nominal Modal Type piston (ram) pacs(eme)” | thickness fm) aoa pasa] 20TS. 16v Lucas 3a 2 ete poet) _—— oars 0.025 16) (2) 26,12 Zo = ze TSS | | Cgreaas) 7am©) YY FRONT AND REAR BRAKES 22-4 BRAKE PADS | BRAKE PADS FRONT | REAR | Use limit thickness 4.5 mit) 15 (1) Signalled by brake pec wear sensor ADJUSTMENT OF GAP BETWEEN INDUCTIVE SENSORS AND PHONIC WHEELS Front wheele Rear wheels ® FRONT AND REAR BRAKES. TIGHTENING TORQUES Description Nm kom | Fiting tor stit pipe on brake pump | as-19 | Naiesongiale ane Loser Nut fastening accelerator pedal to pedal unit 3-8 j Front and rear whee! fastening studs -103 | 85-105 Screw fastening front brake calipers 22-92 22433 | acm ering tort tate calper supp bake = essa | [Screw with centering pin fastening front and rear breke disks 5219 os-13 | Screw fastening tront and rear brake dicks 5-13 os-13 | Bleed screw on brake calipers 4-6 04-05 Fitting connecting hoses on brake calipers 15-19 15-18 ‘Screw fastening rear brake calipers 45-55 48-58 Screw fastening rear breke caliper support bracket 2025 20-25 Connections between sti pipes and hoses 1519 15718 Screw fastening braking load proportioning valve to rear crossmem- . = 4-5 04-05 Screw for square lever for proportioning valve adjustment 20-25 20-25 Fitting for connecting sti pipes on braking load proportoning valve adi aaa and 4-way distributor Serew fastening parking brake to body | 18-29 13-30 ‘Screw fastening brake-clutch fluid reservoir to body 3-4 | oaros | Nut fastening hydraulic control unit to bracket 3e4 ee | ‘Screw fastening control unit support bracket to body 20-25 | 20-25 ‘Serew fastening front and rear wheel inductive sensor B68 | os-o8 | SPECIAL TOOLING ‘TOOL NUMBER DESCRIPTION | 1.820.248.000 Tool for moving back front brake pision 1.822.108.000 Too! ter moving back roar brake piston 78C116V000SS FRONT AND REAR BRAKES 22-7 FRONT AND REAR BRAKES 22-8 BOSCH 5.3 ABS | = electtonyarautie contro! uni (3) | braking pressure at ine brake solencid valves, two for each whee ~ four sensors (5) and (9), one for each wheel, whicn moouiates the HYDRAULIC LAYOUT OF BOSCH 5.3 A.8.S. SYSTEM joe's through eight (trom chassis no. replaces the previous version =) Getec: the angular rotation speed of the wheels. DESCRIPTION The system is completed by. ~ the hydraulic system piping: The Bosch 5.2 A.B.S. further optimses compactness | ~ 3 Specific wiring oom: (case of assembly), lightness anc reibilty. = a switch on the brake pecial (8) for detecting the the The use of new microhybnic electronic components, braking condition; oatimisation of the flows as a result o! the study of the | ~ @ Waring light (7), on the check panel. : new, more compact shapes of the vaive bodies andthe | !9 addition, under panicuiar diagnosis conditions. the | reduction of the number o! hydraulic components sins | waming Eight (7), supolies information about the faults | they are pressed ditectly onto the valve seat of tne | memorised by the control uni through a senes 0! coded nozzles which are previously assembled separately | fashes (see Electric System Diagnosis’) have made it possible to improve the characteristics of “e solenoid valves. 1.2 main components of the system are: = new electronic control unit, more powerful and ver- satile than the previous ones i : ; © © Braking system with double crossed circuit 4. Brake contro! pump 18. Lett rear discharge solenoid vane 2. Servobrake 49. Right rear drum brake 3. High pressure accumulator (damping 20, Lett front disk brake chamber) 21. Right front disk brake 4. High pressure accumulator (damping 22, Lett rear drum brake chamber) 5. Recovery pump drive motor MC1. Supply union for brake pump 1st stage 6. Recovery pump MC2. Supply union for brake pump 2nd stage 7. Recovery pump RR. Delivery union to night rear cylinder 8. Low pressure accumulator (reservoir) Delivery union to lett front caliper ©. Low pressure accumulator (reservoir) Delivery union to right front caliper Layout of Bosch 5.9 AB.S. System 10. Fast pressure reduction valve Dolivery union to left rear cylincer 11, Right rear charge solenoid valve 1. Brake tiuid reservoir & Rebs 2. Brake pump 7. Waming ight 12, Right rer dscrargesolonad valve 3. Vacuum servobrake &. Stop lights contro! switen 13. Lef front charge solenoid vane 4. Electrohydraulie contrel unit with electronic i paar ander pin sareci 14, Lett front discharge solencid valve control unit incorporated 40. Rear brakes 15, Right front charge solenoid valve ~. Front wheei rpm sensor 41, Proparoning valve 16, Right frort cscharge solenoid valve 17. Lett rear charge solenoid valve 5.1996 a“AMPONENTS Efectrohydraulic control unit The eieetrchyoraulic control unit compnses two sections fastened to ene ancther: an electron control unit anc an evectronycraulic control unt. On the basis of the signals received irom the sensors arg with the help of charactenstic programmes mapped in its memories, the electronic control unit commands the electrohydrautic control unit, The electronydraulie control unit is connected to the brake pump and to the A.B.S. system components through the pipes ofthe braking system. ‘The main change with respect to the previous versions is the replacement of the three-way valves with two away solenoid valves for each wheel -_stronic control unit The olectronic contro unit is formed of hybrid cireuts with resistances, diodes, transistors andiintegrated logic circuits. The heart of the system are two CMOS micro processors with 12K ROM which autonomously cary out the same programme and monitor one another ‘mutually. Both receive the same input signals which each processes individually and only when the resutts obtained are identical, the control unit sends the opera~ tive command to the electrohyorauiic control unit, Conversely, if for example there is a fault in the wheel antilock system, the device cuts itself out and braking takes place convertiorally: simuttaneously, the fautt waming lignt on the check panel comes on. FRONT AND REAR BRAKES. 22-9 Operating logic The signals (atemate or analogue) sent by the rom sensors fo the electronic control unit are transtormec by the input amplifier io square wave signa‘s The frequency of these signals gives the contol unit the corresponding values of speed. acceleration or deceier- ation of the single wheels. From the combination of tho single wheel perpheral speeds, a reference speed is processed which is con- tinuously updated and indicates the speed ol the car at ailtimes. When the driver presses the brake pedal the wheels can each decelerate to a diferent extent: comparison of the peripheral speedof each whee! with the reference speed keeps the skidding of each whee! constantly under ‘control. Ifthe braking force causes a wheel to skid with respect to the others, the electronic control unit sends the com: mand to the solenoid valves of the electrohydraulic ‘control unt to reduce the braking force on the wheel that has lost grip. This way the wheel concemed regains speed. The memory of the electronic control unit also contains threshold acceleration and deceleration valves that none of the wheels may ever exceed. Theretore, through systematic, very rapid comparison of the wheel skidding, deceleration and acceleration values, rolling of the tyre during braking is kept under control. ‘As soon as the foreseen combined acceleration/de- cceleration and skid values are exceeded, the electronic control unit intervenes with commands to the solenoi¢ valves of the electrohydraulic control unit, in the three adjustment phases to lower, maintain or return the pressure generated by the driver on the brake pedal to the brake calipers, bringing the braking condition to the optimum values set by the system. These phases determine an interment but extremely fast adjustment cycle which is repeated until the car stops. The electronic control unit commands the difer- ‘ent phases supplying the solenoid valves puises with different current intensities. It also makes sure that both reat wheels are given the same braking force applicable to the rear whee! that is more subjected to locking, ie. the one with lower grip (to ensure stability) ita fault is detected, the wheel anti-lock device cuts out and alerts the driver by tuming on the weming light on the check panel, while however ensuring operation of the conventional braking system. ¢ that the ove ne electicnie control unit is intorm« raking by the sigral from the switen on me brake pedal. Besides contaling braking, this iniormation is aiso helo- ful unger cenain sanicular conditions, such as for 2ax- imple if a shar acceleration that makes the wheels shoo is folowed by heavy braking, of n the case of irregular road surfaces (humps, steps) that can involve changes in speed of tne wheel due fo causes not linked with the braking in progress. In these concitions the microprocesscrs process @ srrategy connected with the changes of speed of the wheels of these particular moments, Bringing braking bback to the comet parameters. Since these are particu- lar conditions of braking control, the lack of connection cf the switch on the brake pedal to the control unit does not compromise the efficiency of the system. Far this reason its not signalled by the waming light, nor is the ABS. system cisabied Further details about the operating principle of the ABS. are civen below. Electrohydraulic control unit Electrohycraulie control unit Elecris recovery pump Electronic control unit Control unt connector Bepe FRONT AND REAR BRAKES | 22-10 rake pump and to tne breke caliper cyingers through 1¢ brake system ines anc tegetmer win the electronic -onttol unit fosims the electronydraulic control unit us taskis 10 change the pressure of the Brake fluidin the ke caliper cylinders according te the command si9- nals leading from the electronic contral unit iteomarses eight wo-way sclencid valves [two foreach hydraulic circuit) and an electric recovery pump (2) with double circuit. The eight solencid vaives and the electric recovery pump are criven by the electronic control unit sepending on the signals of the four rpm sensors. The pump makes it possible to recover the brake fluid during the pressure reduction phase making it available again, upstream of the solenoid valves for the next pressure increase phase. ‘The accumulators absorb the brake fluid during press- ure reduction. = The unit is connected to the braking system through unions identiied vy the codes stamped on them as ilustrated. Pipe outlets MC1 Supply union from brake pump- circuit 1 MC2 Supply union from brake pump « circuit 2 Delivery urion to lett rent brake caliper LA Delivery union to lett rear brake caliper RF Delivery union to right front brake calizer RR Delivery union to right rear brake calizer Inductive sensors ‘These are quite the same as these used for the previous versions. inNESCRIPTION OF HOW THE WHEEL —ATLOCK SYSTEM WORKS Rest position Each branch of the Bosch §.3 ABS system is ftted with two 2-nay Solenoid valves: all me solenoia valves are managed by the control unit (1) When tne charge solencic valve (8116 de: connected to earn by the contre! unit) i im the open Postion, thereby allowing the tow of fluid to the Drake caliper. The pressure is maintained closing this valve. i.e. SUD plying it electrically 1, Electronic control unit , 2. Low pressure accumulator (reservoir) 3. Recovery pump drive motor 4. Recovery pump __ High pressure accumulator (damping chamber) 6. Brake control pump 7. Servobrake 8. Fast pressure reduction valve When the discharge solenoid valve (10) is deactivated (rot connected to earth by the control unit) itis in the closed position and does not allow the fluid to be cis- charged on the low pressure accumulator (2) ‘The accumulators (2) and (5) have the task of tempo- ranly storing the brake fluid made available during the pressure recuction phase. 9. Charge solenoid valve 10, Discharge solenoid valve 11, Brake caliper 12, Rpm sensor 13, Phonic whee! 14, Restrictor ‘The recovery pump (4) sends the brake fluid that flows back from the brake calipers during pressure reduction to the brake pump via the comesponding accumulator. (On the basis of tne signals received from the mpm sensors on the front and rear wheels, the electronic control unit drives the electrohydraulic control unit, which in tum changes the pressure of the brake fluid sent to the calipers according to three phases: increase, main- tenance or reduction of the pressure. 5-196 Pressure increase phase SEEEE pressure increase ECU 1. Blectronie contro! unit 2. Low pressure accumulator (reservoir) ~8. Recovery pump drive motor 4. Recovery pump 5. High pressure accumulator (damping chamber) 6. Brake control pump 7. Servobrake \Wnea the driver presses the brake pedal, the pressure Qenercted by the brake pump (6) reaches the brake calipe: without undergoing changes, as the solenoid vaives (8) and (10) of the hydraulic unt are not con- ectec 10 earth by the electronic control unit. When tne braking force increases, deceleration of the wheel increases accordingly; this causes faster decele’- ation ef ine car (i.e. wheel slip increases). The sip rate must not exceed a determinate value beyors which the whee! loses its grip on the ground and) stars ‘2 side, losing direction and lengthening bra dista The mm sensor (12) signals that deceleration values have been reached that would compromise the grip of FRONT ANO REAR BRAKE 22-12 8. Fast pressure reduction valve 9. Charge solenoid vaive 10. Discharge solenoid valve 11, Brake caliper 12, pm sensor. 43. Phonic whee! 14, Restrictor the wheel with the ground: at this point the electronic control unit (1) commands the solenoid valves of the electrchycraulic unit, reducing the braking force end allowing the wheel to increase speed and recover crio. £“ressure maintenance phase SEE pressure norease === pressure maintenance 22-13 Electronic control unit Low pressure accumulator (reservar) Recovery pump drive motor Recovery pump High presouré accumulator (damping chamber) Brake control pump 7. Servobrake Peeps During this phase, the electronic control unit (1) con- nects the charge solencid valve (9) 1o earth, soit closes, while the discharge solencid valve (10) that is not con: nected to earth, is already closed. ‘The hyeraulic connection between the brake pump (6) and the brake caliper (11) is cut off (stancby position). The pressure in the brake caliper (11) is kept constant at the rating reached previously, regardless of the press- ure on tne brake pedal ‘Athough the braking effort maintains a continuous slow- ing action, the wheel changes its speed, in relation to the ‘npn the ground, untithe signal of the rpmsensor (12) "Sa value similar to the reference speed calculated by the electronic control unit (1). 8, Fast pressure reduction valve 9. Charge solenoid valve 10. Discharge solencid valve 11, Brake caliper 12. Rpm sensor 13, Phonic whee! 14, Restrictor At this point, the contro! unt passes from the mainten- ance phase to the pressure increase phase (ithe wneel accelerates) or reduction (if the wheel tends to tock), (Gy) Pressure reduction phase SESE oressure increase pressure reduction eS Electronic control unit Low pressure accumulator (reservoir) Fiecovery pump drive motor Recovery pump High pressure accumulator (damping chamber) Brake control pump 7. Servobrake The electronic contro! unit (1) detects the tendency of the wheel to lock and activates the electrohydraulic unit to keep deceleration of the wheel within the thresholds allowed. ‘The olectronic control unit (1) connects to earth the charge (9) and discharge (10) solenoid vaives. The charge solenoid vale (9) remains closed keeping the connection between the brake pump (6) and brake caliper (11) shut, The discharge solenoid valve (10) opens putting the brake caliper (11) into hydraulic con nection with the low pressure accumulator (2) and the recovery pump (4), in order to withdraw part of the fuid at the brake caliper (11) and reduce the pressure on the caliper sett Simultaneously, the electronic contrel unit (1) suppiies the drive motor (@) of the recovery pump (4) which makes it possible ‘o re-admit the fiuid taken from the brake caliper (11) to the main circuit The accumulator (2) oF low pressure reservoir in the circuit has the task o! storing partof the brake fuistaken from the calipers. Through the circuit of the recovery 's withdrawn and sent, via the damp- pump (4), he FRONT AND REAR SRA) 22-14 8, Fast pressure reduction valve 9. Charge solenoid vave 10, Discharge solencid valve 11, Brake caliper 12, pm sensor 13, Phone wheet 14, Restiicior ing chamber (5) and the restrictor (14), into the main cireuit of the brake pump (6). In this phase a series of pressure waves (or hydraulic thrusts) are generated which are dampened by the presence of the damping chamber (5) and the restrictor (14). During braking, light aushes on the brake pedal are to be considered normal when the ABS system is oper- ational. During this phase, due to the efiect of the lowering of the braking force, the wheel tends to resume the reference speed calcuizted by the electronic control unit (1). The type of braking is intermittent or by steps with succession of the phases depending on tne wheel rolling conditions and according 'o a repetitive cycte that is not perceived by the drives, in the form of jerks, owing to the quickness and frequency with which it occurs and be- cause tis evened ovt by the inertia of the whee! which is prevented from reaching extreme skidding conditions because of the repidity of the device 1998 Ges,With the car without A.B.S. the dnver 1s able to act \_emnttently on the brake pedal with a irequency of 2 cycles per second (2 presses anc 2 releases). With tne A.B.S. system, the cycies increase to 4 10 per second (depending on grip) Normally operation of the A.B.S. ceases at speeds below 2,75 kmh to allow the wheels lock completely when the car reaches a nalt. Brake pedal release = pressure reduction FRONT AND REAR BRAKES 22-15 NOTA The recovery pump iso! the free piston type with double creut, ariven sy an elecine motor that tums constantly Gung the recovery ahase The pstons are not coupled with tne electric motor but ey ate moved by the cam. only upon amval of the brake fid. Therefore. the bump can perform only one impaling stroke while suc- tton is not possible owing to the lack of mechan- ‘cal connection between motor and pump. Electronic control unit Low pressure accumulator (reservoir) Recovery pump drive motor Recovery pump High pressure accumulator (damping chamber} Brake contro! pump Senobrake weeps > enabie rapic reduction of the pressure on the brake <_ per(1t) when the brake pedal is released, the system &. Fast pressure reduction valve 9. Charge solenoid valve 10. Discharge solenoid valve 11, Brake caliper 12, Rpm sensor 13, Phonic whee! 14, Restrctor 's fitted with a non retum valve (8) in parallel with the inlet solenoid valve (9). REPAIR OPERATIONS ON THE UNIT A Instructions for correct repairing + To replace the electronic control unit itis necess- aryto disassemble the whole hydraulic unit, owing to reasons of space and to avoid damaging the internal connector. + The electrohydraulic control unit cannot be over- hauled anditis tault-proot until itis tampered with. Itmust be replaced if found to be fautty. + After each replacement of a hydraulic unit, rpm sensor, electronic control unit or wiring (espe- cially if atter an accident) the entire A.B.S. system must be checked with the Tester. + After all operations on the hydraulic system of the ABS. or brake system, itis necessary to fill with DOT 4 brake tiuid, relieve the air, and check the tightness of all the connection points. FRONT AND REAR BRAKES 22-16 + The electrohydrautic control unit is supplied fillec with DOT brake fiuid and with the solencid valves ot supplied. The operation for filling with fluid and relieving the air Is the same as for 2 conven- tional system, but requires more time. + During removal of the electrohydraulic unit aveid overtuming it to prevent spilling the oll contained in the hydraulic part. + When refitting pay attention to the unions: to pre- vent mistakes in connecting the various parts of the braking circuit during repair operations, the connections of the hydraulic modulator unit are of Gifferent sizes (M10x1 and M12x1), the unions are also identified by the codes stamped on them.