Kap33 ABS1-24

Fiat barchetta Braking system
Anti-lock braking system

33.
ANTI-LOCK BRAKING SYSTEM
(A. B.S. Bosch 5.3)
DESCRIPTION
The Bosch 5.3 A.B.S. optimizes the characteristics of compactness (ease of assembly), lightness and re-
liability.
The use of new micro-hybrid electronic components, the optimization of magnetic flows obtained by de-
signing new compact forms of valve cases and the reduction in the number of hydraulic components
achieved by stamping the nozzles directly on the valve seat, have made it possible to improve the modularity
characteristics of the solenoid valves.
In addition to the anti-lock function for the wheels, the system controls the distribution of braking between
front and rear axles by means of the EBD function (Electronic Brake-force Distribution), so enabling the
conventional load proportioning valve to be eliminated from the hydraulic braking system.
The main components of the system are:
- electronic control unit;
- electrohydraulic control unit which modulates the braking pressure on the brake calipers by means of
eight solenoids, two per wheel;
- four sensors (5) and (8), one for each wheel, which detect the angular speed of rotation of the
wheels.
p,wn1Aon1
Diagram of Bosch 5.3 anti-lock braking system

1. Brake fluid reservoir 5. Front wheel speed sensor
2. Master cylinder for front and rear wheel 6. Front disc brakes
brake circuit 7. Instrument panel (ABS and braking sys-
3. Vacuum servo unit tem fault warning light)
4. Electrohydraulic control unit with built-in 8. Rear ~heel speed sensor
electronic control unit 9. Rear disc brakes
ColJvri.qht Fiat Auto 1

Braking system Fiat barchetta
33.
The system also includes:
- the pipes of the hydraulic system;
- specific electrical wiring;
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- an ABS warning light and a braking system fault warning light, located on the instrument panel (7)
COMPONENTS
Electrohydraulic control unit

The electrohydrauliccontrol unit comprisestwo sections attachedto each other: an electronic control
unit and an electrohydrauliccontrol unit.
The electroniccontrol unit is connectedto the A.B.S. wiring by a multi-connector with 31 terminals,of
which 19 are used.
The electronic control unit drivesthe electrohydrauliccontrol unit in accordancewith the signalscom-
ing from the sensorsand with the help of characteristicprogramsmapped in its memories.
The electrohydrauliccontrol unit is connectedto the brakepump and componentsof the A.B.S. system
via the brake pipes.
ELECTRONIC CONTROL UNIT
The electronic control unit consists of hybrid circuits with resistors, diodes, transistors and integrated
logic circuits. The heart of the system consists of two CMOS microprocessors with 12 k ROM, which in-
dependently ~arry out the same program and check each other. They both receive the same input sig-
nals, which each processes on its own account, and only when the results obtained are identical does
the electronic control unit issue the operating command to the electrohydraulic control unit.
If not, if for example there is a fault in the anti-lock braking system, the device switches itself off and brak-
ing takesplacein the conventionalmanner;at the sametime the fault warning light on the instrumentpanelcomes
on.
The data relating to the fault are recorded in a non-volatile memory; in fact one of the two microprocessors
hasa CMOS EEPROM memory whose contents are retained even if the battery voltage fails. This memory
also stores the fault codes, which can then be read during technical servicing by means of the diagnostic in-
strument.
Publication no. 506.586/06

The signals (alternating or analogue) sent by the wheel speed sensors to the electronic control unit are
converted by the input amplifier into square-wave (or digital) signals.
The frequency of these signals supplies to the control unit the corresponding speed, acceleration or de-
celeration values of the individual wheels.
From the combination of the individual peripheral speeds of the wheels, a reference speed is worked out
which, constantly updated, indicates the vehicle's speed at every instant.
When the driver presses the brake pedal, the wheels decelerate at different rates; the skidding of each in-
dividual wheel is constantly monitored by comparing the peripheral speed of the individual wheels with
the reference speed.
If the braking force causes one wheel to skid in relation to the others (split), the electronic control unit issues
the command to the solenoids of the electrohydraulic control unit to reduce the braking force on the wheel
which has lost its grip. This wheel then regains speed.
NOTE Theperipheralspeedof a brakedwheel decreasesmore than that of the vehicle:with the wheels
fully locked under the braking action (peripheralspeedof the wheel = 0) and the car still mov-
ing, there is the greatestdeviation between these two speeds.
This differenceis called "creep" or skid coefficient when expressedas a percentage.
Creep0% = free wheel
Creep 100%= wheel locked and car moving
During braking, the friction coefficient increaseswhen braking takes place with low creep
(rolling), and subsequentlydecreaseswhen the skidding of the tyre increasesto the point of
locking.
Following a large number of practical and experimentaltests,it has been shown that in general
it is possible to reach the maximum braking effort with "creep" valuesbetween 5% and 15%,
with a maximum of 20%. This delimits an optimum range within which the anti-lock braking
systemtends to bring any car under control.
The electronic control unit stores in its memorydecelerationand accelerationvalues which each indi-
vidual wheel must never exceed.
Thus the rolling of the brakedtyre is monitoredby meansof a systematic,continuous and very fast com-
parison of the wheel's skid, decelerationand accelerationvalues.
As soon as the thresholdsfor combinedsplit and acceleration/decelerationvalueshavebeenexceeded,

the electroniccontrol unit intervenes,controlling the solenoidsof the electrohydrauliccontrol unit in the
three sta,gesof adjustmentfor reducing, maintaining or increasing,to the brake calipers,the pressure
generatedby the driver on the brakepedal,ensuringthat the braking conditions are at the optimum val-
ues permitted by the system.
Thesestagesdeterminean intermittent but extremelyfast adjustmentcycle which is repeateduntil the
car stops.The electroniccontrol unit controls the variousstages,supplying pulsesof varying current in-
tensity to the solenoids. It also ensuresthat both rearwheels receivethe samebraking force as that ap-
plied to the rearwheel most liable to locking, i.e. that with the least grip on the ground (to ensurethe
best stability of the trajectory).
If a wheel is rolling with a flat tyre, the A.B.S. intervenesif necessaryto control the braking condition.
The A.B.S. systemis also active during braking in reversegear.

The intervention of the device usuallyceasesat speedsof lessthan 2.75 km/h to permit complete lock-
ing of the wheels when the car is stopped.
As the parametersmonitored by the control unit (wheel speedand acceleration)are influenced by the
inertia of the wheel/tyre assembly,cars with anti-lock braking systemmust be fitted only with the
rims, tyres and brake pads chosen and recommended by the Manufacturer.
Copyright Fiat Auto 3

Anti-skid system
If chains are fitted, the resulting rolling condition causes signals which, suitably filtered in the control
unit, do not exclude the anti-lock braking system during driving on hard and compact snow.
Under conditions of reduced grip and/or incorrect distribution of driving torque (aquaplaning) the elec-
tronic control unit is informed by the speed sensors present on each wheel of a faulty condition during
driving, as the driving wheels tend to rotate at a different speed from the driven wheels.
This condition would leadto the electroniccontrol unit determiningan adjustmentcycle which does not
meet requirements; the anti-lock braking system therefore switches itself off temporarily (without the
warning light necessarily coming on, because of the brevity of the phenomenon), and switches itself on
again as soon as the reduced grip phenomenon ceases.
The electronic control unit comprises a safety circuit which monitors the efficiency of the system before
devery departure and during driving.
The safety circuit carries out the following self-tests:
1. after the ignition has been switched on, it checks for about 4 seconds the operation of the control
unit, the relays operating the solenoids and the sensor connections;
2. after the engine has started, as soon as 6 km/h is exceeded, it operates the solenoids and the recy-
cling pump for an operating test; it also checks the presence of the 4 speed signals;
3. whenever 24 km/h is exceeded, starting from a standstill, it checks the presence of the 4 speed sig-
nals;
4. during driving, it constantly compares the peripheral speeds of the wheels with the calculated refer-
ence speed, checks the memory conditions and supervises the operation of the two relays;
5. during driving it constantly monitors the battery voltage.

If any of the above faults is detected, the anti-lock braking system, although ensuring normal operation
of the traditional braking system, switches itself off and indicates this to the driver by the fault warning
light on the instrument panel coming on.
The electronic control unit is informed that the driver is braking by the signal arriving from the brake ped-
al switch. This information is useful not only for controlling braking, but also and especially under par-
ticular conditions such as sudden acceleration which makes the wheels skid, followed by hard braking,
or in the case of. rough road surfaces (bumps, steps) which can cause differences in wheel speeds for
reasons not associated with the braking in progress.
Under these conditions the microprocessors work out a strategy linked to the variations in wheel speeds
at those particurar moments, ensuring that braking remains within correct parameters. As these are par-
ticular conditions of braking control, a failure in the connection between the brake pedal switch and the
control unit does not impair the efficiency of the system. For this reason it is not indicated by the warn-
ing light coming on, nor is the A.B.S. disabled.
11 Publication no. 506.586/06

ELECTROHYDRAULIC CONTROL UNIT

The electrohydraulic control unit is connected to the brake pump and brake caliper cylinders by means
of the braking system pipes, and together with the electronic control unit it forms the electrohydraulic
control system.
Its job is to vary the pressure of the brake fluid in the brake caliper cylinders in accordance with the con-
trol signals coming from the electronic control unit.
It consists of eight two-way solenoids (two for each hydraulic circuit) and a dual-circuit recycling pump
(2).
The eight solenoids and the recycling pump are driven by the electronic control unit in accordance with
the signals from the four speed sensors. In particular the pump allows the brake fluid to be recovered
during the pressure reduction stage, making it available again upstream of the solenoids for the subse-
quent pressure increase stage.
The accumulators allow the brake fluid to be absorbed during the pressure reduction stage.
The unit is connected to the braking system by means of connectors identifable by codes stamped as shown
in the figure.
The electrohydraulic control unit cannot be overhauled and it is fail safe provided it is not tampered with.
If a fault is detected, it must be replaced.
t is supplied as a spare part filled with brake fluid (DOT 3) and with the solenoids not supplied.
The procedure for bleeding and filling the braking system is the same as for a traditional system.
NOTE To avoid errors in connecting the various circuits of the braking system during repairs, the connections of
the hydraulic modulator unit are of different sizes (Ml0xl and M12xl): the connectors are also identifi-
able by codes stamped as shown in the figure.
Identification of electrohydrauliccontrol unit outlets

MC1. Supply connector from brake pump M10x1
MC2. Supply connector from brake pump M10x1
LF. Delivery connector to front left brake caliper M1 Ox1 1. Electrohydraulic control unit
LR. Delivery connector to rear left brake caliper M1 Ox1 2. Recycling pump
RF. Delivery connector to front right brake caliper M12x1 3. Electronic control unit
RR. Delivery connector to rear right brake caliper M12x1 4. 31 -pin connector

Wheel speed sensors
The speed sensors supply to the electronic control unit, with the necessary continuity, all the necessary infor-
mation so that the electrohydraulic control system is driven correctly.
They measure the driving speed, acceleration, deceleration and skidding of the wheels.
The sensors are of the inductive type and are mounted on appropriate seatings located on the front and rear
wheel vertical links.
The magnetic flow lines are closed through the teeth of a toothed wheel (phonic wheel) opposite the sensor,
which rotates with the wheel. The change from full to empty, due to the presence or absence of the tooth,
causes a change in the magnetic flow which is sufficient to create an induced electromotive force at the sen-
sor's terminals and so an alternating electrical signal to the electronic control unit.
The sensor's internal components (coil and permanent magnet) are fully immersed in a protective resin
and internally wrapped in a plastic casing. A brass bush fitted in the sensor casing secures the sensor
without causing deformation.
1. Brass bush
2. Permanent magnet
3. Plastic sensor casing
4. Winding or coil
5. Polar core
6. Toothed wheel or phonic wheel
7. Coaxial twin cable or electrical connec-
tion
1. Maximum magnetic flow

2. Minimum magnetic flow
3. Trend of induced alternating voltage
4. GaD

Fiat barchetta
Anti-lock brakin~ system
To obtain correct signals, the specified gap between the end of the sensor and the phonic wheel must be
between:
This gap is not adjustable, so if the gap measured is outside the tolerance limits, check the condition of
the sensor and phonic wheel.
The sensor's resistance is 1600 :J::100 .0.
NOTE Whenever a speed sensor is fitted, it must be smeared with water-repellent grease in order to avoid
it being severely damaged because of difficulties with removal following temperature changes.
The front wheel phonic wheels are press fitted onto the constant velocity joints on the wheel side, while
those for the rear wheels are press fitted onto the wheel hubs and they comprise 44 teeth.
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1. Front wheel speed sensor
2. Electrical connection
P3WO7ADO1
Position of front wheel speed sensor
P3WO7ADO4
1. Rear wheel speed sensor

2. Electrical connection
P3WO7ADO2
Position of rear whee!sneedsensor

A.B.S. fault warning light
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2. Brake fault warning light
P3WOBADO1
With the ignition on, the control unit carries out a static self-test during which the red A.B.S. fault warn-
ing light comes on.
If the check system does not detect any faults, the warning light goes out after about 2 seconds.
If the warning light stays on, this means that there is a fault in one or more components of the A.B.S.
system. Under these conditions, the A.B.S. is disabled and so braking only takes place in the conven-
tional manner.
If the warning light does not come on (wi"th the ignition on), the fault should be sought in the warning light
LED, or in the electrical connection.
At about 3 km/h the A.B.S. is switched on.
At a driving speed of about 6 km/h, the system test begins. If the responses from the system's compo-
nents are positive, the warning light stays off. In the case of a negative response, the warning light
comes on and the A.B.S. is automatically deactivated. Braking takes place in the conventional manner.
If the battery is not sufficiently charged, the warning light may come on and the A. B.S. may be switched
off, for example in town, travelling at low engine speeds with all electrical devices turned on.
EBD function fault indication

A fault in the EBD function is indicated by the ABS warning light coming on at the same time as the
brake fault warning light (2) on the instrument panel.
If the warning light (2) on the instrument panel comes on without the ABS warning light (1), this does
not indicate a malfunction of the EBD, but one of the other problems indicated (low brake fluid level,
handbrake on).
If there is a fault in the EBD function, there is no distribution of braking between front and rear axles, re-
sulting in the risk of the rear wheels locking during braking under certain conditions.
~
DESCRIPTION OF OPERATION OF ANTI-LOCK BRAKING SYSTEM
Rest position
Each branch of the hydraulic circuit of the Bosch 5.3 ABS has two two-way solenoids; all the solenoids
are managed by the control unit (1).
When it is disabled (not connected to earth by the control unit), the load solenoid (9) is in the open po-
sition, thus allowing fluid to pass to the brake caliper.
The pressure is maintained by closing this valve, i.e. supplying it electrically.
3
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1. Electronic control unit 8. Rapid pressure reducing valve

2. Low-pressure accumulator (reservoir) 9. Load solenoid
3. Recycling pump motor 10. Discharge solenoid
4. Recycling pump 11. Brake caliper
5. High-pressure accumulator (damping 1 2. Speed sensor
chamber) 13. Phonic wheel
6. Brake pump 14. Constriction
7. Servo unit
When it is disabled (not connected to earth by the control unit), the discharge solenoid (10) is in the
closed position and does not allow the discharge of fluid to the low-pressure accumulator (2).
The accumulators (2) and (5) temporarily store the brake fluid which becomes available during the
pressure reduction stage.
The accelerator pump (4) sends the brake fluid which flows from the brake calipers during the pressure
reduction stage to the brake pump through the relevant accumulator.

On the basis of the signals received from the speed sensors located on the front and rear wheels, the
electronic control unit drives the electrohydraulic control unit which in turn varies the pressure of the
brake fluid sent to the calipers in accordance with three stages: increase, maintenance or reduction of
pressure.
Pressure increase stage

5. High-press,ure accumulator (damping 12. Speed sensor
7. Servo unit
When the driver presses the brake pedal, the pressure generated by the brake pump (6) reaches the
brake calipers without being changed, as the solenoids (9) and (10) of the hydraulic unit are not con-
nected to earth by the electronic control unit.
When the braking force increases, the wheel deceleration increases as a result; this causes faster decel-
eration of the car (i.e. the creep of the wheel increases).
The creep value must not exceed a particular value beyond which the wheel loses grip with the ground
and starts to skid, losing directional control and increasing braking distances.
The wheel speed sensor (12) indicates when deceleration values are reached which will impair the
wheel's grip on the ground; at this point the electronic control unit (1) drives the solenoids of the hy-
draulic control unit, reducing the braking force and allowing the wheel to increase speed to recover its
grip.

Pressure maintenance stage

5. High-pressure accumulator (damping 12. Speed sensor
7. Servo unit
During this stage, the electronic control unit (1) earths the load solenoid (9) which closes, while the
discharge solenoid (10), not being earthed, is already closed.
The hydraulic connection between brake pump (6) and brake caliper (11) is broken (wait position).
The pressure in the brake caliper (11) is kept constant at the value reached previously, whatever the
pressure on the brake pedal.
Even though the braking force maintains a continuous slowing down action, the wheel varies its speed
in accordance with the grip with the ground, until the signal from the speed sensor (12) detects a value
comparable to the reference speed calculated by the electronic control unit (1).
At this point, the control unit passes from the pressure maintenance stage to the increase stage (if the
wheel is accelerating) or the reduction stage (if the wheel is locking).

33.

5. High-pressure accumulator (damping 12. Rpm sensor
7. Servo unit
The electronic control unit (1) detects that the wheel is locking and activates the hydraulic control unit
to reduce the wheel's deceleration within the permitted threshold values.
The electronic control unit (1) earths the load solenoid (9) and discharge solenoid (10).
The load solenoid (9) remains closed, keeping the connection between the brake pump (6) and brake
caliper (11) broken; the discharge solenoid (10) opens, making a hydraulic connection between the
brake caliper (11) and the low-pressure accumulator (2) and the recycling pump (4), in order to take
some fluid away from the brake caliper (11) and reduce the pressure on the caliper.
At the same time the electronic control unit (1) supplies the motor (3) driving the recycling pump (4)
which puts back into the main circuit the fluid takenawayfrom the brake caliper (11).
The low-pressureaccumulator (2) or reservoirin the circuit stores some of the brake fluid taken away
from the calipers. Through the circuit of the recycling pump (4), the brake fluid is drawn and sent,
through the damping chamber (5) and constriction (14), into the main circuit of the brake pump (6).
A series of pressure waves (or hydraulic thrusts) is generated in this stage, which are attenuated by the
presence of the damping chamber (5) and the constriction (14).
During braking, light thrusts on the brake pedal should be considered normal during intervention of the
A.B.S. In this stage, because of the reduction in the braking force, the wheel tends to return to the refer-
ence speed calculated by the electronic control unit (1).

33.
The type of braking is therefore intermittent or stepped. The succession of stages is dicated by the rolling
conditions of the braked wheel, and it follows a repetitive cycle in the form of jerks. This cycle is not per-
ceived by the driver because of its speed and frequency and because it is regulated by the inertia of the
wheel which, depending on the speed of intervention of the device, prevents the wheel from reaching
extreme skid coefficients.
In a car without A.B.S., the driver can intervene intermittently on the brake pedal with a frequency of 2
cycles per second (2 presses and 2 releases).
With the A.B.S. system, the cycles increase to 4 - 10 per second (depending on the grip).
Usually the intervention of the A.B.S. ceases at speeds of less than 2.75 km/h to permit complete lock-
ing of the wheels when the car is stopped.
NOTE Therecyclingpump is of the dual-circuit freepiston type, driven by an electricmotor which al-
ways rotates in the recycling stages.
Thepistons are not coupled to the electric motor, but aremoved along their travel by the cam,
only when the brakefluid arrives.Thepump can thereforeaccomplishonly one pressingtravel,
while a drawing travel is not possible becauseof the lack of mechanicalconnection between
motor and pump.
Release of brake pedal

5. High-pressure accumulator (damping 12. Speed sensor
7. Servo unit
To permit rapid reduction in the pressure on the brake caliper (11) when the brake pedal is released, the
system has a non-return valve (8) located in parallel with the inlet solenoid (9).

EBD (Electronic Brake-force Distribution) function
The introduction of the 5.3 ABS allows the brakingto be distributed betweenthe front and rearaxlesus-
ing a specific function of the electronic control unit.
For this purpose the electronic control unit continuously compares the speed of the front and rear
wheels by means of the speed sensors, and controls the electrohydraulic control unit so as to prevent the
rear wheels locking, making maximum use of grip under all load conditions.
The EBD function renders superfluous the hydraulic load proportioning valve, acting in accordance with
the load on the rear axle, so the latter valve has been eliminated from the vehicle's braking system.
The graph below illustratesthe intervention of the EBD device (curve D) in relation to the pressurepre-
sent in the brakingsystem(curveA), the ideal pressureon the rearbrakes(curve B) and the reduction in
pressureto the rear brakesnormally effected by the conventional load proportioning valve (curve C).
P3W14ADO1
A. Distribution effected by the C. Distribution effected by the mechanical

braking system load proportioning valve
B. Ideal distribution D. EBD control
As may be observed, the EBD function of the ABS system can adapt to the ideal pressure curve, always
making use of the available grip under all braking conditions.

The integration of the EBD function in the normal operating logic of the ABS allows the two strategies
to operate simultaneously; the system therefore normally intervenes to maintain the "creep" of the rear
wheels within values very close to the ideal values, with the possibility of intervening with the ABS
strategy when a rear wheel tends to lock (for example driving over a surface with less grip).
The graph below illustrates the strategy of implementation of the braking pressure, controlled by the
electronic control unit, in accordance with the input data, represented by the signal relating to the speed
of rotation of the wheels on the two axles.
P3W15ADO1
E. Speed of rear wheels G. Pressure of front wheels

F. Speed of front wheels H. Pressure of rear wheels
OPERATIONOF EBD
The braking pressure of the rear wheels is controlled by the control unit in a similar way to that described
for the operation of the ABS in the "Pressure maintenance stage" and "Pressure reduction stage", with
the difference that the recycling pump is not activated and any surplus hydraulic fluid is recovered in the
low-pressure accumulator. The fluid returns to the delivery circuit during release of braking.

DIAGRAM OF HYDRAULIC SYSTEM OF BOSCH 5.3 A.B.S.
P3W16ADO1
Diagonally split dual circuit braking system

1. Brake pump 11. Rear right load solenoid
2. Servo unit 12. Rear right discharge solenoid
3. High pressure accumulator (damping 13. Front left load solenoid
chamber) 14. Front left discharge solenoid
4. High pressure accumulator (damping 15. Front right load solenoid
chamber) 16. Front right discharge solenoid
5. Recycling pump motor 17. Rear left load solenoid
6. Recycling pump 18. Rear left discharge solenoid
7. Recycling pump 19. Rear right disc brake
8. Low pressure accumulator (reservoir) 20. Front left disc brake
9. Low pressure accumulator (reservoir) 21. Front right disc brake
10. Rapid pressure reducing valve 22. Rear left disc brake
MC1. Supply connector 1st stage of RR. Delivery connector to right rear caliper
brake pump LF. Deliveryconnector to left front caliper
MC2. Supply connector 2nd RF. Delivery connector to right front caliper
stage of brake pump LR. Delivery connector to left rear caliper

WIRING DIAGRAM OF BOSCH 5.3 A.B.S.
P3W17ADO1
1. Electronic control unit 8. Brake fault warning light

2. Rear left (R L) speed sensor 9. Battery
3. Front left (FL) speed sensor 10. Ignition switch
4. Front right (FR) speed sensor 11. Diagnostic socket
5. Rear Right (RR) speed sensor
12. Stop lights switch
6. 10A fuse
13. A.B.S. warning light
7. 60A fuse
Destination
I Wire
I Wire
N° colour Destination N° colour
1 M to rear right speed sensor 17 R To 60A fuse from positive connector block
2 V To rear right speed sensor 18 R To 60A fuse from positive connector block
3 M To front right speed sensor 19 N To earth
4 B To front right speed sensor 20 AR To ABS fault warning light
5 Spare 21 Z To brake fault warning light on instrument pan.
6 M To front left speed sensor el
7 R To front left speed sensor 22 Spare
8 M To rear left speed sensor 23 Spare
9 G To rear left speed sensor 24 Spare
10 Spare 25 Spare
11 BR To diagnostic socket 26 Spare
12 AB To diagnostic socket 27 Spare
13 Spare 28 Spare
14 RN To stop lights switch 29 Spare
15 C To 10A fuse 30 Spare
16 N To earth 31 Spare
Identification of terminals on electronic control unit and on relevant connector

The electrical system of the Bosch 5.3 system is specific; the electrical connections between the individ-
ual components, such as the four wheel speed sensors, fault warning light stop lights switch, diagnos-
tic socket power supplies, etc. are joined to form a wiring harness which includes a 31 -pin multi-con-
nector.
The installation of this wiring loom is protected against water, as the presence of rust or corrosion can cause high
contact resistance. On some cables, there may be an excessive voltage drop (in relation to the electronic control
unit) causing the entire system to malfunction and so be switched off early, or limitated operation of the electro-
magnetic valves and the recycling pump, which are reflected in fong changeover times and lower capacity.
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P3W18ADO1
1. Electronic control unit 8. Battery

2. Rear left (RL) speed sensor 9. Ignition switch
3. Front left (FL) speed sensor 10. Diagnostic socket
4. Front right (FR) speed sensor 11. Stop lights switch
5. Rear right (RR) speed sensor 12. Fuse unit
6. 60A fuse 13. 10A fuse
7. Instrument panel (fault braking light and
ABS warning light)
The electronic control unit (1) is supplied directly from the battery (8) through a 60A fuse (6) located on the
left of the engine compartment and protected by a cover, on pins 17 and 18, and from the ignition switch (9)
through the 10A fuse (13) located on the bulkhead between engine compartment and interior compartment,
to terminal 15. The earth is connected to pins 16 and 19.
The control unit contains two relays which are not replaceable, but for this reason their operation is guar-
anteed. One supplies the eight solenoids in accordance with the microprocessors' commands, and the
other supplies the recycling pump, also controlled by the microprocessor.
The brake pedal switch circuit closes on the control unit through the terminal 14 when the brake pedal is
pressed; this connection is used by the electronic control unit to control braking under particular condi-
tions. It is not essential, so a failed connection does not impair the efficiency of the system; for this rea-
son it is not indicated by the warning light coming on.
The red fault warning light is supplied by the ignition switch (+15) and the A.B.S. control unit (pin 20); it stays
on at the microprocessor's command if a fault is detected, to warn the driver that under these conditions the
A.B.S. is disabled and so braking will only take place in the traditional manner.
~
FAULT DIAGNOSIS
It is possible to search for and identify faults in the the components of the Bosch 5.3 A. B.S. by connect-
ing one of the following instruments to the diagnostic socket illustrated in the figure on the previous
page:
- Fiat-Lancia Tester
- Computerized Diagnostic Station
- Examiner
When the Tester is connected, the A.B.S. is disabled and the fault warning light stays on.
If the control unit detectsa fault, the systemis disabledand the fault warning light comeson. This fault
is recordedin a permanentmemory,and it is deletedby the Testerat the end of diagnosisor automatical-
ly after 20 starts.
If there are two simultaneouserrors,the control unit can only memorizeone of them.
INSTRUCTIONS TO BE OBSERVED ON CARS FITTED WITH ANTI-LOCK BRAKING SYSTEM
Before carrying out welding tasks using electric arc welders, the connector must be disconnected from
the electronic control unit.
If the battery is removed, when refitting, the terminals must be fully tightened.
To replace the electronic control unit, the entire hydraulic unit must be removed for space reasons and in
order not to damage the internal connector.
Before dismantling the electrohydraulic control unit, the battery's negative cable must be disconnected.
After replacing a hydraulic unit, speed sensor, electronic control unit or wiring (especially after an acci-
dent), the entire A.B.S. system must be checked using the Tester.
After all interventions on the hydraulic circuit of the A.B.S. or braking system, the systems must be bled
and filled with DOT 3 brake fluid and all the connecting points must be checked for leaks.
The electrohydraulic control unit is supplied filled with DOT 3 brake fluid and with the solenoids not
supplied. The procedure for bleeding and filling the braking system is the same as for a traditional brak-
ing system, although it takes longer.
Check that the pipes are not in contact with the bodywork at any point, in order to avoid not only the risk
of damage to the pipe protection, but also the transmission of noise during operation of the A.B.S. If the
connecting pipes have to be slackened or removed, leak tests must be conducted on the A.B.S.
Do not put mineral oil in the brake circuit, as all the seals would be damaged.
If it is put in accidentally, the following will need to be replaced: hydraulic unit, brake pump,
calipers.
PROCEDURE FOR ROAD TEST BE CARRIED OUT AFTER REPAIRS ON THE ANTI-LOCK BRAK-
ING SYSTEM
After any repair involving the electrical system of the anti-lock braking system or wheel speed sensors,
for both specific interventions and during dismantling and replacement of mechanical parts (for exam-
ple spring-damper assembly, constant velocity joints, drive shafts and wheel hubs), a very short road
test must be conducted as follows:
1. Bring the car up to a speed of over 12 km/h and maintain this speed, in order to allow the electronic
control unit to conduct a dynamic check on the sensors and detect any faults, loose contacts, incor-
rect positions or the absence of a phonic wheel.
2. After carrying out the above operation, if no faults are indicated by the warning light, continue the
test at a speed of 50 - 60 km/h for a period of 10 minutes, using the brakes normally but avoiding
hard braking. This stage of the test allows the electronic control unit to recognize the presence of an
inaoorooriate ohonic wheel.
CoDvriahtFiat Auto 19
REMOVING-REFITTING COMPONENTS
OF THE ANTI-LOCK BRAKING SYSTEM
Hydraulic control unit
Disconnect the battery's negative lead. then
proceed as described below:
1. Remove the brake reservoir cap after first
disconnecting the fluid level indicator
connections. Then drain the brake fluid
from the reservoir using an appropriate sy-
ringe.
2. Disconnect the electrical wiring from the
hydraulic control unit.
3. Prepare a container to receive the residual
oil from the pipes, and using wrench
1856132000 (for 11 mm unions) and an
open-ended spanner (for 13 mm unions),
slacken first the oil delivery unions (1)
from the first and second stages of the
pump, and then tbe unions (2) which go
to the brake calipers.
Whenremoving the brakepipes from

the hydraulic control unit, work care-
fully so as not to damage the pipe
connections.
4. Releasethe brake pipes from the retaining

clip.

Fiat barchetta Brakes
Anti- lock brakes
3W21ADO1 3W21ADO2
1. To facilitate the removal of the electro-

hydraulic unit, undo the bolts fixing the
brake fluid reservoir and move it slightly.
2. Undo the two nuts fixing the electro-
hydraulic unit to the mounting bracket and
remove it from the vehicle moving the
brakes pipes slightly to the side, taking
care not to bend them.
Rpm sensor
3. Disconnect the electrical connection for the

rpm sensor, then undo the bolt (1) fixing
the sensor (2) to the steering knuckle and
3W21ADO3
remove the front sensor.
4. Disconnect the electrical connection for the
rpm sensor, then undo the bolt (1) fixing
the sensor (2) to the wheel hub and re-
move the rear sensor.
NOTE The gap cannot be adjusted be-

cause there are no shims sup-
plied for this purpose, therefore,
if the value is outside of the rec-
ommended tolerance, check the
condition of the sensor and the
flywheel teeth.
Before refitting, lubricate the sensor
with water-repellant grease
Copyright by Fiat Auto 21

Brakes Fiat barchetta
Anti- lock brakes 99 update
33.
WHEEL RPM (ACTIVE) SENSORS
Starting from May 1999, the vehicles produced which already have anti-lock brakes (A. B.S. 5.3) will be
fitted with "active" wheel rpm sensorswhose operation is based on the variation of the internal electrical
resistanceaccording to the intensity and the directino of the lines of force of an external magnetic field,
producing a square wave signal whose frequency varies according to the rotation speed of the wheel,
but whose range is constant.
The external magnetic field is produced by a so-called "multi-polar ring" consisting of an elastomer with
a certain amount of mangetic particles which, by means of a particular magnetization technique, are di-
rected to form different magnets with alternate North-South poles around the circumference.
The multi-polar ring can be fitted on the wheel bearing seal or on the hub (rear wheels). The "active
sensor" is therefore an integrated electronic proximity sensor, connected by means of a cable to the
A.B.S. control unit (which provides an electrical supply) to which it transmits the vehicle speed. The use
of this new type of A.B.S. sensor offers the following advantagescompared with traditional magnetic in-
duction sensors:
1. less sensitivity to the distance between the sensor and the magnetic ring (gap);
2. improved immunity to electro-magnetic fields;
3. the capacity of the active sensor to measurewheel speeds down to zero (compared with 2.5 km/h for
passivesensors);
4. lighter and smaller due to:
- a reduction cable section;
- possibility to eliminate the toothed flywheel on the constant velocity joint (with the consequent uni-
fication of the driveshafts on versions with and without A.B.S.);
- reduction in the studs on the dampers/arms;
- reduction in the dimensions of the sensor casing.
1. Active sensor casing

2. Multi-polar ring
3. Gap
4. Exampleof wheel rpm sensor output signal
22 Print n° 506.586/11
Fiat barchetta Brakes
99 update Anti-lock brakes
A.B.S. failure warning light
1. A.B.S. warning light

2. Braking system failure warning light
3WO8ADO1
With the ignition switch in the ON position, the control unit carries out a static self-test cycle during
which the (amber coloured) A.B.S. failure warning light comes on.
After about 2 seconds (if the test system does not detect a fault) the warning light goes out.
If the warning light remains on, this means that there is a fault in one or more of the A. B.S. system com-
ponents. Under these circumstances,the A.B.S. system is disabled and braking takes place traditionally.
If the warning light does not come on (with the key switched on), the fault should be sought in the
warning light LED itself or in the electrical connection.
The A.B.S. system is switched on at 0 km/h.
The system test cycle starts at a speed of about 6 km/h. If the responsesof the system components are
positive, the warning light remains off. In caso di risposta negativa I'indicatore ottico si accende e il sis-
tema A.B.S. viene disattivato automaticamente. Braking takes place traditionally.
If the battery is not fully charged, the warning light may come on and the A.B.S. is switched off. such as,
for example, in town, driving at low speeds,with all consumersswitched on.
The recommended distance (gap) for correct signals, between the end of the sensor and the multi-polar
ring, should be between:
0.21 + 1.96 mm for the front wheels;

0.57 + 1.53 mm for the rear wheels;
This distance cannot be adjusted therefore, if the value of the gap is outside of the tolerance, check the
condition of the sensor and the multi-polar ring.
NOTE Each time an rpm sensor is removed, it has to be lubricated with water-repellant grease to prevent
thermal variations, over a period of time, from making it to difficult to extract.
Copyright by Fiat Auto 23

Brakes Fiat barchetta
Anti- lock brakes 99 update
33.
Front wheel sensor positioning
3W24ADO1 3W24ADO2
Rear wheel sensor positioning
3W24ADO3 3W24AD04
1. Active sensor
2. Multi-polar ring
24 Print n° 506.586/11

Kap33 ABS1-24

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Fiat barchetta Braking system

Anti-lock braking system

Diagram of Bosch 5.3 anti-lock braking system

ColJvri.qht Fiat Auto 1

Electrohydraulic control unit

Publication no. 506.586/06

As soon as the thresholdsfor combinedsplit and acceleration/decelerationvalueshavebeenexceeded,

The A.B.S. systemis also active during braking in reversegear.

Copyright Fiat Auto 3

5. during driving it constantly monitors the battery voltage.

11 Publication no. 506.586/06

ELECTROHYDRAULIC CONTROL UNIT

Identification of electrohydrauliccontrol unit outlets

Copyright Fiat Auto 5

Wheel speed sensors

1. Maximum magnetic flow

6 Publication no. 506.586/06

L '; ~/ \. "-. e::=}/ \( .

Position of front wheel speed sensor

1. Rear wheel speed sensor

Position of rear whee!sneedsensor

Copyright Fiat Auto 7

A.B.S. fault warning light

~ ) @ 1. ABS warning light

EBD function fault indication

8 Publication no. 506.586/06

DESCRIPTION OF OPERATION OF ANTI-LOCK BRAKING SYSTEM

1. Electronic control unit 8. Rapid pressure reducing valve

Copyright Fiat Auto 9

1. Electronic control unit 8. Rapid pressure reducing valve

10 Publication no. 506.586/06

Pressure maintenance stage

1. Electronic control unit 8. Rapid pressure reducing valve

Copyright Fiat Auto 11

1. Electronic control unit 8. Rapid pressure reducing valve

12 Publication no. 506.586/06

1. Electronic control unit 8. Rapid pressure reducing valve

Copyright Fiat Auto 13

EBD (Electronic Brake-force Distribution) function

A. Distribution effected by the C. Distribution effected by the mechanical

14 Publication no. 506.586/06

E. Speed of rear wheels G. Pressure of front wheels

Copyright Fiat Auto 15

DIAGRAM OF HYDRAULIC SYSTEM OF BOSCH 5.3 A.B.S.

Diagonally split dual circuit braking system

16 Publication no. 506.586/06

WIRING DIAGRAM OF BOSCH 5.3 A.B.S.

1. Electronic control unit 8. Brake fault warning light

N° colour Destination N° colour

Identification of terminals on electronic control unit and on relevant connector

Copyright Fiat Auto 17

1. Electronic control unit 8. Battery

18 Publication no. 506.586/06

INSTRUCTIONS TO BE OBSERVED ON CARS FITTED WITH ANTI-LOCK BRAKING SYSTEM

Whenremoving the brakepipes from

4. Releasethe brake pipes from the retaining

20 Publication no. 506.586/06

1. To facilitate the removal of the electro-

3. Disconnect the electrical connection for the

NOTE The gap cannot be adjusted be-

Copyright by Fiat Auto 21

1. Active sensor casing

A.B.S. failure warning light