abs delete? worth it?

[jlevie]

Most likely. I tried locking them in the rain when I had my bottle caps with crap summer tires on, and thats the only time I got them too.

That probably says more about the brake pads you are using than the tires/wheels. With appropriate pads, an E30 can lock up r-comps in the dry. R-comps have way more grip than any street tire. So if you can't get into ABS, your pads aren't providing enough friction.

[FunfGan]

Might be the wheels. We ran shaved Star Specs on bottlecaps.

Most likely. I tried locking them in the rain when I had my bottle caps with crap summer tires on, and thats the only time I got them too.

[smooth]

This is copied from Koala Motorsport's E30 M3 Repair Manual and posted on e30tech.
-----------------

Anti Lock Braking System Description

Goals of Anti Lock braking

Braking stability (freedom from wheel-lock-induced skidding)
This involves maintaining the car's stability not only as brake pressure is gradually increased up to the wheel lock limit, but also when brake pressure suddenly rises steeply, as in a panic brake application. The ABS system will not prevent skidding if stability is lost for reasons other than wheel lock, such as exceeding the maximum cornering speed.

Steerability (no break-away from chosen line during avoidance action)
This means that even during a panic brake application the driver will ordinarily still be able to steer around an obstruction or to apply the brakes while actually cornering, without affecting driving stability or the ability to steer the vehicle.
Note however, that the system cannot prevent the front or rear end from breaking away during emergency avoidance action because of such factors unrelated to wheel lock such as exceeding the maximum cornering speed.

Optimum Braking Distances
It is a well known fact that a rolling wheel can transfer higher frictional forces than a locked (skidding) one so that, all other things being equal, a car equipped with ABS should achieve a shorter braking distance than the same car without ABS would in a locked wheel stop.
To sum up, the fundamental task of the anti locking system is to prevent accidental wheel locking, thus, help to maintain the vehicles stability and steerability whenever the brakes are applied.
In order to achieve this objective, the ABS has to operate extremely quickly and accurately. This can only be ensured by recourse to a complex electronic control system. The input signals needed to permit the electronics to regulate operation of the brakes are derived from changes in the speed of wheel rotation and the degree of wheel slip.
ABS utilizes a four-wheel regulating system, with individual regulation at the front wheels and a "select low" circuit for the rear axle with individual sensors at the rear wheels. The characteristics of the hydraulic dual circuit have not been altered and conform in every respect with non-ABS equipped cars.
"Select low" refers to the regulating action that is governed by whichever wheel is closer to locking up or skidding. This ensures that the lower available braking force at the wheel is used as a basis for determining brake action to prevent individual rear wheel lock up. The other wheel, therefore, can then accept greater lateral locating forces. This form of regulation was chosen for the rear axle because vehicle stability has to have the highest priority when the system's characteristics are chosen.

Theory of ABS operation
Suitable signal sources for use as guide values are road speed, wheel acceleration or deceleration and wheel slip.
When a vehicle is braked or accelerated, frictional forces must be transmitted between the tires and the road surface. If a brake effort is applied to a rolling wheel , a braking torque is developed whereupon the tire distorts and slip occurs so that the wheel rolls more slowly than the vehicle's road speed would lead one to expect.
This can be expressed in a mathematical form
µ = VF - VR x 100 (%)
VF
Where:
VF = Vehicle speed
VR = Peripheral speed of wheel
µ = Slip


ABS Operation
A pulse generator (sensor or speed detector and gear wheel) provides the necessary information on the tire / road situation, and transmits its signals in proportion to wheel speed to the central electronic control unit. This processes the signals from the wheels and decides whether and to what extent the hydraulic unit should begin to influence the normal braking pressure build up.
The signals from the speed detector (sensor) are transmitted to the electronic computer. Differentiation of the various speed signals enables wheel deceleration or acceleration to be identified. In addition, various logical criteria are applied to form the reference speeds from the individual speed signals.
A comparison then takes place between wheel speed and reference speed to obtain the slip signals.
Continuous comparison between wheel slip, wheel acceleration and deceleration and the threshold values are stored in the electronic memory enables the dynamic condition of each wheel to be monitored.
If the retardation threshold and/ or the slip threshold are exceeded, pressure regulation commences. The electronic control unit initially transmits the necessary signals to the hydraulic unit to maintain pressure in the brake circuits at the level then reached. After this, if necessary, pressure reduction or pressure increase signals are transmitted.
The hydraulic unit is supplied with three kinds of instruction signals from the electronic control unit. Pressure retention, pressure reduction, and pressure increase. These regulating phases or regulating cycles are constantly repeated during the regulated brake application until the car comes to a standstill, or until pedal pressure drops below the regulating system's cut-in point.
Vehicle speed, wheel speed, and wheel deceleration are the governing factors for the regulating cycle during a regulated brake application.

Driving cars equipped with ABS
As described in the section ABS Operation, the ABS warning light lights up when the ignition is turned ON and should go out when the engine starts.
Then the ABS is activated and the BITE program begins to operate. If the ABS warning light goes out, the system is fully operational.
Once the car exceeds a speed of 7.5 mph (12 km/h), The ABS is capable of regulating brake applications. Below 4 mph (6km/h) the regulating action ceases. The anti locking system does not start to operate again until the car has again begun to move at a speed higher than 7.5 mph (12 km/h).

Important

• It remains the responsibility of the driver to suit his driving style and speed to road and climatic conditions and the level of traffic encountered
• Although the ABS brings benefits in an emergency in terms of stability, steerability and braking efficiency, it is not capable of defying the normal physical laws of motion
• This means that if the driver enters a corner at a speed beyond the vehicle's cornering limit, or does not maintain the minimum safety margin when driving close behind the vehicle in front, even the ABS will be unable to avoid the risk of an accident

The sole purpose of the ABS is to assist the driver when braking in an emergency. It increases active safety and helps avoid accidents and collisions.
The regulating action of the anti locking system takes place in fractions of a second. The driver will notice a pulsating effect through the brake pedal. At low speeds the noise of the hydraulic pump assembly in operation will also be heard.
These feedback effects from the system to the driver have been deliberately accepted by BMW as a means of confirming that the ABS is in action.

Electronic control unit
A multi-channel electronic computer receives the electrical signals for the pulse generators. These signals are proportional to the speed at which the wheels are rotating. From them the computer derives the acceleration, deceleration and slip values. Logic circuits then integrate these values and generate control instructions for the electromagnetic valves in the hydraulic pump assembly.
Signal processing in the computer determines the regulation action of the system. Complex integrated circuits of the digital type are used to ensure the necessary high level of operating reliability and narrow tolerances.
The electronic control unit can be divided into three functional zones:

• signal processing (computing)
• logic circuits (regulating)
• safety circuit (test monitoring)

Signal processing has the task of accepting the wheel speeds as they arrive from the pulse generators and deriving from them the regulating values such as peripheral deceleration or acceleration at the wheel and the slip information in a form suitable for the logic circuits.

The logic circuits which receive the signals as stated above, generate the actual adjustment instructions such as pressure build up, pressure hold or pressure reduction, which are passed to the solenoid valves on a hydraulic unit.

Faults (e.g. deriving from the pulse generators) which can arise as a result of normal manufacturing tolerances are filtered out before processing, before they pass to the amplifier stage.

The safety circuit is used to monitor the system before each use and while in motion, to make sure that it remains operational.


BITE (Built-In Test Equipment) test cycle
This test cycle forms an active part of the safety circuit. On the one hand it checks operation of the two regulating modules by a predetermined test program, and on the other hand it transmits a test signal to ascertain that the built in safety circuit is itself in working order.
The safety circuit and its monitoring devices check the following items :

• The presence of the general switching signal
• The signal which switches the return flow pump on and off, or the presence of this signal (return pump monitoring)
• Control of the valves
• The valve operating periods (logic monitoring). The maximum valve operating times are monitored here by a combination logic circuit, these maximum times are governed by physical considerations
• In a 20 second cycle, various items including the pump motor, control sensitivity signals, the test cycle, acceleration, etc.
• Battery voltage (over- or under-voltages at the electronic control unit)

If an error is detected, the error memory is activated, the ABS warning light comes on, the ABS is rendered non-operative and any braking which is necessary takes place by conventional means.

Hydraulic pump assembly
The hydraulic pump assembly is located inside the engine compartment and either reduces the brake fluid pressure in the wheel brake calipers during the regulating cycle, or keeps it constant as appropriate. The hydraulic pump assembly cannot by itself raise braking pressure, so that as a result the pressure which the brake master cylinder has built up cannot be exceeded. (Please note this is relevant only to the systems used on older cars, such as the E30. New systems include pressure pumps to allow individual activation of brakes.)
The hydraulic unit consists primarily of four 3-way solenoid valves (one for each wheel brake cylinder; the rear brakes count as one), two reservoirs (one for each brake circuit) and the return flow pump. When the brake application starts, the solenoid valves are de-energized and the brake fluid can flow from master cylinder to calipers.
To built up pressure, the connection between master cylinder and caliper is reopened. Since the master cylinder is still at increased pressure at this stage, the pressure in the caliper also builds up.
As pressure builds up and the regulating action commences, the valve switches to its central position - the pressure hold phase. This blocks the passage from the brake master cylinder to the calipers, so that effective pressure at the wheel brake cylinders cannot rise any higher.
In the subsequent pressure reduction phase the valve shifts to its third position. The connection between master cylinder and caliper remains interrupted, and brake fluid is now permitted to escape from the caliper to the reservoir. The return flow pump which starts as soon as the regulating action is initiated delivers this fluid back to the master cylinder.

Pulse Generators
Rotating movement of the road wheels is detected by inductive sensors and the resulting electrical signal is transmitted to the electronic control unit.
For the front axle the signal transmitters are arranged axially and require no adjustment. They are installed in the stub axles, with the gear wheel (which generates the actual impulses) pressed into the front axle hub.
At the rear axle, the sensors are attached to the wheel hubs between the two wheel bearings and the pulse generating gear wheel is integrated into the spacing sleeve used on the wheel bearings.
The speed detectors consist primarily of a magnetic core and coil. The pole is surrounded by a magnetic field. As the wheel revolves, the teeth of the gear wheel move through the magnetic field. This varies the magnetic flux and induces a voltage in the coil of the speed detector.
The frequency of the pulses generated by the successive teeth is proportional to the speed of the rotation of the road wheel.

Notes on maintenance and repair
The anti locking brake system is fundamentally maintenance free. It is monitored continuously by the built-in safety circuit and the monitoring circuits. If a fault is detected, the ABS warning light will come on and the ABS itself becomes nonoperational.
If work is performed on the brake system such as, for instance, renewing the brake pads or calipers, brake discs, hoses or the tandem master cylinder with brake booster servo, or if the parking brake has to be repaired, it is sufficient afterward to simply check that the ABS is operating.

Caution:

• During welding work, the plug of the electronic control unit must always be disconnected
• If body repair is performed, note that the electronic control unit can withstand temperatures up to 203° F (95° C) for short periods only, and up to 185° F ( 85° C) for a maximum of approximately 2 hours.
• If the car's battery is removed, check most carefully after installing the battery again that the terminals are tightened correctly.

Notes
Various methods of brake pressure regulation are feasible, so that anti locking systems differ according to the methods or their combinations used and the equipment thus installed.
A fundamental distinction is made between anti lock devices for the rear axle alone and those for all four wheels. In addition, the regulating system can operate on both brakes of each axle together or separately, or both methods con be combined. Furthermore, axle regulation can employ the "select low" principle, in which the wheel with the poorer level of traction or transmission of forces determines the cut in point, or alternatively, the "select high" principle, in which the signal from the wheel with the higher level of traction is adopted.
As stated earlier, E30's use individual wheel control at the front wheels and the "select low" principle at the rear axle, with a detector in each rear wheel. "Select low" is considered to offer better stability.

Special note about 325iX vehicles
Engine braking torque is reduced during low friction / poor traction ABS operation and at road speeds above 15 mph. On cue from the ABS control unit, the Motronic control unit (DME) will position the idle control valve to limit engine braking to an acceptable level. This info is transferred from Pin 3 of the ABS control unit to pin 50 of the DME.
The torque control feature is ended when the ABS operation is complete or when the clutch pedal is depressed. A dedicated second clutch switch is used for this purpose.

[KenC]

Never understood it myself. Brakes worked excellent, just couldn't lock them. I'm assuming it had to do something with grippy tires, and boat anchor wheels.

Might be the wheels. We ran shaved Star Specs on bottlecaps.

[einstein57]

My abs has never worked. I'd like to remove the pump to offset some of the intercooler weight and to improve pedal feel. I'm just going to pull the lines out of an 85 next time I go the yard. I don't want to bother with bending new lines and buying more tools.

[FunfGan]

Something was wrong with your brakes. Our e30 track car has no ABS and the brakes can be locked up rather easily (I did it and spun into the grass at Infineon.) The e30 has pretty aggressive brakes.

Never understood it myself. Brakes worked excellent, just couldn't lock them. I'm assuming it had to do something with grippy tires, and boat anchor wheels.

[KenC]

I've had my abs unplugged since I bought the car, later found out the wires were cut. I, nor my instructor, at a local SCCA driving school could even get my brakes to lock up anyway. Fluid was full, lines were bled, aggressive-ish pads... Go figure.

Something was wrong with your brakes. Our e30 track car has no ABS and the brakes can be locked up rather easily (I did it and spun into the grass at Infineon.) The e30 has pretty aggressive brakes.

[FunfGan]

I've had my abs unplugged since I bought the car, later found out the wires were cut. I, nor my instructor, at a local SCCA driving school could even get my brakes to lock up anyway. Fluid was full, lines were bled, aggressive-ish pads... Go figure.

[Jonny Cash]

Every single racer Ive ever talked to prefers ABS over non. Whether it be flat spotting 1000$ tires, standing on the pedal in the wet etc etc.
Besides maybe what, 15lbs(?) of weight, there is no benefit of removing it period.

Of course I figured all of this out AFTER i ripped mine all out.

That said Ive co-driven a very powerful e30 with lots of race rubber with no abs, and almost lost my spleen at the end of the back straight so what do i know.

[lbreevesii]

On a DD? I say keep it. Its easy to modulate when you're on the track or driving a backroad, but if you need to panic brake in the street it may save your ass from a crunch.

[JTDay]

Why would you go through the trouble to delete a system that already works? The e30 ABS works great. Unless your experienced with threshhold breaking under a multitude of environments, I'd say keep the ABS. The car can "bite" you, so to speak.

[smooth]

No.

If you're dead set on removing the ABS just disconnect power to the controller.
If it's malfunctioning I think it's disabled anyway so disconnecting it is probably not even necessary.

[Stoner Sam23]

I like this, there is a lot of good info here. But has anyone actually done this? I see it as "if it works don't fix it." But if the ABS is bad does it actually improve brake feel/response to remove it?

[smooth]

Lack of ABS means inevitable rear-ending? I'm clearly older than you because I've only driven cars with ABS in the last decade of my life. Every car before that (and there were many) did not have ABS and I've managed not to rear end anyone.

http://en.wikipedia.org/wiki/Risk_compensation

[u3b3rg33k]

I have driven my DD E30 100k+ miles with no ABS. The light came on and I never fixed it. It is nice in some instances. By todays standards the ABS in the E30 is junk. Even cars from the late 90s have better ABS. The E30 ABS is only a panic mode intervention. Meaning road full of ice and so on. I could be wrong.
If you know how to drive and can modulate the pedal ABS takes longer to stop.

As someone who ice races, I consider myself to be rather familiar with e30 ABS. I find it extremely difficult to out brake the ABS in an e30 (provided you're TRYING to threshold brake, not just stomping on the pedal like a buffoon). I've taken to using the ABS as a traction indicator by intentionally triggering it to find the best point to threshold brake, as the surface at an ice race is in permanent flux.

Compared to the ABS in some of our newer cars, (like our ford exploder, I can out brake its ABS repeatedly by about 20 feet on sheer ice), I am usually within a foot or two of the ABS in the e30.

My preferred method of reliably using the ABS as effectively as possible is to depress the pedal rapidly until it triggers the ABS, then back off so it only clicks now and then.

As for the ABS coming on when it shouldn't, I've yet to experience that occurrence in my car - I've managed to trigger it once on the road (when demonstrating the full braking ability of the car to someone on the road near my house, I managed to get it to click once as I came to a complete stop), and once at the track in a similar fashion when I was getting overly excited with the slow pedal. In both instances the system did not intrude and reduce stopping distance (had it not clicked once, the wheels might've locked), and in the two or three "panic stops" I've had since acquiring the car, It has yet to put me into someone's bumper.

In one of the 'big three' cars we've owned, I've had the ABS trigger while parking thanks to a virtually nonexistent patch of oil on the ground, and ended up stopping straddling the planter, as the ABS decided that steering was more important than braking. had it not been so intrusive, I would've stopped just fine (I was going around 5mph at the time).