Datatek
Well-Known Member
Sounds like you either have a pipe in the wrong hole or a solenoid coil on in the wrong place for the EAS.
Hi
the pipes only reach the holes they should go in and did the solenoids one by one, it all seemed to work okayish until I did the right thing and refurbished it LOL it used to go down slowly but now its overnight
Move your EAS questions to another thread.
Airlines are colour coded:
Connector pins & wire colours.
Sorry now ive lost the very useful info on the EAS valve block!! coloured ports etc, did anyone post what chapter and page numbers the abs system and wiring diagrams were on
, on the rave CD im computer inept so easy instructions please, think i need a lie down !! thank you all
Maxderby
, on the rave CD im computer inept so easy instructions please, think i need a lie down !! thank you all
Maxderby
lol
If it was off a dealer then it is his problem.
The ABS computer on later models is known to fail. Replacements are like rocking horse droppings and very expensive.
All models have the ABS ECU up behind the glovebox.
I don't like the sound of insulation peeled back. You cannot get a voltage off the sensors; you need an oscilliscope to see the wave pattern generated. The bushes holding tge sensors can be damaged and tgen the sensors move too far away from the reluctor ring to get a reading.
The brake modulator on the bulkhead is pretty bulletproof, especially the later ones. A second-hand one left open to the elements could get moisture in and fail though. If replacing it, getting all the air out can be a total PITA. Something like an Ezibleed kit can allow you to push through a few litres of fluid before doing the full bleed as per RAVE.
There is a pressure switch which is also known to fail. Hard to find but it was used on Saab and some American cars too.
WABCO-D units are indeed getting hard to find and are rather expensive. I nabbed one I saw because they are becoming rare.
I seem to recall that @martyuk was repairing units that had developed a specific common fault.
The problem is that no one wants to "lend" a good working unit out for fault-finding purposes in case it comes back broken (which is all too possible if there is a short or crossed-wire in a loom).
Does the ETG have a test procedure for the Unit?
I seem to recall that @martyuk was repairing units that had developed a specific common fault.
The problem is that no one wants to "lend" a good working unit out for fault-finding purposes in case it comes back broken (which is all too possible if there is a short or crossed-wire in a loom).
Does the ETG have a test procedure for the Unit?
brianp38dse
Well-Known Member
Have you checked and rest the brake pedal switch as per rave, that can throw up abs fault
Hi many thanks
tried a known good abs ecu but no difference, what are tge and tgen sensors, ive never heard of those
cheers
maxderby
hi
my copy of rave seems to only go up to 1361 and 107 takes me to the engine section? either my copy is rubbish or im doing something wrong which is completely possible
I think it's a typo, g and h are next to eachother
OK step by step. You can generally ignore the page numbers.
In main menu click the plus sign for the Electrical Manuals.
Then select the year of your car.
Next click the plus sign for the "Circuit" section.
Now select the "D1 - Anti-Lock Braking System" section.
Now the right panel will show the ABS description. Click on the right side, and scroll down . . . .
In main menu click the plus sign for the Electrical Manuals.
Then select the year of your car.
Next click the plus sign for the "Circuit" section.
Now select the "D1 - Anti-Lock Braking System" section.
Now the right panel will show the ABS description. Click on the right side, and scroll down . . . .
Tge and tgen is my fat fingers trying to type on this tiny phone.
Not wishing to derail this train at all but....
We did have another ABS/Traction fault some while ago that eventually turned out to be a very wet diagnostic socket that was shorting out across pins and giving very odd results. I spotted it when looking at the ETG and wiring diags that several "lines" ended up at the socket. The user on here cleaned it all up and the fault disappeared like magic.
...Just saying like.
We did have another ABS/Traction fault some while ago that eventually turned out to be a very wet diagnostic socket that was shorting out across pins and giving very odd results. I spotted it when looking at the ETG and wiring diags that several "lines" ended up at the socket. The user on here cleaned it all up and the fault disappeared like magic.
...Just saying like.
