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Are you having any issues with your clutch pedal (eg soft, inconsistent feel)? It’s a long shot, but the clutch and brakes draw fluid from the same reservoir if memory serves. And I’ve read about people with worn out clutch hoses.
 

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Discussion Starter #82
Torches and pitchforks with a wreath of garlic hanging from the rear view mirror...


We (two sets of eyes) saw the air bubbles coming out of the nipple hole. I had cut back the clear bleed tube to a fresh section of tube (not distorted from previous attachment to the nipple) for a tight 'leak proof' seal. The bubbles were coming out while the nipple was snug tight closed. The system was pressurized (Power Bleeder) and the little bit of fluid in the tube (see pix) at the nipple did not increase. I would think if there was a leak at the nipple seat, the fluid would increase. Since the system was pressurized, where would the air come from... Himmmm, maybe as xrviz wrote above. Somewhere at the MC air gets sucked in on the return stroke. This is a brand new OEM MC that was carefully bench bled. I will snug tighter all of the hard line fittings. Not sure if there is a way to test the internals, etc for air being sucked in. Suggestions?



Thoughts about the soft brake lines. Looking at Real OEM diagrams, it appears that there are six soft lines total. The four lines to the caliper were replaced some years ago with stainless steel braided lines. The two short ones near the DSC unit going to the rear brakes look fine. No signs of fluid leaking at all. I may just go ahead and replace them?


I will ponder my next move...



Thanks Guys!!!!!
 

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Hey mr_g_bock, check underneath the ABS hydraulic unit, see if you see it leaking. Its just held in by the one bolt, you should be able to lift it a but and throw a rag in there. I had these exact symptoms and ended up being the abs hydro unit was seeping out - just something for you to try!
 

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Discussion Starter #85
In my effort to eliminate the items that might be causing the issue(s), I ordered the two short soft lines going to the rear brakes, front and rear bleed screws, and a new reservoir. It may take two weeks to receive everything.


I will check under the ABS hydraulic unit for leaks. I may just pull the whole assembly and send it out for testing and repair so that can be crossed off the list. When everything is back and installed, I just have one massive system bleed to do and cross my fingers that it works correctly!!!


There won't be anything left that could be replaced...


Thanks Guys!!!!
 

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Discussion Starter #86
Today I undid the mounting screws that mount the ABS assembly and using a mirror that has LED lights took a look underneath. Totally dry under there. I detached the hard lines and removed the assembly. The assembly is double boxed with bubble wrap and on it's way to BBA Remanufacturing for a full check out, cleaning and testing.


Will be sitting back while waiting for all the parts, etc... come in.


I am still looking for detailed procedure for the ABS reinstall and bleeding using ISTA+ and/or INPA software for the whole brake system. Seems that the software presents many items that can be activated, but no clue which to do/not do and in what order. I have read many posts but nothing very comprehensive (for dummies).
 

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Today I undid the mounting screws that mount the ABS assembly and using a mirror that has LED lights took a look underneath. Totally dry under there. I detached the hard lines and removed the assembly. The assembly is double boxed with bubble wrap and on it's way to BBA Remanufacturing for a full check out, cleaning and testing.


Will be sitting back while waiting for all the parts, etc... come in.


I am still looking for detailed procedure for the ABS reinstall and bleeding using ISTA+ and/or INPA software for the whole brake system. Seems that the software presents many items that can be activated, but no clue which to do/not do and in what order. I have read many posts but nothing very comprehensive (for dummies).
For the Bleeding, this is what i did. I used a pressure bleeder, so i hooked it up to the master cylinder reservoir, and pumped it up to 20 psi. Next i did the normal process of right rear, left rear, right front left front. I also banged on calipers with rubber mallet just in case. Next i hooked up INPA, and did the same process, just with activating both presupply pump and abs pump. (im not sure activating presupply pump is needed though). So my steps with INPA are open bleed screw, activate pumps, pump pedal 5 times, close bleed screw. Do this for all 4 corners. Note that activating abs pump takes a second for the air bubbles to get from the pump to the rear calipers. I ended up using about 2 and a half of those little 12oz bmw brake fluid bottles from start to finish.
 

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How did you go about cycling the ABS with INPA?

Do you have the same options as I do? If yes, which sequence do you follow to activate the valves - first intake RR, exhaust RR, then RL, etc... ?

 

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Did you try this? (from E90Post)


I did finally locate the procedure in ISTA/D. I was actually looking in the correct location (vehicle management / service function / chassis and suspension / traction control / brake bleeding for special cases) however you can only select the option if you let ISTA/D perform a vehicle test first, otherwise the "display" button is grayed out. Previously, once I entered ISTA/D, I had selected the option to identify the vehicle without conducting a vehicle test. Apparently if you don't let it do the vehicle test and identify the various control units you won't have access to the various control unit procedures. Makes sense once you think about it.
 

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How did you go about cycling the ABS with INPA?

Do you have the same options as I do? If yes, which sequence do you follow to activate the valves - first intake RR, exhaust RR, then RL, etc... ?

I dont have each individual valve option in INPA, only running the presupply and abs pumps. So cycling the pumps essentially loosens the bubbles in the unit, i dont see how cycling the valves does anything, as the valves are normally open.
 

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I'm aware that this can be achieved with ISTA as well but I'm not in the mood for setting up yet another diagnostic tool, to be honest. I lost all of my patience while setting up various scanners for E31.

I dont have each individual valve option in INPA, only running the presupply and abs pumps. So cycling the pumps essentially loosens the bubbles in the unit, i dont see how cycling the valves does anything, as the valves are normally open.
So, with INPA like on my picture it should be something like this: running the preload pump 1 & 2 and F5 ABS pump?

I think I'll do it with DIS V44 since I have that up & running. Seems simple enough.

https://www.youtube.com/watch?v=Yw7zPWk4rPI
 

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How did you go about cycling the ABS with INPA?

Do you have the same options as I do? If yes, which sequence do you follow to activate the valves - first intake RR, exhaust RR, then RL, etc... ?

Sreten which version of INPA are you running? Don't think I have those valve options either.
I dont have each individual valve option in INPA, only running the presupply and abs pumps. So cycling the pumps essentially loosens the bubbles in the unit, i dont see how cycling the valves does anything, as the valves are normally open.
My guess on the valves is simply that opening and closing may knock loose small bubbles that can stick to them. Probably not critical but good for the OCD crowd.
 

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I'm using an older version, INPA v3.01/EDIABAS v6.4.3. I installed it a long time ago and it's working well with E31 too.

I checked DIS last night and found a bleeding procedure that walks you through it so I'll give that a shot. Just waiting on the SS brake lines.

 

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Discussion Starter #94 (Edited)
Ok, back to the problem at hand....


All the parts were received from Pelican Parts. I replaced the rear bleed screws with new screws. Went to do the front bleed screws and com to find that the screws listed and supplied by Pelican are not correct. The screws have a much larger thread size and Pelican web site list them as fitting my 2002 M5. The bad part number is: 34-11-6-768-018. I think both front and rear bleed screws are the same all around. I will give them a call. I checked the old front bleed screw and it is the same size as the rear screw. New rear screws are needed for the front calipers.



Next I started changing out the two short flex brake lines that isolate the DSC unit from the hard lines going to the rear brakes. Got three of the fittings undone, but the lower most one won't budge. I tried all sort of approaches with no luck. I may have to drop the hard line going to the rear of the car before I bugger up the fitting on the hard line. PITA! The DSC rebuilder/repair shop said the little wires inside were broken. I have no way of knowing this. I did notice that the smaller flex line did not seem to have any fluid in it. The larger line did have some fluid, just not much. Not sure if there is any meaning to this.


Not sure if I want to remove the master cylinder again... I did buy a new reservoir and new gaskets.


I will see about downloading the DIS software for the bleeding routine. I have BMW ISTA+ Rheingold 4.10.20 15602 software and BMW INPA 8.02 2018 BY HelpDiag. My problem is lack of detailed user manual for these. I see the screen shots posted above and that may help.


To be continued...
 

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If you cut the short hose you should be able to get a deep socket on the leftover stub, tubing wrench on bottom, socket on top,
 

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Discussion Starter #96
1999540i,


That is a great tip! Never would have thought of it.


This morning I took the old hose that I was able to remove and cut it. I wanted to see what it is made of and how easy it is to cut. There is no metal braid, etc... that would make it difficult. A sharp Stanly Utility knife did a nice quick job. I cut the line in the car, attached a deep socket and hose wrench positioned. As I applied pressure, I could see the hose wrench not holding the fitting properly and the hard line was starting to twist. My fall back was to remove the DSC unit, the right front fender liner, windshield washer reservoir, right under panel. I disconnected the hard line union and with pushing, twisting, pulling I was able to remove the hard line with the cut off flex line. I would say that the flex line 'has' to be cut short in order to get it all to pass through the hole in the body structure with out bending the line. I had to put the small hard line fitting in a vice and using increasing force until the fitting broke lose. Some factory gorilla must have cranked down on this one (I previously applied PB Blaster that did not help). Now I hope to be able to tighten the new flex hose after the hard line is back in. I will do a non-tight test fit with the flex hose on to see if it might sneak in. Another thing, while trying to move the fender liner (all screws out, but did not want to drill out the three pop rivets), the liner snapped the little tabs at the rivets. Bummer, and I am beginning to dislike this car!!!! Poor designs for repairs... Not sure how I will fix this mess, need to study this. I don't want to buy another stupid liner.



Have to get Pelican Parts to send me rear bleed screws for the front calipers even though their web site shows different front and rear bleed screws.
 

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Have to get Pelican Parts to send me rear bleed screws for the front calipers even though their web site shows different front and rear bleed screws.
The BMW parts catalog shows different bleed screws for front and rear. Front is supposed to be 34116768018, #5 in pic of front and rear 34116758107, #5 in pic of rear. These two different sized bleed screws are used across a bucket load of BMW models/years. Interestingly, I just did a brake flush on my E90 M3 and E90 330i this weekend and thought about you while I was doing the work when I saw a couple of small bubbles come out the rear on the 330, lol. Anyway, the fronts on both cars were bigger than the rears as specified. The fronts took an 11mm wrench while the rears took a 9mm wrench. I just did a brake flush on the M5 before I sold it last summer, but I can't recall the specifics now, but these should be different from what I can see.
 

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Discussion Starter #98
CSBM5,


That is interesting, maybe there were changes/upgrades mid-year? I have owned my 2002 M5 from new. I measured the front and rear screw diameters with calipers and they measured the same. Never know what is what these days...
 

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Discussion Starter #99
My front and rear caliper bleed screws are the same size! Not sure if this is a hold over from 2001 my. I am returning the non-fitting screws for a pair of rear bleed screws.


I also had to order a new front right wheel well liner. The tabs for the plastic pop style rivets are so brittle they crumbled off.


My DSC unit was checked, tested and repaired. They said the very small wires were broken (common problem). I have reinstalled it and the two flex brake lines. Waiting for the bleed screws.


I will pull the master cylinder and booster so they can be checked fully. Hope to be putting new fluid back in and do a full and complete system bleed.



Rather than just twiddle my thumbs, I updated my Navigation MK iv system to v32 Modified software.
 

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If you cut the short hose you should be able to get a deep socket on the leftover stub, tubing wrench on bottom, socket on top,
Hello, I'm a new member here and have been reading this thread with great interest. I would like to suggest for others that when trying especially, to loosen, brake compression fittings a "flare" wrench must be used. This wrench has a slot that allows for the wrench to be fitted over the connected hose like a regular open-end wrench but grabs more flats on the fitting. It looks like the attached and will NOT round off the flats of the fitting.

***

My vehicle is a 1998 528i automatic produced April 17,1998 with ABS/ ASC-T. I am having the same problem as the OP. My brake pedal has an excessive amount of travel such that when the brakes are applied, while they reliably stop the vehicle, the brake pedal ends up BELOW the gas pedal. I have inadvertently caught the gas pedal with the outside edge of my foot and applied the gas as I am trying to stop the car! This is a very dangerous condition and I don't feel safe driving this car until the problem is repaired.

I have performed the following:

Replaced M/C (new TRW,) Booster (new Lucas,) Caliper seals in all 4 calipers (new ATE,) cleaned and lubricated (Permatex, green hi temp lube) the sliding pins of all 4 calipers, Subbed a used unit from the salvage yard with absolutely no change in the problem (no better, no worse,) Sent the original ABS/ ASC-T control unit (complete with hydraulic unit, pump and its attached electronic control to BBA manufacturing in Taunton MA who repaired the unit and states the unit is working as designed, Replaced all six flexible hoses (new ATE) 4 at the wheels and the 2 short hoses at the firewall, Repeatedly (using a pressure tank and with a helper pressing the brake pedal) bled the system using the 2-step process in the Bentley manual (once RR, LR, RF, LF normally and then using DIS 5.7) so many times I have lost count.

I removed the two hydraulic lines just outside the M/C box (more accessible) and plugged both of them using hydraulic fittings with a short piece of hydraulic line that was welded shut. When pressed, the brake has absolutely NO sponginess. It's like stepping on a rock. This eliminates, definitively, the M/C as being the source of the problem.

I reattached ONLY the hydraulic line that supplies the LR/ RF and using a 0-3000 psi gauge confirmed that the M/C delivers 1500 psi at the rear wheel. I did not check the LR/ RF circuit. This method is not as definitive as a pressure gauge fitted between the pads as there is still a great deal of air in the nipple attached to the gauge. This test requires that the brake pedal be pumped up to compress that air.

Notice, I could be losing pressure into the dump reservoir inside the ABS hydraulic module if the dump valve is leaking but BBA Reman has stated the unit works as designed. I'm assuming the unit was tested in operation while being under hydraulic pressure. And that's the ONLY reason, other than the air in the nipple attaching the gauge to the caliper that would require pumping the pedal. No external leaks, no bypass inside the M/C and no return through the hydraulic line connecting RR/ LF

The last item of the above that I performed was replacement of the flexible lines and I have not yet bled the system and checked to see if the problem is solved. I will post back when I have done this.

I have pulled an electronic control unit off of a compatible car at the salvage yard. This is the computer beside the glove box but have not installed it. I feel my (and the OP's) problem is not electronic as I have NEVER had any lights on the dash and the unit works (even before having sent it to BBA.) I hammered the throttle on wet roads from a stop as I was sharply turning and got zero wheel spin and no fishtailing. Also, I slammed on the brakes on a wet road and the ABS operated normally with recharge pump operation. The car stopped in an absolutely straight line. The car does not pull even when the car is rapidly braked on dry roads just short of tire skid requiring ABS/ ASC-T operation.

This is a beautiful automobile and a fine example of the "Ultimate Driving Machine." She has the sport suspension package and BBS style 5 wheels that a year later would have had her designated an M series.

I hope we can get this solved. There are many, many threads on the internet detailing this problem.
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Name="Medium Grid 2"/> <w:LsdException Locked="false" Priority="69" Name="Medium Grid 3"/> <w:LsdException Locked="false" Priority="70" Name="Dark List"/> <w:LsdException Locked="false" Priority="71" Name="Colorful Shading"/> <w:LsdException Locked="false" Priority="72" Name="Colorful List"/> <w:LsdException Locked="false" Priority="73" Name="Colorful Grid"/> <w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 1"/> <w:LsdException Locked="false" Priority="61" Name="Light List Accent 1"/> <w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 1"/> <w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 1"/> <w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 1"/> <w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 1"/> <w:LsdException Locked="false" SemiHidden="true" Name="Revision"/> <w:LsdException Locked="false" Priority="34" QFormat="true" Name="List Paragraph"/> <w:LsdException 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Locked="false" SemiHidden="true" UnhideWhenUsed="true" Name="Mention"/> <w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true" Name="Smart Hyperlink"/> <w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true" Name="Hashtag"/> <w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true" Name="Unresolved Mention"/> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style> /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-parent:""; mso-padding-alt:0in 5.4pt 0in 5.4pt; mso-para-margin-top:0in; mso-para-margin-right:0in; mso-para-margin-bottom:8.0pt; mso-para-margin-left:0in; line-height:107%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Calibri",sans-serif; mso-ascii-font-family:Calibri; mso-ascii-theme-font:minor-latin; mso-hansi-font-family:Calibri; mso-hansi-theme-font:minor-latin;} </style> 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