Mk60 ABS Installation Guide
#122
#124
Seems you're trying to use inverted flare nuts in the ports of the MK60 (the seats of which are for bubble DIN/ISO flares).
The flare nuts have different nose shapes because the back side of the DIN/ISO and inverted flare is different (first being flat, second being angled)
If using Brakequip nuts for M10x1mm DIN ports and flares the proper part number is BQ72 - it is properly shaped to support DIN flare and should be the correct length too.
The flare nuts have different nose shapes because the back side of the DIN/ISO and inverted flare is different (first being flat, second being angled)
If using Brakequip nuts for M10x1mm DIN ports and flares the proper part number is BQ72 - it is properly shaped to support DIN flare and should be the correct length too.
#126
Question and a comment.
Who's using the MK60 with aftermarket (Wilwood, Tilton, etc) Master Cylinders?
I'm having an odd problem. After first hard application of brakes, especially when trail braking, if I apply brakes again within a second or so, the pedal is lower and softer. My *guess* is when the ABS has to go to stage 2 (pressure reduction) the precharge/charge cycle isn't fast enough to stay up with my braking pressures at the pedal. I'm thinking the path between my fluid reservoir and the ABS pump is too restrictive (the MK60 doesn't have a separate pre-charge reservoir). It could be the Wilwood M/Cs, or I might try switching all the 3AN's to 4AN's (between M/C and ABS).
It all works, and I can drive around it, but not confidence inspiring.
As to where to mount the MK60 pressure sensors, if you're using separate M/Cs, the Tilton 76 Series M/Cs with 2 outlets (rear and top) look like another possible solution:
https://tiltonracing.com/product/76-...ter-cylinders/
Who's using the MK60 with aftermarket (Wilwood, Tilton, etc) Master Cylinders?
I'm having an odd problem. After first hard application of brakes, especially when trail braking, if I apply brakes again within a second or so, the pedal is lower and softer. My *guess* is when the ABS has to go to stage 2 (pressure reduction) the precharge/charge cycle isn't fast enough to stay up with my braking pressures at the pedal. I'm thinking the path between my fluid reservoir and the ABS pump is too restrictive (the MK60 doesn't have a separate pre-charge reservoir). It could be the Wilwood M/Cs, or I might try switching all the 3AN's to 4AN's (between M/C and ABS).
It all works, and I can drive around it, but not confidence inspiring.
As to where to mount the MK60 pressure sensors, if you're using separate M/Cs, the Tilton 76 Series M/Cs with 2 outlets (rear and top) look like another possible solution:
https://tiltonracing.com/product/76-...ter-cylinders/
#127
I'm having an odd problem. After first hard application of brakes, especially when trail braking, if I apply brakes again within a second or so, the pedal is lower and softer. My *guess* is when the ABS has to go to stage 2 (pressure reduction) the precharge/charge cycle isn't fast enough to stay up with my braking pressures at the pedal. I'm thinking the path between my fluid reservoir and the ABS pump is too restrictive (the MK60 doesn't have a separate pre-charge reservoir). It could be the Wilwood M/Cs, or I might try switching all the 3AN's to 4AN's (between M/C and ABS).
However, I seem to remember from somewhere that some aftermarket masters have a doohickey in them that's there for esoteric reasons and that modern users need to remove.
Here it is... https://www.miataturbo.net/race-prep...rake-mc-95510/
Could that be your problem?
#128
Thanks for that thread! I doubt I have that specific problem, but that's very interesting. I have a spare Wilwood M/C of the same type that are installed, and I can take a close look at it. (I have a 2 M/Cs installed, different sizes to set bias). I have read those comments from BMW about them removing the pre-charge reservoir by placing the pump close to the M/Cs and larger lines. That may be only 1/2 the story, I wonder if they did something special in the OEM M/C? Meaning larger ports.
I might call Wilwood, I've had good support from them when I actually talk to someone on the phone. (Not so much via email.) And, I've been thinking of changing rear M/C size for a while, might get a Tilton if I do that.
Re-engineering the whole braking system can be tricky.
I might call Wilwood, I've had good support from them when I actually talk to someone on the phone. (Not so much via email.) And, I've been thinking of changing rear M/C size for a while, might get a Tilton if I do that.
Re-engineering the whole braking system can be tricky.
#129
Thanks for that thread! I doubt I have that specific problem, but that's very interesting. I have a spare Wilwood M/C of the same type that are installed, and I can take a close look at it. (I have a 2 M/Cs installed, different sizes to set bias). I have read those comments from BMW about them removing the pre-charge reservoir by placing the pump close to the M/Cs and larger lines. That may be only 1/2 the story, I wonder if they did something special in the OEM M/C? Meaning larger ports.
I might call Wilwood, I've had good support from them when I actually talk to someone on the phone. (Not so much via email.) And, I've been thinking of changing rear M/C size for a while, might get a Tilton if I do that.
Re-engineering the whole braking system can be tricky.
I might call Wilwood, I've had good support from them when I actually talk to someone on the phone. (Not so much via email.) And, I've been thinking of changing rear M/C size for a while, might get a Tilton if I do that.
Re-engineering the whole braking system can be tricky.
BMW master cylinders have different sized pistons for the front and rear circuits.
#131
Sorry, when you asked about the various tricks that BMW M/C's might utilize, I didn't know if you knew about the different piston sizes. We have experimented with many different variations including tilton dual M/C setups and BMW M/C's and have not experienced what you are describing. You are correct that the supply line to the pump unit is 3/16".
What are the sizes of your M/C's, piston sizes for the calipers and number of pistons, rotor sizes, pad shape?
What are the sizes of your M/C's, piston sizes for the calipers and number of pistons, rotor sizes, pad shape?
#132
Sorry, when you asked about the various tricks that BMW M/C's might utilize, I didn't know if you knew about the different piston sizes. We have experimented with many different variations including tilton dual M/C setups and BMW M/C's and have not experienced what you are describing. You are correct that the supply line to the pump unit is 3/16".
What are the sizes of your M/C's, piston sizes for the calipers and number of pistons, rotor sizes, pad shape?
What are the sizes of your M/C's, piston sizes for the calipers and number of pistons, rotor sizes, pad shape?
FYI, this is installed on a BMW E36 (don't hate!), booster removed, dual Wilwood M/Cs, proportioning valve and balance bar.
Details front: Brembo 4 piston calipers, 2" and 1.42". 12.8" rotor, pad height 2.4", 0.625" M/C
Details rear: BMW 1 piston caliper, 1.57". 12.3" rotor, pad height 1.6", 0.813" M/C
My math shows this at a 80f/20r bias.
It's good to hear you've had multiple configurations of the MK60 work successfully. I'm awaiting a call from Wilwood.
#135
I almost ordered a Tilton 76 this morning, but gonna hold off until I do a bit more research.
Then, I remembered something. While pressure bleeding brakes the first time after MK60 install, I remember thinking...rear bleed rate was pretty slow. Hmmmm.
I'm going to bleed again today and be methodical about pressures at the reservoir. I'll be looking for, thinking about, a restricted path in the rear circuit (somewhere prior to the ABS pump). That would explain everything.
Then, I remembered something. While pressure bleeding brakes the first time after MK60 install, I remember thinking...rear bleed rate was pretty slow. Hmmmm.
I'm going to bleed again today and be methodical about pressures at the reservoir. I'll be looking for, thinking about, a restricted path in the rear circuit (somewhere prior to the ABS pump). That would explain everything.
#136
No worries!
FYI, this is installed on a BMW E36 (don't hate!), booster removed, dual Wilwood M/Cs, proportioning valve and balance bar.
Details front: Brembo 4 piston calipers, 2" and 1.42". 12.8" rotor, pad height 2.4", 0.625" M/C
Details rear: BMW 1 piston caliper, 1.57". 12.3" rotor, pad height 1.6", 0.813" M/C
My math shows this at a 80f/20r bias.
It's good to hear you've had multiple configurations of the MK60 work successfully. I'm awaiting a call from Wilwood.
FYI, this is installed on a BMW E36 (don't hate!), booster removed, dual Wilwood M/Cs, proportioning valve and balance bar.
Details front: Brembo 4 piston calipers, 2" and 1.42". 12.8" rotor, pad height 2.4", 0.625" M/C
Details rear: BMW 1 piston caliper, 1.57". 12.3" rotor, pad height 1.6", 0.813" M/C
My math shows this at a 80f/20r bias.
It's good to hear you've had multiple configurations of the MK60 work successfully. I'm awaiting a call from Wilwood.
Well your math is correct but why would want a 80/20 bias split. Stock is 60/40 and the CSL is 56/44. I would switch the 2 M/C's and ditch the prop valve. That would put you at 58.4/41.6.
Since you have 2 M/C's, I am also assuming that you have a balance bar?
#138
Hmmm...the prop valve comment got me thinking. Could the proportioning valve (basically, a preloaded spring) be confusing the ABS pump/ECU ?
When bleeding brakes, at the calipers the rears are quite a bit slower to bleed than front, at same reservoir pressure. Probably 1/2 the flow. But, they are 4x the distance.
I'd need to measure flow into the ABS pump.
I have an event early next week, so I'm not eager to remove lines and/or the prop valve as an experiment. But I might.
When bleeding brakes, at the calipers the rears are quite a bit slower to bleed than front, at same reservoir pressure. Probably 1/2 the flow. But, they are 4x the distance.
I'd need to measure flow into the ABS pump.
I have an event early next week, so I'm not eager to remove lines and/or the prop valve as an experiment. But I might.