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Why did Alfa go with Brakes by Wire.

6K views 40 replies 20 participants last post by  lockem 
#1 ·
I’m sorry if that’s has been asked before, but why would Alfa go with Brakes by Wire instead of regular brakes?
 
#2 ·
I think the reason pretty much every manufacturer has switched to BBW is that it allows for things like forward collision auto-braking and semi-autonomous driving.
 
#8 ·
According to wikipedia many hybrid and EVs have BBW, which has been used in production vehicles since 1998. The article is flagged as needing work, so I do not know if that information is reliable.
Giulia and Stelvio use Continental's MK C1 BBW system, in 2016 it was the most advanced system and debuted in the Alfas. Last year the MKC2 (second generation) was introduced. I'm not sure if this was fitted in MY22 Alfas.
 
#5 ·
Alfa was the first to use Continental’s system.

Lighter, elimination of brake fade, and other features listed here:

 
#11 ·
That's when I want countermeasures.
 
#13 ·
I watched a video way back on the BBW and stated that it also improves reaction time to braking. So reaction time improved when you press the brake and also when the pre-collision feature is activated, therefore it can save you from crashing by a split second better reaction time which at higher speeds can mean a few feet shorter stopping distances.
 
#19 · (Edited)
#20 ·
Continental’s Brake-by-Wire Benefits

Continental’s Brake-by-Wire Benefits

HANOVER, Germany – When Alfa Romeo introduced its Intelligent Braking System (IBS), on the Giulia and Stelvio, it was the first use in production of the MKC1 brake-by-wire system. Developed by Continental, this wraps up usually separate components into one neat package that’s lighter and far more compact than the sum of its parts.


Drive-by-wire concepts were originally aimed at making everything electronic, with no mechanical connection between the driver and the car. The idea was that electric calipers would do the braking and electric steering racks would enable fancy features such as enabling the car to take major avoiding action in emergency situations without ripping the driver’s thumbs off on the steering wheel spokes.


The Continental MKC1 system goes part of the way to full brake-by-wire but stops short of electric brake calipers. What it does do is integrate the tandem master brake cylinder (which generates the hydraulic pressure to apply the brakes), the brake booster, the ABS unit and the ESC unit, saving about 4kg.


Aside from the packaging and weight, pedal feel can be tuned by engineers using driving simulators to give a more aggressive response on track and a more relaxed response in traffic. Another advantage is that pedal travel doesn’t increase when the brakes take a beating and get hot. What the driver actually feels is a simulator built in to the MKC1 that generates the sensation normally fed back through the hydraulics, only it remains consistent however hard the brakes are working.


Full drive-by-wire wire brakes would also allow manufacturers to dispense with hydraulic brake fluid, giving them dry chassis and production lines that have no need for the messy liquid. Complete corners consisting of suspension, wheel hubs, discs and brakes could be preassembled ready to bolt on the car. A further advantage of doing away with hydraulic brake fluid is that it’s hygroscopic (it absorbs atmospheric moisture) so needs changing at intervals.
 
#40 ·
Continental’s Brake-by-Wire Benefits

Continental’s Brake-by-Wire Benefits

HANOVER, Germany – When Alfa Romeo introduced its Intelligent Braking System (IBS), on the Giulia and Stelvio, it was the first use in production of the MKC1 brake-by-wire system. Developed by Continental, this wraps up usually separate components into one neat package that’s lighter and far more compact than the sum of its parts.


Drive-by-wire concepts were originally aimed at making everything electronic, with no mechanical connection between the driver and the car. The idea was that electric calipers would do the braking and electric steering racks would enable fancy features such as enabling the car to take major avoiding action in emergency situations without ripping the driver’s thumbs off on the steering wheel spokes.


The Continental MKC1 system goes part of the way to full brake-by-wire but stops short of electric brake calipers. What it does do is integrate the tandem master brake cylinder (which generates the hydraulic pressure to apply the brakes), the brake booster, the ABS unit and the ESC unit, saving about 4kg.


Aside from the packaging and weight, pedal feel can be tuned by engineers using driving simulators to give a more aggressive response on track and a more relaxed response in traffic. Another advantage is that pedal travel doesn’t increase when the brakes take a beating and get hot. What the driver actually feels is a simulator built in to the MKC1 that generates the sensation normally fed back through the hydraulics, only it remains consistent however hard the brakes are working.


Full drive-by-wire wire brakes would also allow manufacturers to dispense with hydraulic brake fluid, giving them dry chassis and production lines that have no need for the messy liquid. Complete corners consisting of suspension, wheel hubs, discs and brakes could be preassembled ready to bolt on the car. A further advantage of doing away with hydraulic brake fluid is that it’s hygroscopic (it absorbs atmospheric moisture) so needs changing at intervals.
Full drive by wire will require substantial solenoids at the brake pads, which will not be practical. So we will, with current technology, always have the actual brake pads actuated by hydraulic force.
 
#24 ·
My 2020 is better in this regard than my 2017 was.
 
#25 ·
^^ I asked at the Dealership if there was new brake software for the newer cars, that could be loaded on the older cars. They said no.
 
#26 ·
More than likely they couldn't fit a traditional brake system with the QV 2.9L V6 and they found this system that was available that would fit so they didn't have to redesign that section of the car, remember they had a strict timeline to get the car out because of Ferrari leaving FCA.
 
#37 ·
No. If anything a BBW system requires more h/w because there is actually still a traditional hydraulic brake control in place as a backup in case BBW fails.

FCA took people from Ferrari to develop the Giulia, FCA only had so many months with Ferrari because Ferrari spinoff to be more independent from FCA, so once that was announced they had only about two years to develop the Giulia before FCA was no longer complete control of Ferrari.
You forgot the part that FCA was and Stellantis remains still the single largest shareholder of Ferrari after the spinoff. It really wasn't about control of Ferrari. It was about, in stock market terms, "unlocking shareholder value" and in layman terms "getting more money for the company and by extension the owners".
 
#33 ·
On braking technology there are way more scary schemes than brake by wire:

Since the 19th century Trains and large trucks have had air brakes. An air compressor generates compressed air and the brake actuator just operates a valve that controls the adding and removing of air pressure to the brakes. Hazards include the air compressor not being able to keep up with demand and water accumulation leading to the system freezing solid. Also, there is a large delay between operating the control and the brakes responding. This really is the pneumatic equivalent of brake by wire, with the only "back up" being the spring operated dead-man emergency brakes. At least operators of these things are required to test them daily.

Mid-size trailers often have electric brakes (no hydraulics). For emergency trailer braking, these have a battery back up system. Does anybody check that said battery has and will hold a charge?
 
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