GS-Riders International

This is an extract from an ABS test, as published by MOTORRAD edition 19-2006.

Tested motorcycles:
BMW R 1200 R (with the new Continental-Tewes ABS)
BMW K 1200 S (FTE ABS)
KTM990 ABS (Bosch-Brembo ABS)
BMW F 800 S (Bosch ABS)
Honda CBF 1000 (Nissin-Honda ABS)
Honda Varadero 1000 (Nissin-Honda ABS)
Ducati ST3 a (Bosch-Brembo ABS)
Triumph Sprint ST (Nissin ABS)
Suzuki V- Strom 650 (Nissin ABS, similar to a Bosch system)
Kawasaki ZZR 1400 (Nissin ABS, similar to a Bosch system)
Yamaha FJR 1300 A (Nissin ABS, similar to an early Bosch system)

Stopping performance is measured from 100 - 0 kph in meter, as an average of three runs.


Dry Stretch - equals a normal road



11,7 meter - this are worlds in between the BMW R 1200 R and the Yamaha FJR. Here we have to say that even the FJR in actual practice functions safer and realizes shorter braking distances than the average rider.


Bad Stretch - includes bumps, edges and potholes of randomly different dimensions



Again the R 1200 R leading, and the FJR trailing. But in between them the test field is changing positions. The KTM benefits from its longer suspension travel, which filter peak impacts before they reach the ABS sensors. The opposite is demonstrated by the Kawasaki. It develops too much slip at the front wheel. The BMW R ABS regulates well with only minor impact on braking performance. 42.6 m means earlier stopping than others on the smooth stretch.


Wet Stretch - evenly water treated with the help of a sprinkler system



With 9,43 m/s the BMW K 1200 S reaches phenomenal braking power in the wet. A contribution of the long wheel base, which keeps the front solid. The DL650 demonstrates the importance using the rear brake even with ABS. The brake distance was 10 m longer without the rear brake.


'Friction Jump' - a stretch of alternating wet and dry segments, each 20 cm wide



This is the acid test for the every ABS's regulating quality. Brake distance of more than 50 m delivered even by the top performers do speak a clear language. The BMW F 800 S ABS regulates harshly but effective. The Kawasaki ABS is too careful and therefore too defensive.


CONCLUSION

Never again without! The is the short version and actually all we needed to say, after our experiences with 11 ABS motorcycles. And here is why: What even a very skilled rider can do only occasionally under the best conditions, and sometimes only with a lot of luck, that is what the newer ABS systems can do any time - safe braking in the shortest possible distance! The art is to master the effectiveness of the regulating logic in conjunction with the comfortable and clear ABS operation to the rider. It is BMW who gets both under one roof with their new ABS generation. Honda is second with only average braking results, but these systems are top in terms of regulation sensitivity.

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More to the performance of modern ABS sytems. Here on the example of the F 800 GS and the R 1200 GS. An excerpt taken from MOTORRAD edition 05-2009:

Off-Road with ABS

It is more than two decades ago, when BMW offered as the first manufacturer an ABS system for motorcycles in the year 1988. Since then the development progressed rapidly, culminating up-to-date into the abs brakes of the 2009 super-sport models from Honda, even suited for racing employment. But since the roughly regulating dinosaur BMW ABS's when used on gravel had sent some GS pilots into the bushes, the rumour is keeping itself alive persistently: Experienced riders do brake with more feeling better, than with the help of ABS. True?

MOTORRAD tried it. We braked the R 1200 GS and the F 800 GS on gravel and wet grass from 60 km/h to stop, both with engaged and disengaged ABS. The result: impressive! In only one case - the F 800 showing on wet grass - the human fine-motoric was noteworthy better. In the other cases the test pilot undercut the results of the ABS supported braking manoeuvres marginally only, or he came clearly behind the ABS mark to a stop. These results are additionally impressive, if one considers that the measurements are taken under ideal conditions, which means: with a concentrated, trained rider on well-known terrain. Unknown terrain or fright moments work far more in favour of the ABS.

Braking distances 60 - 0 km/h

Asphalt, with ABS
F 800 GS: 15.2 m
R 1200 GS: 14.4 m

Gravel
F 800 GS with ABS: 25.7 m
F 800 GS without ABS: 25.7 m
R 1200 GS with ABS: 26.2 m
R 1200 GS without ABS: 25.2 m

Wet Grass
F 800 GS with ABS: 43.3 m
F 800 GS without ABS: 40.8 m
R 1200 GS with ABS: 42.0 m
R 1200 GS without ABS: 47.8 m

As published by the German magazine 2Räder, edition Nov-2009

Dry, 100 - 0 km/h

Model: m/s² / Stopping Distance (m)
BMW K 1300 S: 10.6 / 36.5
Aprilia AL 750 Shiver: 10.5 / 36.6
Suzuki GSX 650 F: 9.9 / 38.9
Yamaha XJ6 Diversion : 9.7 / 39.7
Honda CB 1000 R: 9.6 / 40.3
Kawasaki 1400 GTR: 9.5 / 40.7
Honda Fireblade : 9.4 / 41.0
BMW F 800 GS: 9.3 / 41.5
Harley-Davidson Road King: 9.0 / 43.1
Triumph Tiger: 8.8 / 44.0
Professional rider on BMW K 1300 S without ABS: 36.7 m


Wet, 100 - 0 km/h

Model: m/s² / Stopping Distance (m)
Aprilia SL 750 Shiver: 9.8 / 39.4
BMW K 1300 S: 9.4 / 41.0
Honda Fireblade: 9.2 / 41.8
Honda CB 1000 R: 9.2 / 41.9
Suzuki GSX 650 F: 9.0 / 42.8
BMW F 800 GS: 8.9 / 43.5
Yamaha XJ6 Diversion: 8.9 / 43.5
Kawasaki 1400 GTR: 8.8 / 43.8
Triumph Tiger: 8.5 / 45.4
Harley-Davidson Road King: 7.9 / 49.1


Road surface with changing friction, 100 - 0 km/h

Model: m/s² / Stopping Distance (m)
Honda CB 1000 R: 8.2 / 46.8
Aprilia SL 750 Shiver: 8.1 / 47.7
BMW K 1300 S: 8.0 / 48.1
Yamaha XJ6 Diversion: 7.8 / 49.5
BMW F 800 GS: 7.5 / 51.3
Suzuki GSX 650 F : 7.5 / 51.4
Honda Fireblade: 7.5 / 51.8
Triumph Tiger: 7.3 / 52.6
Kawasaki 1400 GTR: 7.1 / 54.1
Harley-Davidson Road King: 6.2 / 62.1
Professional rider on BMW K 1300 S without ABS: 58 m