Emergency stop signal lighting and bank-sensing ABS

Emergency stop signal (ESS) lighting systems have been around for a while on (generally luxury) cars in Europe for some time now—during emergency braking, equipped BMWs use flashing or ‘growing’ brake lights (displaying more LED segments) on their cars, Volvo uses brake lights which glow brighter, Mercedes-Benz use flashing brake lights, and VW Group activates the hazard lights along with the brake lights. The idea is to grab the attention of drivers in following vehicles and enable them to recognise emergency braking situations.

The motorcycle market tends to be slow to keep up with safety innovations—BMW started offering ABS brakes on models in 1988 as an option on certain models with Honda and Yamaha following in 1992. In 2013 BMW made ABS standard on all bikes in their range, the first (and I believe only) manufacturer to date to do so. This has changed (in Europe) now, however, with EU legislation mandating standard ABS on all bikes over 125cc from the 2016 model year.

But while some manufacturers are scrambling to update models never designed to accommodate ABS in order to meet this new legislation, others have been innovating—namely KTM in partnership with Bosch launching the first bank-sensing ABS system in 2013, which takes into account how much the bike is leaning and modulates the ABS to prevent sudden stand-up (potentially resulting in the rider going straight and off the road) or low-sides (where the bike comes out from under the rider) when braking hard in corners. BMW released their version for the S1000RR sport bike the following year, using the same hardware but with their own software. As of the 2016 model year, this system is available on six different models in their range including the R1200GS, and somewhat predictably named ABS Pro (BMW loves to call everything Pro, Dynamic or Active, after all)—ABS Pro also features ESS lighting.

A step in the right direction for sure, but now let’s get the Connected Ride system, laser light technology and heads-up display helmet on the market!

I missed the press release from last July, which has a full description of the system. A video follows.

BMW Motorrad introduces dynamic brake light. Achieving an even higher level of safety by improving brake light warning function. ABS Pro incl. dynamic brake light available for six models from model year 2016.

3 Jul 2015 Press Release  

Munich. Braking and being seen by the traffic behind is of essential importance for motorcycle riders. That is why BMW Motorrad has developed the dynamic brake light as a component of the Strategy “Safety 360°”. It can warn drivers of following vehicles even better about when the motorcycle in front of them is braking.

This additional brake light function, which is still limited to the EU/ECE area, warns following traffic in two stages when the motorcycle in front brakes hard or makes an emergency braking manoeuvre. Stage one is activated when the motorcycle decelerates from speeds above 50 km/h. In this case the brake light flashes with a frequency of 5 Hz. As the motorcycle approaches standstill (<14 km/h), the hazard warning flashers are also turned on in the second stage. These remain turned on until the motorcycle accelerates again to a minimum speed of 20 km/h.

ABS Pro incl. dynamic brake light available for six models from model year 2016.

The dynamic brake light is available as an option ex works in conjunction with ABS Pro (in conjunction with the option “Ride Modes Pro”) from model year 2016 for the models R 1200 GS, R 1200 GS Adventure and S 1000 XR. The K 1600 GT, GTL and GTL Exclusive luxury tourers will feature this safety feature as standard from model year 2016 - as the ideal supplement to ABS Pro.

Compared to conventional ABS, ABS Pro goes a step further offering increased safety when braking in bends by allowing ABS-supported braking when banking. Here, ABS Pro prevents the wheels from locking even when the brakes are applied quickly; this reduces abrupt changes in steering force on shock-braking manoeuvres and stops the motorcycle from rearing up unintentionally. The benefits of ABS Pro to the rider are a sensitive response and a high level of brake and ride stability together with the best possible deceleration on bends.

- ends -

See the system in action:

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Riding off the tarmac

Today I went to the byways for a bit of off-the-tarmac riding and to bring Zev along so he could collect a few nettle plants for his garden. Usually I go alone if I’m riding in the dirt as 2-up riding can be slightly hairy on loose, slippery or rutted surfaces. I seized the opportunity to have Zev take a few video clips.

I believe off-road experience allows a rider to really learn about the handling characteristics of a bike and understand how it behaves when it breaks traction. This understanding translates to a more relaxed rider on paved roads, especially in less than ideal conditions, enabling the rider to react naturally if the bikes slips unexpectedly, instead of panicking and stiffening up which will usually end in tears.

Unfortunately, many dual-sport bikes are sold more for posing duty than for their off-road capabilities (much like Land Rovers and the like), but I say these riders are missing out some of the most pleasurable riding—being able to access the lesser travelled roads in safety and relative comfort.

Indeed, most dual-sport bikes come with glorified road tyres from the factory, some with a no cost option of more knobbly tyres. My F800GS came with Pirelli Scorpion Trails, not a bad tyre on the road, but next to useless in anything slippery. For anyone intending to do much off-road riding, the right tyres are a must. I use Heidenau K60 Scouts on my F800GS which provide a good blend of on- and off-road grip.

First up, a ride-by on a section of byway with a pull-out:



For those who don’t do much riding off the tarmac, the thought of doing so can be daunting, but it is possible to safely maintain a decent speed even on loose surfaces like gravel and dirt. The bike is more stable with the rider’s bottom off the seat (practice those squats!), as this lowers the centre of gravity to the foot pegs and allows the bike to glide over bumps without throwing around the rider. In the clip above I’m doing roughly 30 mph and the bike is completely stable. It is key to keep a relaxed grip on the handlebars to allow the front wheel to move around naturally—too firm a grip can cause the bike to destabilise and lose control. Remember—the bike wants to stay upright when the wheels are turning, all by itself, so don’t fight against what it wants to do.

The next video shows brisk acceleration on a loose surface:



The bike has a tendency to wiggle at the back as the rear tyre spins faster than the speed of the bike, but again, keeping a relaxed grip on the handlebars allows the bike to track naturally—in this situation, a panicked ‘death grip’ could end up with the bike trying to come around on itself, unceremoniously ejecting the rider. Let’s see that in slo-mo:



In slo-mo you can clearly see the front lift (that’s why we keep a relaxed grip on the handlebars) and the rear wheel spinning. The wiggling of the back of the bike is due to the spinning wheel taking the path of least resistance and following any ruts/imperfections on the road surface.

Next up, why (standard) ABS isn’t good on loose surfaces (I neglected to deactivate the system):



In this clip you can see (and hear) the ABS preventing the wheels from locking. My F800GS has standard ABS which is designed to prevent the wheels locking on slippery asphalt road surfaces. On loose surfaces the system is out of its depth, fully activating the system which makes stopping distances much longer. The bike has a switch to deactivate the ABS when riding off the tarmac as some locking/skidding is required to stop quickly and effectively on loose surfaces. The ABS in slo-mo:



The F800GS’s ABS system is so quick there is no perceptible stopping of either wheel, even in slo-mo, but the bike doesn’t stop very quickly. Newer models such as the F800GS Adventure and the R1200GS have off-road ABS modes (Enduro on both, and Enduro Pro additionally on the R1200GS) which allows for varying degrees of lock-up between each pulse of the system—maintaining enough rotation for the bike to stay upright, but enough lock to stop effectively on loose surfaces. The Enduro Pro mode on the R1200GS (which is designed to be used with knobbly off-road tyres) only activates on the front wheel, allowing the rear wheel to be fully locked for cornering techniques.

Finally, 2-up riding off road:



The byway in this clip is quite steep at the beginning but the surface is fairly good apart from some light ruts. At the top of the hill, the roadway becomes angled which presents more of a challenge on a bike (being a single-track vehicle), as it wants to settle at the lowest point due to gravity and the gyroscopic effect of the wheels turning.

When travelling 2-up it is even more important to be aware of bumps, rocks or ruts, as the bike will be far less forgiving, and the suspension will be taxed with the extra weight. Also, it is impossible for both the rider and pillion to stand on the pegs meaning their weight acts as a deadweight and it is quite easy to bottom out the suspension (not a good thing as components can bend). Keeping the speed low, consistent and smooth will keep both the bike and the rider/pillion much happier.

Any thoughts to add or experiences of your own? Let me know in the comments below.

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Rider assistance electronics—why all the hate?

One thing I hear from time to time is how a good number of people hate electronic aids on their bikes—how they take away from the experience, how they are unnecessary, how they are just something else to break. There are people who go so far as to pull fuses to disable systems which could give them a little bit of an extra margin of safety in an emergency. Think you can brake better without ABS than with it? Get over yourself, you can’t.

And then there are people who believe traction control, ABS etc can break the laws of physics and claim that an electronic aid was to blame when they failed to keep control while not riding prudently in line with the conditions.

Why all the contention and hate? Are the technophobes simply uncomfortable with systems and mechanisms they may not fully understand? Are others putting themselves at risk by deliberately relying on systems designed only for emergencies?

My F800GS has no ‘rider aids’ beyond ABS—power too hard mid-corner in the wet and you’re in a hedge. How many times has the ABS saved me? Zero to date on that bike, thankfully, despite having ridden in temperatures down to -12°C including a snow storm in the Alps. I don’t hit the brakes any differently just because I know the ABS system is lying in wait.

ABS system on the BMW R1200GS • Photo: BMW PressClub Global

On the other hand, my R1200GS has every conceivable electronic toy available on motorcycles today—ABS, ASC (stability control) linking in with the electronic suspension and ride-by-wire throttle, cruise control, electronic braking distribution (use one brake and the computer adds the other brake as it sees fit) etc. The only times I’ve seen the ASC light flash is when the computer reduces power during acceleration hard enough to lift the front wheel, and in soft dirt/mud where it only allows the rear wheel to spin up to a specified speed. Again, I ride the bike in the same way I would if it had none of these features.

What ABS, stability control etc provide me is a safety net for the unexpected. The rare moment where something unexpected interrupts the hundreds of mental calculations we all do in our heads every minute during the course of operating a motorcycle—an animal running onto the roadway... clumps of mud midway through a blind corner during otherwise optimal conditions... an unseen spill of diesel on a wet road just before a traffic light. In these scenarios, the electronics might save me from coming off the bike, or maybe they won’t—but they give me more of a fighting chance to stay safe.

I think many people by nature are opposed to change and advances in technology. A vocal few were up in arms about daytime running lights on cars reducing the conspicuity of motorcycles. Since then, I’ve read several research studies undertaken on this topic which unanimously come to the same conclusion—the reduction in conspicuity is a hypothesis at best and no statistically significant differences in accident rates have been measured.

Don’t take my word for it:

• RoSPA study
• House of Commons Library article
• NHTSA study

But understanding and respecting the electronic aids is a learning process like any other. Many riders would do well to take their bike out somewhere safe and ride it like they stole it so they can fully understand and feel these systems in action! Then they won’t have a panic attack when the systems intervene in a real life emergency (there are still people who pump the brakes on ABS-equipped vehicles, after all). It seems the technophobes either haven’t done this, or are unwilling to do this.

The fact remains, these systems offer the average rider (and not-so-average riders), riding normally, more of a chance to avoid disaster—and by understanding/respecting these features, the informed rider has the added benefit and scope for utilising them proactively as desired rather than reactively/unexpectedly. For example, when avoiding an obstruction is impossible, pulling the brakes as hard as humanly possible to maximise collision mitigation. Or allowing the traction control to do its job off road (in the appropriate ASC mode), restricting wheelspin to a safe level.

As for these features being ‘just something else to break’? They typically consist of a few sensors, the odd pump and some fancy software, and if something fails, the bike is not left stranded—it simply continues on without that functionality, a reassuring thought for riders traversing a desert or otherwise far from civilisation! Motorcycle ABS, for example, has been around since 1988 and it is a proven, reliable technology.

What are your thoughts about about modern tech on bikes?

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KTM’s new MSC system—a big deal?

It’s no secret that I like BMW’s motorbikes because they offer some of the most advanced tech on the market, especially the R1200GS with all of its toys—ride by wire, electronic cruise control, riding modes, electronic semi-active suspension etc. These things appeal to my geek side.

So when KTM made the rather grand claim that the 1190 Adventure with the new MSC (motorcycle stability control) system is the safest motorcycle on the market I had to see what the fuss was about. And, without a doubt, they are onto something.

At its core, MSC is simply Bosch’s motorcycle ABS Gen 9 enhanced system, Bosch’s MM5.10 lean angle sensor unit and a software update. The physical components are also used on comparable high end bikes, including the current R1200GS, and provide anti-lock braking as well as traction control functionality.

KTM’s implementation of MSC—Photo credit: KTM

The ABS system consists of a number of sensors (wheel speed, braking pressure etc) and a tennis ball sized pump/control unit weighing in at around 700g. In simplistic terms, the system measures the speed of the wheels and pumps the brakes to ensure the wheel speed differential is within specified parameters. The ‘enhanced’ version can distribute pressure between front and rear brakes, regardless of which is used—a system known as electronic combined brake system, or eCBS.

The lean angle sensor provides information about inertia, roll rate, yaw rate, longitudinal acceleration, transverse acceleration, vertical acceleration, and calculated values for lean and pitch angles. These values are used for anti-wheelie and anti-stoppie control, as well as for traction control (preventing spinning the rear wheel), anti-skid control (preventing too much application of power in corners), chassis regulation via the semi-active suspension and fall detection. These features are already in use on the R1200GS. Additionally, the K1600GT/L utilises this data to control the pivoting Xenon headlamp in corners, the S1000RR for its launch control feature, and the new R1200RT for its hill hold control system.

So how is MSC different? The key is in a software update which enables the ABS system to factor in more data from the lean angle sensor to regulate the ABS functionality while the bike is banked (leaning in a corner). This extra data enables the system to ensure the maximum braking power is applied to the correct wheels to ensure the bike remains neutrally banked, without highsiding or lowsiding, and without forcing the bike upright. Online reports of this new functionality are universally positive.

The software update can be purchased and installed at a KTM dealership for about £335 which upgrades the ABS Gen 9 system to ABS Gen 9M—a bit steep in my opinion because it is simply a software update, but I suppose Bosch needs to recover their development costs.

As the R1200GS has the necessary hardware, I would not be surprised if this feature becomes available before long for this bike as well—and rolled across the range for BMW’s other bikes which also use the same Bosch ABS/ASC components. For the minute, however, it seems the KTM is Bosch’s exclusive launch customer.

If/when this becomes available for the R1200GS, I would be tempted to have it retrofitted, as I believe you can’t have enough safety nets when on two wheels. Or, perhaps when my lease is up, this will already be a standard feature.

Would you pay £300+ to add this to your bike?

• KTM has published a very detailed explanation of the retrofitting process
• Bosch’s information about their ABS and MSC systems

See the system in action:



Addendum (10 April):

Thanks to an eagle-eyed contributor on ADVrider for pointing out that the R1200GS doesn't have a discrete Bosch MM5.10 lean angle sensor unit. On further research, and although speculative, it seems the functionality is integrated into the chassis control module as the ASC and ESA systems both utilitise parameters and functionality consistent to what Bosch list for the lean angle sensor.

As BMW don't advertise directly that they use Bosch components it's possible Bosch make a bespoke item for the 1200 which integrates the functionality of the lean angle sensor into BMW's own control module. This is not particularly far fetched (the Nav V GPS is a bespoke Garmin unit built for BMW), and it would mean it should still be possible for MSC to be retrofitted via a software update.

Speculation aside, the values required to make MSC work are collected already by the bike's systems, so it's a matter of wait-and-see!

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