Honda Electronic ABS Review |
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These day’s, Anti-Lock Brakes (ABS) are pretty commonplace on four- wheeled vehicles as well as a large number of commercial vehicles. They give you the ability to steer when the driver goes into panic mode and just keeps their foot hard on the brake pedal and give some chance of retrieving a situation. They are of course no substitute for defensive driving! They have now been around for some considerable time, but in the two- wheeled market they are relatively new, having appeared commercially in the 1990’s. The reality is that they have been around longer than many may think with none other than the founder of Honda, Soichiro, having applied for a patent on them way back in 1959 when the firm still only made small capacity motorcycles and some British motorcycle firms like Royal Enfield had prototypes even before this! Honda though have been at the forefront of braking technology since 1969 when they launched the CB750, a machine now acknowledged as the first ever ‘Superbike’, as it was equipped with a disc brake. This performed so much better than twin-leading shoes that were de-rigueur on ‘sports’ bikes at that time. It started a move towards providing exceptional braking to go with the increases in speed and handling. By today’s standards it is not great as brakes are now phenomenally good, but at the time is was a real milestone on a production machine. Since then Honda has been constantly developing new technology in braking systems. In 1992 Honda launched its ABS system on the ST1100 Pan European. This was followed in 1993 with the first Dual Combined Braking System (DCBS) on a CBR1000F. For those who do not know CBS – or Combined Brake System – works by both the front and rear brakes being applied when only the front or rear brake is applied by the rider. This system ensures maximum braking while keeping the machine stable when the brakes are applied. Integrating the benefits of both, Honda introduced DCABS on the ST1100 Pan-European in 1996. To this must be added advances like Traction Control (TCS), (Air Bags on the Goldwing) and you can see that Honda have always strived to integrate as much safety as they can into a machine. Traditionally though, these systems have appeared on larger touring, sports- touring and adventure bikes because of the size and weight of the additional components and also the extra plumbing required. More importantly though, sports bikes with their short wheelbase tend to pitch under heavy braking and riders want greater feel and the ability to brake harder as well as sleek lines and low weight.  Honda now seems to have solved this problem, by splitting up and lightening the components, which enables them to be spread around the bike, keeping within the design parameter of mass centralisation.
 In addition they have kept both the front and rear systems totally separate using standard calipers, with the only link between being electronic via a combined braking ECU.
 Hence they now have brought the system to the marketplace on two of their most iconic machines, the Fireblade and the CBR 600 RR leaving the opposition gasping in their exhaust gases.
 Not only because they are the first to create a system aimed just at the sports bike market, but because the demand for it has surpassed all their predictions – riders clearly want it!
With this new system, all the basic ABS and CBS functions are provided as they are on other systems, including the prevention of wheel lock and pitching is minimised without any compromise to the bikes stability even when the ABS is functioning. The electronic control of the CBS allows for more advanced control of the braking forces and a more sensitive distribution of these forces over both wheels under heavy braking situations. The system measures the rider input on each lever and the ideal braking force is generated accordingly at both ends. This provides optimum distribution and minimizes any disturbance to the handling of the machine. An ‘ABS modulator’ then ensures late, but smooth triggering of the ABS system.  In simple terms the bike has two independent braking systems as normal using standard calipers front and rear.
 The only difference is that the hydraulic fluid passes through a valve that allows normal braking to take place until triggered. Like most ABS systems it only works when moving above (in this case) 3mph and will cut out again below this, reverting to the standard brakes.
The valve is controlled by the ECU and when open allows fluid to reach the power unit. This when caused to function by the ECU has the ability to increase and decrease pressure in the line to moderate the force being applied to the pads. It is this that controls the ABS function. There are the now accepted sensors and toothed rings on both wheels, looking quite unobtrusive. The ECU measures input from these a well as pressure in the system, taking account information from both the front and rear. Therefore, it can moderate the braking at either end taking into account what is happening at the opposite end thus increasing stability. The previous system was mechanical working to pre-set levels; this new system is of course infinitely variable thanks to the electronics and constant monitoring, so it is more precise. It is also more efficient in controlling the ABS function due to this fact. Another big advantage is that the components are smaller than current systems and can be stowed in places that do not affect the mass centralisation and handling of the machine. There is also not the unsightly and arguably vulnerable hydraulic fluid lines draped around the bike. Honda claim that overall, ‘sport riding performance is uninterrupted – cornering feel remains the same and controllability is enhanced’. Proof of the pudding and all of that, Honda had set up a braking area with water and sand to allow you to brake hard while passing over it. Top racer Steve Plater went first after admitting the first time it tested his bottle, then it was my turn. Despite having tested every system on the market, it is hard to ignore all your training and just apply the brakes hard without moderating your own pressure.
 Going through the water was not too bad, but braking hard on loose sand?
 I need not have worried the bike remained upright and stable and came to a stop the other side with no drama. Hard to argue with that! Start mucking about by using just one lever hard and as you would expect, there was still a dip at the front and it was hard to detect the rear in operation when just using the front lever. A good hard stamp on the rear caused the bike to initially squat before the system brought the front into play and the bike dipped in a normal manner.  Having convinced ourselves it worked in extremis it was then onto the Buckinghamshire roads to see if we could notice any difference.
 A mixture of all types of roads was a good test of the new ‘Blade, which I have to admit is a superb bit of kit, but as for the brakes, well thankfully nothing happened to need to test them!
In use the bike felt standard and when you look at it visually apart from the small discreet logos you would not notice it was any different from a non ABS version. Sure when you are told the calipers are brown compared to the normal machine it stands out, but apart from than you will not lose any credibility against those who feel it is not a worthwhile extra. Having listened to the surprised Honda staff admit that more orders are coming for bikes fitted with it than without, I would think such riders will be in the minority. Steve Plater was very impressed and of course the system has been approved for racing, so it will quickly catch on anyway. Certainly it has no detrimental effect on the bikes looks, performance or credibility. It is just like an insurance policy tucked away in a bottom draw, you hope you will never have to claim on it. When you do though you forget all those premiums and it will be exactly the same with this. The other beauty is that this will no doubt lead to the other systems getting smaller and eventually moving over to the ‘fly by wire’ system. ABS is currently an optional extra, but given Honda President, Takeo Fukui’s public statement a few years ago that they would be offering “state-of-the-art braking systems” on almost every bike model of 250cc and over, by 2010 as part of their commitment to safety, it will eventually be a standard fitment. Certainly from what I have seen and having ridden with it, in no way will it diminish the joys of sports bike riding or take away rider control, just improve your safety and at least give you a chance when you just may have got it wrong, or somebody else has. The future of ABS is bright, the future is Honda!
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