There are a couple of moto related things I have been meaning to write about. It wasn’t so much procrastination that stopped me, but more that I already posted some pictures on Facebook, so posting them here would seem like my life is so boring that I need to post them twice. Or maybe it would seem like I don’t have anything else to write about. Based on my sporadic posts lately, that would seem to be the case.
But it isn’t!
I am just trying to decide if I should start an entirely different blog with another theme. Or maybe choose one theme for this blog and stick with it. Because lately my blog posting goes something like this: I sit down to write with an idea in my head. I type a paragraph or two. I start to wonder how what I am writing fits in with my current blog. I realize what I am writing doesn’t fit at all, that it would seem more out of place than half the many themes already on this blog. I save the draft and get up and do something else.
But one thing that this blog always revolved around in motorcycling and, more to the point, my experiences in Spain (and the rest of Europe) in the moto world. So, without further ado, here is some moto content.
I did a comparative test between the new BMW 1000 and the new CBR 1000 for Solo Moto magazine last November. I wrote a 600 word article that was included within the 7 page article, and, much to my surprise, my photo was on the cover. Remind me next time to wear a clear visor….
We did the comparative test at Castelloli, which you may remember was where I rode supermoto for the first time. It’s about 30 minutes outside of the city of Barcelona. I showed up at the offices of the magazine at 8:30am , the designated meeting time. This being Spain, I should have known this was merely an implied suggestion that 9am would be an acceptable time to arrive. I do believe I was the first person in the building that morning.
Around 10am, I piled into a van with the photographer and a journalist to head to the track. We would meet the test ride organizer and other rider there. Around 10:15 we stop at a roadside station for…breakfast. Which is usually quite small, as it’s normal to have two breakfasts like this per day, once before you leave home, and another at work: coffee and a brioche or tiny bocadillo (bread with jamon or cheese or egg tortilla). The breakfast break is a regular daily work break. I have had Spanish teachers ask me how long the break for breakfast is in the US. Then they usually ask me what is so funny.
We arrive at the track. As it was November, it was cold and the track was green and damp. But not to worry, the first order of the day was the cover shoot, where we followed the van as close as possible, with its back doors held open with tie downs and the photographer strapped down so as not to topple onto the pavement as he leaned out over the track. We had to ride close enough so that the van doors blocked any view of the track. A little uncomfortable, but we were going pretty slow so not it was nothing to pucker your butt.
Then we got to ride two laps of the track, while they chose a corner for some riding shots. Then another corner, then another. I switched between the CBR and the BMW with the other rider and journalist, Albert, back and forth a few times. Then they took some photos of me standing with both bikes.
Then the main part of the test began: the anti-lock brake system (ABS) comparison. We accelerated at speeds of 60, 120 then 180k per hour up to two cones, grabbed the front brake as hard as we could (in my case, as hard as my brain would allow) until we stopped. Finally, we did a shorter distance, lower speed similar test on concrete using both brakes to get some photos of the tire marks.
The track was only rented until 2pm, so naturally, at 2:30, we were finished. I didn’t get to ride the entire track again unfortunately, but from what I was able to ride….wow.
Here are my impressions that were published (in Spanish) as an inset article. Please try to stay awake, I wouldn’t want you to hurt yourself if your face smashes into your keyboard as you fall asleep:
The last BMW I rode must have been a GS 650 about 6 years ago, therefore climbing aboard the BMW S1000RR was a very pleasant surprise. Despite being an in line four cylinder 1000cc machine, it felt very narrow. The ridged chassis planted the bike in the corners, and while the stock fork settings were at first a bit stiff for me, after a few easy suspension adjustments I was quite comfortable on the bike. In truth, the BMW chassis geometry was so agile and quick to steer that it felt closer to a 600 than a 1000cc bike. But the engine reminded me that this was no 600 – the speed of this engine and the power at the top end of the revs was awe inspiring.
A slipper clutch enabled fifth-to-second-gear downshifts (I never did get to sixth gear) with no rear tire chatter on a cold track.
The brakes were surprisingly good, some of the best stock brakes I have felt, however, as I had never ridden an ABS-equipped motorcycle, the unique feeling of the ABS took a bit of getting used to.
Honda CBR 1000
I am far more experienced with Hondas in general and CBR’s in particular, so after a ride on the BMW, the CBR felt like a comfortable, though less exciting, old friend. Hondas are great all around bikes but I have always found them lacking in the personality department, and in comparison to the strong aggressive engine and agility of the BMW, it seemed even more mild. That is not to say that the CBR 1000 is a slow bike, because it is not, but the power delivery is so smooth and linear, its speed almost creeps up on you. In fact, everything on the Honda is delivered smoothly: the engagement of the slipper clutch, the engine braking and the power delivery. The chassis is flexible which adds to the feeling of smoothness, though it tends to feel less planted while cornering.
The Honda’s brakes provided a decent feel, but to me, lacked initial bite. This could be due to the fact that the C-ABS bikes have several more centimeters of braking lines and parts, which might cause the slightly mushy, less reactive braking sensation I felt.
Our tests consisted of a series of progressively faster approaches (60, 120, then 180kmph) to a set of cones, where I was to stop as fast and as hard as I felt my skills would allow once I passed between them. I was to let the anti-lock braking systems take over until I came to a complete stop.
Without more than a few laps to get used to not only the brakes, but new bikes and a new track, I suppose it wasn’t quite enough to fully get my brain to trust the ABS. Though I tried, I never could never quite hand over complete control to the ABS technology. I found myself automatically letting up off the brakes after the ABS kicked in, at around the point a wheel lockup would naturally occur or shortly thereafter.
Upon seeing me do this with each run through the cones, one might conclude that letting off the brakes was intentional. While I am a fairly independent person, and thus usually rely on my own abilities to get myself out of trouble, this phenomenon was entirely automatic. In fact, it was so automatic that I had a very hard time not letting off the brakes.
Part of this was due to muscle memory – with a locked wheel, any disturbance, no matter how small, can be disastrous. Most riders have learned that the correct procedure after the front wheel has locked is to release the brakes enough to get the wheels spinning again, and then re-apply them. But the other part of this was that the first hard braking with ABS is a strange sensation indeed.
After braking hard, the ABS on the BMW feels about the same as if you manually eased off the brakes and then reapplied them, only faster: The suspension unloads, bringing the front of the BMW up. Then the system is back on the brakes, compressing the suspension again and moving your weight forward, until the bike finds traction. The BMW continues this fast back and forth motion several times per second. In addition, the ABS causes the lever to pulsate back into your hand. This was distracting at first, though I can see where it could be a positive point in that it gives you direct feedback that the ABS has engaged.
The C-ABS on the Honda, when engaged, was far less obvious than the ABS system of the BMW. There was no pulsing at the lever, and it had otherwise normal feedback from both the hand brake and the foot brake. What I did notice however, was enhanced traction and handling when applying the brake in compromised traction environments. During our hard-braking trials that would have other bikes sliding back and forth, the CBR system kept the bike totally composed. With the addition of just a slight amount of rear brake, the chassis settles and it feels as though the entire bike has lowered itself 5 or 10 mm, front and rear.
For the last test, we compared how the braking systems would react when encountering a poor braking surface, such as you might find on a typical street ride. We went on to attempt to stop as quickly as possible on slippery concrete, leaving the ABS to manage the poor traction of the surface. This is where the braking systems were the most evident, and when they finally started to inspire confidence in me. And this is where the Honda’s C-ABS really shined. Instead of sliding, the Honda felt like it just sat down and slowed to a stop. While it did not stop as fast as the BMW, it felt more in control and effortlessly remained in a completely straight line when it should have been sliding all over the place.
I finished the day feeling curious as to how these brakes would function on water or gravel covered surfaces, and in fact I am looking forward to my next encounter with either of these braking systems.
I have a couple more moto topics to post about, though I cannot promise they will be more interesting than the above post. But they will be related to Spain, motorcycles, and my expat perspective of the whole enchilada. (I might throw in some more pictures of food too. I can’t help myself)