1. Dynamic Research, Inc.
Motorcycle ABS Testing Related to Draft GTR Phase II Results June, 2006
This document is confidential and proprietary, and it is not to be released to anyone without the permission of Dynamic Research, Inc.
355 Van Ness Ave • Torrance • California • • Fax •

2. TOPICS OBJECTIVES DESCRIPTION OF TESTS METHODS TEST RESULTS
Dynamic Research, Inc.
TOPICS
OBJECTIVES
DESCRIPTION OF TESTS
METHODS
TEST RESULTS
OBSERVATIONS
DISCUSSION

3. Dynamic Research, Inc.
OBJECTIVES
Confirm the feasibility and practicality of the proposed test methods in
4.9.3, ABS stops on high friction surface
4.9.4, ABS stops on low friction surface
4.9.7, ABS response to low to high friction transition
Refine and clarify test procedures and parameters so they are reproducible, repeatable
For the various motorcycles and riders, compare surface friction measurement K to ASTM method
Make observations of the response of the various motorcycles relative to the proposed criteria
Stopping distance and MFDD
No capsize
Wheel lock
Stay in lane

4. Test sequence included:
Dynamic Research, Inc.
DESCRIPTION OF TESTS
Test sequence included:
ABS stops on high friction surface
ABS stops on low friction surface
ABS response to low to high friction transition
Peak Braking Coefficient (PBC) using K method (motorcycle ABS off) on
Low friction surface
High friction surface
PBC using ASTM method
Wet high friction surface

5. Pilot tests involved 1 motorcycle (BMW R1200GS), 1 rider
Dynamic Research, Inc.
DESCRIPTION OF TESTS
Pilot tests involved 1 motorcycle (BMW R1200GS), 1 rider
Preliminary test procedures and results were reviewed by Informal Working Group members
Preliminary results confirmed suitability of sensors, data acquisition
Detailed Draft Test Procedure was clarified, revised and circulated prior to Main Tests

6. Main tests included 5 motorcycles, 4 riders Riders were:
Dynamic Research, Inc.
DESCRIPTION OF TESTS
Main tests included 5 motorcycles, 4 riders
Riders were:
2 engineering test riders with previous road racing experience (Riders1 and 4)
1 engineering test rider (Rider 2)
1 experienced club racer and professional race instructor (Rider 3)

7. DESCRIPTION OF TESTS Motorcycles Surfaces Kawasaki ZZR 1400
Dynamic Research, Inc.
DESCRIPTION OF TESTS
Motorcycles
Kawasaki ZZR 1400
Honda VFR800
Suzuki Bandit 1200
Yamaha FZ6
BMW F650 GS
Surfaces
High friction asphalt, dry
High friction asphalt, wet
Low friction coal-tar-sealed asphalt, wet

8. ABS stops on high and low friction surfaces
Dynamic Research, Inc.
DESCRIPTION OF TESTS
ABS stops on high and low friction surfaces
Approach the test location at 60 km/h
Apply braking force to front lever and foot pedal
Hand lever force 200 N ± 40N
Foot pedal force 350 N ± 70N
Analog display (needle type) in view of rider shows applied forces with respect to the target values
Hold target brake forces until motorcycle comes to rest
Stay in the test lane
Process and review measured lever/pedal force data after several runs in order to determine compliance with the criteria
Determine if more runs are necessary

9. ABS stops on high and low friction surfaces (cont’d)
Dynamic Research, Inc.
DESCRIPTION OF TESTS
ABS stops on high and low friction surfaces (cont’d)
Lever/pedal force criteria
Start time is when brake light is initially illuminated
“Not later than 0.5 seconds after the activation of the brake lamp, the hand and foot actuation forces shall be within the specified tolerance.”
“from [0.5 s] after the brake light is activated, to the moment when the vehicle speed falls below [5 km/h],” the average lever and pedal force shall be within the specified tolerance.

10. ABS response for low to high friction transition
Dynamic Research, Inc.
DESCRIPTION OF TESTS
ABS response for low to high friction transition
Approach the test area at appropriate speed for a transition speed of 50 km/h (e.g., approach at 70 km/h)
Apply braking force to front lever and foot pedal at a marked location (e.g., 10 m before the friction transition)
Hand lever force 200 N ± 40N
Foot pedal force 350 N ± 70N
Analog display (needle type) in view of rider shows applied forces with respect to the target values
Hold target brake forces until motorcycle comes to a stop
Stay in the test lane
Process and review measured lever/pedal force data and speed at transition in order to determine compliance with the criteria

11. Dynamic Research, Inc.
DESCRIPTION OF TESTS
Evaluate peak braking coefficient (PBC) using K method and each test motorcycle
Disable ABS
Run tests on high and low friction surfaces
Rider to follow “Baseline Test Instructions”
K value is the average deceleration in g units from 40 to 20 km/h
Rider makes multiple runs; the maximum result across multiple runs is the K value

12. BASELINE TEST INSTRUCTIONS
Dynamic Research, Inc.
BASELINE TEST INSTRUCTIONS
(clarifications are indicated in red bold)
1. DETERMINATION OF THE COEFFICIENT OF ADHESION (K) FOR PURPOSES OF VERIFYING THE TEST SURFACES
1.1. The coefficient of adhesion shall be determined from the maximum braking rate, without wheel lock, of the vehicle with the anti-lock device(s) disconnected and braking both wheels or systems simultaneously. [1]/
1.2. Braking tests shall be carried out by applying the brakes at an initial speed of about 60 km/h (or, in the case of vehicles unable to attain 60 km/h, at a speed of about 0.9 Vmax) to a stop with the vehicle unladen (except for any necessary test instrumentation and/or safety equipment). As constant a force as is practicable must be used on each brake control throughout the tests.
1.3. A series of tests may be carried out up to the critical point reached at incipient wheel(s) lock by varying both the hand and the foot brake control forces, in order to determine the maximum braking rate of the vehicle. [2]2/

13. Dynamic Research, Inc.
DESCRIPTION OF TESTS
Evaluate Peak Braking Coefficient (PBC) using ASTM E1337 “Chirp Test” procedure
DRI Mobile Tire Tester
SRTT tire (E1136)
Test speed 64 km/h (40 mph)
Ramp brake torque until after peak slip is achieved. Peak torque to be achieved in 0.3 to 0.5 seconds
Measurement is the average of at least 8 measurements

14. Motorcycle measurements
Dynamic Research, Inc.
METHODS
Motorcycle measurements
Vehicle speed (radar sensor)
Brake master cylinder pressures, front and rear
Calibrated to indicate lever and pedal force
In some cases, in addition, used force transducer on brake pedal in place of rear master cylinder pressure
Brake caliper pressures, front and rear (at banjo bolt)
Wheel rotational speed, front and rear
Longitudinal acceleration
Pitch angle, pitch rate
Brake rotor temperature, front and rear
Brake light status
Event marker indicating surface transition occurrence (for applicable runs)

15. METHODS Dynamic Research, Inc.
Yamaha FZ6 front wheel showing caliper pressure sensor, optical speed sensor, and brake temperature thermocouple wires

16. METHODS Dynamic Research, Inc.
Suzuki Bandit showing rider display of lever/pedal forces and brake rotor temperatures. Also seen is the radar speed and master cylinder pressure sensors

17. Dynamic Research, Inc.
METHODS
Example master cylinder pressure sensor

18. METHODS Dynamic Research, Inc.
Kawasaki ZZR 1400 showing rider displays, speed sensor, and inertial measurement unit

19. METHODS Dynamic Research, Inc.
Kawasaki ZZR1400 showing magnetic pickup speed sensor

20. METHODS Dynamic Research, Inc.
Kawasaki ZZR1400 doing an ABS stop on low friction surface

21. Example time history data (low friction ABS stop)
Dynamic Research, Inc.
METHODS
Example time history data (low friction ABS stop)

22. Example time history data (low friction ABS stop)
Dynamic Research, Inc.
METHODS
Example time history data (low friction ABS stop)

23. Example time history data (low friction ABS stop)
Dynamic Research, Inc.
METHODS
Example time history data (low friction ABS stop)

24. Example time history data (low friction ABS stop)
Dynamic Research, Inc.
METHODS
Example time history data (low friction ABS stop)

25. Example time history data (low friction ABS stop)
Dynamic Research, Inc.
METHODS
Example time history data (low friction ABS stop)

26. Example time history data (low friction ABS stop)
Dynamic Research, Inc.
METHODS
Example time history data (low friction ABS stop)

27. Example time history data (low friction ABS stop)
Dynamic Research, Inc.
METHODS
Example time history data (low friction ABS stop)

28. Example time history data (low friction ABS stop)
Dynamic Research, Inc.
METHODS
Example time history data (low friction ABS stop)
Note: Black trace is radar speed data that is uncorrected for pitch angle
Red trace is radar speed data that is corrected for pitch angle

29. TEST RESULTS Stops on high friction surface Kawasaki ZZR 1400
Dynamic Research, Inc.
TEST RESULTS
Stops on high friction surface
Kawasaki ZZR 1400
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3 13
8.98
9.96
9.37 16
8.95
8.69
9.77 4 15
9.52
9.27
10.03
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for high friction surface is for MFDD to exceed 6.17 m/s2

30. TEST RESULTS Stops on low friction surface Kawasaki ZZR 1400
Dynamic Research, Inc.
TEST RESULTS
Stops on low friction surface
Kawasaki ZZR 1400
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3 6
6.35
5.34 15
4.73 13
5.47
5.44
5.36 4 9
5.20
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for low friction surface is for MFDD to exceed 2.05 m/s2

31. TEST RESULTS Stops on high friction surface Suzuki Bandit 1200
Dynamic Research, Inc.
TEST RESULTS
Stops on high friction surface
Suzuki Bandit 1200
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3 4
9.11
9.47
8.34
8.61 10
8.40
9.24
8.95
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for high friction surface is for MFDD to exceed 6.17 m/s2

32. TEST RESULTS Stops on low friction surface Suzuki Bandit 1200
Dynamic Research, Inc.
TEST RESULTS
Stops on low friction surface
Suzuki Bandit 1200
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3 4 5
5.24
5.94
4.98
4.53 10
4.51 16
3.28
3.38 9
3.61
3.92
3.40
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for low friction surface is for MFDD to exceed 2.05 m/s2

33. TEST RESULTS Stops on high friction surface Honda VFR 800
Dynamic Research, Inc.
TEST RESULTS
Stops on high friction surface
Honda VFR 800
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3 6
9.37
9.54 5
10.04
9.50 7
9.06 4 15
9.09
8.99
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for high friction surface is for MFDD to exceed 6.17 m/s2

34. TEST RESULTS Stops on low friction surface Honda VFR 800
Dynamic Research, Inc.
TEST RESULTS
Stops on low friction surface
Honda VFR 800
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3 4 5 6 7
4.71
4.69 12
4.94
5.39
5.11
4.93
5.40
4.70
4.52 8
5.18
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for low friction surface is for MFDD to exceed 2.05 m/s2

35. TEST RESULTS Stops on high friction surface Yamaha FZ6
Dynamic Research, Inc.
TEST RESULTS
Stops on high friction surface
Yamaha FZ6
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3 4
7.85
8.05 7
7.03
7.63
7.94
7.84
7.39
7.82
8.52
8.18
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for high friction surface is for MFDD to exceed 6.17 m/s2

36. TEST RESULTS Stops on low friction surface Yamaha FZ6
Dynamic Research, Inc.
TEST RESULTS
Stops on low friction surface
Yamaha FZ6
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3 4
5.33
4.42
4.87 5
3.97
4.10
5.63
5.14
4.20
4.05
4.46
4.33
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for low friction surface is for MFDD to exceed 2.05 m/s2

37. TEST RESULTS Stops on high friction surface BMW F650GS
Dynamic Research, Inc.
TEST RESULTS
Stops on high friction surface
BMW F650GS
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 2 3
9.20
9.59
9.41 4
9.39
8.99
9.76 7
8.61
9.75
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for high friction surface is for MFDD to exceed 6.17 m/s2

38. TEST RESULTS Stops on low friction surface BMW F650GS
Dynamic Research, Inc.
TEST RESULTS
Stops on low friction surface
BMW F650GS
Rider
Number of attempts
Number of successful attempts
MFDD measurements
(m/s2) 1 3
4.80 2
4.99 9
4.19 4
5.18
Successful attempt means that initial speed, brake lever and pedal force meet criteria
Draft performance criteria for low friction surface is for MFDD to exceed 2.05 m/s2

39. TEST RESULTS Peak Braking Coefficient Measurements
Dynamic Research, Inc.
TEST RESULTS
Peak Braking Coefficient Measurements
DRI Mobile Tire Tester (ASTM E1337)
During testing of motorcycle
High friction surface
Low friction surface
Wet high friction surface
Kawasaki ZZR1400
0.90
0.49
0.82
Suzuki Bandit 1200
0.92
0.47
0.89
Honda VFR 800
0.91
0.84
Yamaha FZ6
0.93
0.85
BMW F650 GS

40. TEST RESULTS Kawasaki ZZR 1400 Peak Braking Coefficient measurements
Dynamic Research, Inc.
TEST RESULTS
Kawasaki ZZR 1400
Peak Braking Coefficient measurements
K method and ASTM method
Rider
High friction surface
Low friction surface 1
1.04
0.56 2
1.18
0.42 3
1.12 4
1.14
0.53
ASTM PBC
0.90
0.49

41. TEST RESULTS Suzuki Bandit 1200 Peak Braking Coefficient measurements
Dynamic Research, Inc.
TEST RESULTS
Suzuki Bandit 1200
Peak Braking Coefficient measurements
K method and ASTM method
Rider
High friction surface
Low friction surface 1
1.09
0.61 2
1.11
0.58 3
1.14
0.53 4
1.03
0.63
ASTM PBC
0.92
0.47

42. TEST RESULTS Honda VFR 800 Peak Braking Coefficient measurements
Dynamic Research, Inc.
TEST RESULTS
Honda VFR 800
Peak Braking Coefficient measurements
K method and ASTM method
Rider
High friction surface
Low friction surface 1
1.02
0.56 2
1.08
0.52 3
0.39 4
1.09
0.49
ASTM PBC
0.91

43. TEST RESULTS Yamaha FZ6 Peak Braking Coefficient measurements
Dynamic Research, Inc.
TEST RESULTS
Yamaha FZ6
Peak Braking Coefficient measurements
K method and ASTM method
Rider
High friction surface
Low friction surface 1
1.08
0.56 2
1.00
0.58 3
1.09
0.43 4
1.02
0.34
ASTM PBC
0.93
0.47

44. TEST RESULTS BMW F650GS Peak Braking Coefficient measurements
Dynamic Research, Inc.
TEST RESULTS
BMW F650GS
Peak Braking Coefficient measurements
K method and ASTM method
Rider
High friction surface
Low friction surface 1
1.06
0.51 2
1.07
0.54 3
0.98
0.50 4
0.85
0.48
ASTM PBC
0.93
0.49

45. TEST RESULTS Dynamic Research, Inc.
Comparison of ABS MFDD measurements (÷9.8 m/s²) and K test measurement for each motorcycle on the high friction surface. Also shown is the corresponding ASTM PBC.
K shown is the average for all riders. Each rider “K” represents that rider’s best run
Error bars show range of measurements for all runs.

46. TEST RESULTS Dynamic Research, Inc.
Comparison of ABS MFDD measurements (÷9.8 m/s²) and K test measurement for each motorcycle on the low friction surface. Also shown is the corresponding ASTM PBC
K shown is the average for all riders. Each rider “K” represents that rider’s best run
Error bars show range of measurements for all runs.

47. Dynamic Research, Inc.
TEST RESULTS
Comparison of ABS “adhesion utilization” measurements based on K and ASTM PBC for each motorcycle on the high friction surface.
Error bars show range of measurements for all runs.

48. Dynamic Research, Inc.
TEST RESULTS
Comparison of ABS “adhesion utilization” measurements based on K and ASTM PBC for each motorcycle on the low friction surface.
Error bars show range of measurements for all runs.

49. TEST RESULTS Data Reduction ABS stops on high and low friction surface
Dynamic Research, Inc.
TEST RESULTS
Data Reduction
ABS stops on high and low friction surface
MFDD
Corrected stopping distance
Non ABS stops on high and low friction surface
“K” Peak Braking Coefficient
Peak Braking Coefficient measured with DRI Mobile Tire Tester
ASTM E1337
ABS stops for low to high friction transition
Time delay definition and performance criteria for brake response is not yet specified

50. Example Data Low to High Friction Transition
Dynamic Research, Inc.
TEST RESULTS
Example Data Low to High Friction Transition

51. TEST RESULTS Data Reduction
Dynamic Research, Inc.
TEST RESULTS
Data Reduction
Possible method for evaluation of time delay for low to high friction transition
T1 when the motorcycle rear axle passes the surface transition
Identify peak longitudinal acceleration (Ax) for the low friction interval
T2 is when Ax first exceeds [110%] of the low friction Ax peak
Time delay is T2 – T1
Assumption
Low friction interval ends 150 ms before T1, to ensure that motorcycle front tire has not reached the transition

52. TEST RESULTS Kawasaki ZZR 1400 Low to High Friction Transition
Dynamic Research, Inc.
TEST RESULTS
Kawasaki ZZR 1400
Low to High Friction Transition
Rider
No. of attempts
No. of successful attempts
Time Delay (sec) 1 2 9
0.05 4
0.36
-0.03 3 6
-0.01
0.28 22

53. TEST RESULTS Suzuki Bandit 1200 Low to High Friction Transition
Dynamic Research, Inc.
TEST RESULTS
Suzuki Bandit 1200
Low to High Friction Transition
Rider
No. of attempts
No. of successful attempts
Time Delay (sec) 1 2 5
-0.01 6
0.31 3 18
0.10 4
0.07
0.08

54. TEST RESULTS Honda VFR 800 Low to High Friction Transition
Dynamic Research, Inc.
TEST RESULTS
Honda VFR 800
Low to High Friction Transition
Rider
No. of attempts
No. of successful attempts
Time Delay (sec) 1 4
0.12 2 5
0.22 3
0.34
0.38

55. TEST RESULTS Yamaha FZ6 Low to High Friction Transition
Dynamic Research, Inc.
TEST RESULTS
Yamaha FZ6
Low to High Friction Transition
Rider
No. of attempts
No. of successful attempts
Time Delay (sec) 1 2 3
0.15
0.29
0.26 6
0.12
0.24
0.22
0.50
0.36 4 5
0.38
1.14
Time delay measurement of 1.14 seconds will be used to demonstrate a possible deficiency in this example data reduction algorithm

56. TEST RESULTS BMW F650 GS Low to High Friction Transition
Dynamic Research, Inc.
TEST RESULTS
BMW F650 GS
Low to High Friction Transition
Rider
No. of attempts
No. of successful attempts
Time Delay (sec) 1 2 6
-0.01 7
0.16
0.21 3
0.19 4
0.17

57. TEST RESULTS Example Data Reduction Not Appropriate
Dynamic Research, Inc.
TEST RESULTS
Example Data Reduction Not Appropriate
for this Example (Time delay = 1.14 sec)

58. Measurement of K (max friction coefficient) of the test surfaces
Dynamic Research, Inc.
OBSERVATIONS
Measurement of K (max friction coefficient) of the test surfaces
Riders are often able to achieve higher Peak Braking Coefficients (PBC) with the K method than those measured with the ASTM method
On average, motorcycle tires may have higher friction capability than the ASTM SRTT tire
Substantial variability in K value exists between riders, motorcycles
More variability occurs on low friction surface than on high friction surface
Rider ranking may change for different motorcycles, so one rider does not always give the highest value
Surface PBC depends on the method used to measure it

59. ABS Stops on High and Low Friction Surface
Dynamic Research, Inc.
OBSERVATIONS
ABS Stops on High and Low Friction Surface
Riders are generally able to achieve target lever and pedal average force values without difficulty
Number of runs required to first achieve the target lever and pedal force criteria may range from 1 to more than 10
Riders improve with practice
Riders find that ease of task varies with motorcycle
Motorcycles in this study generally meet the proposed performance criteria in draft GTR
Run-to-run variability may be greater for some motorcycles than others
Run-to-run variability may be greater on low friction surface than on high friction surface

60. ABS Stops on Low to High Friction Transition
Dynamic Research, Inc.
OBSERVATIONS
ABS Stops on Low to High Friction Transition
This was generally the most challenging task for riders
Riders had to:
Apply specific braking lever and pedal forces at a particular ground location
Hold specified lever and pedal forces through a large change in longitudinal acceleration
Riders were generally able to achieve the desired lever and pedal force targets
Riders were generally able to achieve a target transition speed of 50 ± 5 km/h
It is possible to have a negative time delay
The zero time is when the motorcycle rear axle passes over the surface transition. At this point, the front tire has been on the higher friction surface for greater than 100 ms

61. Dynamic Research, Inc.
OBSERVATIONS
General
Adding pressure sensors to most hydraulic systems was easily accomplished without any substantial volume or “stiffness” change (in particular by using banjo bolts)
Substantial variation in motorcycle pitch angle influenced the radar based speed measurement. This was accounted for in data processing
Analog brake effort indicators were very helpful to riders even though (needle type) display time response was perceptible. A faster display might be of some help to riders
Brake temperature limits at the start of each run were easily met
This might be more difficult with some combined brake systems where independent brake application is impossible

62. Dynamic Research, Inc.
OBSERVATIONS
General
For these motorcycles, disabling of ABS was accomplished easily
ABS “cycling” is different in frequency, amplitude and nature for various motorcycles
Amount of ABS “cycling” varies by motorcycle, may vary run-to-run for same motorcycle
Ideal ABS system may not have perceptible “cycling”

63. Dynamic Research, Inc.
OBSERVATIONS
Example high frequency ABS control on front wheel; is this “fully cycling?”

64. ABS Stops on High and Low Friction Surface
Dynamic Research, Inc.
DISCUSSION
ABS Stops on High and Low Friction Surface
If the rider releases the brake lever because of an impending pitchover, is this a failure? Of the test procedure criteria? Of the performance criteria?

65. K method or ASTM measurement of PBC
Dynamic Research, Inc.
DISCUSSION
K method or ASTM measurement of PBC
Measurements with Mobile tire tester generally behave like samples of a normally distributed population
The estimate of the population is simply the mean of the samples
More samples will improve confidence in the mean
A minimum number of samples is specified
Random measurement errors tend to be removed when taking the average value

66. K or ASTM PBC measurement (cont’d)
Dynamic Research, Inc.
DISCUSSION
K or ASTM PBC measurement (cont’d)
For K measurement, the result is the “maximum value” within the sample set
The samples would not be expected to have a normal distribution (they are limited at one end)
As the number of samples increases, the maximum value would be expected to continue to increase
Number of samples to be taken is not specified
Random measurement errors tend to be added to the result

67. Surface friction transition runs
Dynamic Research, Inc.
DISCUSSION
Surface friction transition runs
GTR draft requires that the vehicle deceleration shall increase after passing over the transition point
How to define time for deceleration increase to occur
How to define time required for deceleration to “stabilize” at the higher value