I can remember the first time I tried BMW's first-generation anti-lock braking system on one of the "flying brick" K-bikes (so named because of its cubic-appearing engine block caused by the unusual inline-four-cylinder configuration that placed the cylinders horizontally parallel with the wheel axles) back in the early '90s that many were heralding as a technological breakthrough. The threshold of the ABS intervention was very low, with even the slightest aggression in braking resulting in the ABS taking over and the brake lever going completely mushy. Yes, the system was able to keep the wheel from locking, but that was about it; at lower speeds on damp pavement, the system's cycling was so abrupt that it would cause the front end to pogo violently enough that I thought I was going to suffer whiplash injuries.
Fast forward to late 2009 at the international press launch of BMW's shocking new S 1000 RR literbike at the Autódromo Internacional do Algarve racing circuit located in the hills near Portimau, Portugal. Fitted with the latest version of its anti-lock braking system called "Race ABS" that is adjustable according to four levels of traction control, if there was any place that would expose any shortcomings in the system, it would be a racetrack. You can read the full details of how BMW's latest system worked elsewhere in this issue in my First Ride report on the '10 S 1000 RR, but suffice it to say that I was thoroughly (and somewhat surprisingly) impressed with its performance.
But the BMW isn't the only technological tour de force for '10. Honda's new VFR1200F with its optional dual-clutch automatic transmission that is similar in function to the gearboxes in Formula One racing and high-end automobiles has ushered in a new era of sophistication and advancement in how motorcycles can transmit their power to the ground. And Ducati's new Multistrada 1200S now not only offers four different custom-tailored engine power maps for different riding applications in one motorcycle, but it also automatically changes the suspension settings according to the riding scenario designated to each power map.
While the economic downturn has definitely forced many manufacturers to reign in their efforts for the coming year, it's pretty obvious that even a weak market isn't enough to halt the onslaught of technology into motorcycling. And right now, that's a good thing.
Many years ago when I first took over the reigns of this magazine, I wrote an editorial decrying what I saw as the "dumbing down" of motorcycling from the comparatively primitive rider aid systems that were making their debut at that time. This was no luddite-laced tirade against technology, but rather a concern that too many motorcyclists would come to depend on these electronic rider aids as a crutch instead of looking to further their own riding skills. The problem at that time was not only did the systems lack enough refinement, but also that their scarce deployment among manufacturer lineups back then made them little more than a rudimentary exercise in techno-marketing.
The difference 15 years later is that today's electronic rider aid systems have finally achieved a level of refinement that makes them much more applicable in a practical sense. The cheaper costs associated with economies of scale in various electronics has also allowed the increased fitment of ABS to many more motorcycles as standard or optional equipment, permitting more accessibility to this technology by more motorcyclists. I've also come to realize that in order for our sport to grow, we need to continually find ways to increase the size of the safety net for average riders—outside of continual pressing on them to improve their own skill set. We need all the help we can get to counter the increasing accident rate that is drawing attention in the wrong way to motorcycling—and sportbikes in particular.
Other rider aids such as electronic suspension adjustment (such as the BMW ESA system, and now the Ducati Multistrada 1200S's setup) and the Honda VFR dual clutch transmission can only help as well. Suspension setup can be a very intimidating and complicated task for the uninitiated, and with electronic suspension adjustment, at least we can be sure they're in the ballpark. The same could be said for the Honda DCT; the act of shifting gears (especially downshifting smoothly) can be a difficult task for some, and if that can help them maintain control better and easier, all the better. I tend to view the Honda DCT as a basic version of a slipper clutch—easing one aspect of riding to enhance the overall experience.
Of course, these are all great additions to sport riding—as long as I still have the choice of a non-rider-aid-equipped sportbike that will test my skills.