From our classic love we regularly stare amazed at current developments. These developments are due to the bewildering interaction between technicians, marketers and electronics.
That unholy Trinity uses the credo: “If it can, then we do it ”
And with today's electronics a lot is possible. In the modern motorcycle world with its powers of up to 200 (!) Hp and torques that used to only appear in luxury mid-class six-cylinder car engines, those electronic control cousins are of course important.
Because with up to 200 hp on two wheels, there are some things that need to be monitored and regulated.
There is a wheely control, which prevents the front wheel from remaining on the ground during acceleration. The traction control prevents a constantly spinning rear wheel. The anti-hopping clutch prevents a bouncing rear wheel when downshifting is too abrupt. Power and torque are often limited in the first two gears. The top speed is electronically limited to a sensible 299 km / h. Today's motorcyclist has choices of 'modes' from his motorcycle management system. The motor is typically set to rain / dry / tourist / sporty or circuit at the touch of a button. Suspension and damping adapt (semi) automatically to the surface and driving style ... Soon the on-board software will 'read' whether the driver is tired and then give a 'coffee time' signal ... And before driving there are all kinds of electronic babysitters that ensure that you can only start with your light on, the clutch in and the box in its free. And all those electronics are constantly communicating with each other. And ABS will soon have to be installed everywhere ...
It couldn't be nicer. Not safer either. Also more prone to malfunction. Not boring either.
The Honda CB 44 Black Bomber, such a strong 450 hp, was once introduced in the then weekly magazine 'Motor' with: “Only suitable for very experienced riders with circuit experience”.
In 1969, BMW introduced the top model, the R75 / 5 with the quiet explanation that research had shown that for use on public roads, a power output of 50 hp was the most practical for use.
On a CB 450 and a BMW R75 / 5 and on many motorcycles that were made and sold until the eighties, you could be emphatically confronted with the limitations of the product as a motorcyclist. A good motorcyclist could play in the border area of the possibilities of his motor.
An inexperienced or poor motorcyclist went inexorably to his plate.
That left the good motorcyclists and they got better and better.
But in the meantime we are in a phase where modern motorcycles are so creepy hi tech in the electronic support area that we recently saw a Very Good motorcyclist of the old-fashioned type step down with a bewildered expression in his eyes: “Man, how good that thing can ride. I was happy that I was allowed to come! ”
Just as in the meantime, a recent motorcyclist boasting about his electronic aids was served by an old-timer with: "Man, rather learn to drive!"
You've got a point. But ABS is fantastic on a motorcycle. But nothing new. Because only forty-fifty years ago, most motorcycle brakes were so substandard that blocking did not happen anyway ...
But who can still do something about old, defective hardware in another forty-fifty years?
What are we talking about, we are allowed to 130 km max, these modern engines are already running in the 1ste or 2e gear, they still have 4 on it, all for the boulevard.
Totally agree with this piece, motorcycles and cars get so much horsepower that a lot of electronic nonsense is needed.
What's wrong with, say, 50-60 pk?
ABS is indeed a nice invention.
It all leads to more of the same, but simplicity remains the hallmark of truth for me. Some innovations are desperately needed, others are absurd, but you see that you make the difference. Also nice, all those electronics and bells and whistles, until it breaks and you can cough up the costs yourself.
"There is a wheely control, for example, which prevents the front wheel from remaining on the ground during acceleration."
It seems to me rather that a wheely control ensures that the front wheel stays on the ground during acceleration.