One of the earliest pieces of tech that made its way onto motorcycles was meant to improve rider safety. Antilock braking systems have been found on motorcycles since 1988, as the BMW K 100 was the first to pioneer the car technology. On a motorcycle, ABS prevents the wheels from locking up during hard braking.
It achieves this by rapidly modulating the brake pressure, which allows the wheels to maintain traction. Now, ABS can be found on everything from superbikes to mini bikes, like a Honda Grom or a Monkey. ABS modulates the braking force to prevent wheel lockup, allowing the rider to maintain steering control and reduce stopping distance.
ABS is super important when it comes to the prevention of front wheel lockup. When you lock up the front wheel during hard braking, not only does it pose the risk of a skid, but it can also completely lose traction where the front end washes out and causes a crash. Wet, icy, or loose surfaces significantly reduce traction, increasing the risk of skidding.
ABS is really beneficial in these conditions as it ensures optimal braking force is applied without locking the wheels, gaining stability and control. And while ABS can be really great to have in emergency situations, especially for new riders who have yet to master progressive braking, there are some drawbacks to ABS, but we’re going to talk about that later in the blog.
Another really significant piece of motorcycle safety tech is traction control. The system reduces engine power or applies braking to the affected wheels to restore grip. Rapid acceleration, especially on slippery or uneven surfaces, can cause the rear wheel to lose traction, which in the most extreme circumstances leads to a slide or high-side crash.
Taking corners at high speeds or on surfaces with low traction, like gravel or wet roads, increases the risk of the rear wheel slipping out, but TC helps keep the rear wheel in check, providing a safer cornering experience. TC systems have become increasingly advanced, too, with the help of six-axis IMUs.
They can use microscopic readings to make real-time adjustments to the power delivery to the wheel, whereas more rudimentary systems strictly cut the ignition when rear wheel slip is detected. Just like ABS, TC is really awesome to have when the situation calls for it. But for some purists, there are drawbacks. And don’t worry, we’re talking more about the sometimes intrusive behavior of TC later in the blog as well.
In advanced bikes, rider aids like ABS and TC are monitored by a six-axis IMU. A six-axis IMU, or inertial measurement unit, is a sophisticated sensor system that’s used on modern bikes to improve stability, handling, and performance. The IMU uses a combination of sensors, including accelerometers and gyroscopes, to measure the motorcycle’s motion and orientation in six degrees.
The six-axis IMU on a motorcycle works by continuously monitoring the motorcycle’s movement and sending that data to the bike’s ECU. It’s basically the bike’s brain. The ECU then uses this data to make real-time adjustments to the motorcycle’s various systems, including safety features like ABS or TC, or even electronic suspension. In some models, for example, the IMU can detect when the motorcycle is leaning into a turn.
It can adjust the suspension and brakes to provide optimal stability and control. It can also detect sudden changes in acceleration or braking, and adjust the engine and transmission accordingly to maintain optimal traction and stability. By and large, electronic rider aids found on race-derived superbikes powered by a six-axis IMU, for instance, like the Yamaha R1, are far more advanced than the more rudimentary system you’d find on a middleweight Suzuki GSX-8R.
It’s important to note as well that many modern motorcycles have so much power that you literally need these sorts of systems to just make sure you get the right power down to the ground. This is something we’re seeing in MotoGP, for instance, where the motorcycles are routinely making above 330 wheel horsepower—something insane—and the power is actually only fully uncorked above fourth, fifth, and sixth gears. That’s the same on a Panigale V4 R on the stock ECU trim. It doesn’t give you full power until fourth, fifth, and sixth gears. And truthfully, it’s just wheel spin below that anyways, so you can’t even use the power.
Modern bikes use what’s called a fly-by-wire throttle system. In conjunction with safety features like ABS and TC, fly-by-wire systems replace traditional mechanical throttle cables with electronic sensors and actuators. This allows for more precise throttle control, smoother power delivery, and the integration of various advanced features like cruise control and electronic ride modes. Unless, of course, you’re Suzuki, where you put a fly-by-wire system on your bike and then don’t give it cruise control. Why, we’ll never know.
Varying ride modes allow riders to change the throttle response or power delivery of their bike for different scenarios. Some bikes will offer specific modes like rain mode, street mode, sport mode, or race mode, while some bikes will have more rudimentary systems named something like A, B, and C, which increase the sensitivity or power output. Changing between ride modes can adjust things like throttle response, level of TC intervention, peak power, and even the intensity of the engine braking.
Oftentimes, within each mode, there will be further room for modification where the rider can dial in their own preference or parameter. Having adjustable ride modes is great for situations where losing traction is an increased risk, like riding in wet conditions or even during stop-and-go traffic.
Having a more restrained throttle response provides for a less tiresome riding experience. And, of course, having the option to decrease the sensitivity of each parameter during intense track riding experiences can prevent any limitation to your bike’s performance. These ride modes, with additional adjustability of each parameter, are all possible thanks to fly-by-wire technology.
But one of the common complaints about this is that it reduces rider feel. And I have to be honest, I usually prefer mechanical throttle cables versus fly-by-wire systems. Only very recently are some of the brand new bikes coming out having the proper feel, in my opinion, but it can’t be overstated. When you have fly-by-wire, you can do a whole lot more in terms of TC and safety features. Outside of safety and performance features, many technological innovations have made their way onto motorcycling just for the sake of convenience.
Some advanced motorcycle dashboards now have the capability of pairing with a smartphone, allowing for in-screen navigation. Now, I don’t necessarily agree that we need both BikePlay or more screens on bikes, but I do think it’s an arc of progress.
This added convenience does away with any need for a secondary phone mount in order to use navigation. You can even have your bike outfitted with heated grips and a heated seat, which make a massive impact on your ability to tour long distances on your bike without fatigue.
Even cruise control has become really standard on motorcycles, and people tend to freak out when any motorcycle with an electronic throttle doesn’t have it. Motorcycle comm systems are even a relatively new addition to the motorcycle space in the grand scheme of things, but they have become super commonplace.
Many riders will equip their helmets with a Bluetooth communication system to connect their phone for music or navigation and pair their headset with their buddies so they can chat while they ride. And again, you can make the case this is just increasing distractions while you’re riding your motorcycle, and I do tend to agree to some extent. If you’ve been watching the channel for a while, you’re bound to know that we’re partial to Rokform handlebar mounts and phone cases around here.
While technological advancements have undoubtedly enhanced the safety, performance, and comfort of modern motorcycles, there is a segment of the motorcycle community—who I guess you could describe as purists—who have probably already made their way to the comment section before getting to this part of the blog. They argue that excessive technology can dilute the raw, connected experience that many cherish about riding.
These purists value the simplicity and directness of older, less technologically advanced motorcycling, believing that the true essence of motorcycling lies in the rider’s full control over the machine, unmediated by electronic aids and computer-assisted interventions.
And not to say that I am wholeheartedly in that camp, but I have ridden plenty of raw, unadulterated motorcycles in my tenure, and they do provide an incredibly direct and tactile feeling that can be lost on many modern bikes. Early 2000s superbikes with a cable throttle, no TC, and no ABS that are often making significantly less horsepower than a modern bike feel like absolute monsters compared to a 200 hp race bike with every electronic aid under the sun.
The Turbo Busa felt like an absolute raw monster. It would give you 100% of the power, 100% of the time, whenever you wanted it, and it would literally kill you if you disrespected it. Whereas the H2 had plenty of rider aids and plenty of nannies, and I didn’t feel like it was completely bonkers.
The same goes for something like riding a 2002 Yamaha R1 versus a brand new V4 R. The V4 R just feels like it’s gonna go down the road perfectly simple, perfectly nice. It can very easily be ridden despite it having over 200 hp.
But there are some other disadvantages to this influx of tech as well. For many purists, the appeal of motorcycling lies in the skill and control required to ride a motorcycle without electronic aids.
The ability to manually manage throttle, braking, and handling creates a deep sense of connection and mastery over the machine. Riding a motorcycle without advanced technology offers unfiltered mechanical feedback. Riders feel the vibrations, hear the engine’s nuances, and sense the road through the bike’s frame. This sensory feedback enhances the riding experience, making it more immersive and engaging. There’s also no denying that more technologically advanced bikes can be harder to maintain as well.
Simpler, mechanically driven motorcycles are often much easier to maintain and repair, and there’s a bit of a sweet spot in the late nineties and early 2000s where they were super reliable as well.
They didn’t have carburetors; they were fuel injected, and they were just some of the best bikes ever built. Riders who enjoy working on their bikes appreciate the straightforward nature of these machines, which lack the complexity of modern electronics. Without the numerous sensors, actuators, and control units found in modern bikes, traditional motorcycles have fewer components that can fail.