Electronic landing gear under the microscope

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Electronic landing gear under the microscope
www.bilski-fotografie.de

Electronic landing gear under the microscope

Electronic landing gear under the microscope

Electronic landing gear under the microscope

Electronic landing gear under the microscope

15th pictures

Electronic landing gear under the microscope
Jacek Bilski

1/15
Chassis are the link between the road and the motorcycle. So far, they have usually been set with a screwdriver and wrench. But now more and more electronically controlled undercarriages are coming. What’s the point?

Electronic landing gear under the microscope
markus-jahn.com

2/15
… 1190 Adventure with electronically adjustable chassis is much more movement in it.

Electronic landing gear under the microscope
Manufacturer / StudioMAC

3/15
BMW also offers the largest selection of models with semi-active chassis, and relies on ZF’s expertise for many vehicles. Ducati also uses this for the Multistrada S, with the Panigale S damping components from Ohlins, with KTM and Triumph components from WP. It is interesting that many models only specify a few different modes (soft, normal, hard) for the damping setting, whereas with the super athletes such as S 1000 RR, Ducati Panigale 1299 S and Yamaha R1M, the damping is still individually configured and changed via extensive menu options can be.

Electronic landing gear under the microscope
Photos: jkuenstle.de / StudioMAC / Markus Jahn / Rossen Gargolov / Jacek Bilski

4/15
For almost the entire model range, BMW offers the option of adapting chassis to personal preferences at the push of a button. F 800 R and K 1300 S are two examples. The other manufacturers are still cautious in this area, but their range is also growing and more and more motorcycles with electronically adjustable chassis are available. In almost all models, the electronics are not on board as standard. Rather, they are available as extras, which, like the two Yamahas – XTZ 1200 ZE and FJR 1300 AE – is reflected in an abbreviation behind the model name.

Electronic landing gear under the microscope
MOTORCYCLE

5/15
No problem for the workshops: The additional cable including the damper valve has no effect on the maintenance requirements and costs.

Electronic landing gear under the microscope
fact

6/15
… but clearly surpassed by the improved version in the Multistrada S..

Electronic landing gear under the microscope
Rossen Gargolov

7/15
Ducati Multistrada / Multistrada S: At Ducati, the semi-active damping adjustment goes by the name of Skyhook. Initially, it reacted insensitively, but now the conventionally resilient, very comfortably tuned standard version is becoming standard in terms of chassis-
performance …

Electronic landing gear under the microscope
MOTORCYCLE

8/15
With the basic GS there is only something to adjust at the rear, the semi-active variant also intervenes in the damping of the front shock of the Telelever.

Electronic landing gear under the microscope
ZF / jkuenstle.de

9/15
On the left a conventional damper, on the right the counterpart with an electromagnetic control valve (in the top of the damper).

Electronic landing gear under the microscope
BMW

10/15
Electronically adjustable chassis have already brought a gain in convenience in terms of simplicity, and semi-active chassis components should do even better. Sensors recognize the speed of the impulses introduced into the chassis. In milliseconds, the data is compared with further information from the vehicle data bus (where this comes from, is illustrated in the graphic below
Example of a S 1000 RR). The comparison of the actual and target value then shows how the electromagnetic control valve influences the tension or compression stage – up to 500 times per second.

Electronic landing gear under the microscope
Jacek Bilski

11/15
Bits and bytes meet to the left of the golden expansion tank, the setting works electronically while the normal R 1200 GS is turned.

Electronic landing gear under the microscope
Jacek Bilski

12/15
Pull out the tape measure: this is the only way to determine the ideal negative spring deflection for a conventional large enduro.

Electronic landing gear under the microscope
Jacek Bilski

13/15
Minimum and maximum: The large adjustment range of the spring base of the electronically controlled rear shock absorber of the R 1200 GS is clearly visible.

Electronic landing gear under the microscope
Jacek Bilski

14/15
When changing from solo to pillion ride, the chassis should be adjusted. This can be done manually, via electronics or even completely automatically, depending on the equipment of the bike.

Electronic landing gear under the microscope
markus-jahn.com

15/15
KTM 1190 Adventure / 1290 Super Adventure: The 1290 Super Adventure was the first KTM model with a semi-active WP chassis. In terms of stability, this brought an enormous amount, but the 1290 was not yet fully convincing in terms of responsiveness. In the …

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landing gear & Spring elements

Electronic landing gear under the microscope

Electronic landing gear under the microscope
What’s the point?

Chassis are the link between the road and the motorcycle. So far, they have mostly been set with a screwdriver and wrench. But now more and more electronically controlled undercarriages are coming. What’s the point?

Jens Moller-Tollner

01/21/2016

The BMW has been around for what feels like an eternity R 1200 GS the absolute top seller – not only in Germany. In addition to other goodies, more than 90 percent of buyers choose the Dynamic ESA option (790 euros surcharge), i.e. the electronically controlled and semi-active chassis. It is always built into test machines. Up to now, MOTORRAD has never succeeded in testing a BMW with a standard basic chassis, it was simply not available. The question of how it works in comparison to the ESA chassis would be extremely interesting.

Therefore, the testers called for a reader with an R 1200 GS in the basic configuration – and finally found one near Stuttgart that was borrowed for comparison with the ESA test machine – for this, once again, many thanks to the owner. Two different chassis: one completely conventional, one semi-actively damped; once simple mechanics and hydraulics, once very complex technology.

First some theoretical explanations

But for a better understanding before the practical test, a few theoretical explanations: The basic GS has conventional, quite simply constructed suspension struts with few manual adjustment options, at the front only for the spring base, at the back for the rebound damping. The spring is designed progressively, and the damping characteristics, or WAD for short, also work as a function of the travel. In short: a solid, but only partially adjustable chassis – but that doesn’t have to be bad. 

A first step in the development of more comfort when adjusting the suspension was the ESA suspension (Electronic Suspension Adjustment) introduced at BMW in 2004. Behind this is the possibility of adjusting spring elements electronically at the push of a button. The ESA II, which was introduced in 2009, has more functions. An elastomer element installed in addition to the damper spring acts as a second, variable spring. With ESA II, for the first time, not only the spring base but also the spring rate could be changed at the rear.

Dynamic ESA the next evolutionary step

In addition to the improved ease of adjustment, a plus point for individual chassis adjustment. The next evolutionary step was the current Dynamic ESA, the first semi-active damping from BMW. Behind this is a chassis system that permanently reacts to chassis movements that are measured by displacement sensors at the front and rear. Dynamic ESA is networked with ABS and the ASC stability control and uses stored characteristic maps to adjust the damping via electromagnetic valves – front and rear.

For each presetting there is an area for regulating the damping and not a fixed value as with the earlier ESA II. This enables the system to react more sensitively to a wide variety of driving maneuvers. With the Dynamic ESA, too, the driver can preselect the damping characteristics and load condition. Things get even more sophisticated at BMW with DDC, Dynamic Damping Control. This semi-active chassis of the S 1000 models takes the data from the sensor box into account and, for example, adapts the chassis depending on the lean angle.

Bumpy country road has to be used for a test

But back to the BMW R 1200 GS, which will only have lean angle sensors from model year 2016. Can you feel the benefits of your Dynamic ESA? A bumpy country road has to be used for a test. The two R 1200 GS sweep across the jogging track close behind one another. Tester Georg Jelicic on the BMW equipped with normal dampers keeps the pace high and tries to push the struts of the GS to their limits. They allow a lot of movement at a brisk pace under these extreme conditions. The GS remains reasonably stable on course. It is noticeable, however, that the basic set-up of the basic suspension is more comfort-oriented.

Which is why the Telelever, in particular, reaches its limits earlier with a sporty driving style and / or rough bumps. Responsiveness and driving comfort on good roads are, however, at a very high level. In any case, a successful coordination for tourist driving in solo mode. It should be noted in this context that the Telelever front suspension has a fundamental advantage regardless of the chassis equipment: It has an anti-dive effect, keeps the front up on the brakes, which prevents the suspension from bottoming out even during hard braking maneuvers. This enables a relatively comfort-oriented set-up.


Electronic landing gear under the microscope


Jacek Bilski

Minimum and maximum: The large adjustment range of the spring base of the electronically controlled rear shock absorber of the R 1200 GS is clearly visible.

In order for the basic chassis to perform optimally, it must be set manually to the driver’s wishes and route conditions. The preload can be adjusted over a range of 31 turns using the handwheel. Ten revolutions – measured from the completely relaxed state – have proven to be ideal here, supplemented by a rebound stage opened by five clicks.

What can the GS do better with Dynamic ESA? In terms of ease of adjustment, it definitely has an advantage. If the engine is running, just a few keystrokes on the handlebars are enough to adjust the rear spring base to the load. The damping can be regulated in a similarly simple manner. Moved at the same speed in the “normal” driving mode on the vibrating conveyor, the semi-active variant also allows significant chassis movements. Differences between the damping options “soft”, “normal” and “hard” can only be felt in nuances. At a reduced, i.e. more normal, speed, the differences in damping between the various modes can be felt more clearly. In the “soft” setting, the chassis irons over the rag rug with great comfort. The intervertebral discs are happy, the driving precision suffers. It wins again if the “normal” or “hard” modes are activated, but the comfort then decreases. In any case, the Dynamic ESA has a more binding effect, offers more reserves and a broader range in the coordination.

The chassis of the normal GS is quite neat in everyday life

Conclusion: The chassis of the normal GS does not have to wave the white flag under the test conditions. It works quite well in everyday life, but reaches its limits sooner under high loads or very sporty driving. Which is also due to the fact that the selected spring elements are of a relatively simple design. The semi-actively equipped GS is based on higher quality parts and does this job better, and also collects plus points in handling. With its few setup options (three pre-settings for spring preload and damping depending on the selected driving mode) it gets almost the best out of the chassis without the driver having to get their fingers dirty. The comparison shows that the Dynamic ESA is worth the extra charge.

Especially because good tuning results can be achieved quickly without special chassis know-how. This is especially true for everyone who often travels with a lot of luggage and likes to take a passenger with them. And last but not least, the Dynamic ESA also brings a plus in driving safety. Since it is simply correct, but difficult to use incorrectly, there will certainly be fewer drivers with poor suspension settings. A conventional chassis requires more experience and knowledge. Anyone who does something wrong here can easily be far off the mark.


Electronic landing gear under the microscope


Jacek Bilski

Pull out the tape measure: this is the only way to determine the ideal negative spring deflection for a conventional large enduro.

Not only do motorbikes drive, they are also available for service every now and then in the trusted workshop. In this case, it is positive that the shock absorbers – regardless of whether they are normal or dynamic ESA versions – push service without any follow-up costs. According to BMW, they are maintenance-free. Since the BMW R 1200 GS is a special case in terms of chassis with Paralever and Duolever, the table (see picture gallery) also lists the fork service comparison values ​​of a BMW S 1000 XR with and without semi-active chassis. The kilometer specification and the time required are the same. BMW customers do not have to worry about hidden extra expenses when deciding in favor of semi-active suspension.

It looks a little different with a defect. The simple front damper of the GS is available after a short internet search for 360 euros, the Dynamic ESA component tears a big hole in the wallet with more than 1000 euros. The difference is likely to be similar for other manufacturers. Whereby the comparison with other vehicles – such as Ducati’s Multistrada 1200 and KTMs 1190 Adventure and 1290 Super Adventure (the fork maintenance specifications can also be found in the table) – shows that the coordination of the spring elements between conventional and semi-damped components can be very different. 

2015 Multistrada with clear progress

Example Ducati: The Multistrada 1200 with semi-active chassis – the hardware also comes from the supplier ZF – caused a sensation in 2013. The enthusiasm died down as editor Peter Mayer compared normal and Skyhook equipped multistradas: “Even in urban mode, which is comfortable by definition, the fully electrified Multistrada swallows edges and potholes, especially with the rear wheel, much less sensitively than its predecessor.” Chassis reserves could come up.

With the 2015 model, however, there was clear progress in terms of the chassis. While the spring elements of the conventionally damping Multistrada allow a lot of movement, lie on the soft side – good for comfort, bad for feedback and handling – the S version now acts more confidently, pairing plenty of reserves with good responsiveness.

1190 Adventure without semi-active chassis

The chassis of the KTM 1290 Super Adventure, which uses acceleration and displacement sensors. Particularly important for enduro bikes with long suspension travel because the damping action can reduce rocking movements when braking or accelerating. And that is indeed noticeable when comparing a 1290 Super Adventure with an 1190 Adventure. The latter has no semi-active, but optionally only an electronically adjustable chassis, roughly comparable to the BMW-ESA.

However, the damping of the 1290 sometimes hardens when braking, so that the front wheel hops uncomfortably over bumps before cornering. Test machines of both KTM models were not always completely convincing in terms of responsiveness. “Only when the bumps really hit the front end does the fork work well,” wrote author Ralf Schneider in the Top test of the 1290 Super Adventure.


Electronic landing gear under the microscope


markus-jahn.com

The 1290 Super Adventure was the first KTM model with a semi-active WP chassis.

Although some models with semi-active damping still have room for improvement in terms of functionality, electronics for setting and monitoring fork and shock absorbers are increasingly finding their way into motorcycles. In many two-wheelers, the electronics are already on board to quickly and easily adapt the damping completely or in individual factors (often rear spring base and / or rebound) to personal preferences. In the meantime, completely semi-active running gears are used even more frequently.

Which is also due to the fact that the suspension specialists from WP, ZF and Ohlins offer their components on the market. And higher quantities cause prices to drop. Modern motorcycles also already have the basic requirements for sensors and electronics, so the semi-active chassis can be easily integrated. And as long as the control algorithms of the control unit, which determines the damping characteristics of the fork and shock absorber, track down the right coordination, fingers will be allowed to stay clean more often in the future.

Progress cannot be stopped

Progress cannot be stopped: the future belongs to electronic chassis. The gain in comfort cannot be ignored. And even if the function does not seem perfect in every case, a lot will happen here in the coming years.

But conventional bogies also have their advantages: They are cheaper, less complex and, if properly coordinated, also work very well.

Technology explained


Electronic landing gear under the microscope


BMW

Using the example of a BMW S 1000 RR, this graphic shows where the data come from, thanks to which the electronics adjust the chassis.


Electronic landing gear under the microscope


ZF / jkuenstle.de

On the left a conventional damper, on the right the counterpart with an electromagnetic control valve (in the top of the damper)

With conventional spring elements everything is fixed. Preload and damping are set once, changes cannot be made while driving. The adjusted values ​​then have to fit everything: from cream asphalt to third-order beet fields. Sure, dismount and change the settings would also work. But who does that? That sounds like a hard compromise. It is. Electronically adjustable chassis have already brought a gain in comfort here, and semi-active chassis components are supposed to do even better.

Sensors recognize the speed of the impulses introduced into the chassis. In milliseconds, the data is compared with other information from the vehicle data bus (where this comes from, the graphic above illustrates using an S 1000 RR as an example). The comparison of the actual and target value then shows how the electromagnetic control valve influences the tension or compression stage – up to 500 times per second.

Motorcycles with semi-active chassis


Electronic landing gear under the microscope


Manufacturer / StudioMAC

A collection of motorcycles with semi-active chassis.

BMW also offers the largest selection of models with semi-active chassis, and relies on ZF’s expertise for many vehicles. That also benefits Ducati for the Multistrada S, for the Panigale S components from Ohlins dampen, for KTM and Triumph components from WP. It is interesting that many models only specify a few different modes (soft, normal, hard) for the damping setting, whereas with the super athletes such as S 1000 RR, Ducati Panigale 1299 S and Yamaha R1M, the damping is still individually configured and changed via extensive menu options can be. 

Bikes with electr. Landing gear control


Electronic landing gear under the microscope


Photos: jkuenstle.de / StudioMAC / Markus Jahn / Rossen Gargolov / Jacek Bilski

A listing of motorcycles with electronic chassis control.

For almost the entire model range, BMW offers the option of adapting chassis to personal preferences at the push of a button. F 800 R and K 1300 S are two examples. The other manufacturers are still cautious in this area, but their range is also growing and more and more motorcycles with electronically adjustable chassis are available. In almost all models, the electronics are not on board as standard. Rather, they are available as extras, which, like the two Yamahas – XTZ 1200 ZE and FJR 1300 AE – is reflected in an abbreviation behind the model name. 

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