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Kawasaki ER-6n / f with ABS

Good addition

Germany in December. The right time to introduce the Kawasaki ER-6 models with the addition of ABS: the bare "n" and the fully encased "f". With this, both of them are well equipped for dirty roads from the start for an additional charge of 600 euros. An important step. Kawasaki had no anti-lock braking system in its range since the GPZ 1100, which was a flop in the mid-90s. This technology is of particular importance in the middle class, in which many new and again-
beginners learn committed braking.
Austrian scientists discovered that ABS ensures shorter braking distances even when it is not being used. Just knowing that ABS is protecting you from a fall due to locking wheels leads to shorter braking distances than without ABS. Simply because people dare to delay more. ABS drivers are generally more confident, especially in wet conditions.
Technically, Kawasaki has used a tried and tested ABS from Bosch. It already works safely in the BMW F 650 GS and Ducati ST4 S and has been re-tuned for the lively Kawa. The control unit, which calculates the front and rear wheels separately, is located in the left frame triangle under the seat bench. The same double-piston floating calipers and linings as the E.R-6n without without anti-lock braking system bite on chic 300 wave brake discs, a rear one-
piston floating caliper on a 220 wave disc. The ER-6n weighs a moderate 202.5 kilograms with ABS.
Noticeably different with the ABS brake are a large empty lever travel and a
muddy pressure point. In practice, the Kawasaki system works safely ?? even on gravel. Violent pulsations on the lever and pedal indicate that
the ABS control is in use. It doesn’t matter whether it’s because of slippery ground or because the driver suddenly builds up full brake pressure. With at least ten control processes per second, the electronics control the braking more sensitively than even the most experienced drivers.
A sporty, crisp design with "hard" control processes should also satisfy braking professionals. So allows
ER-6n despite ABS minimal wheel standstill of the front wheel, which can be seen from the whistling drawn, as well as small drifts when braking the rear wheel in an inclined position. If you provoke it, you can even do light stoppies on asphalt with continuously increased brake pressure on the front brake alone. However, even this sharply controlled ABS remains a real safety gain for the emergency braking in the real life of normal Otto drivers.
What is irritating, however, is a peculiarity of the Bosch system: Suddenly releasing the brake get up and immediately following it, for example because the driver pulls out at an angle in front of you after hesitation, leads to a “lever blockage”. Then the hydraulic is obviously there
System between master brake cylinder and ABS pressure modulator under pressure ?? only without braking power. And over a period of up to a second, in which you cannot build up a new delay. This applies regardless
whether you are in the normal range beforehand
braked or not, and could
cost valuable meters in individual cases.
Nevertheless, ABS is a good addition to the ER-6. MOTORRAD will move a fully disguised "f" in an endurance test over 50,000 kilometers and also check out the anti-lock braking system. In Germany, in December and in other places at other times. tsr

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