Electronic suspensions: small "chip" comfort and efficiency

ESA, DSS Ducati Skyhook suspension, electronic damping, dynamic damping ...

Opened by BMW and its ESA system in 2004, redesigned in 2009, the electronic suspension of our motorcycles is no longer the prerogative of the Bavarian manufacturer. Indeed, the Ducati S Touring, KTM 1190 Adventure, Aprilia Caponord 1200 Touring Kit and more recently the Yamaha FJR 1300 AS now include, to devalue them, a menagerie of studied chips. Recently introduced as end-to-end solutions for connecting our cars to the ground, these computerized systems have provided, first and foremost, the possibility of simplified customization according to the needs and desires of driving. Since 2012, their adjustment has become, for some time, continuous. However, there are some implementation differences between these technologies, depending on the brand.

The first is their passive or semi-dynamic nature: simple pre-tuning or constant adaptation. Additionally, some associate their seating position with a chosen engine mapping, while others go as far as offering fully automatic ... with, after all, different steering feel results. Therefore, an initial assessment is required.

BMW - ESA Dynamic

To every lord, every honor. The German brand was the first to introduce its ESA system. Whereas the first generation simply replaced the driver with an adjustment, especially an increase in comfort and lightness, the 2013-14 version is much more complicated. Continuous hydraulic modulation technology first appears on the high-end 1000 RR HP4 (DDC - Dynamic Damping Control) hypersport. Then, a few weeks later, here it is additionally available on the latest liquid-cooled R 1200 GS.

This new dynamic ESA combines many parameters. Although it still offers three hydraulic profiles (hard, normal and soft) intersecting with three prestressing profiles to be defined (pilot, pilot and suitcases, pilot and passenger), the system now adjusts for continuous expansion and contraction. For this purpose, the front and rear motion sensors constantly inform the system of the vertical movement of the steering wheel steering wheel and the swing arm. Damping is then automatically adjusted using electrically controlled valves, depending on specific conditions and driving style.

On the way, these elements allow you to adapt the best damping factor as quickly and accurately as possible. More responsive in climbs and more stable in deceleration, the machine allows you to search even more for the last shares of time.

Modified for on-road or off-road driving, equipped with the R 1200 GS 2014, ESA Dynamic offers maximum comfort and performance. The slightest defect on the road is filtered instantly, compression and expansion damping are performed in real time!

At BMW, consideration of engine maps prevails. The latter modulate in the Bavarian manufacturer all other systems enslaved by them. In addition to their effect on suspensions, their interaction on the degree of intervention by AUC (slip control) and ABS has been added.

Specifically, the choice of dynamic mode requires a stronger response to acceleration and will actually result in stronger suspensions, regardless of the profile chosen. Then ABS and CSA are obsessive. Conversely, rain mode will provide a much smoother engine response, and then set softer damping. ABS and CSA are also becoming much more interventionist. In addition, Enduro mode raises the car on the suspensions, provides maximum travel and disables the rear ABS.

Ducati - Suspension DSS Ducati Skyhook

Bologna's Italians have been equipping their track with manned suspensions since 2010, which became semi-dynamic in 2013. The selected system, developed in collaboration with equipment manufacturer Sachs, adjusts the compression, expansion and pre-tension of the rear spring to suit the riding conditions. It can also be configured using the on-board computer, indicating the removed load (solo, duet ... etc.). In addition, the DSS features continuous semi-active suspension control.

Accelerometers attached to the lower fork tee and rear frame study the frequencies transferred to the 48mm fork and swing arm while taxiing. The information is instantly analyzed and deciphered using a special calculator. An algorithm used for a long time in automobiles, Skyhook, learns transmitted variations and then reacts to these stresses by constantly adapting the hydraulics.

In Ducati, the engine, according to its profiles (Sport, Touring, Urban, Enduro), dictates its laws to its servants on an incomplete cycle and other assistance: anti-slip and ABS. Thus, the Sport mode offers stronger suspensions. In contrast, the Enduro DSS mode takes care of off-road developments with soft suspensions. Likewise, ABS and DTC follow the tone, adapting their settings.

In use, Mutlistrada and its DSS provide precise handling. First of all, the mass transfers that cause the pumping phenomenon inherent in high-motion suspensions are extremely limited. The same observation is in the cornering sequences, where the machine maintains rigor and precision.

Fork 48 mm

Sport mode: 150 hp (free version), DTC of 4, ABS of 2, sporty, stronger DSS suspensions.

Touring mode: 150 hp (free version) softer response, DTC out of 5, ABS out of 3, DSS-oriented tour with more suspension comfort.

Urban mode: 100bhp, DTC out of 6, ABS out of 3, city-oriented DSS for shock (donkey back) and emergency braking (against front wheel).

Enduro Mode: 100HP, DTC at 2, ABS out of 1 (with rear locking capability), off-road oriented DSS, soft suspension.

KTM - EDS: Electronic Damping System

As usual, the Austrians trust their suspension technology to White Power (WP). And it is on the 1200 Adventure trail that we find him. The semi-adaptive EDS system offers four fork spring and shock configurations (solo, solo with luggage, duo, duet with luggage) at the touch of a dedicated steering wheel button. Four stepper motors, controlled by their own control unit, are adjustable: rebound damping on the right fork arm, compression damping on the left fork arm, damping on the rear shock absorber and preloading the rear shock spring.

Three damping configurations, Comfort, Road and Sport, are also presets. And, as with the two previous machines, the engine modes coordinate the damping work. The Austrian system then behaves globally like BMW ESA before "dynamic" evolution.

Once on the road, you can easily switch from one suspension setting to another. The adventure emphasizes its cyclical part of great agility and vigor. While rocking movements during braking are still perceptible as standard, they are significantly reduced by opting for the Sport-pilot luggage suit. Once again, we see the endorsement of this equipment here in the ease of adjustment and overall efficiency.

Aprilia ADD damping (Aprilia dynamic damping)

The researched menagerie with chips also squats the Sachs version of the Caponord 1200 for Travel, both for the shock in the right lateral position and for the inverted 43mm fork. Semi-active suspensions are the most remarkable expression of its onboard electronics, which is covered by four patents. Among other brands' systems, the Aprilia concept is distinguished, in particular, by the absence of predefined profiles (comfort, sport, etc.). On the information panel, you can select a new automatic mode. Otherwise, the motorcycle load can be specified: Solo, Solo suitcase, Duo, Duo suitcase. Regardless of the choice, the preload is then applied to the shock absorber by spring tension with a piston squeezing the oil tank located under the rear hinge. However, the fork will need to manually adjust this value using the traditional screw on the straight tube. Another disadvantage: ABS and traction control assistance

It then automatically adjusts the hydraulics while driving, derived from automotive technology integrating Sky-Hook and Acceleration Driven algorithms. This method makes it possible to control various fluctuations measured at many points. Of course, the movement of the suspensions both in the dynamic stages of use (acceleration, braking, angle change) and the quality of the surface encountered is an obvious measure. The left fork tube contains a pressure sensor acting on one valve while the other is attached to the rear frame and detects the travel of the swing arm. But the engine speed is also taken into account because it is the source of vibration. Thus, all processed information allows you to react to slow and fast high-speed movements (high and low frequencies) of the suspensions at every moment, adapting more subtly than mechanical systems. Threshold values ​​are deferred, allowing more important variables and therefore comfort and efficiency to be the same.

If the whole technology works harmoniously, the system sometimes seems to hesitate in its choice. It is possible that a lot of information to be analyzed sometimes gives rise to micro-lag in suspension reactions. So in steady sporty driving, the fork is caught to be too soft when cornering quickly. On the contrary, the car can sometimes seem too stiff in a series of blows. Corrected immediately, this behavior has no processing implications. This is the result of constant adaptation of the machine to the piloting conditions. Sometimes there is a feeling of slight blur during "extreme" driving, finally, common to other brands. Over the course of kilometers, this feeling disappears for everyone. A

Yamaha

The first Japanese manufacturer to finally offer this technology, Yamaha equips its iconic FJR 1300 AS with shock absorption. So the electronics are taking over with the 48mm Kayaba shock and inverted fork. However, specially equipped with this model, it is a semi-active system that is currently very classic on high-end road vehicles. Three modes, Standard, Sport and Comfort, are hydraulically adjustable with 6 variables (-3, +3) and four spring preloads from the rear tube (solo, duo, single suitcases, duet suitcases). Stepper motors control both the compression damping on the left tube and the damping on the right tube.

So for the Yam, it's mostly the tuning comfort that this technology brings, as well as improved handling, provided the pilot tunes his car to the proposed parameters. Thanks to the new 2013 FJR AS fork, it is more precise and better supports the sustained braking load.

Wilbers Weights

Little known to bikers, the German shock absorption specialist has been developing a wide range of suspensions for 28 years. Thus, their production can equip both entry-level and latest hypersport of many brands. Their experience comes from the German National Speed ​​Championships (Superbike IDM).

The company quickly offered a cheaper alternative to replacements, the older BMW ESA systems, which failed some models. Thus, a motorcycle out of warranty and experiencing malfunction due to system corrosion or other unforeseen events can be equipped with a Wilbers-ESA or WESA with the same capabilities and settings as the original.

Conclusion

The advent of electronically tuned pendants seems increasingly evident. Machines equipped in this way are all the more pleasant to use. The palm of practicality returns to the automatic mode of the Aprilia / Sachs tandem.

However, while they are not manually adjusted, these systems certainly do not make traditional high-end equipment obsolete. In addition, they allow even more fine tuning in accordance with the true preferences of everyone. However, continuous adaptive damping (BMW Dynamic, Ducati DSS and Aprilia ADD) directly fights the capabilities of these classic high-flying elements. By reading as closely as possible the coverage and driving variations, they provide the right response for any occasion. It is also recognized that these technologies can also influence the mapping of the engine to damping (BMW - Ducati). This affects the subtleties of the reaction.

For most bikers, this evolution represents an important safety asset on a daily basis. It remains to assess the robustness of this high technology over time and rigorously tested.

After all, if you tweak the load on the frame a bit, you can compare the performance and go for high quality traditional hardware for now. Otherwise, electronic help will seem attractive, especially for the most difficult ones.

Always more technological, our frames are now easier to customize for bikers who are not familiar with hydraulic alchemy. Not to mention improving the quality of processing. To get the final idea, the best solution is to try cars that incorporate these systems, gauge the interest of these modern suspensions ... and see if anyone can benefit from the chip.