A NEW FRONTIER
Test by Andrew Pitt
Photography by Honda

Honda have stepped out in a different direction with optional Combined ABS on the 2009 CBR600RR and CBR1000RR. Gimmick or good thing?

has raised the bar with its 2009 CBR600RR and CBR1000RR machines by making them available with the all-new electronicallycontrolled 'Combined ABS' as an optional extra. Combined ABS was not designed as a performance aid but rather as a safety measure for use in the emergency situations that confront riders in everyday road riding. That's not to say that the road is the only place where this system can provide benefits, track day riders can also benefit in variable conditions. As a racer, that's exactly what I was there to explore on Qatar's Doha-Losail International Circuit. Coming straight from the official WSBK and WSS Pirelli tyre test at Kyalami in South Africa where we had to contend with three days of extreme temperatures and too many laps, I must admit I didn't really arrive with the most open of minds. I assumed it would be just another few days riding around on road bikes with street tyres, no ground clearance, and concentrating on not getting thrown over the 'bars when I went the wrong way with the gear lever because of the shift pattern being opposite to what I'm used to. How wrong I was. We've all experienced ABS in cars but on a bike it was something completely new for me, as it would be for most riders. As a racer I could be guilty of having the gung-ho attitude of "This system won't be as good as me", which was something we noticed with most of the journos during the test. Before anyone else hit the track, Jonny Rea, Leon Haslam and I headed out with the Combined ABS switched off. This was so we could get reacquainted with the track and work out our braking markers in readiness for the next day when the system would be fully operational. We were also briefed on the system by the Honda staff in preparation for the questions that we could expect from the journos. The first thing we were told was that all of the track bikes would be fitted with Bridgestone's race compound tyres in response to numerous requests following the previous year's CBR1000RR launch. That was fine but it did pose one little issue in relation to tyre size: the race compound tyres have a slightly different diameter therefore affecting the speed calibration. Since Combined ABS works on wheel speeds, this was going to affect the system. Honda assured us that the system would still work to 95 per cent of its potential. Never fear, Honda has thought of this and another black box is available for use at track days with race day rubber. There's no performance advantage it just simply ensures the system is working at 100 per cent.

SLIPPERY CONDITIONS The way Honda set the test up was that each group would spend the first day in the designated slippery conditions area in the huge car park. They'd marked out one section of hard braking into gravel and the other into water. The test involved accelerating to about 100km/h before grabbing a handful of brakes on the gravel or water and seeing what happens. Trying to get your brain to convince your hand is not so easy. Basically you are trying to tell yourself to crash. Martin Bauer (German superbike champion) was taking the journalists through this phase and he gave a quick display and did exactly that. I couldn’t believe it. I know Martin reasonably well so I asked him, “Listen Martin, seriously, can I just grab the brakes hard and not crash?” “Of course,” he said.

TRACK TESTING

Out on track was going to be slightly different because there is never a situation on a racetrack where you try to lock the brakes, especially the front wheel. Knowing the Qatar circuit really well (having raced and tested there many times since 2005), I pretty much knew the braking points and the limits on corner entry. I Just needed to remember the gearbox was in reverse...

The first thing I noticed was that the bike stayed in a more neutral flat position without the initial dive and transfer of weight onto the front-end. This isn't a problem but just something that feels a little different. On the absolute limit, it could allow for a softer front-end setting under braking, which could help when trying to turn the bike and get on the power once in the turn. Secondly, under heavy braking the bike simply stays more in line with no hint of the back-end wanting to come around. Of course, you can control this and keep it in line without the system but with the Combined ABS it was something I didn't have to think about. This was probably a little more relevant and noticeable on the CBR1000RR because I was braking from a higher speed and the extra compression can normally work against you under hard braking. It was really a non-issue with the system. I must also emphasise that the system stayed completely in the background and I felt nothing until I really grabbed the brakes hard. Where it is going to be a real benefit on the racetrack is in the wet. The system does add a few kilograms but Honda have done a great job in centralising this around the central mass area under the tank and seat. I can honestly say I rode both the CBR600RR and CBR1000RR on the limit for many laps and noticed no difference at all. The three of us (racers) agreed that we enjoyed the CBR600RR more on-track simply because of its size, weight and how easy it was to throw around in standard form. After winning a seventh consecutive WSS title, Honda has continued the evolutionary process with minimal updates for 2009. With new pistons, cylinder-head and muffler, torque has increased between 8000 and 12,000rpm. That is going to be very welcome in our ongoing battle with those bloody Yamahas. Monoblock brakes have been added and some extra bodywork for improved aerodynamics. Finally there is the Combined ABS option to consider. I must admit though, it is still very hard to resist the brute horsepower of the CBR1000RR under acceleration and the ability the spin up the rear wheel at will. For a big bike it is amazingly nimble and agile, and physically feels like a 600. With the addition of Combined ABS, it stays basically unchanged. In closing I can honestly say Honda have hit the nail on the head with Combined ABS. Motorcycles are always going to be targeted first by the powers that be so this is really a great initiative by Honda. Whereas some of the competition has introduced traction control and ways to control power delivery to make it safer, Honda has approached it in a different way and is addressing real-world emergency situations. I was that impressed, I am going to speak to the team and request that we get it up and running in preparation for the wet. Bring on the wet races

COMBINED ABS TECH EXPLAINED Honda has thrown its hat in the ring as the first company to provide Combined ABS on a mass-produced sportsbike. ABS is not a new feature to Honda or many other manufacturers for that matter, but this is the first time we will get to try it on a supersport or superbike machine, rather than a tourer or sports-tourer. The Combined ABS system differs to a standard ABS system in a few ways. Firstly, a conventional ABS has a pressure control valve that works with a three-piston caliper (like on Honda's CB1000F) and a secondary master-cylinder.

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