Here’s a compilation of common-sense tips for using motorcycle ABS, specially prepared for fellow riders: A few o'clock:

I. How to properly use ABS during emergency braking?

1. Grip the clutch firmly, press the brake pedal hard, and step down on the pedal with force. (We recommend gripping the clutch as tightly as possible, because if the clutch doesn’t disengage, it will impart a forward motion to the rear wheels, while the brake is designed to bring the tires to a complete stop. Repeatedly performing this action can cause the rear wheels to bounce on the ground, thereby compromising vehicle stability and braking performance.)

2. After feeling the handlebar/pedal vibrate, do not release the brake until the vehicle has come to a complete stop.

II. Under what circumstances will ABS be triggered?

1. ABS stands for Anti-lock Braking System and is activated only during braking.

2. When the brake is applied forcefully, and the wheel status reaches the preset value, the ABS will be activated.

3. The ABS activation thresholds vary depending on the road surface—for example, it’s relatively difficult to trigger ABS on cement roads, but much easier on gravel or dirt roads.

3. Why is it so hard to activate the ABS in my car, even though it’s equipped with ABS?

1. Currently, most vehicles have very high maximum deceleration rates, so significant braking force is required when driving on dry cement surfaces.

2. Some vehicles have poor basic braking systems.

Note: ABS is the last line of defense for ensuring driver safety. Under normal circumstances, ABS manufacturers set the system to avoid activating the ABS unless absolutely necessary. Therefore, ABS activation is relatively rare (while rear-axle activation is comparatively easier). The most important thing is to ride safely.

4. Which road surfaces are likely to trigger the ABS?

Generally speaking, road surfaces with lower friction coefficients are more likely to trigger ABS. For example: grassy areas, wetted roads, marble pavements, snowy surfaces, and dusty roads.

5. What’s the difference between single-channel and dual-channel ABS, and how do they differ in use? ？

Single-channel ABS refers to ABS only on the front wheels, with no ABS on the rear wheels; dual-channel ABS refers to ABS on both the front and rear wheels.

In fact, the discussion about what the differences are and how they differ in use mainly centers on just how effective rear-wheel ABS really is.

1. From the perspective of braking force: Due to the motorcycle’s inherent structural design, when braking, the center of gravity shifts forward, placing greater pressure on the front wheel while causing the rear wheel to lift slightly upward. Intuitively, this means the rear wheel lacks sufficient braking force and cannot effectively stop the vehicle. Therefore, from the standpoint of braking performance, the rear-wheel ABS system doesn’t play a significant role.

2. From a stability perspective: Since rear-wheel lockup can cause the vehicle body to skid, it may be more difficult for novice drivers to maintain control. Moreover, due to the absence of a wheel-speed sensor, the vehicle’s instantaneous responsiveness will also be reduced when encountering sudden changes in road conditions. On snowy or marble-paved surfaces with poor adhesion coefficients, braking stability and deceleration performance will both be affected. Furthermore, functions such as the anti-tail-lift algorithm also rely on monitoring the status of the rear wheels; without a wheel-speed sensor, this function cannot be utilized at all. Currently, single-channel ABS is used only in vehicles with engine displacements below 200cc, most of which are scooters.

6. Vehicles equipped with ABS can be replaced. Tire /Caliper?

This is also a question that many car enthusiasts are quite concerned about. My answer here is: Yes, it’s possible—but I don’t recommend it, especially when it comes to calipers. The reason I don’t recommend it is this: Generally, making unauthorized modifications to these systems can lead to ABS-related issues. As a result, the manufacturer may refuse to provide insurance coverage.

Regarding tires: ABS manufacturers do take tire wear into account during calibration, as well as users’ need to replace tires with ones that offer better grip. Therefore, if users replace their tires with other tires of the same specifications within the allowable range, the ABS anti-lock braking system will continue to function normally; however, it cannot be guaranteed that braking performance will be at its optimal level.

As for calipers: Personally, I’d only recommend upgrading to a pump if possible. As for replacing dual-piston calipers with quad-piston ones, I wouldn’t advise making that change. Even if you do make the change, there’s no guarantee what kind of issues might arise afterward.

7. Why do vehicles still feel like they can’t brake effectively even after being equipped with ABS?

Typically, problems of this kind occur with the rear axle. Without ABS, when the rear brake locks up and drags on the ground, it feels as though the brakes are engaged. But once ABS is installed, that grinding noise disappears, leaving you with the impression that the brakes aren't working as effectively. In reality, most of this sensation is psychological. You can find a stretch of road and test the difference in braking distance with the ABS turned on and off.

In addition, current ABS systems have been enhanced to address these types of issues, and you may notice relatively louder feedback from the rear axle. Pay attention to whether the tire pressure is too high, whether the gear ring has any dents, whether the brake fluid is excessively dirty, and whether the calipers are overly dirty.

8. Does ABS increase the braking distance?

This is a false proposition. Raising this question either reflects skepticism toward ABS or, more simply and bluntly, amounts to nitpicking. In theory, ABS does indeed result in a longer braking distance compared to a situation without ABS—under extreme conditions. However, it’s important to note what we mean by “extreme conditions”: these are conditions that are virtually impossible to achieve. Even top-notch drivers would need to perform multiple braking maneuvers on the same road surface before they could even determine what the true limit of that surface actually is.

During our ride, each time we apply the brakes on the road surface, that’s a single, and only a single, braking event. You can’t say, “I didn’t brake hard enough this time, so I crashed.” Then ask me to do it again—I’d definitely brake better next time. Sorry, but life happens only once. That’s why ABS doesn’t increase your braking distance; on the contrary, it actually helps shorten it.

9. Can ABS be used on curves?

If your vehicle is equipped with cornering ABS, you may use it. With standard ABS, exercise caution when driving through curves and try to straighten the vehicle as soon as possible. When the vehicle is leaning in a curve, the friction between the tires and the road surface is weaker than the force set during ABS calibration. Using ABS under these conditions could result in the vehicle tipping over due to the increased force.

10. When using ABS and performing a pulse braking, is it normal that you can't squeeze the brake lever again the second time?

It depends on the situation: This phenomenon can occur even with the basic ABS version from any manufacturer, including those installed in cars. If you’ve ever read a car’s owner’s manual, you might have noticed this statement about ABS:

Since the vehicle is equipped with ABS, please try to avoid using the emergency brake. This is dictated by the principle behind ABS.

Regarding motorcycle ABS, we’ve conducted experiments and found that the frequency of two-handed pulse braking is typically around 350 milliseconds—the interval between the first time you squeeze the brake, release it, and then squeeze it again. Currently, ABS systems are equipped with mechanisms that ensure normal braking even during pulse braking; however, you may still experience a sensation of stiffness or resistance in your hands. If, after the first pulse brake, you find that you can’t squeeze the brake at all on the second attempt—and there’s no corresponding reduction in speed—this could occur in earlier-generation products and was generally attributed to algorithmic issues. But in this current generation, such a problem has been virtually eliminated.