Linked brakes

[willtill]

I do not have a F6B yet but do have a VTX-1800 with linked brakes. It does not apply rear brake when pulling the front lever. It actuates four of the six existing pistons on the front calipers. The only link is the pedal for rear break will apply the rear caliper and the other 2 of the 6 pistons on the front calipers. If Honda uses the same system for the B then no danger of over using/loading the rear break. Additionally 53driver is correct that you need to use both front lever and rear pedal to get the most braking power, that is the only way to use all pistons. I have never had a problem with too much front brake using only the rear pedal. Please someone tell me if Honda is using a diff linked brake system on this bike.

Yes, on the F6B actuating the front brake lever will cause the left front caliper to pivot upwards, engaging the anti-dive mechanism which also will route fluid (pressure) to the proportioning valve. That in turn will apply pressure to the pistons in the rear caliper.

It's a hot mess.



So in the way you described your VTX's system, the F6B is different from it.

[Bigcityd]

To correct a misnomer that was mentioned earlier. Locking up the brakes is actually the most effective way to stop as this does several things. It maximizes the kinetic energy being dissipated by both friction and heat. The tire heats ups, displacing some of it's rubber to the road service, which then allows the following tire to grip better on the rubber coated road surface(skid mark), additionally the rubber leaving the tire surface piles up in front of the wheel (snow plowing), aiding in shorten stopping distances.

Having said all of this, it's also the most dangerous way to stop as a stationary tire has no means of steering or assisting in the maneuvering of the bike. As a result and I believe this is what the previous author meant, was that keeping the wheel at the limit of rotating adhesion is the best way to stop quickly. Hence ABS keeps the wheels at the threshold of lock up, maximizing braking efficiency while also keeping the tire rolling, allowing for steering input. The linked braking system is designed to put those braking forces proportionally at the right wheel as was said earlier, the front brake takes on the lion share of the braking once the inertia shifts forward.

Honda has always been a safety leader in both cars and bikes. I don't understand why everywhere else in the world, the F6B has ABS standard except in the US. Strange marketing choices.

[speeddrive1]

Ok, did the 5 pumps of the rear brake and immediately could spin the rear tire by hand with no problem.

[JMartin]

... I don't understand why everywhere else in the world, the F6B has ABS standard except in the US. Strange marketing choices.

I too, have always wondered this.

And... Why in the heck don't all bikes have self-cancelling turn signals? I've had bikes that are 20 years old that had this feature.

[Steve 0080]

I too, have always wondered this.

And... Why in the heck don't all bikes have self-cancelling turn signals? I've had bikes that are 20 years old that had this feature.

Those are both easy to answer $$$$$$$$$$$$$$$$$$$$$$$$$$$$$$....not until the gov. forces it to happen. ( ABS )

[53driver]

To correct a misnomer that was mentioned earlier. Locking up the brakes is actually the most effective way to stop as this does several things. It maximizes the kinetic energy being dissipated by both friction and heat. The tire heats ups, displacing some of it's rubber to the road service, which then allows the following tire to grip better on the rubber coated road surface(skid mark), additionally the rubber leaving the tire surface piles up in front of the wheel (snow plowing), aiding in shorten stopping distances....

I respectfully disagree. I will get links to the raw data showing that skidding tires actually increases braking distance.
Unless, of course, locking the front tire is a recipe for a low side and that's how you want to stop? Didn't think so.
Skidding the rear tire actually lessens the coefficient of friction.

Let me get the data and we can compare notes in a new thread.
Cheers,
Steve

[Bigcityd]

I respectfully disagree. I will get links to the raw data showing that skidding tires actually increases braking distance.
Unless, of course, locking the front tire is a recipe for a low side and that's how you want to stop? Didn't think so.
Skidding the rear tire actually lessens the coefficient of friction.

Let me get the data and we can compare notes in a new thread.
Cheers,
Steve

Steve,

I stand corrected. The situation can only work as I described on a non paved road surface or one covered in snow. The rolling tire to the point of lock is the most effective way to stop. Here is the science.

Stopping Distance

Stopping distance is extremely important for emergency braking. The stopping distance is 1 based on the deceleration rate. Also, it is affected by the tyre deflection, air resistance, braking efforts and the inertia of the driveline. Distance travelled by the vehicle during application of brake can be obtained from the following equations of motion assuming the brake efficiency as 100%.

If the vehicle comes to stand still due to application of brake, the final velocity, V = 0 in the above equations, then stopping distance, S is given by the relations, S = U /2f.
The stopping distance remains same with the same tyre and road conditions, when the wheels are locked and skidding, regardless of the weight, number of wheels or vehicle load. Maximum braking force occurs when the wheels are braked just before the locking point or point of impending skid. Non-skid brake systems are designed to operate at or below this point. Any changes in load on a wheel changes the point of impending skid.
Example 28.2. Calculate the minimum stopping distances for a vehicle travelling at 60 kmlhr with a deceleration equal to the acceleration due to gravity.

[speeddrive1]

What does that have to do with the original question

[2wheelsforme]

Yes, on the F6B actuating the front brake lever will cause the left front caliper to pivot upwards, engaging the anti-dive mechanism which also will route fluid (pressure) to the proportioning valve. That in turn will apply pressure to the pistons in the rear caliper.

It's a hot mess.



So in the way you described your VTX's system, the F6B is different from it.

Yes that is quite different. No antidive on the X, so no line to the rear brake. Still its is excellent brakes and I hear the F6Bs are also great, prob even better. It is my understanding that a "high side" is when you lock up the rear brake and the back of the bike starts coming around on you, you get off the rear brake while already going somewhat side ways. That result is the back tire stops sliding and the bike tosses you high to make a less than soft landing. Very common. The rear brake cannot be locked up with the system on my VTX. I call it Honda making the bike stupid proof because you cannot "high side" which the major cause of is people being scared of the front brake.