New Ideas In Braking

New Ideas In Braking

SAFETY BRAKER M/C

Quite a few new product releases are passed around the CYCLE WORLD editorial offices each month for consideration. Most are of the utilitarian variety, good products, but rarely eliciting a truly enthusiastic re sponse. Others are standard stuff, with cosmetic changes to fool Irving into think ing they're really different than the ones that Julius manufactures. Sometimes, we receive releases so fantastic in nature we look for a punchline rather than a price.

And then there are the head-scratchers. Not falling into any of the other categories, one is just not sure of the product's relative merits. Such a device is the Safety Braker M/C. It is a small unit which is attached to the motorcycle's hydraulic brake line(s). Acting as a hydraulic shock absorber, it is supposed to decrease stopping distance, while improving stability and control.

To be honest, we were extremely skepti cal, especially in light of the dramatic claims made in its instruction brochure. Commencing with a congratulatory note on your `s~vise purchase, it ends "the Safety Braker M/C was the best decision in per formance accessory purchasing that you could have made." Heady stuff. It didn't fool us for a moment.

Alas, even we experts can be unaware and wary of legitimate products. For tunately, established procedure and princi ples keep us reliable and you informed. In this case, established procedure meant evaluation of the product on a truly objec tive basis, under controlled conditions, eliminating as many variables as possible.

TEST PROCEDURES

A Suzuki GS750 was chosen as the test bike, as it is hydraulic-disc equipped, front and rear.

To measure stopping distance, an elec trically activated marking device hooked into the brakelight circuit fires a chalk pellet into the ground at the instant of brake application. Stopping distance is measured from the chalk mark to the motorcycle.

We chose to test the device, at a single speed, 60 mph. This enabled the rider to become thoroughly familiar with the han dling characteristics of the bike without the complications caused by a variance in speeds. We also felt 60 mph sufficiently fast to place a considerable demand on all braking components, from tires to rider. An all-out, brutally quick stop was desired, not a "panic stop." There would be no point in subjecting the rider to the additional danger potential of higher speed, should a mechanical (or pneumatic) malfunction occur.

Had we run the tests at an indicated 60 mph, test validity would not have been compromised. The difference between stock and Safety Braker-equipped stopping distances would still be representative. Instead, the speedo on the GS was compared against the electronic clocks at Irwindale Raceway, the test site. The rider then adjusted his speed accordingly.

The entire length of the drag strip was available for our use. so we had more than enough room to stabilize speed at 60 mph.

The bike was thoroughly inspected and prepared, but was otherwise box-stock. The rider, in full road-race protective gear, prepared to meet his braker.

THE TEST, STOCK

In order to develop rider familiarity and confidence, the first runs were made without measurement. Once the rider felt consistent, the marking device was loaded, and testing was underway.

Stopping distances for the stock GS750 were in the high 130-foot range, with a short stop of 136 feet. The better stops were made by careful use of the rear brake. Applying the rear brake too lightly resulted in longer stopping distances because available braking force was not completely utilized. Excessive brake pressure, on the other hand, caused the rear wheel to lock up and skid. The rear of the bike then became unstable because of severe wheel hop, as the tire alternately gained and lost traction.

For purposes of comparison, the stopping performance for this bike is as good as any in its class. A certain amount of expertise is necessary to attain minimum stopping distances regardless of the motorcycle.

SAFETY BRAKER, REAR ONLY

Using the T-fitting supplied in the kit, the unit was installed on the rear brake line, just inside the swing arm. The system was bled to eliminate air, and inspected for leakage. There was none. Installation took approximately 15 minutes.

Safety Braker in place, the test resumed. There was an immediate and apparent change in stopping characteristics and distances. Initial stops required about 125 feet, then became consistent in the midteens. The shortest stop recorded was 114 feet. This represents a reduction in required stopping distance of 16.25 percent over stock. We were impressed.

Rider comment confirmed spectator observations: The Safety Braker made the rear brake far more controllable, with no wheel hop whatsoever. The original fine line separating excess from insufficient rear brake pressure was now a fairly broad band. There was a barely noticeable increase in pedal travel, but feel was much improved over stock, smoother and more responsive.

SAFETY BRAKER, FRONT AND REAR

Installation of the unit on the front brake was utter simplicity. The brake hose was disconnected at the master cylinder, and the Safety Braker banjo fitting fastened in its place. The brake hose was placed on the new fitting, flanked by a washer on each side. The Safety Braker was then screwed into place and tightened, the system checked for leakage, and bled. Installation took about five minutes.

The improvement in front brake feel was most pronounced, but was accompanied by an only slightly improved stopping distance, 111 feet. Compared to the stock figure, 136 feet, stopping distance was reduced 18.4 percent. This figure compares very favorably to the manufacturer’s claim of 20 percent.

CONCLUSION

Since this was a controlled test, the braking situation was optimum. Surfaces were dry and clean, and the experienced rider, was prepared for the stops. If anything, the reduction in stopping distance serves to reinforce claims of the Safety Braker’s performance capabilities.

True-to-life situations usually involve less than optimum road conditions encountered by a rider who has only a splitsecond to react. Under such conditions, the rider could only benefit from such an effective device.

In addition, the Safety Braker will compensate for a certain amount of disc warp, or the presence of high spots on the disc.

It all sounds too good to be true. After conducting our own tests our initial skepticism was assuaged, and we heartily concur with the manufacturer’s claims. If you value your own personal safety, the Safety Braker M/C, at $36.95 suggested retail, is an invaluable motorcycle accessory.

Write: Safety Braker M/C 78 Lake Meadow Dr.

Daly City, Calif. 94015 (415) 755-8761