COMPARISON TEST H

WORLD EXCLUSIVE! Semi-active: magic carpet or myth? In a world first, Bike puts Aprilia’s and ’s semi- active and standard suspension through a battery of scientific tests to find out if it works, and which is best Words Simon Hargreaves Pics Jason Critchell

BIKE THAT GLIDES over bumps. reason it won’t appear on more cost- No crashing into pot-holes, conscious bikes. juddering over motorway ripples, Well, there might be a reason. If semi- crunching over speed bumps or active doesn’t take off it’ll be because it clattering into cat’s eyes. Seem like turns out that it doesn’t make a difference. a dream? Everyone from Blade Which is where Bike comes in. Our road Aowner to scooter rider knows their test has just described how the Caponord suspension is up against Britain’s decaying and Multistrada feel back-to-back on the roads. The best we can do is grit our teeth road; what they’re like to ride, and how and hope we don’t knock any out. semi-active suspension feels to a couple of Or is it? 2013 is the year of semi-active blokes out for a blast. What it doesn’t do is suspension, with four models from three put a number on it. Because no-one has. manufacturers. Right now they’re Until now. Bike is going to put the premium bikes at premium prices – the Multistrada and Caponord’s suspension least you will pay to be on electronically under a datalogging microscope to find out controlled damping is Aprilia’s £12,421 which has the best ride quality and how Caponord. But, like all technology, it’ll they compare with a standard Multistrada. eventually filter down and there’s no No-one has done this before.

The Test Bikes ■ 2013 Aprilia Caponord 1200 Travel Pack (semi-active suspension) ■ 2013 1200 S Granturismo (semi-active suspension) ■ 2013 Ducati Multistrada 1200 (passive suspension)

The Location Millbrook Automotive Test Facility, Bedfordshire COMPARISON Semi-Active Suspension: The Facts TEST The Equipment How we record ride quality The Test Method Different surfaces, different speeds... H

Datalogger We’re measuring four types of bumps: range to suit. The preload is set to solo rider rear suspension (as they react and interact ‘Jolt’ is the measure of rate of 1) Speed bumps (15mph, first gear) (the sensors preclude testing with panniers over bumps). The rate of acceleration change change of acceleration in m/s3. 10g Z-axis 10g Z-axis Humans are sensitive to rate lo-bandwidth 2) Country road/urban (45mph, third gear) fitted). The standard Multistrada is set to is the rate at which the acceleration between lo-bandwidth of acceleration change rather accelerometer 3) Motorway (80mph, top gear) standard settings for preload and damping, front/rear changes – it’s how ergonomists accelerometer on than acceleration under seat top yoke 4) Cornering bumps (50mph, third gear) as per the handbook. measure ‘jolt’, or what we call ride quality. The tests are run without panniers, with After each test, the data is downloaded Greg has applied some maths to the data the bikes in Touring mode. In the Aprilia’s and the rider (Simon H) records his (the root mean square function) to let us GPS case, Touring affects the engine only; the comments on the bikes for comparison. see the comparative magnitudes of the ride receiver suspension is on automatic to adjust The graphs are measuring rate of quality. Individual bumps aren’t visible preload and damping as the bike sees fit. acceleration change derived from pitch rate, because the data is ‘smoothed’ to produce a GTME’s Greg Taylor works his magic The semi-active Multistrada is also set to where pitch is the front to rear, rear to front meaningful line. The higher the line, the Touring, which places the suspension in a rocking movement between the front and worse the ride quality.

The Results The higher the line, the worse the measured ‘jolt’, or ride quality over four typical road surfaces

50g Z-axis Pitch rate gyro (on reverse 50g Z-axis 750mm stroke accelerometer on fork side of bike) measures accelerometer potentiometer SPEED BUMPS leg (KA 200mm stroke lateral axis rotation (front to mounted on measuring COUNTRY ROAD/URBAN MOTORWAY CORNERING BUMPS linear potentiometer rear wheel rear). Includes 10g (15mph, first gear) (45mph, third gear) (80mph, top gear) (50mph third gear) for fork travel on accelerometer for chassis travel reverse side) centre vertical acceleration

To put numbers on ride and Greg Taylor runs the bike (measuring rate quality we need to GTME, and of change of suspension, measure the same thing motorsport development or acceleration, but also Aprilia and Ducati are engineers. Peter will measuring the rate of measuring – the speed of supply eight sensors for change of acceleration), a the suspension the tests, and Greg will fit gyro located near the INTENSITY INTENSITY INTENSITY

movement. Unfortunately them, log the outputs and centre of the bike which INTENSITY we can’t tap into their collate the data into a gives us rotational pitch TIME TIME TIME TIME sensor data, but we know figure for ride quality. rate, and another DUCATI MULTISTRADA ACTIVE DUCATI MULTISTRADA ACTIVE DUCATI MULTISTRADA ACTIVE DUCATI MULTISTRADA ACTIVE two clever fellas who can The sensors are a mix of accelerometer measuring DUCATI MULTISTRADA STANDARD DUCATI MULTISTRADA STANDARD DUCATI MULTISTRADA STANDARD DUCATI MULTISTRADA STANDARD supply and fit equipment potentiometers for each vertical acceleration at the APRILIA CAPONORD APRILIA CAPONORD APRILIA CAPONORD APRILIA CAPONORD to record exactly the wheel (measuring centre of the bike. A GPS same data. suspension position and aerial records vehicle Peter Trevor runs KA thereby giving us speed, time and location COMMENTS COMMENTS COMMENTS COMMENTS SIMON: The Caponord feels safe, smooth and SIMON: ‘The Aprilia has no jarring, just gentle SIMON: ‘Caponord has no chopping or SIMON: ‘The Caponord’s wheels are losing grip Sensors Ltd, designers and suspension speed), for reference, and a secure. No jarring from suspension or jolting out suspension movement. The front is harmonious stuttering, and a very smooth ride quality. It and skipping sideways over these bumps. The suppliers of motorsport accelerometers for each datalogger on the seat of the seat, and no sense of wallowing. The with the rear, working together – not fighting or doesn’t white-line or chase changes in surface. bumps are kicking into the chassis. Ride quality sensors and instruments, wheel and at each end of records all sensor info. chassis mass seems to be very stable while the disconnected. Ripples are smudged into a long ‘Again, the semi-active Ducati feels harder is worse than expected after previous tests. wheels move around beneath it. wave of suspension movement. It feels very than the Aprilia, but isolates from bumps better. ‘The semi-active Ducati is much, much better ‘The semi-active Ducati is definitely a harsher good but not magic carpet. The Caponord obscures the bumps, but the than the Caponord. There’s almost no sideways experience, but this is due almost entirely to the ‘With the semi-active Ducati, when you filter Ducati ignores them. By a normal definition of movement. There’s less chassis disturbance, fussy throttle control and the engine vibration. the engine’s vibration (which is a lot), the ride quality I’d say the Ducati feels as good as the less deflection, and much more stability. It’s actually quite tricky to hold the bike constant suspension has a less floaty, more direct feel. It’s Caponord, it’s just less obvious because the ‘The stock Ducati is terrible. A big thump kicks at 15mph in first gear over the speed bumps. better-damped, but no less smooth. experience is much more visceral. the bike sideways. I honestly think I might ‘With the standard bike, it’s very hard to make ‘But wow, the stock Multistrada is chalk and ‘At the start of the test area the stock ’Strada damage the rims. It’s less stable and properly a distinction between it and the semi-active cheese. Harsher, and the front and rear ‘fight’ feels similar to the semi-active bike. Then as the unpleasant. Yet elsewhere in the corners, the ’Strada. Feels as awkward to hold at 15mph in 1st each other – you get a suspension “noise”. The bumps begin to add up, you get an overall level suspension has a much more direct, normal feel. gear without using the rear brake to balance the other two bikes block this “noise” out.’ of noise that’s more intrusive and distracting. It’s When you brake, you can feel the tyre biting in a bike (which I don’t want to do in case it alters the GREG: ‘The Caponord is the most composed, not necessarily a bad thing – it feels like a normal way you can’t on the others.’ data). But there’s nothing between them for me.’ indicating a good level of integration front to rear. bike and makes you realise the previous two GREG: ‘With the bikes leaned over, this is as GREG: ‘The Aprilia is the most composed over The semi-active Multistrada is also smooth machines aren’t normal.’ much a test of lateral chassis flex as suspension these events. Both sets of Ducati data take time compared with the stock bike, suggesting GREG: ‘Again the Caponord is providing the movement. The logger shows the Aprilia has the to settle, possibly because the lack of throttle although the magnitude of the jolt is larger, the least pitch jolt in terms of magnitude and control. best control over end-to-end pitch jolt, and the Gyro measures Trigger switch to control has more effect on the data than the control is more effective. The standard bike has The semi-active Multistrada is definitely better semi-active Multistrada has better control than chassis ‘jolt’ capture data suspension’s reaction to the speed bumps.’ the least control and the highest magnitude.’ than the stock bike on the motorway simulation.’ the stock bike – which Simon confirms.’ COMPARISON Ducati Multistrada S Granturismo v Aprilia Caponord 1200 Travel Pack TEST H Standard Multistrada THE PILLION VIEW Semi-active tech explained bumping mid- corner Ducati and Aprilia’s different solutions to the same problem Kayleigh Nicolaou, 27, has And there isn’t a lot of room to pillioned thousands of miles on move around – you’re close to all kinds of bikes. Here’s her take the rider. The legroom is fine Ducati favour Aprilia go for a accelerometer- potentiometer on the back seat ride quality of and seat is comfy (and tall – you based approach and a gauge the Caponord and Multistrada: can see over the rider’s head), with sensors on instead – this It’s difficult to separate the but I could do with more space.’ sprung and pot is Ducati’s engine vibes from its The Aprilia is much, much unsprung measuring the ride quality because it’s quite smoother than the Ducati, less masses rear shock position... aggressive and I can feel the aggressive and not as vibey. But vibration through the seat and I couldn’t say I’d rather hit a top box. The ride isn’t overly bump on the Aprilia than the ...and this is the bumpy, but not totally smooth Ducati. Neither is noticeably pressure either. It’s what I’d expect for a better than the other. They’re sensor on the bike like this – it doesn’t amaze much of a muchness. fork leg me. It’s not a magic carpet. The Aprilia’s riding position I recently did big miles on a is lower. I like to see where I’m Triumph Trophy, BMW K1600 going and I have to look round and R1200GS – in terms of ride the rider. The pegs are too high quality the Multistrada is on par. so legs are already tipped up – The engine vibes are nice at when the rider accelerates you first but over three or four start to tip back. If the pegs were The scene: semi-active suspension, in gentle braking etc) the ECU can adjust relative to chassis movement, and thereby hundred miles my back might lower or seat higher, I’d feel which fork and rear shock damping rates damping characteristics to suit, keeping the calculate the speed of suspension travel. get a bit sensitive because it’s more secure. are adjusted on-the-move by the bike’s ECU human side of the suspension happy. From there, the condition of the suspension DUCATI MULTISTRADA APRILIA CAPONORD got so much stimulation. I’d like the Ducati’s seating according to riding and road conditions, Semi-active suspension relies on the ECU is set using a pre-existing principle The riding position is upright position (with more room), and 1200S GRANTURISMO 1200 TRAVEL PACK because of the top box, with a the Aprilia’s engine character. first appeared at the start of this year on knowing the speed of suspension travel, common in the car industry, called Contact ducati.com uk.aprilia.com straight back. It’s good for But I’d take either of their BMW’s HP4, followed by Ducati’s because that’s the information it needs to Skyhook. Skyhook is a mathematical posture but tiring after a while. suspension systems.’ Multistrada, then Aprilia’s Caponord and adjust damping settings. It’s the critical algorithm which takes a hypothetical point Price £16,850 on the road £12,421 on the road BMW’s R1200GS. The hardware – the actual characteristic. There are several ways to in the sky above the bike and tries to govern Power (clmd) 152bhp 125bhp forks and shocks – for the four bikes differs determine speed of suspension travel. One suspension behaviour to ‘hang’ the bike Ducati is better Torque (clmd) 92 lb ft 85 lb ft slightly, but it’s all supplied by German is to use accelerometers – sensors that from that point – effectively keeping the around town Top Speed 149.6mph 131.4mph two-up, Aprilia suspension manufacturer Sachs who beat measure the acceleration of the suspension. front and rear of the bike level at all times. better for more established names like Öhlins, Showa From this, the ECU can use mathematics to Aprilia’s system: the Caponord eschews 0-60mph 3.28s 3.34s distance and Kayaba to deliver the technology. derive speed. Another method is to use accelerometers, using potentiometers and a 70-0mph braking 47.4m 43.6m But the way the suspension is controlled – potentiometers – sensors that detect pressure gauge to measure suspension ENGINE how it’s monitored and how the bike uses position. Again, maths gives the speed speed. In fact Aprilia are a bit sniffy about the data – is developed by the bike using accelerometers, claiming the ‘noise’ Capacity 1198.4cc 1197cc manufacturers. And BMW, Ducati and ‘Semi-active introduced by engine vibration is so great Fuel system fuel injection fuel injection Aprilia all do it differently. the ECU has to filter a lot of data out, leaving Transmission six-speed, chain six-speed, chain Unsurprisingly, BMW’s semi-active HP4 is suspension adjusts low grade info on which to base its settings. FRAME claimed to enhance track performance, damping in real The Caponord, like BMW’s HP4, uses a while the Multistrada, Caponord and GS’ classic push/pull sensor mounted between Frame steel tube trellis steel tube trellis systems are about improving ride quality time to reflect road swingarm and frame to determine rear Wheelbase 1530mm 1565mm without compromising performance. And suspension speed. At the front, a pressure Rake/trail 25°/110mm 26.1°/125mm as the Ducati and Aprilia are direct rivals, and/or riding gauge measures the change in air pressure Seat height 850mm 840mm Verdict their semi-active suspension systems bear conditions’ inside the lefthand fork, from which the We’ve split our test into two halves – a subjective road ride and an direct comparison. ECU calculates damper speed. Tank size 20 litre 17.5 litre objective track test. From a science point of view, the datalogging How it works: purely from a comfort point Once data is gathered, Aprilia also use RUNNING GEAR shows the Caponord’s ride is significantly more controlled than of view, the goal of semi-active suspension based on time differences between Skyhook to set the suspension. But they go Front 48mm usd forks, 43mm usd forks, the Multistrada’s, suggesting Aprilia’s approach to managing semi- is to improve ride quality. We perceive poor positions. The third sensor method is further, claiming Skyhook is only good for suspension electronically adj. electronically adj. active suspension is more effective than Ducati’s. ride quality as a sharp acceleration, or jolt. measuring the change in fluid or gas low speed suspension travel and adding preload with semi- preload with semi- But graphs only tell part of the story. From a rider’s point of Suspension puts springs between the pressure with a gauge. Again, this lets the their own algorithm to handle medium and active rebound and active rebound and view, both test track and road deliver similar verdicts: neither wheels and the rider, and damping controls ECU calculate the suspension speed. high-speed suspension movement. compression compression bikes’ suspension is a revelation. The Aprilia is softest and isolates the movement of the springs. These reduce Once the ECU knows how fast the Aprilia also equip the Caponord with Rear suspension monoshock, monoshock, semi- the rider from bumps more effectively, but is less sporty and direct the acceleration on the rider – they reduce suspension is travelling, it can adjust automatic rear preload adjustment. Using electronically adj. active preload, than the Ducati. It’s the one you’d choose for long distance riding. the jolt. The trouble is that fixed suspension damping to suit via electronics and the rear potentiometer to measure the preload with semi- rebound and If only it drank less fuel. damping is a compromise – ideal damping hydraulics, thus constantly resetting the position of the shock, the bike knows what active rebound and compression The Multistrada is a harsher, more visceral experience – more varies depending on the intensity of the suspension to suit whatever type of road or load is compressing it – solo rider, rider and compression damping like a conventional bike. It’s firmer over bumps but feels the bump it encounters. riding the bike is subjected to. pillion, pillion plus luggage etc – and Brakes 2 x 320mm discs, 2 x 320mm discs, sportiest of the pair – lighter steering and more nimble, with a Semi-active suspension gets round this Ducati’s system: the Multistrada uses hydraulically adjusts preload to suit. (front/rear) 4-piston 4-piston more involving riding position. The Ducati is also the ‘noisiest’ in by adjusting damping in real time to reflect accelerometers to determine its suspension Both manufacturers also use throttle calipers/245mm disc, calipers/240mm disc, terms of other ride quality factors – namely, its engine vibration. 2-piston caliper, ABS 1-piston caliper, ABS road and/or riding conditions. So if the behaviour. There are four – front wheel, rear position and brake condition data in setting Given the choice, it’s the bike we’d prefer for shorter or suspension is moving quickly (stutter wheel, rear chassis and front chassis. The suspension (because these also affect LIVING WITH IT mid-distance blasts. bumps, big shocks, sudden braking etc) or ECU takes acceleration data from the suspension behaviour on the gas and on Dry weight (clmd) 217kg 228kg slowly (undulations, under acceleration, sensors to work out wheel movement the brakes). Thanks to: Greg Taylor at GTME (gtme.co.uk) and Peter Trevor at KA Bike rating HHHH HHHH Sensors (kasensors.co.uk) for their expertise, time and equipment