Las siglas y acrónimos de los vehículos de dos ruedasEl léxico de todos los motoristas.

BMW Motorrad's Dynamic ESA (Electronic Suspension Adjustment) is a semi-active suspension technology designed to automatically adjust the motorcycle's damping and ride height to riding conditions.

An evolution of the classic ESA, this system uses travel sensors, the inertial measurement unit (IMU), and braking data to continuously analyze the vehicle’s dynamics. In a matter of milliseconds, the control unit electrically adjusts the suspension’s rebound and compression damping via solenoid valves. Dynamic ESA thus reduces nose-dive during braking, wheelie during acceleration, and maintains optimal stability when cornering or on uneven road surfaces.

Linked to the riding modes (Road, Dynamic, Enduro), it adapts its responsiveness to the selected riding style. In its “Next Generation” version, the system includes automatic load compensation, automatically adjusting spring preload based on the vehicle’s load.

Engine Brake Control (EBC) is an electronic assist system designed to regulate engine braking during heavy deceleration and downshifts.

On high-displacement motorcycles, mechanical drag when the throttle is closed can cause the rear wheel to skid, lock up, or become unstable when entering a turn. EBC resolves this issue by cross-referencing wheel speed data, the selected gear, and the lean angle measured by the inertial measurement unit (IMU). When excessive stress is detected on the rear end, the engine control unit (ECU) instructs the Ride-by-Wire system to open the throttle valves very slightly to reintroduce a trickle of air, thereby reducing engine drag.

Adjustable to several sensitivity levels depending on the rider’s profile or weather conditions, the EBC allows you to customize the bike’s braking behavior. It stabilizes the chassis, makes leaning into turns smoother, and complements the action of the anti-dribble clutch.

The system is called MSR at BMW and EBM at Yamaha.

The ECU (Electronic Control Unit) is the “brain” of the motorcycle. This control unit centralizes and processes, in real time, a multitude of data transmitted by numerous sensors located throughout the motorcycle: engine speed, throttle position, coolant and air temperature, atmospheric pressure, and exhaust gas composition.

Using mapping data stored in its memory, the ECU analyzes this data at high frequency to instantly control the engine’s actuators. It thus adjusts the amount of fuel injected, the spark plug ignition timing, the opening of the electric throttle valves (Ride-by-Wire), and the exhaust valve.

EXUP (Exhaust Ultimate Power Valve) is a variable exhaust valve technology developed by Yamaha in the late 1980s to optimize the performance of 4-stroke sport engines.

In high-performance engines, the valve overlap required at high RPMs results in fresh air losses and a lack of torque at low and mid-range RPMs. EXUP resolves this issue by incorporating a servo-driven rotary valve in the exhaust manifold, which is directly controlled by the ECU based on engine speed and throttle position.
- At low and mid-range RPMs, the valve partially closes to increase backpressure in the manifold, which prevents premature scavenging of the air-fuel mixture and significantly boosts torque and smoothness.
- At high RPM, the valve opens fully to allow the exhaust gases to flow freely and deliver maximum power. First introduced on the FZR 1000 before becoming a signature feature of the YZF-R1 and R6, the EXUP system revolutionized supersport bikes by eliminating power hesitations during acceleration and broadening the engine’s usable range without compromising pure performance.

Kawasaki's Forward Collision Warning (FCW) is a forward collision warning system based on the ARAS technology suite developed in partnership with Bosch.

Using a millimeter-wave radar sensor concealed beneath the headlight (notably on the Ninja H2 SX), the FCW continuously monitors the motorcycle’s speed and the distance to the vehicle ahead. When it detects a critical closing distance that could lead to a collision, the system does not apply the brakes: it immediately displays a very clear visual warning on the TFT screen as well as a flashing red light on the instrument panel. The rider thus retains full responsibility and control over emergency braking or evasive maneuvers.

Configurable with three sensitivity levels (Early, Standard, Late) or fully deactivatable via the menus, FCW works in conjunction with Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD). By alerting the driver at the very first split second of inattention, this system provides preventive safety.

GTT (Glide Through Technology) is an electronic low-speed riding assistance system developed by TVS. This system allows the motorcycle to move forward autonomously in the first few gears without any input from the rider on the throttle.

The GTT system relies on the synergy between the electronic control unit (ECU) and the Ride-by-Wire throttle. When the rider gradually releases the clutch lever at very low RPM (without accelerating), the ECU detects the drop in engine speed. It then instantly and automatically adjusts fuel injection to keep the engine just above its stalling threshold.

Lanzada a principios de 2000 por Yamaha Motor Company, GYTR reúne todas las piezas, accesorios y kits de alto rendimiento desarrollados específicamente para la competición. Diseñados, probados y validados por los ingenieros de Yamaha, los componentes GYTR optimizan cada aspecto de las máquinas: motor, admisión, escape, suspensión, gestión electrónica, frenado, ergonomía y aerodinámica.

Desde hace varios años, Yamaha también ofrece GYTR Pro Shops en Europa, Japón y Estados Unidos. Estos talleres especializados están certificados para ensamblar, configurar y mantener motocicletas 100% de carreras como la R1 GYTR Pro.

The system known as HESD (Honda Electronic Steering Damper) is an electronically controlled steering damper developed in collaboration with Showa to eliminate the risk of wobbling without compromising handling.

On a conventional mechanical damper, constant hydraulic braking makes steering heavier at low speeds. The HESD overcomes this problem by incorporating a solenoid valve controlled by the engine control unit (ECU) that adjusts the flow of oil in the hydraulic chamber in real time based on speed and acceleration. At low speeds or during maneuvers, the valve remains open to allow oil to flow freely, maintaining very light steering. At high speeds or during hard acceleration that could cause the front end to lift, the ECU gradually restricts fluid flow to stiffen the steering, absorbing shocks and locking the bike onto its line.

Introduced on the CBR 1000 RR Fireblade in 2004 and later on the CBR 600 RR, this system offers a balance between responsiveness at low speeds and stability at high speeds, without requiring any manual adjustment by the rider.

Hill Hold Control (HHC), or hill start assist, is an electronic assistance system designed to keep the motorcycle stationary on an incline without the rider having to apply manual or foot pressure to the brakes.

Using the inertial measurement unit (IMU) to measure the slope angle and wheel speed sensors, the system communicates directly with the ABS control unit. When the motorcycle comes to a stop on a slope, the hydraulic unit maintains pressure in the braking system (typically on the rear caliper). As soon as the engine control unit (ECU) detects throttle opening, an increase in engine torque, and gradual clutch slippage, it automatically releases the hydraulic pressure to provide a smooth start, without jerking or the risk of rolling backward.

Depending on the manufacturer, the system is activated either automatically once a minimum gradient is detected, or manually by applying light pressure to the front brake lever while the motorcycle is at a standstill.

The HISS (Honda Ignition Security System) is the electronic anti-theft system exclusive to Honda motorcycles. Introduced in the late 1990s to combat theft, this device prevents the engine from starting by directly locking the ignition and fuel injection if the inserted key is not recognized by the engine control unit (ECU).

Each original key contains a transponder chip with a unique cryptographic code. When the ignition is turned on, a ring-shaped antenna around the ignition switch reads this code and transmits it to the ECU. If the code matches, the ECU unlocks the engine functions; if not, the engine will not start. This direct electronic link renders simply bypassing the ignition switch wires (hotwiring) completely ineffective for starting the motorcycle.

Visually indicated by a red warning light on the instrument panel, the HISS system provides highly effective passive protection but imposes a significant practical limitation: the loss of all coded keys requires the replacement or complex reprogramming of the ECU.

The HMAS (Honda Multi-Action System) is a hydraulic suspension technology (front fork and rear shock absorber) developed by Honda in the late 1980s to optimize handling and comfort on its sport and touring models.

Unlike basic conventional suspensions that use simple bores—whose hydraulic resistance becomes too stiff during rapid impacts and too soft at low speeds— the HMAS is based on a cartridge design equipped with a piston featuring a stack of flexible shims (shim stacks).

Technical Operation

• Control Based on Compression Speed: The system regulates oil flow based on the speed of the suspension piston’s movement rather than engine RPM or the motorcycle’s speed.
• Low piston speed (rider movements, load transfers during braking or acceleration): Oil flows through finely calibrated passages. Hydraulic damping is firm, which limits fork dive and maintains the motorcycle’s ride height.
• High piston speed (hard impacts, potholes, road irregularities): The increased oil pressure causes the metal valves to deform slightly, opening a wider flow path. The shock absorber absorbs the impact instantly without transmitting a jolt to the wrists or spine.

H.O.G. (Harley Owners Group) is the official owners' club created by Harley-Davidson in 1983 to bring its community together and strengthen brand loyalty.

Conceived as a community-based strategy unprecedented in the motorcycle industry, H.O.G. now has nearly one million members worldwide. The organization is structured around a network of local chapters, each of which must be affiliated with and sponsored by an authorized dealership. The club offers its members a range of services and benefits: dedicated roadside assistance, exclusive access to major gatherings and private events, a dedicated magazine (H.O.G. Magazine), as well as a rewards system and embroidered items (patches and pins) recognizing the distance traveled.

Beyond logistical services, H.O.G. is the primary vehicle for the lifestyle and sense of belonging promoted by the Milwaukee-based brand. By transforming the purchase of a vehicle into membership in a true global community, this model has become a textbook example of marketing when it comes to customer loyalty.

Honda Racing Corporation (HRC) is Honda's specialized subsidiary and official racing division. Founded in 1982 to centralize the brand’s racing efforts, HRC develops and operates factory-built machines competing at the highest international levels, notably in MotoGP, Rally-Raid (Dakar), MXGP, and Trial (as well as Formula 1 since the merger of the auto and motorcycle divisions).

As a leading-edge technology laboratory, this entity tests major engineering innovations under extreme conditions—such as oval-piston engines, Seamless transmissions, PGM-FI electronic fuel injection, and advanced aerodynamics—before transferring this expertise to iconic production models (RC30, RC45, CBR1000RR-R Fireblade, and RC213V-S).

Recognizable by its logo and historic tricolor livery (blue, white, red), HRC also markets racing parts kits and machines for private teams.

the HSTC system controls the torque delivered by the motor in 2 ways: when the control unit detects acceleration of the rear wheel (and deceleration of the front wheel), it reduces the opening of the TBW - and therefore the power - allowing the front wheel to remain in contact with the ground. This makes it possible to open the throttle to the maximum, without the risk of pitching up (rear wheel).

the second method used by the HSTC detects the angle of inclination of the motorcycle. The inertial measurement unit (IMU) housed under the seat discerns the speed and acceleration of the chassis in yaw and roll, as well as in longitudinal, transverse and lateral directions. The IMU then deduces the angle of inclination to control engine torque and maintain rear-wheel traction at the right level.

the computer logic used by the IMU is based on the same detection technologies developed for the ASIMO humanoid robot, enabling the most precise calculations possible.

the HTSC offers 9 levels of intervention (+ deactivation) to suit the rider's preferences, while User Modes 1 and 2 enable specific settings, even while driving.

El sistema automático de parada en ralentí apaga automáticamente el motor después de 3 segundos de ralentí y lo reinicia tan pronto como se abre el acelerador. Su funcionamiento es completamente transparente para el usuario gracias a la presencia de un alternador-arrancador, un sistema que reposiciona el cigüeñal en la posición óptima antes de la fase de admisión y finalmente un mecanismo descompresor que anula la resistencia ligada a la compresión.

Este dispositivo también tiene la particularidad de poder “leer” el estado de la batería y, si es necesario, suspender su intervención para no provocar una descarga excesiva.

Una unidad inercial es un instrumento utilizado en navegación, capaz de integrar los movimientos de un objeto en movimiento para estimar su orientación, velocidad lineal y posición. La posición estimada es relativa al punto de partida o al último punto de recalibración.

Una IMU mide los movimientos en 3 dimensiones. Proporciona datos ultraprecisos sobre :
- Aceleración (adelante/atrás, arriba/abajo, lateral)
- Rotación (balanceo, cabeceo, guiñada)
- Inclinación (ángulo de giro o inclinación lateral)

Para ello, utiliza un acelerómetro para medir la aceleración lineal en 3 ejes y un giroscopio para medir la velocidad de rotación en 3 ejes.

La IMU proporciona ayudas a la dirección más precisas y una mayor funcionalidad:
- el ABS puede reaccionar en las curvas
- Los faros pueden encenderse en las curvas
- El control de tracción libera potencia en función del ángulo, no sólo de la diferencia de velocidad de las ruedas.
- y otras intervenciones sobre el cambio, la suspensión, el deslizamiento, el morro, etc.

Kawasaki Advanced Coactive-braking Technology (K-ACT or K-ACT ABS) is a combined braking system with intelligent electronic anti-lock braking, designed by Kawasaki primarily for its grand touring motorcycles (such as the 1400 GTR or the VN 1700 Voyager series).

Unlike a traditional mechanical linkage, K-ACT uses an ECU-controlled hydraulic unit to dynamically interconnect the front and rear brakes. When the rider operates the handlebar lever or foot pedal, the system analyzes the motorcycle’s speed, the applied force, and the chassis dynamics to instantly distribute the ideal hydraulic pressure to each caliper. This coactive pressure distribution prevents excessive fork dive and rear-end lift, keeping the bike perfectly stable, even when fully loaded with a passenger and luggage.

El KCMF es un dispositivo que supervisa constantemente los datos del motor (régimen, apertura del acelerador, etc.) y de la parte ciclo (ángulo de inclinación, velocidad de la rueda, presión de frenado, etc.) durante todas las fases de una curva (entrada, punto de cordón, salida). Su función principal es modular con precisión la potencia del motor y la fuerza de frenado para que las transiciones entre la aceleración y el frenado, y posteriormente durante la reaceleración, sean lo más suaves y fluidas posible. Al actuar sobre estos parámetros, el KCMF ayuda al piloto a mantener la trayectoria ideal que ha elegido a lo largo de toda la curva, optimizando así la estabilidad y el rendimiento.

Para cumplir su misión, el KCMF supervisa y coordina varias ayudas electrónicas de la moto (si están presentes):

• KTRC (Kawasaki Traction Control): gestión del control de tracción, del levantamiento de la rueda delantera (anti-wheeling) y del deslizamiento.
• KLCM (Kawasaki Launch Control Mode): Ayuda en la salida parada.
• KIBS (Kawasaki Intelligent anti-lock Brake System): sistema de frenado ABS inteligente que incluye el control de la inclinación de la horquilla.
• KEBC (Kawasaki Engine Brake Control): control del freno motor.
  

The Kawasaki Engine Brake Control (KEBC) is an electronic assist system developed by Kawasaki to regulate and customize the intensity of engine braking during deceleration and downshifting.

When the throttle is suddenly closed or a hard downshift is performed, the mechanical drag of a high-performance engine can cause wheel spin, rear-wheel slippage, or chassis instability when entering a turn. The KEBC resolves this issue by communicating directly with the engine control unit (ECU) and the electronic throttle control (Ride-by-Wire). By analyzing engine speed, gear selection, and wheel speed, the electronic system commands a very slight opening of the throttle valves to allow a thin stream of air to enter, thereby reducing the resistance offered by the engine.

The Kawasaki Electronic Control Suspension (KECS) is an electronically controlled semi-active suspension system developed by Kawasaki in partnership with Showa. It adjusts the compression and rebound damping of the front fork and rear shock absorber in real time to optimize the motorcycle’s handling and stability in response to road imperfections and load transfers.

Its operation is based on exceptionally fast response times: thanks to direct-actuated solenoid valves integrated into the suspension components (Showa BFF or cartridge fork, and BFRC lite or Uni-Trak rear shock), KECS adjusts oil flow in just 1 millisecond. The control unit adapts damping by continuously cross-referencing data from stroke sensors integrated into the fork and shock absorber, the inertial measurement unit (IMU), wheel speed sensors, and the braking system.

Integrated with the Riding Modes, the KECS adjusts suspension firmness based on the selected profile (Sport, Road, Rain, Rider). On models such as the Versys 1000 / 1100 SE, it incorporates Showa’s Skyhook dynamic control to smooth out body roll, as well as electronic adjustment of the rear spring preload directly from the instrument panel (solo, solo with luggage, two-up, two-up with luggage).

KIBS (Kawasaki Intelligent anti-lock Brake System) es un sistema de frenado de alta precisión diseñado específicamente para los modelos superdeportivos, que ofrece una frenada altamente eficaz a la vez que conserva un tacto natural.

KIPASS (Kawasaki Intelligent Proximity Activation Start System) is the keyless ignition and remote locking system developed by Kawasaki.

It relies on an RFID transponder (electronic key) that the rider keeps in their pocket. As soon as the rider approaches the motorcycle (within about 1 or 2 meters), the motorcycle’s antennas detect the encrypted radio signal and unlock the immobilizer as well as the main ignition switch.
KIPASS also controls the unlocking of the fuel cap and the storage compartments.

designed to help riders maximize acceleration during standing starts, the KLCM electronically regulates engine power to prevent the rear wheel from spinning at the start. The rider can select one of 3 modes, each offering a different degree of assistance. Each of the 3 modes allows the rider to start with the throttle wide open.when the clutch lever is pressed and the system is activated, engine speed is automatically limited as long as the throttle is engaged. As soon as the clutch is released, engine speed increases, but power is regulated to prevent the rear wheel from spinning and the front wheel from lifting (in mode 1, the least intrusive, the front wheel can lift slightly). The system deactivates automatically at 150 km/h or when the rider engages 3rd gear.

Credits : Kawasaki

El KQS (Kawasaki Quick Shifter) es el sistema de cambio rápido de marchas sin desembragar desarrollado por Kawasaki. Permite subir de marcha (y bajar en las versiones bidireccionales modernas) sin tocar la palanca del embrague ni soltar el acelerador.

Funcionamiento técnico

• Sensor de fuerza en la palanca de cambio: un sensor (piezoeléctrico o de contacto) integrado en la palanca de cambio mide la presión o la tensión que ejerce el pie del piloto sobre la palanca.
• Señal ultrarrápida enviada a la ECU: en cuanto se detecta una fuerza física sobre la palanca de cambio, el sensor transmite la información a la unidad de control central.
• Gestión electrónica de la caja de cambios:
  - Al subir de marcha (Upshift): la ECU interrumpe el encendido o la inyección durante unos milisegundos. Esta microinterrupción alivia instantáneamente la presión mecánica entre los piñones de la caja de cambios, lo que permite que las horquillas bloqueen la marcha superior de forma fluida, con el pie en el acelerador.
  - Al reducir de marcha (Downshift / Auto-blipper): En las versiones de doble efecto, la ECU ordena al sistema Ride-by-Wire un acelerón automático (auto-blip) para reajustar el régimen del motor a la velocidad del eje de transmisión, lo que facilita el acoplamiento del piñón inferior sin riesgo de bloquear la rueda trasera.
• Recuperación del par: El encendido y la inyección se reanudan inmediatamente después de que el piñón quede enclavado, lo que proporciona una aceleración ininterrumpida.

kTRC has been designed to prevent rear-wheel spin, which could lead to loss of motorcycle control. The system uses sensors to constantly monitor the rotational speeds of the front and rear wheels. When wheelspin is detected, engine power is reduced so that the rear wheel can regain the grip necessary to keep the machine stable.
KTRC acts on 3 engine parameters to modulate power and enable the rear wheel to regain grip: the volume of air admitted (via the secondary throttles), the quantity of fuel admitted and ignition. This is why the system is so unobtrusive, resulting in a very natural feel for power modulation. The rider is not even aware that the KTRC system is regulating power to allow the rear wheel to regain grip, even though it informs him of its operation by deliberately delaying its action for a few moments and lighting up the appropriate signal on the dashboard.

News credit: Kawasaki