The ABS system is designed to help keep wheels from locking, stopping the car from skidding or hydroplaning during hard braking scenarios. The ABS system consists of an ABS module and on each wheel, ABS sensors. When it is sensed that the car is skidding or has lost grip, the sensors sense wheel speed and transmit a message to the ABS module to quickly pump the brakes.

The lack of stability, skidding, and aquaplaning are much more likely to occur under heavy braking circumstances when the ABS mechanism does not operate. Usually, the ABS system on most cars is programmed to send you plenty of warning signals anytime there is some system issue. Knowing these warning signals and fixing the issue as soon as they appear will help ensure that the ABS system and car stay operational for full protection.

Also Read: MOTORCYCLE ABS: HOW DOES IT WORK AND WHY YOU MUST HAVE IT?

1. Brake pedal unresponsive

In some situations, depending on the type of the car, the brake pedal can become unresponsive when the ABS module fails. This is an apparent concern since an unresponsive brake pedal can not or will not be able to stop a car in a sufficiently safe way. This can happen slowly over time, in most situations. Usually, once it is no longer sensitive, the brake pedal may become more difficult to click.

 

2. Brake pads need more commitment in order to drive

The pedal can take very little effort if all elements of the braking mechanism are operating properly. Pressing it down should be very quick and once pushed, it should have an instantly visible impact on slowing down the car. If you begin to understand that the pedal takes additional effort overtime to produce the same amount of braking power, then that could be an example of a potential problem with the ABS module.

 

3. The Light of the ABS is on

The ABS light coming on is the most frequent indication of a problem with the ABS system. The ABS Light can show an amber hue which is the equivalent of a Check Engine Light, but for diagnosing ABS system issues only. Older cars fitted with previous ABS systems do not have an ABS light and may instead use a Check Engine Light. If the ABS light comes on, then that's a sure indication that the ABS system has a problem.
 

4. Locking up of the brakes

The ABS mechanism is explicitly built to keep the wheels from locking up under hard braking while it operates well thereby eliminating traction failure. There may be several cases, though, in which a defective ABS module may act erratically, causing the brakes to lock up even under normal driving conditions. The ABS module can need to be changed if you notice sporadic activity from your brakes, such as random grinding sounds, and/or pumping the brakes.

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Imagine getting stuck in a traffic jam on a steep road. You have vehicles in front of you and behind you, and the road is inclined. You can’t accelerate hard enough for the car to move forward because of the car in front of you. And if you give less power, chances are that you would hit the car behind you.

What to do when your car is stopped on a steep road?

You need a Hill Start Assist.

What is Hill Start Assist?

Hill Start Assist is a feature that helps prevent roll-back when starting up again from a stopped position on an incline.

How does Hill Start Assist work?

This feature can prevent rollback on an inclined road by holding the brakes while you switch between the brakes and hitting the gas. Some versions can also prevent your car from rolling forward on a decline.

What is the science behind Hill Start Assist?

Sensors in the vehicle are used to detect when a vehicle is on an incline. The hill start assist maintains the brake pressure for a set period of time as you switch from the brakes to the gas pedal. Once you press the accelerator, it releases the brake.  In cars with a manual transmission that has this feature, the hill start assist will also maintain brake pressure until the driver lets up on the clutch.

How to make Hill Start Assist work?

Continue to approach and drive up includes such as hills as you normally would. When stopping on an incline, such as at a stop light, hold the brake using the same pressure as you normally would. As you shift your foot away from the brake pedal momentarily, the car should remain stopped instead of rolling back slightly.

We have simplified it for you in three steps:

1) STOP ON A SLOPE

Come to a complete stop on an incline, such as a hill.

2) HOLD THE BRAKE

Continue to hold the brake as you remain stopped.

3) SWITCH PEDALS

Hill-start assist holds the brake for you while you switch your foot away from the brake pedal to begin driving again.

Tip: Be sure to be aware of your surrounding while attempting the hill start assist.

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Hansraj hulaschand & company pvt. Ltd, the authorized distributor of Bajaj motorcycles today has unveiled all-new avenger street 160 equipped with ABS in nepal.

The all-new Avenger Street 160 comes in Sportster design and is made for those who look the city differently. It has a roadster design headlamp with LED DRLs to create a lasting impression and has street control handlebars for easy maneuverability in the city and highway.

It is powered by 160cc DTS-I Engine which generates 160:15 PS power and 13.5Nm torque. It also uses a 5-speed manual transmission. At 156 kg, the bike now weighs 2 kg heavier than its BS4 variant.

For safety, the Bajaj Avenger Street 160 comes equipped with a 280mm disc brake at the front side and a 130mm drum brake on the rear end. The brake units are accompanied by single-channel ABS as standard.

For the comfort of the rider, it comes with long slung, long seat, and a unique extended footrest position.

The all-new Avenger Street 160 comes in Spicy Red and Ebony Color variants and will be available from 1st October 2020 onwards across the Country.

Introductory Price of Avenger 160 Street ABS: Rs. 3,45,900

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A motorcycle suspension configuration comprises primarily two front telescopic tubes and a twin or single shock absorber swing arm mounted at the rear. Nowadays, owing to its improved performance and sporty looking characteristics, a mono-shock or single shock absorber on the rear is favored in most motorcycles. The motorcycle suspension system mainly has two goals: to control stability and maintain balance during braking and, secondly, to provide support during bumps and uneven surfaces to the rider and pillion.

1. Front Suspension:

Conventional Telescopic Forks:

The most prevalent type of front suspension is telescopic forks. The setup is very basic and takes the form of long hydraulic tubes fitted internally with a coil. In a T-clamp, the top of these forks is attached to the motorcycle's frame whereas the other end is fitted to the axle of the front wheel. In the event of road flaws, the lower part of fork bodies slip up and down the fork tubes and thus absorb the vibrations. In order to ensure the texture of operation, the interior is filled with oil and is sealed inside with an oil seal.

 

Upside Down Forks (USD):

Inverted or upside-down forks are nothing like inverted-set traditional telescopic forks. In these, although the tubes are at the bottom, the slider bodies are at the top section. These are mostly used in high-end motorcycles now for a few days, as they lower the overall unsprung weight of the motorcycle alongside growing torsional rigidity, resulting in better handling.

 

Important Terminologies:

Preload Adjustment:

This relates to the system used for changing the original suspension angle for the weight of the motorcycle and the rider acting on it.

Fork Damping:

Because of the impact of reducing, minimizing, or stopping the oscillations, it is an influence between forks.

Brake Dive:

The additional pressure on the front wheel forces the front end of the bike to go lower as the brakes are applied, resulting in fork contraction. This drop-in fork length is known as the Brake Plunge.

 

2. Rear Suspension:

Previously, the rear suspension was not used in motorcycles and only front forks ensured the consistency of the ride. However, manufactures have been implementing rear suspension with the advent of technologies and are still in use today. The key elements of the rear suspension system are the swingarm and coil springs.

 

Swingarm:

A motorcycle swingarm can be considered to be a quadrilateral section of a motorcycle in which the shorter side is attached to the chassis of the motorcycle and the rear wheel axle around which the wheel spins is bolted on the other side. The swingarm is only available on one side on certain bikes and is considered a single-sided swingarm. Although it brings the convenience of separating the rear wheel without much effort, it raises the rear suspension's unsprung weight. That's why there is no traditional use of a single-sided swingarm. Two kinds of suspension are essentially used for a swingarm:

 

Twin shock absorbers:

It refers to two shock absorbers at the backside of a motorcycle, as the name implies. Firstly used in the 1970s and 80s off-road bikes, these offered an advantage of improved rear wheel movement because of which they were highly adopted.

 

Mono Shock Absorbers:

As time progressed, for several reasons, manufacturers decided to introduce mono-shock absorbers in their motorcycles. It was discovered after studies that mono shocks provided a lot better performance than traditional twin shock absorbers. A single shock absorber is attached to the motorcycle's frame from the swingarm in this configuration. It is not directly attached to the swingarm, but instead uses a connection that helps to provide the rear with an increasing degree of damping. In comparison, mono shocks more easily extract torque from the swingarm, have improved handling and reliability, and are simpler to modify than twin shock absorbers when only one unit is used.

How does Motorcycle Handling Impact Suspension Squat?

If a motorcycle were to squat down in the rear while you started to drive from a corner, you would attempt to steer into the turn and the bike would drift to the outside, taking the weight off the front, which would not steer as well as before. At the conclusion of the session, when you got into the pits, you can ask the crew chief for a solution.

In a correctly built motorcycle, the force that opposes squat comes specifically from the drive chain, which is not parallel to the central plane of the swingarm but at an angle to it. And an anti-squat force defines the tangent of that angle. When you learn that there is an adjustable swingarm pivot height for a certain sports bike, the feature is targeted at this problem.

You change the angle between the chain when it is close and the swingarm itself by changing the height of the pivot and therefore the drop angle of the swingarm, thus altering this anti-squat effect. You will propel out of the corner without squatting and pressing until the force is able to fully balance the weight change induced by acceleration.

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