The acronyms of the two-wheeledThe lexicon of all motorcyclists

Diamond Like Carbon" coating is a chemical surface treatment to create an amorphous carbon coating with properties close to natural diamond. This gives the fork tubes their characteristic glossy black color.

DLC protects against scratches and stone chips. The fork glides much better, without "sticking", which improves suspension sensitivity and comfort. Much harder than hardened steel or hard chrome, DLC also has the advantage of being inert, non-oxidizing and highly resistant to acids and salts.

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 engine speeds (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.

Launched in early 2000 by Yamaha Motor Company, GYTR brings together all the high-performance parts, accessories, and kits developed specifically for racing. Designed, tested, and validated by Yamaha engineers, GYTR components optimize every aspect of the bike: engine, intake, exhaust, suspension, electronics, braking, ergonomics, and aerodynamics.

For several years now, Yamaha has also offered GYTR Pro Shops in Europe, Japan, and the United States. These specialized workshops are certified to assemble, configure, and maintain 100% racing motorcycles like the R1 GYTR Pro.

the Harley Owners Group or HOG is a club created by the company to bring together owners of Harley motorcycles. Each dealer has a chapter, a subdivision of the Harley Owners Group. There are over a million members worldwide.

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.

The Idling Stop System automatically switches the engine off at traffic lights and other brief stops, eliminating wasteful fuel consumption.

When the Idling Stop System is switched on, it automatically turns the engine off and on for you when you stop and start up. This results in a fuel saving of approximately 7%, compared to when the system is not in operation (according to Honda testing using ECE R40 mode).

An inertial unit is an instrument used in navigation, capable of integrating the movements of a moving object to estimate its orientation, linear velocity and position. The estimated position is relative to the starting point or to the last reference point.

An IMU measures movements in 3 dimensions. It provides ultra-precise data on :
- Acceleration (forward/backward, up/down, lateral)
- Rotation (roll, pitch, yaw)
- Inclination (angle of turn or lateral inclination)

To achieve this, it uses an accelerometer to measure linear acceleration on 3 axes, and a gyroscope to measure rotation speed on 3 axes.

The IMU provides greater precision for steering aids and greater functionality:
- aBS can become reactive when cornering
- Headlights can light up curves
- Traction control releases power according to angle, not just wheel speed difference.
- and other interventions on the shifter, suspension, glide, pitching, etc.

The KCMF is a device that continuously monitors engine data (RPM, throttle opening, etc.) and chassis data (lean angle, wheel speed, brake pressure, etc.) during all phases of a turn (entry, apex, exit). Its main role is to finely modulate engine power and braking force to make the transitions between acceleration and braking, and then during re-acceleration, as smooth and fluid as possible. By adjusting these parameters, the KCMF assists the rider in maintaining the ideal trajectory throughout the turn, thereby optimizing stability and performance.

To accomplish its mission, KCMF supervises and coordinates several of the motorcycle's electronic aids (if present):

• KTRC (Kawasaki Traction Control): Management of wheel spin, front wheel lift (anti-wheelie), and sliding.
• KLCM (Kawasaki Launch Control Mode): Static start assist.
• KIBS (Kawasaki Intelligent anti-lock Brake System): Intelligent ABS braking system that includes fork dive control.
• KEBC (Kawasaki Engine Brake Control): Engine brake control

KIBS (Kawasaki Intelligent anti-lock Brake System) is a high-precision braking system designed specifically for supersport models, offering highly efficient braking while retaining a natural feel.

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

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 butterflies), 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

LIFt control softens front-wheel load shedding when starting off or accelerating. It allows wheeling and its main purpose is to react to sudden front-wheel weight loss. This system offers several levels of adjustment and can also be disconnected.

tI-ISC (Throttle body Integrated Idle Speed Control) incorporates a Low RPM Assist function. When starting off or driving at low rpm, the ECM activates the ISC system. With ISC circuits open, engine speed increases slightly. Normally, when starting the motorcycle, engine speed drops when the clutch is engaged. Low-speed assistance helps the rider to start off smoothly, even at low engine speeds

developed jointly with Bosch, the MSC motorcycle stability control system, combined with ABS anti-lock braking and MTC traction control, supports the rider in a multitude of ways, within the limits of physics:
- mSC prevents the wheels from skidding when braking on an angle,
- reduces the righting moment when braking at an angle,
- prevents forward tilting during emergency braking,
- prevents the rear wheel from spinning when accelerating at an angle,
- prevents the front wheel from lifting off during acceleration.

PVD is a physical vapor deposition (PVD) process, also known as thin-film coating.

A solid material is vaporized under vacuum and deposited onto the surface of a part, in this case the motorcycle's fuel tank and fenders. This process involves applying a positive charge to the solid material (an aluminum alloy) and a negative charge to the part. After deposition, a clear coat is applied to the part.

The precision of this process results in an exceptional finish, close to chrome, but more complete than chrome plating, for better corrosion resistance.

Introduced in 2012 on MotoGP's YZR-M1, SCS controls the engine when slippage is detected, and works in conjunction with traction controlTCS, itself dependent on the bike's inclination. A certain level of slippage is useful to help the rider change direction when cornering. The control system intervenes only slightly if the slippage is progressive; but if it becomes excessive, it acts instantly to dampen its movement. The system offers several levels of adjustment and can also be disconnected.

SDMS optimizes the electronic throttle control system, offering a choice of modes with different power characteristics.

The SDMS allows you to choose between several engine maps, each influencing:
- Throttle response
- Power delivery
- Acceleration smoothness

A shifter, or quickshifter, is an electronic device that allows a rider to shift up gears on a motorcycle without operating the clutch lever or closing the throttle.

When the selector is pressed, a sensor detects the movement and triggers a micro-cut in the ignition for a few milliseconds. This process releases tension in the transmission, allowing the next gear to engage immediately while maintaining constant acceleration. Originally designed for racing to improve responsiveness, it now offers enhanced riding comfort and stability by preventing weight transfer during gear changes.

A ram air intake system designed to improve engine performance at high speeds by increasing the intake air pressure. Air intakes located at the front of the motorcycle (often integrated into the fairing or around the headlight) capture ambient air at high speeds.

This air is channeled directly to the airbox via rigid ducts.

At high speeds, the air pressure increases in the airbox (a natural supercharging effect).

The engine receives more oxygen, which allows for more fuel injection and more power.

The RADS only fully functions above a certain speed (usually above 80-100 km/h), where the ram pressure becomes significant. The RADS system first appeared on the 1996 Suzuki GSX-R750.

Programmable speed-limiting system, with user-set maximum speeds not to be exceeded.

TPMS relies on electronic sensors installed in the wheels, usually integrated into the inflation valves. These sensors measure:
- Tire pressure (in bar or psi)
- Sometimes also the internal temperature of the tire

The data is then transmitted by radio waves to a control module located in the central unit (ECU), which displays it on the dashboard screen (often TFT). If the pressure goes outside a safe range defined by the manufacturer, a visual and audible alert is displayed on the dashboard.

the camshaft has a different profile at different engine speeds. How is this achieved? By means of an ingenious system borrowed from MotoGP's GSX-RR. A special bell mounted on the ACT contains 12 balls running in oblique grooves. Centrifugal force pushes the balls towards the edge of the bell, shifting the cams. The VVT (Variable valve timing system) preserves power at low and medium revs, then boosts power at high revs.

with the Y-AMT, the speed, precision and fluidity of each gear change are claimed to be even more significant than with a latest-generation quickshifter. It offers a choice between digitally controlled manual shifting (MT) or a fully automatic two-mode transmission (AT).

with MT manual transmission, shifting gears is quick and precise at the touch of a button, without the need for a clutch lever. Gear changes are managed by the index finger and thumb, via a dual control: a + button for upshifting and a - button for downshifting.

the fully automatic AT transmission allows the rider to choose between two programs to suit different riding scenarios, easily switchable at any time by pressing a dedicated thumb-operated mode button.

the throttle no longer has cables, but becomes a position sensor, so that the ECU can use this information and other parameters to control injection much more precisely and rapidly, optimizing fuel consumption and the power demanded by the driver