ISO 8710:2010

Motorcycles - Brakes and brake systems - Tests and measurement methods

ISO 8710:2010 specifies tests and measurement methods for service brake systems and, where applicable, associated parking brake systems of two‑wheeled motorcycles (3‑3), motorcycles with sidecar (3‑4) and tricycles (3‑5) which are intended for use on public roads, in order to establish uniform worldwide test procedures for braking systems. ISO 8710:2010 does not cover motorcycles which: have a maximum speed of less than 25 km/h; are equipped for disabled riders. ISO 8710:2010 sets out the following types of tests: dynamic tests: dry stop test (single brake control actuated); dry stop test (all service brake controls actuated); high speed test; wet brake test; heat fade test; parking brake system test; failure tests: partial failure test (for split service brake systems); power‑assisted brake system failure test.

Motocyles — Freins et systèmes de freinage — Méthodes d'essai et de mesure

General Information

• Status: Published
• Publication Date: 11-Apr-2010
• ICS: 43.140 - Motorcycles and mopeds
• Technical Committee: ISO/TC 22/SC 38 - Motorcycles and mopeds
• Drafting Committee: ISO/TC 22/SC 38 - Motorcycles and mopeds
• Current Stage: 9093 - International Standard confirmed
• Start Date: 02-Apr-2021
• Completion Date: 13-Dec-2025

Relations

• Revises: ISO 8710:1995 - Motorcycles - Brakes and braking devices - Tests and measurement methods
• Effective Date: 15-Apr-2008

Overview

ISO 8710:2010 - "Motorcycles - Brakes and brake systems - Tests and measurement methods" defines uniform, repeatable test methods and measurement parameters for the service and, where applicable, parking brake systems of road‑going two‑wheeled motorcycles (3‑3), motorcycles with sidecar (3‑4) and tricycles (3‑5). The standard establishes global procedures for dynamic and failure tests to assess braking performance. It excludes motorcycles with a maximum speed under 25 km/h and vehicles specially equipped for disabled riders.

Key topics and technical requirements

• Test types specified
  • Dynamic tests: dry stop (single control and all-service controls), high speed, wet brake, heat fade, parking brake.
  • Failure tests: partial failure (for split service brake systems) and power-assisted brake system failure.
• Defined measurement parameters
  • Test speed (V), stopping distance (S), mean fully developed deceleration (MFDD), peak braking coefficient (PBC), and wheel lock (slip ratio = 1.00).
• Test site and environmental controls
  • Surface: clean, dry, level, nominal PBC = 0.9 for dynamic tests.
  • Wind: average ≤ 5 m/s; Ambient temperature: 4 °C to 45 °C.
  • Test lane widths specified for two‑wheelers and wider vehicles (sidecar/tricycle).
• Vehicle preparation and loading
  • Tyre pressures per manufacturer, engine idle settings, mass-in-running-order and laden mass definitions, instrumentation and burnishing procedures.
• Reporting and equivalence
  • Test sequences, control application methods, brake temperature measurement, and a specimen test result sheet are included. Methods are stated to be equivalent to corresponding procedures in UNECE Global Technical Regulation No. 3.

Practical applications - who uses ISO 8710:2010

• Motorcycle manufacturers (OEMs) - for design validation, type approval testing and production verification of brake systems.
• Test laboratories and certification bodies - to perform standardized dynamic and failure tests for regulatory compliance and customer certification.
• Regulators and type‑approval authorities - to harmonize approval criteria and ensure consistent braking safety across markets.
• Brake component suppliers and R&D teams - to validate component performance (calipers, discs, pads, boosters) under repeatable conditions.
• Safety engineers and consultants - for forensic testing, performance benchmarking and development of maintenance/test protocols.

Related standards and references

• UNECE Global Technical Regulation No. 3 - corresponding test methods (noted as equivalent).
• ISO 7117 - measurement method for determining maximum speed.
• ISO 3779 - VIN content and structure (normative reference).
• Use ISO 8710:2010 alongside regional type‑approval rules and laboratory procedures for comprehensive brake system evaluation.

Keywords: ISO 8710:2010, motorcycle brakes, brake testing, brake systems, dry stop test, wet brake test, heat fade test, parking brake test, partial failure test, power-assisted brake.

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 8710
Second edition
2010-04-15
Motorcycles — Brakes and brake
systems — Tests and measurement
methods
Motocyles — Freins et systèmes de freinage — Méthodes d'essai et de
mesure
Reference number
©
ISO 2010
PDF disclaimer
This PDF file may contain embedded typefaces. In accordance with Adobe's licensing policy, this file may be printed or viewed but
shall not be edited unless the typefaces which are embedded are licensed to and installed on the computer performing the editing. In
downloading this file, parties accept therein the responsibility of not infringing Adobe's licensing policy. The ISO Central Secretariat
accepts no liability in this area.
Adobe is a trademark of Adobe Systems Incorporated.
Details of the software products used to create this PDF file can be found in the General Info relative to the file; the PDF-creation
parameters were optimized for printing. Every care has been taken to ensure that the file is suitable for use by ISO member bodies. In
the unlikely event that a problem relating to it is found, please inform the Central Secretariat at the address given below.

©  ISO 2010
All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized in any form or by any means,
electronic or mechanical, including photocopying and microfilm, without permission in writing from either ISO at the address below or
ISO's member body in the country of the requester.
ISO copyright office
Case postale 56 • CH-1211 Geneva 20
Tel. + 41 22 749 01 11
Fax + 41 22 749 09 47
E-mail [e-mail]
Web www.iso.org
Published in Switzerland
ii © ISO 2010 – All rights reserved

Contents Page
Foreword .iv
1 Scope.1
2 Normative references.1
3 Terms and definitions .2
3.1 Vehicle categories .2
3.2 Brake system and components .2
3.3 Types of brake systems.3
3.4 Motorcycle loading.3
3.5 Test parameters.4
4 Test site conditions.5
4.1 Test surface .5
4.2 Wind speed .5
4.3 Ambient temperature .5
4.4 Test lane for dynamic tests .5
5 Motorcycle preparation.5
5.1 Tyres .5
5.2 Engine idle speed .5
5.3 Mass distribution.6
5.4 Instrumentation .6
5.5 Burnishing.8
6 Test requirements .9
6.1 Brakes.9
6.2 Brake temperature measurement .9
6.3 Application of control forces.9
6.4 Test sequence.10
6.5 Rider.10
6.6 Automatic transmission.10
6.7 Motorcycle position and wheel lock.10
6.8 Test speed tolerance.10
6.9 Measurement of dynamic performance .11
6.10 Test report.12
7 Test procedures.12
7.1 Dry stop test (single brake control actuated).12
7.2 Dry stop test (all service brake controls actuated).13
7.3 High speed test.14
7.4 Wet brake test .15
7.5 Heat fade test .17
7.6 Parking brake system test.20
7.7 Partial failure test (for split service brake systems) .21
7.8 Power-assisted brake system failure test.22
Annex A (normative) Specimen format for test result sheet.23
Bibliography.31

Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies
(ISO member bodies). The work of preparing International Standards is normally carried out through ISO
technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International Standards
adopted by the technical committees are circulated to the member bodies for voting. Publication as an
International Standard requires approval by at least 75 % of the member bodies casting a vote.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. ISO shall not be held responsible for identifying any or all such patent rights.
ISO 8710 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 22,
Motorcycles.
This second edition cancels and replaces the first edition (ISO 8710:1995), which has been technically revised.

iv © ISO 2010 – All rights reserved

INTERNATIONAL STANDARD ISO 8710:2010(E)

Motorcycles — Brakes and brake systems — Tests and
measurement methods
1 Scope
This International Standard specifies tests and measurement methods for service brake systems and, where
applicable, associated parking brake systems of two-wheeled motorcycles (3-3), motorcycles with sidecar
(3-4) and tricycles (3-5) which are intended for use on public roads, in order to establish uniform worldwide
test procedures for braking systems.
This International Standard does not cover motorcycles which:
⎯ have a maximum speed of less than 25 km/h;
⎯ are equipped for disabled riders.
This International Standard sets out the following types of tests:
⎯ dynamic tests:
⎯ dry stop test (single brake control actuated);
⎯ dry stop test (all service brake controls actuated);
⎯ high speed test;
⎯ wet brake test;
⎯ heat fade test;
⎯ parking brake system test;
⎯ failure tests:
⎯ partial failure test (for split service brake systems);
⎯ power-assisted brake system failure test.
NOTE The test methods (application, condition of the motorcycle, test procedure and parameters, measurement of
performances) for all the tests defined in this International Standard are equivalent to the corresponding test methods
prescribed by UNECE Global Technical Regulation No. 3.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
ISO 3779, Road vehicles — Vehicle identification number (VIN) — Content and structure
ISO 7117, Motorcycles — Measurement method for determining maximum speed
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1 Vehicle categories
NOTE Vehicle categories as defined in this clause correspond to those given in UNECE Special Resolution No. 1.
3.1.1
category 3 vehicle
power driven vehicle with 2 or 3 wheels designed and constructed for the carriage of persons, of goods, or of
persons and goods
3.1.1.1
category 3-3 vehicle
two-wheeled motorcycle
two-wheeled vehicle with an engine cylinder capacity exceeding 50 cm in the case of a thermic engine or a
maximum design speed exceeding 50 km/h, whatever the means of propulsion
3.1.1.2
category 3-4 vehicle
motorcycle with sidecar
vehicle with three wheels asymmetrically arranged in relation to the longitudinal median plane with an engine
cylinder capacity exceeding 50 cm in the case of a thermic engine or a maximum design speed exceeding
50 km/h, whatever the means of propulsion
3.1.1.3
category 3-5 vehicle
tricycle
vehicle with three wheels symmetrically arranged in relation to the longitudinal median plane with an engine
cylinder capacity exceeding 50 cm in the case of a thermic engine or a maximum design speed exceeding
50 km/h, whatever the means of propulsion
3.2 Brake system and components
3.2.1
brake system
combination of parts (other than the engine), consisting of the control, the transmission(s) and the brake(s),
the function of which is progressively to reduce the speed of a moving motorcycle, bring it to a halt and keep it
stationary if it is already halted
3.2.2
control
part actuated directly by the rider to supply to the transmission or control the energy required for braking the
motorcycle
3.2.3
transmission
combination of components which provide the functional link between the control and the brake
3.2.4
brake
parts of the brake system in which the forces opposing the movement of the motorcycle are developed
2 © ISO 2010 – All rights reserved

3.3 Types of brake systems
3.3.1
service brake system
brake system which is used for slowing the motorcycle when in motion
3.3.1.1
single brake system
service brake system which acts on only one axle
3.3.1.2
combined brake system
CBS
〈two-wheeled motorcycles〉 service brake system whereby at least two brakes on different wheels are actuated
by the operation of a single control
3.3.1.3
combined brake system
CBS
〈motorcycles with sidecar〉 service brake system whereby the brakes on at least the front and the rear wheel
are actuated by the operation of a single control
NOTE If the rear wheel and the sidecar wheel are braked by the same brake system, this is regarded as the rear
brake.
3.3.1.4
combined brake system
CBS
〈tricycles〉 service brake system whereby the brakes on all the wheels are actuated by the operation of a
single control
3.3.1.5
secondary brake system
second service brake system on a vehicle equipped with a combined brake system
3.3.1.6
split service brake system
SSBS
service brake system that operates the brakes on all wheels, consisting of two or more subsystems actuated
by a single control designed so that a single failure in any subsystem does not impair the operation of any
other subsystem
NOTE An example of a single failure in a subsystem is a leakage type failure of a hydraulic subsystem.
3.3.2
power-assisted brake system
brake system in which the energy necessary to produce the braking force is supplied by the physical effort of
the rider assisted by one or more energy supplying devices
EXAMPLE Vacuum assisted (with vacuum booster).
3.4 Motorcycle loading
NOTE Vehicle masses as defined in this clause correspond to those given in UNECE Special Resolution No. 1.
3.4.1
laden motorcycle
motorcycle laden so as to reach its gross vehicle mass
3.4.2
lightly loaded motorcycle
motorcycle in the condition of mass in running order to which 15 kg are added, in order to account for the test
equipment as described in 5.4
3.4.3
gross vehicle mass
maximum mass of the fully laden solo vehicle, based on its construction and design performances, as
declared by the manufacturer
3.4.4
mass in running order
sum of unladen vehicle mass and 75 kg, in order to account for the driver's mass
3.4.5
unladen vehicle mass
mass of the vehicle with bodywork and all factory fitted equipment, electrical and auxiliary equipment for
normal operation of vehicle, including liquids (fuel tank filled to at least 90 % of the rated capacity and the
other liquid containing systems to 100 % of the capacity specified by the manufacturer), tools, fire extinguisher,
standard spare parts, chocks and spare wheel, if fitted
3.5 Test parameters
3.5.1
test speed
V
motorcycle speed measured at the moment the rider begins to actuate the brake control(s)
NOTE For tests where simultaneous actuation of two controls is specified, the motorcycle speed is taken from the
moment the first control is actuated.
3.5.2
mean fully developed deceleration
MFDD
d
m
average deceleration calculated from the moment the motorcycle reaches 80 % of the test speed until the
moment the motorcycle reaches 10 % of the test speed
3.5.3
stopping distance
S
distance travelled by the motorcycle, measured from the moment the rider begins to actuate the braking
system control until the moment the motorcycle comes to a stop
NOTE For tests where simultaneous actuation of two controls is specified, the distance travelled is taken from the
moment the first control is actuated.
3.6
baseline test
stop or series of stops carried out in order to confirm the performance of the brake prior to subjecting it to a
further test, such as the heating procedure or wet brake stop
3.7
engine disconnected
condition when the engine is no longer connected to the driving wheel(s)
3.8
initial brake temperature
temperature of the hottest brake before any brake application
4 © ISO 2010 – All rights reserved

3.9
maximum speed
V
max
speed which the motorcycle can attain when tested in accordance with ISO 7117
3.10
peak braking coefficient
PBC
measure of tyre to road surface friction based on the maximum deceleration of a rolling tyre
3.11
wheel lock
condition that occurs when there is a slip ratio of 1,00
4 Test site conditions
4.1 Test surface
The test surface for dynamic tests shall be clean, dry and substantially level (i.e. it shall not have a gradient in
excess of 1 %). The surface shall afford good adhesion, i.e. it shall have a nominal peak braking coefficient
(PBC) of 0,9, unless otherwise specified.
The parking brake system test is conducted on a specified gradient. The specified test slope shall have a
clean and dry surface that does not deform under the weight of the motorcycle.
4.2 Wind speed
The average wind speed shall not exceed 5 m/s.
4.3 Ambient temperature
The ambient temperature shall be between 4 °C and 45 °C.
4.4 Test lane for dynamic tests
The test area immediately after the point at which the test is to commence shall be marked with a lane of
sufficient length for the motorcycle to be brought to a stop.
In the case of two-wheeled motorcycles (3-3), this lane shall be 2,5 m wide. In the case of motorcycles with
sidecar (3-4) and tricycles (3-5), this lane shall have a width of 2,5 m plus the motorcycle width.
5 Motorcycle preparation
5.1 Tyres
The tyres shall be inflated to the motorcycle manufacturer's recommended pressure levels as appropriate to
the vehicle loading condition for the test.
5.2 Engine idle speed
The engine idle speed shall be set to the motorcycle manufacturer's specification.
5.3 Mass distribution
The mass distribution on the axles for laden motorcycle tests shall be in accordance with the motorcycle
manufacturer's specifications and shall be noted in the test report.
5.4 Instrumentation
The motorcycle shall be prepared for the tests specified in Table 1 by the provision, the calibration, or the
provision and calibration of existing instruments, as required.
Optional instruments may be added to provide data, but care shall be taken to ensure that no equipment
significantly affects the brake system performance or the dynamic characteristics of the motorcycle.
Table 1 — Test sequence and related instrumentation
Test Parameter Example of instrument
(to measure/calculate)
Obligatory Optional
0.
Speed Calibrated speedometer, photoelectronic measuring
Burnishing systems
a
procedure
Brake temperature Rubbing thermocouple, embedded thermocouple
Motorcycle mass Load cells, weighbridge
Deceleration Motometer, third wheel, recording deceleration meter
1. Speed Calibrated speedometer, photoelectronic measuring
Dry stop systems
test (single
Brake temperature Rubbing thermocouple, embedded thermocouple
brake
control
Control force Force meter
actuated)
Stopping distance Chalk-pellet gun, third wheel, ink jet marker

or
MFDD (see 6.9.2) Motometer, third wheel, recording deceleration meter
Motorcycle mass Load cells, weighbridge
Force in transmission Hydraulic pressure transducer, cable tension transducer
Control travel Linear potentiometer
2. Speed Calibrated speedometer, photoelectronic measuring
Dry stop systems
test (all
Brake temperature Rubbing thermocouple, embedded thermocouple
service
brake
Control force Force meter
controls
Stopping distance Chalk-pellet gun, third wheel, ink jet marker
actuated)
or
MFDD (see 6.9.2) Motometer, third wheel, recording deceleration meter
Motorcycle mass Load cells, weighbridge
Force in transmission Hydraulic pressure transducer, cable tension transducer
Control travel Linear potentiometer

6 © ISO 2010 – All rights reserved

Table 1 (continued)
Test Parameter Example of instrument
(to measure/calculate)
Obligatory Optional
3. Speed Calibrated speedometer, photoelectronic measuring
High speed
systems
test
Brake temperature Rubbing thermocouple, embedded thermocouple
Control force Force meter
Stopping distance Chalk-pellet gun, third wheel, ink jet marker

or
MFDD (see 6.9.2) Motometer, third wheel, recording deceleration meter
Motorcycle mass Load cells, weighbridge
Force in transmission Hydraulic pressure transducer, cable tension transducer
Control travel Linear potentiometer
4. Speed Calibrated speedometer, photoelectronic measuring
Wet brake systems
a
test
Brake temperature Rubbing thermocouple, embedded thermocouple
Control force Force meter
Motorcycle mass Load cells, weighbridge
Deceleration throughout Motometer, third wheel, recording deceleration meter
braking stop
Distance Third wheel
Force in transmission Hydraulic pressure transducer, cable tension transducer
Control travel Linear potentiometer
5. Heat Speed Calibrated speedometer, photoelectronic measuring
a
systems
fade test
Brake temperature Rubbing thermocouple, embedded thermocouple
Control force Force meter
Stopping distance Chalk-pellet gun, third wheel, ink jet marker

or
MFDD (see 6.9.2) Motometer, third wheel, recording deceleration meter
Motorcycle mass Load cells, weighbridge
Time Stopwatch
Distance Third wheel
Deceleration throughout Motometer, third wheel, recording deceleration meter
braking stop
Force in transmission Hydraulic pressure transducer, cable tension transducer
Control travel Linear potentiometer
6. Time Stopwatch
Parking
Control force Force meter
brake
system
Motorcycle mass Load cells, weighbridge
test
Brake temperature Rubbing thermocouple, embedded thermocouple
Control travel Linear potentiometer
Table 1 (continued)
Test Parameter Example of instrument
(to measure/calculate)
Obligatory Optional
7. Speed Calibrated speedometer, photoelectronic measuring
Partial systems
failure test
Brake temperature Rubbing thermocouple, embedded thermocouple
Control force Force meter
Stopping distance Chalk-pellet gun, third wheel, ink jet marker

or
MFDD (see 6.9.2) Motometer, third wheel, recording deceleration meter
Motorcycle mass Load cells, weighbridge
Force in transmission Hydraulic pressure transducer, cable tension transducer
Control travel Linear potentiometer
8. Speed Calibrated speedometer, photoelectronic measuring
Power- systems
assisted
Brake temperature Rubbing thermocouple, embedded thermocouple
brake
system
Control force Force meter
failure test
Stopping distance Chalk-pellet gun, third wheel, ink jet marker

or
MFDD (see 6.9.2) Motometer, third wheel, recording deceleration meter
Motorcycle mass Load cells, weighbridge
Force in transmission Hydraulic pressure transducer, cable tension transducer
Control travel Linear potentiometer
a
Where this test result depends on the analysis of a deceleration trace provided by a recording system, the system shall have
damping and frequency-response characteristics, such that the behaviour of the motorcycle under braking is faithfully reproduced.

5.5 Burnishing
5.5.1 General
Prior to submitting a motorcycle for tests, the motorcycle brakes shall be burnished. This procedure may be
completed by the motorcycle's manufacturer.
5.5.2 Motorcycle condition
The motorcycle condition shall be as follows:
a) motorcycle lightly loaded;
b) engine disconnected.
NOTE If the mass of the lightly loaded motorcycle exceeds the mass of the laden motorcycle, the laden condition is
used for the purposes of this subclause.
8 © ISO 2010 – All rights reserved

5.5.3 Procedure
The test procedure shall be as described below.
a) Test speed:
⎯ initial speed: 50 km/h or 0,8 V , whichever is lower;
max
⎯ final speed: 5 km/h to 10 km/h.
b) Brake application: each service brake system control actuated separately.
c) Motorcycle deceleration:
2 2
⎯ single front brake system only: between 3,0 m/s and 3,5 m/s ;
2 2
⎯ single rear brake system only: between 1,5 m/s and 2,0 m/s ;
2 2
⎯ CBS or split service brake system: between 3,5 m/s and 4,0 m/s .
d) Number of decelerations: 100 per brake system.
e) Initial brake temperature before each brake application: u 100 °C.
f) For the first stop, accelerate the motorcycle to the initial speed and then actuate the brake control under
the conditions specified until the final speed is reached. Then, reaccelerate to the initial speed and
maintain that speed until the brake temperature falls to the specified initial value. When these conditions
are met, reapply the brake as specified. Repeat this procedure for the number of specified decelerations.
After burnishing, adjust the brakes in accordance with the motorcycle manufacturer's recommendations.
6 Test requirements
6.1 Brakes
Brakes and brake systems shall not be adjusted at any time during the dynamic tests.
After the tests, the components of the brake system shall be examined for signs of damage, permanent
distortion, friction material detachment and brake fluid leakage.
6.2 Brake temperature measurement
The brake temperature shall be measured at approximately the centre of the braking path of the disc or drum
using:
a) a rubbing thermocouple that is in contact with the surface of the disc or drum; or
b) a thermocouple that is embedded in the friction material.
6.3 Application of control forces
The control forces shall be applied rapidly, up to the prescribed level, and then maintained constant during the
stop.
For a hand control lever, the input force, F, is applied on the control lever's forward surface, perpendicular to
the axis between the central axis of the lever fulcrum and its outermost point, on the plane along which the
control lever rotates (see Figure 1).
Dimensions in millimetres
Key
1 lever fulcrum
F input force
Figure 1 — Force application for hand control levers
The input force is applied to a point located 50 mm from the outermost point of the control lever, measured
along the axis between the central axis of the fulcrum of the lever and its outermost point.
For a foot control pedal, the input force is applied to the centre of the control pedal, at right angles.
6.4 Test sequence
The motorcycles may be subjected to either an individual test or a complete series of tests. When the
complete series of tests is conducted, the test sequence given in Table 1 should be followed for subsequent
tests in order to obtain repeatability. For the same reason and to minimize variations, it is recommended that
the heat fade test be always the last test to be carried out.
6.5 Rider
During every dynamic test, the rider shall be seated on the saddle as for normal driving and shall maintain the
same position throughout the test run.
6.6 Automatic transmission
Motorcycles with automatic transmission shall complete all tests, whether they are for “engine connected” or
“engine disconnected”.
If an automatic transmission has a neutral position, the neutral position shall be selected for tests where
“engine disconnected” is specified.
6.7 Motorcycle position and wheel lock
The motorcycle shall be positioned in the centre of the test lane for the beginning of each stop.
Stops shall be made without the motorcycle wheels passing outside the applicable test lane and without wheel
lock.
6.8 Test speed tolerance
The speeds specified are subject to a tolerance of ± 5 km/h.
10 © ISO 2010 – All rights reserved

6.9 Measurement of dynamic performance
6.9.1 General
The method used to measure performance is as specified in the respective tests in Clause 7. The three
different ways in which the service brake system performance may be measured are described in 6.9.2 to
6.9.4.
6.9.2 Mean fully developed deceleration (MFDD)
The mean fully developed deceleration (MFDD), d , expressed in m/s , shall be calculated using Equation (1):
m
vv−
be
d = (1)
m
25,92⋅−SS
()
eb
where
v is the motorcycle speed at 0,8 V, in km/h;
b
v is the motorcycle speed at 0,1 V, in km/h;
e
V is the motorcycle speed when the rider actuates the control, in km/h;
S is the distance travelled between V and v , in m;
b b
S is the distance travelled between V and v , in m.
e e
6.9.3 Stopping distance
The stopping distance, S, is expressed in metres.
To calculate the corrected stopping distance, S , expressed in metres, using the actual motorcycle speed,
s
provided that the test speed tolerance (see 6.8) is not exceeded, Equation (2) shall be used.
V
s
SV=⋅0,1 +S− 0,1⋅V ⋅ (2)
()
ss a a
V
a
where
V is the specified motorcycle test speed, in km/h;
s
S is the actual stopping distance, in m;
a
V is the actual motorcycle test speed, in km/h.
a
6.9.4 Continuous deceleration recording
For the burnishing procedure and tests such as the wet brake test and the heating procedure in the heat fade
test, there is a continuous recording of the vehicle instantaneous deceleration from the moment a force is
applied to the brake control until the end of the stop.
6.10 Test report
The following information shall be recorded in the relevant test report(s) (see Annex A):
a) the test condition details (e.g. speeds, control forces, ambient conditions, vehicle identification,
motorcycle loading conditions, relevant tyre information);
b) the results of each test (e.g. mean fully developed deceleration, stopping distance, residual performance);
c) the sequence in which the tests were performed, where applicable;
d) any deviation of the vehicle from its course, any abnormal vibration, noise, behaviour, etc.
7 Test procedures
7.1 Dry stop test (single brake control actuated)
7.1.1 General
The test is applicable to all motorcycle categories.
7.1.2 Motorcycle condition
The motorcycle condition shall be as follows:
a) motorcycle laden;
b) for motorcycles fitted with CBS and split service brake systems, the motorcycle is tested in the lightly
loaded condition in addition to the laden condition;
c) engine disconnected.
NOTE No additional test is needed for motorcycles fitted with CBS and split service brake systems if the mass of the
lightly loaded motorcycle exceeds the mass of the laden motorcycle.
7.1.3 Test conditions and procedure
The test conditions and procedure shall be as described below.
a) Initial brake temperature: W 55 °C and u 100 °C.
b) Test speed: 60 km/h or 0,9 V , whichever is lower.
max
c) Brake application: each service brake system control actuated separately.
d) Brake actuation force:
⎯ hand control: u 200 N;
⎯ foot control:
i) u 350 N for motorcycle categories 3-3 and 3-4;
ii) u 500 N for motorcycle category 3-5.
e) Number of stops: a maximum of six stops for each control.
f) For each stop, accelerate the motorcycle to the test speed and then actuate the brake control under the
conditions specified above.
12 © ISO 2010 – All rights reserved

7.1.4 Performance measurement
For each stop and each control (see 7.1.3) and for each motorcycle loading condition (see 7.1.2), the mean
fully developed deceleration or stopping distance shall be measured and recorded.
7.2 Dry stop test (all service brake controls actuated)
7.2.1 General
The test is applicable to all motorcycle categories.
7.2.2 Motorcycle condition
The motorcycle condition shall be as follows:
a) motorcycle lightly loaded;
b) engine disconnected.
NOTE If the mass of the lightly loaded motorcycle exceeds the mass of the laden motorcycle, the laden condition is
used for the purposes of this subclause.
7.2.3 Test conditions and procedure
The test conditions and procedure shall be as described below.
a) Initial brake temperature: W 55 °C and u 100 °C.
b) Test speed: 100 km/h or 0,9 V , whichever is lower.
max
c) Brake application: simultaneous actuation of both service brake system controls, if so equipped, or of the
single service brake system control in the case of a service brake system that operates on all wheels.
d) Brake actuation force:
⎯ hand control: u 250 N;
⎯ foot control:
i) u 400 N for motorcycle categories 3-3 and 3-4;
ii) u 500 N for motorcycle category 3-5.
e) Number of stops: a maximum of six stops.
f) For each stop, accelerate the motorcycle to the test speed and then actuate the brake control(s) under
the conditions specified above.
7.2.4 Performance measurement
For each stop (see 7.2.3), the stopping distance shall be measured and recorded.
7.3 High speed test
7.3.1 General
The test is applicable to all motorcycle categories.
The test is not required for motorcycles with V u 125 km/h.
max
7.3.2 Motorcycle condition
The motorcycle condition shall be as follows:
a) motorcycle lightly loaded;
b) engine connected with the transmission in the highest gear.
NOTE If the mass of the lightly loaded motorcycle exceeds the mass of the laden motorcycle, the laden condition is
used for the purposes of this subclause.
7.3.3 Test conditions and procedure
The test conditions and procedure shall be as described below.
a) Initial brake temperature: W 55 °C and u 100 °C.
b) Test speed:
⎯ 0,8 V for vehicles with V > 125 km/h and < 200 km/h;
max max
⎯ 160 km/h for vehicles with V W 200 km/h.
max
c) Brake application: simultaneous actuation of both service brake system controls, if so equipped, or of the
single service brake system control in the case of a service brake system that operates on all wheels.
d) Brake actuation force:
⎯ hand control: u 200 N;
⎯ foot control:
i) u 350 N for motorcycle categories 3-3 and 3-4;
ii) u 500 N for motorcycle category 3-5.
e) Number of stops: a maximum of six stops.
f) For each stop, accelerate the motorcycle to the test speed and then actuate the brake control(s) under
the conditions specified above.
7.3.4 Performance measurement
For each stop (see 7.3.3), the mean fully developed deceleration or stopping distance shall be measured and
recorded.
14 © ISO 2010 – All rights reserved

7.4 Wet brake test
7.4.1 General
The test is comprised of two parts that are carried out consecutively for each brake system:
⎯ a baseline test based on the dry stop test with single brake control actuated (see 7.1);
⎯ a single wet brake stop using the same test parameters as the baseline test, but with the brake(s) being
continuously sprayed with water while the test is conducted, in order to measure the brakes' performance
in wet conditions.
The test is applicable to all motorcycle categories.
The test is not applicable to the parking brake system unless this acts as the secondary brake system.
Drum brakes or fully enclosed disc brakes are exempt from this test unless ventilation or open inspection ports
are present.
This test requires the motorcycle to be fitted with instrumentation that gives a continuous recording of brake
control force and vehicle deceleration. The MFDD and the stopping distance measurements are not
appropriate in this case.
7.4.2 Motorcycle condition
The motorcycle condition shall be as follows:
a) motorcycle laden;
b) for motorcycles fitted with CBS and split service brake systems, the motorcycle is tested in the lightly
loaded condition in addition to the laden condition;
c) engine disconnected;
d) each brake is fitted with water spray equipment:
⎯ for disc brakes, the water spray equipment is installed as follows (see Figure 2):
i) water is sprayed onto each brake with a flow rate of 15 l/h; the water is equally distributed on
each side of the rotor;
ii) if the surface of the rotor has any shielding, the spray is applied 45 ° prior to the shield;
iii) if it is not possible to locate the spray in the position shown in Figure 2, or if the spray coincides
with a brake ventilation hole or similar, the spray nozzle may be advanced by an additional 90 °
maximum from the edge of the pad, using the same radius;
⎯ for drum brakes with ventilation and open inspection ports, the water spray equipment is installed as
follows:
i) water is sprayed equally onto both sides of the drum brake assembly (on the stationary back
plate and on the rotating drum) with a flow rate of 15 l/h;
ii) the spray nozzles are positioned two-thirds of the distance from the outer circumference of the
rotating drum to the wheel hub centre;
iii) the nozzle position is > 15 ° from the edge of any opening in the drum back plate.
NOTE No additional test is needed for motorcycles fitted with CBS and split service brake systems if the mass of the
lightly loaded motorcycle exceeds the mass of the laden motorcycle.
Dimensions in millimetres
Key
1 disc
2 from water tank
3 spray pipe
4 measurement at spray point (2/3 l from outer circumference)
5 pad
6 spray hole
l depth of the friction surface
a
Direction of disc rotation.
Figure 2 — Water spray equipment for disc brakes
7.4.3 Test conditions and procedure
7.4.3.1 Baseline test
For the baseline test, the test conditions and procedure shall be as described below.
a) The test specified in 7.1 (dry stop test with single brake control actuated) is carried out for each brake
system, but with the brake control force that results in a motorcycle deceleration of between 2,5 m/s and
3,0 m/s , and the following is determined:
⎯ the average brake control force measured when the motorcycle is travelling between 80 % and 10 %
of the specified test speed;
⎯ the average motorcycle deceleration in the period 0,5 s to 1,0 s after the moment of actuation of the
brake control;
⎯ the maximum motorcycle deceleration during the complete stop but excluding the final 0,5 s.
b) Conduct three baseline stops and average the values obtained under bullet a) above.
16 © ISO 2010 – All rights reserved

7.4.3.2 Wet brake stop
For the wet brake stop, the test conditions and procedure shall be as described below.
a) The motorcycle is ridden at the test speed used in the baseline test set out in 7.4.3.1 with the water spray
equipment operating on the brake(s) to be tested and with no application of the brake system.
b) After a distance of not less than 500 m, apply the average brake control force determined in the baseline
test for the brake system being tested.
c) Measure the average motorcycle deceleration in the period 0,5 s to 1,0 s after the moment of actuation of
the brake control.
d) Measure the maximum motorcycle deceleration during the complete stop, but excluding the final 0,5 s.
7.4.4 Performance measurement
The performance of the motorcycle shall be assessed in terms of deceleration achieved in the period of 0,5 s
to 1,0 s after control application for both the baseline test and the wet brake stop, recording the average
deceleration achieved for each stop and each control (see 7.4.3) and for each motorcycle loading condition
(see 7.4.2). In addition, the maximum decelerations achieved during the complete stops, but excluding the
final 0,5 s, shall be recorded for each stop and each control (see 7.4.3) and for each motorcycle loading
condition (see 7.4.2).
The performance of a motorcycle with one or more wet brakes shall be expressed as a percentage of its
performance with one or more dry brakes, using the average decelerations recorded above.
The maximum deceleration of a motorcycle with one or more wet brakes shall be expressed as a percentage
of its maximum deceleration with one or more dry brakes, using the maximum decelerations recorded above.
7.5 Heat fade test
7.5.1 General
The test is comprised of three parts that are carried out consecutively for each brake system:
⎯ a baseline test using the dry stop test with single brake control actuated (see 7.1);
⎯ a heating procedure which consists of a series of repeated stops in order to heat the brake(s);
⎯ a hot brake stop using the dry stop test with single brake control actuated (see 7.1), in order to measure
the brakes' performance after the heating procedure.
The test is applicable to all motorcycle categories.
The test is not applicable to parking brake systems and secondary brake systems.
The heating procedure requires the motorcycle to be fitted with instrumentation that gives a continuous
recording of brake control force and vehicle deceleration. The MFDD and the stopping distance
measurements are not appropriate for the heating procedure. The baseline test and the hot brake stop require
the measurement of either MFDD or the stopping distance.
7.5.2 Baseline test
7.5.2.1 Motorcycle condition
The motorcycle condition shall be as follows:
a) motorcycle laden;
b) engine disconnected.
7.5.2.2 Test conditions and procedure
The test conditions and procedure shall be as described below.
a) Initial brake temperature: W 55 °C and u 100 °C.
b) Test speed: 60 km/h or 0,9 V , whichever is lower.
max
c) Brake application: each service brake system control actuated separately.
d) Brake actuation force:
⎯ hand control: u 200 N;
⎯ foot control:
i) u 350 N for motorcycle categories 3-3 and 3-4;
ii) u 500 N for motorcycle category 3-5.
e) Accelerate the motorcycle to the test speed, actuate the brake control under the conditions specified
above and record the control force required to achieve the measured motorcycle braking performance.
7.5.3 Heating procedure
7.5.3.1 Motorcycle condition
The motorcycle condition shall be as follows:
a) motorcycle laden;
b) engine transmission:
⎯ from the specified test speed to 50 % of the specified test speed: connected, with the highest
appropriate gear selected, such that the engine speed remains above the manufacturer's specified
idle speed;
⎯ from 50 % of the specified test speed to standstill: disconnected.
7.5.3.2 Test conditions and procedure
The test conditions and procedure shall be as described below.
a) Initial brake temperature prior to first stop only: W 55 °C a
...