FEMA research suggests one in two bikers miscalculates motorcycle braking distances
New research has found that around half of motorcyclists need more stopping distance than they initially expect, despite most considering themselves experienced riders.
Research by the German Institute for Two-Wheeler Safety (IFZ) has found that around one in two bikers misjudges the required braking distance in an emergency.
The findings, shared by the Federation of European Motorcyclists’ Associations (FEMA), come from IFZ’s “Limits of Perception When Braking – Estimation and Reality of Braking Distances with the Motorcycle in Comparison” study.
Snappy name aside, the research centred around finding out how accurately riders could calculate the correct stopping distance. 50 participants took part, with the research body analysing 200 braking runs and focusing on speeds of 50kph (31mph), 70kph (43mph) and 80kph (49mph).
The test was carried out at the ADAC traffic training centre in Recklinghausen, Germany, on a specially prepared and closed section of tarmac. The surface was deliberately chosen for its high grip, while the site provided enough room to safely conduct emergency braking from 80kph.
Each participant sat on their own motorcycle at a fixed point on the test track and was asked to identify where they thought they would come to a stop following an emergency braking manoeuvre. A member of the research team then walked to the rider's chosen stopping point with a cone, allowing the researchers to physically mark the rider's estimate.
The distance from the braking line to the cone was then measured, and riders were then asked to give their estimate in metres. This allowed IFZ to test not only whether they could judge where they would stop, but whether they could accurately translate that visual estimate into a distance.
Crucially, the riders were not told what the study was about before taking part. IFZ says this was done to prevent them from thinking about braking distances in advance, while later participants were prevented from watching the tests.
The cone was then removed and the riders carried out the real emergency stops on their own motorcycles. They completed one stop from 50kph, two from 70kph and one from 80kph. The planned 100kph (62mph) braking test was abandoned because the researchers could not guarantee a sufficiently long run-off area.
The researchers recorded the actual braking distance and compared it with each rider's earlier estimate. Two smartphones running RaceChrono were also used to record the riders' speed and braking point, while two fixed cameras monitored the braking line and, in particular, the motorcycles' brake lights.
That allowed IFZ to compensate for riders who started braking slightly before or after the marked line, or who entered the braking zone at a slightly different speed. The researchers subsequently adjusted the results to provide comparable braking distances for all participants.
At 50kph, 54 per cent of the riders needed a longer braking distance than they had estimated. At both 70kph and 80kph, the figure was 46 per cent. In other words, depending on speed, between 46 per cent and 54 per cent of the riders would have reached the stopping point later than they expected. Had there been an obstacle at their estimated stopping point, these riders would not have stopped in time.
Whatever that imaginary thing was that was blocking their path, they’d have hit it.
The actual braking distances were also measured. Across the 50 participants, the median braking distance was 16.0m from 50kph, 22.35m from 70kph and 25.54m from 80kph.
There is an interesting twist to this data, in that the traditional German motorcycle braking formula suggested a 12.5m emergency braking distance from 50kph, 24.5m from 70kph and 32m from 80kph. The researchers stress that this formula should be considered a rough rule of thumb, rather than a precise prediction of what a motorcycle will actually achieve.
The research also found that riding more miles does not necessarily make someone better at judging braking distances. Annual mileage and self-described riding style showed no meaningful relationship with the accuracy of the estimates.
There was, though, evidence that practice can make a difference to actual braking performance. Riders who said they spent more time familiarising themselves with their motorcycle's braking system tended to achieve shorter braking distances. The researchers also found an apparent relationship between regularly practising emergency braking and shorter stopping distances, although this particular correlation fell just short of statistical significance.
The study therefore doesn't suggest that every motorcyclist is incapable of judging a braking distance. Rather, it shows that even experienced riders can struggle to accurately predict where their bike will stop, and that getting the estimate wrong at one speed often means getting it wrong at others too.
That has an obvious implication for following distances. IFZ states that inadequate following distances were involved in 13 per cent of accidents involving personal injury on registered motorcycles in Germany in 2024. Its conclusion, following this test, is that if riders cannot reliably judge how much road they need to stop, leaving a little extra room in front is probably a better strategy than relying on instinct and a strong right hand.
The researchers go on to argue for greater emphasis on both theory and practical emergency-braking training, as well as the development of motorcycle advanced rider assistance systems such as distance warnings and emergency braking assistance – with the latter two starting to become commonplace on high-value touring and adventure bikes.
You can check out the full report (both in German and English) on the official website.
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Simon (AKA Toad) has been working within the motorcycle industry for more than twelve years, and a member of the motorcyclist family since birth. Growing up around British-built single and twins, it was inevitable that a life on two wheels was on the cards, from a very early age!
