Harley-Davidson is introducing traction control and other electronic rider aids such as hill-start assist and tyre pressure monitors to its 2020 Touring and CVO models.
Not only does RDRS feature traction control, but also cornering ABS, linked braking, clutch assist to limit rear wheel lock-up, tyre pressure monitors and even assistance to prevent you rolling backward on hill starts!
It sounds more like a BMW than a Harley!
Interestingly, Harley has included this disclaimer for those dumb enough to believe RDRS increases traction or improve rider abilities:
Available traction is determined by the road/tyre interface. The systems bundled into the RDRS are only able to adjust brake pressure or powertrain torque in an attempt to keep the forces at the tyre from exceeding available grip. These technologies do not have the ability to increase grip, or to intervene when the rider has not made a brake or throttle application (e.g. coasting through a corner with the clutch disengaged). RDRS is not a system to directly influence vehicle direction. This is a key difference between motorcycle RDRS and Automotive Stability Control. The rider is ultimately responsible for steering and path corrections.
2020 CVO Limited
2020 CVO Street Glide
2020 Harley-Davidson CVO Tri-glide
Features of RDRS include (from the press release):
This feature applies braking effort to both wheels when the rider uses either the hand lever (front) or foot pedal (rear) brake control, which can help many riders achieve better braking performance. The Electronically Linked Braking (ELB) system provides more responsiveness and allows for more balanced front and rear braking under a wide variety of brake applications. The system provides more linking when the rider is applying heavier braking and reduces or eliminates linking for light braking and low speeds. When linked, applying the front brake lever alone will cause the system to also dynamically apply an amount of braking to the rear. Applying the rear brake pedal alone will cause the system to also apply an amount of braking to the left front calliper. Cornering Enhanced Electronic Linked Braking (C-ELB) takes into account the motorcycle lean angle or Trike lateral acceleration. C-ELB will alter the proportioning of brake pressure between the front and rear brakes when braking while cornering in an attempt to improve the ability of the bike to maintain the rider’s intended path.
• Cornering Enhanced Antilock Braking System (C-ABS)
ABS is designed to prevent the wheels from locking under braking and helps the rider maintain control when braking in a straight-line, urgent situation. ABS operates independently on front and rear brakes to keep the wheels rolling and prevent uncontrolled wheel lock. Cornering Enhanced Antilock Braking System (CABS) is a variant of ABS that takes into consideration the lean angle of a two-wheel motorcycle, or the lateral acceleration of a Trike model. The brake pressure required to limit wheel slip when cornering is typically lower than the pressure required under straight line operation.
• Cornering Enhanced Traction Control System (C-TCS)
The Cornering Enhanced Traction Control System (C-TCS) is designed to prevent the rear wheel from excessive spinning under acceleration when going straight or cornering. C-TCS can improve rider confidence when available traction is compromised by wet weather, a sudden unanticipated change in the surface, or when riding on an unpaved road. The rider may select one of two traction control modes: Standard Mode is optimised for dry surfaces; Rain Mode is optimised for wet surfaces. The system can also be turned off. The action of C-TCS is also tailored when cornering based on lean angle.
2020 Limited
• Drag-Torque Slip Control System (DSCS) and Cornering Enhanced Drag-Torque Slip Control System (C-DSCS)
Drag-Torque Slip Control (DSCS) is designed to reduce excessive rear-wheel slip under deceleration, which typically occurs when the rider makes an abrupt downshift gear change or decelerates on wet or slippery road surfaces. When DSCS detects excessive rear wheel slip under deceleration it will adjust engine torque delivery to better match rear-wheel speed to road speed. On models equipped with C-DSCS the action of DSCS may be tailored when cornering, based on detected lean angle (two-wheel motorcycles) or lateral acceleration (Trike models).
• Vehicle Hold Control (VHC)
Vehicle Hold Control (VHC) applies and holds brake pressure when activated and prevents the motorcycle from rolling after the rider has released the brake controls. The primary function of VHC is to prevent the motorcycle from rolling when it is stopped – for example at a stop sign on a hill, in stop-and-go traffic on a slope, or on a steep decline out of a parking structure. VHC is designed to make it easier to ride away with confidence by minimizing the number of controls needed to pull away smoothly. The system applies brake pressure until the rider actuates the throttle and clutch to pull away. VHC may also be engaged when the motorcycle is stopped on a flat surface if the rider wants to maintain position without applying pressure to a brake control.
The rider activates VHC by momentarily applying extra pressure to either the front brake hand lever or the rear-brake foot control after the motorcycle has come to a complete stop. If rider brakes very hard to a stop, and holds the brake pressure after stopping, VHC may also set without any added squeeze. A VHC indicator light will illuminate to confirm that the rider has activated VHC, and the ABS system will hold brake pressure after the rider releases the brake control. VHC is disengaged automatically as the rider begins to pull away from a stop, or if the rider applies and releases either brake control.
VHC is not to be used as a parking brake, so it will also disengage if the rider lowers the side stand (on models with a side-stand sensor, not a feature in all markets) or shifts into neutral on models without a side-stand sensor, or if the engine is turned off. In most situations after five minutes the indicator light will flash and the VHC will release if there is no rider action.
• Tyre Pressure Monitoring System (TPMS)
TPMS alerts the rider to low tire air pressure. Maintaining proper tire air pressure is important both for vehicle performance and tire life. The TPMS displays current front and rear tire pressure on the Boom! Box GTS screen (or on the odometer on Road King models) and displays an indicator to alert the rider when tire pressure is low, and the pressure should be checked.
RDRS for Trike Models: Harley-DavidsonFreewheelerand Tri GlideUltra models are equipped with Trike-specific Reflex Defensive Rider Systems with Cornering Enhanced Electronic Linked Braking (C-ELB), Cornering Enhanced ABS (C-ABS), Cornering Enhanced Traction Control System (C-TCS) and Cornering Enhanced Drag-Torque Slip Control System (C-DSCS). The CVO Tri Glidemodel will add TPMS to the Trike-specific Reflex Defensive Rider Systems.
The Low Rider S returns to the Harley-Davidson stable with its biggest engine yet, along with three new CVO models for 2020. They will be in stores from early October.
Back in 2016, the Low Rider S was a twin-shock Dyna fitted with a 110-cube Screamin’ Eagle engine. Now it arrives as a single-shock Softail with a Milwaukee-Eight 114 engine.
The previous model was a big seller for Harley-Davidson Australia, so they will be hoping this is the same.
Still, the company is the top-selling road bike company in Australia after Honda sales crashed 11.8% as Australia Post seems to have stopped buying their Postie scooter.
Low Rider S
The menacing-looking Low Rider S is marked by blacked-out finishes, raised handlebars, solo seat and a Sons of Anarchy mini fairing.
It’s knuckles to the wind with a 2.5cm (one-inch) diameter motocross-style handlebar mounted on 10cm (four-inch) straight risers.
The Low Rider S powertrain, primary cover and tank console are finished in Wrinkle Black, the derby cover, intake, and lower rocker covers are Gloss Black, the mufflers and exhaust shields are Jet Black and the forks, triple-clamp, riser and handlebar, and rear fender supports are Matte
Black.
The LED layback tail lamp has a smoked lens.
It sits on bronze cast-aluminium wheels will be available in Vivid Black and Barracuda Silver.
Price is now $A27,995 ($NZ29,995), up from $25,995 in 2016 when it was a 110 engine.
Low Rider S in Barracuda Silver
2020 CVO range
The new limited-production Custom Vehicle Operations (CVO) models are CVO Tri Glide, CVOLimited and CVO Street Glide.
All are powered by the Milwaukee Eight 117-cube (1923cc) V-twin with 169Nm of torque (125 lb ft).
They now come with new technologies and electronic Reflex Defensive Rider Systems (RDRS) with chassis control, electronic brake control and powertrain technology.
Not only does RDRS feature traction control, but also cornering ABS, linked braking, clutch assist to limit rear wheel lock-up, tyre pressure monitors and even assistance to prevent you rolling backward on hill starts!
KahunaCollection accessories: heated rider grips, pegs, rider and passenger floorboards, and muffler tips
All LED Lighting: Daymaker® headlamp, fog lamps, tail/brake lamps and signals
Colour-matched painted fairing duct
Low-Profile windshield
Clean front fender is trimmed to expose more of the custom front wheel
Power locking trunk with interior light
Heated rider and passenger seat covers
Ventilator air cleaner and air cleaner insert
Lighted hand controls
Tour-Pakcarrier dome light andcarrier rack
CVOmotorcycle custom-fit luggage and a trunk organiser
CB radio
Colours: Blizzard White with a three-stripe graphic pattern and Gray Contrast Cut wheels and bright chrome finishes; Black Stardust with a three-stripe graphic pattern and Gloss Black Contrast Cut wheels and bright chrome finishes.
CVOStreet Glide features:
2020 CVO Street Glide
Fugitive cast aluminium wheels
Low-profile two-piece fuel tank console
Updated rider and passenger seat/backrest cover and stitching
Heavy Breather air cleaner with two paint treatments
Larger colour-matched oil cooler cover is a larger size
Smoked mid-frame air deflectors
Billet fairing-mount mirrors
Colours:
Black Stardust Fade to Stormcloud with subtle graphic treatment highlighted by Satin Chrome and Bright Chrome finishes. Fugitive wheels finished in Gloss Black/Satin. Ventilator air cleaner.
Smokey Gray and Black Hole with new 1970s/race-inspired graphics highlighted by Gloss Black, Satin Black and Black Onyx finishes. Fugitive wheels finished in Denim Black/Gloss Black. Gloss Black Heavy Breather air cleaner.
Premium Sand Dune monotone finish with pearl topcoat and subtle graphics highlighted by Smoked Satin Chrome, Gloss Black and Black Onyx finishes. Fugitive wheels finished in Gloss Black/Smoked Satin. Gloss Black Heavy Breather air cleaner.
CVO Limited colours
2020 CVO Limited
Moonlight Blue with Deep Sea Blue Accents done with modern twist of two-tone and panel style paint highlighted by Satin Chrome and Bright Chrome finishes and new graphics and medallions; Tomahawk wheels finished in Contrast Gloss Black/Satin.
Smokey Gray with Stormcloud Accents done with modern twist of two-tone and panel style paint highlighted by Gloss Black, Satin Black and Black Onyx finishes and new graphics and medallions; Tomahawk wheels finished in Contrast Denim Black/Gloss Black.
Premium Sand Dune monotone finish with pearl topcoat and subtle graphics highlighted by Smoked Satin Chrome, Gloss Black and Black Onyx finishes; Tomahawk wheels finished in Gloss Black/Smoked Satin.
The push for mandatory traction control in motorcycles seems to be starting already with a VicRoads safety campaign emphasising it is a key to rider safety.
The campaign features an erroneous online quiz which suggests that traction control will “prevent you from falling off”.
VicRoads is not alone in suggesting traction control and other electronic rider aids are the key to safety.
So we wonder how long it will be before traction control becomes mandatory on motorcycles.
After all, ABS became mandatory in European and Australian cars in 2003 while electronic stability control (incorporating traction control) became mandatory six years later.
ABS becomes mandatory in November on new motorcycles over 125cc (bikes with lower engine capacities must have either combined brakes systems or ABS), so maybe traction control will follow in six years!
While the introduction of mandatory hi-tech in motorcycles has not yet been discussed, the examples of emissions controls and ABS show that motorcycles generally eventually follow suit.
In its online survey, the first question asks: “If something unexpected happens while you’re riding and you have to brake, which of the following can help prevent you from falling off?”
It provides these answer options: ABS, traction control and stability control or all three.
Their “correct” answer is all three: “ABS stops wheel lock, traction control senses traction loss and stability control monitors the way you’re riding. These technologies work together to keep you on your bike.”
They got one thing (partially) right: ABS does stop wheel lock.
As for whether traction or “stability” control are activated during braking is debatable.
To assess this part of the question, we need to know what they mean by those terms.
In cars, traction control was an early technology that simply cut engine power when the wheels started spinning.
Stability control is a lot more elaborate and involves sensors that detect pitch, roll and yaw, controlling it with a variety of measures that include throttle, brakes and even some steering input.
No motorcycle has true stability control, although some call their traction control “stability” control, even though it’s not.
So VicRoads firstly need to get their terms right. As it is, the mention of stability control is simply confusing.
Also, traction control would not activate under braking unless you are accelerating at the same time.
Key to safety?
But is traction control really the key to motorcycle safety as VicRoads and other safety “experts” suggest?
The idea of traction control is to prevent rear-wheel spin from too much power for the road surface by cutting engine power.
It helps to prevent power slides, but also wheelies and burnouts!
As a motorcycle journalist, I have experienced traction control on many different motorcycles.
On one early incarnation, it hesitated in identifying the slip and then abruptly stopped the engine power, nearly throwing me over the high side.
However, traction control has improved dramatically and many modern bikes now offer varied controls for varied conditions.
For example, some have an off-road setting that allows some rear-wheel slide before a “soft” cut to the power.
This allows the rider to use power to turn the bike by sliding the tail to a certain degree before intervention.
Traction control will also help prevent slides on wet tarmac or bitumen roads with corrugations or slippery debris.
But it is wrong to think that traction control will prevent crashes.
You can still crash with traction control.
The problem is that if you do crash on a bike with traction control, it will most likely be at higher speeds than if you had no traction control!
Having traction control on your bike may also provide a false sense of confidence that makes riders careless with throttle use.
If traction control were made mandatory, how many manufacturers would simply add a cheap system that could be more dangerous than not having any traction control?
You can guarantee that these cheap systems would be included on the cheaper, learner bikes.
* Should traction control be mandatory on motorcycles? Leave your comments below.
