Reflex™ Defensive Rider Systems (RDRS)


Reflex™ Defensive Rider Systems (RDRS) is a new collection of technology designed to match motorcycle performance to available traction during acceleration, deceleration and braking. The systems are designed to aid the rider in controlling the vehicle while accelerating and braking in a straight line or while in a turn. A rider may find the systems most helpful when riding in adverse road conditions and in urgent situations. The systems are electronic and utilize the latest electronic brake controls and powertrain technology. The features of RDRS are bundled together except where noted. RDRS features are standard on all 2020 LiveWire™, CVO™, Police and Trike models and optional on all 2020 Touring models in the U.S. (except Electra Glide® Standard Model).

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Cornering Enhanced Traction Control System (C-TCS)

Traction control is designed to keep the rear wheel from “spinning out” when the motorcycle is accelerating while leaning, and enhances rider control and confidence, especially in wet weather.

C-TCS is standard on all MY20 LiveWire™, CVO™, Police and Trike models and optional on all MY20 Touring models in the U.S. (except FLHT).

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 optimized for dry surfaces; Rain Mode is optimized for wet surfaces. The system can also be turned off. The action of C-TCS is also tailored when cornering based on lean angle.
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Cornering Enhanced ABS (C-ABS)

Cornering Enhanced ABS (C-ABS) is a variant of ABS that is designed to balance braking and cornering loads at the tire contact patch while under combined cornering and braking.

C-ABS is standard on MY20 LiveWire™, CVO™, Police and Trike models and optional on all MY20 Touring models in the U.S. (except FLHT).

C-ABS is a variant of ABS that tailors brake pressure to longitudinal slip based on motorcycle lean angle or trike lateral acceleration. The system is intended to preserve lateral grip at the tire contact patch while under combined cornering and braking loads.

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Cornering Enhanced Electronic Linked Braking (C-ELB)

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 motorcycle to maintain the rider’s intended path.

C-ELB is standard on all MY20 CVO™, Police and Trike models and optional on all MY20 Touring models in the U.S. (except FLHT).

C-ABS is a variant of ABS that tailors brake pressure to longitudinal slip based on motorcycle lean angle or trike lateral acceleration. The system is intended to preserve lateral grip at the tire contact patch while under combined cornering and braking loads.

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Cornering Enhanced Drag-Torque Slip Control System (C-DSCS)

On models equipped with C-DSCS the action of DSCS may be tailored when cornering, based on detected lean angle.

C-DSCS is standard on all MY20 LiveWire™ models.

Cornering Enhanced Drag-Torque Slip Control (C-DSCS) is designed to reduce excessive rear-wheel slip under deceleration, which typically occurs when the rider makes an abrupt down-shift gear change or decelerates on wet or slippery road surfaces. When C-DSCS detects excessive rear wheel slip under deceleration it will adjust engine torque delivery to better match rear-wheel speed to road speed. The action of C-DSCS is also enhanced when cornering based on lean angle.

On LiveWire™ model, this feature may be experienced during regen braking on lower traction surfaces.

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Vehicle Hold Control (VHC)

The primary function of VHC is to use brake pressure to keep the motorcycle from rolling, making it easier to ride away when starting on a hill, a bridge or a parking ramp.

VHC is not intended as a substitute for a parking brake in any situation.

This feature is standard on all two-wheeled MY20 CVO™ and Police models and optional on all two-wheeled MY20 Touring models in the U.S. (except FLHT).

The Vehicle Hold Control (VHC) applies and holds brake pressure when activated by the rider 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 coordinated 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 stopped, VHC may also set without any added pressure. The 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. 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.

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IMPORTANT NOTE

Available traction is determined by the road/tire interface. RDRS features on motorcycles are only able to adjust brake pressure or powertrain torque in an attempt to keep the forces at the tire 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 features on motorcycles do not have the ability 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.

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