Antilock Brake System (ABS)
Anti-lock Brake System (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 is standard on MY20 LiveWire™, CVO™, Touring, Police, Trike and select Softail® models; and optional on all MY20 Street™, Sportster® and remaining Softail® models.
Cornering Enhanced ABS (C-ABS)
Cornering Enhanced ABS optimizes brake pressure based on lean angle to deliver the best possible braking performance. When braking on a curve, the system calculates how much traction is available and adjusts the maximum brake pressure to preserve lateral grip. This helps the rider maintain course through the apex of a curve and keep the motorcycle on the intended path.
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).
Electronic Linked Braking (ELB)
Electronic Linked Braking (ELB) applies braking effort to both wheels when the rider uses either the hand lever (front) or foot pedal (rear) brake control, which can help riders achieve better braking performance.
ELB is standard on all MY20 Touring and Trike models.
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).
Cornering Enhanced Traction Control System (C-TCS)
The Cornering Enhanced Traction Control System is designed to keep the rear wheel from spinning out when the motorcycle is accelerating while cornering. Taking lean angle into account, the system balances side slip and engine torque to deliver controlled power to the rear wheel, ensuring optimal transfer to the road.
This can enhance rider confidence when traction is compromised by wet weather, a sudden unanticipated change in the surface, or when riding on an unpaved road.
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).
Drag-Torque Slip Control System (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 down-shift gear change or decelerates on wet or slippery road surfaces.
DSCS is standard on all MY20 CVO™, Police and Trike models and optional on all MY20 Touring models in the U.S. (except FLHT).
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.
Vehicle Hold Control (VHC)
Taking off with a heavy motorcycle on a slope can make it difficult to coordinate the brake, throttle and clutch. Activated by a firm application of the front or rear brake after the motorcycle has stopped, Vehicle Hold Control applies and holds rear brake pressure after the rider has released the brakes. This prevents the motorcycle from rolling unintentionally, letting the rider focus on balance and control operation to ride away smoothly.
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).
Tire 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.
This feature is standard on MY20 CVO™ and Police models and optional on all two-wheeled MY20 Touring models in the U.S. (except FLHT).
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 speed, steering and path corrections.
