41st annual law enforcement motorcycle test and evaluation... · PDF file41st annual law...

41ST ANNUAL

LAW ENFORCEMENT MOTORCYCLE TEST

AND

EVALUATION PROGRAM

MOTOCYCLE MODEL YEAR 2016

Jim McDonnell, SHERIFF

TABLE OF CONTENTS

Introduction…………………………………………………………………. 3

Acknowledgements…………………………………………………………. 4

Evaluation Protocol…………………………………………………………. 6 Motorcycle Specifications…………………………………………………… 12 Basic Motorcycle Patterns…………………………………………………… 18

32 Lap High Speed Vehicle Evaluation…………………………………….. 21

Pursuit Course Evaluation…………………………………………………... 27

Brake Evaluation……………………………………………………………. 33 Ergonomics Evaluation……………………………………………………… 37

Acceleration Evaluation…………………………………………………….. 53 Fuel Efficiency Evaluation…………………………………………………. 55

Heat Evaluation……………………………………………………………... 56 Sound Level Evaluation (db meter test)…………………………………….. 60 Communication Evaluation…………………………………………………. 62

INTRODUCTION

The Los Angeles County Sheriff’s Department first implemented its police vehicle testing program in 1974, and mo-torcycle testing in 2008. Since that time, our Department has become nationally recognized as a major source of in-formation relative to police vehicles and their use.

This year’s motorcycle evaluation was conducted October 20th – 23th, 2015 by the Los Angeles County Sheriff’s De-partment.

All major manufacturers of police motorcycles were invited to participate. BMW, Harley Davidson, Honda and Victory each submitted motorcycles for evaluation. The motorcycles submitted were:

*2015 Honda ST 1300-PA *2015 BMW R 1200 RT-P *2016 Harley-Davidson Road King *2016 Victory Commander 1 *2016 Harley-Davidson Electra Glide

All of the motorcycles submitted completed the test satisfactorily.

The testing process is designed to address the law enforcement officer’s operational requirements in terms of motorcy-cle performance, safety, and comfort. The fleet maintenance interest is addressed by performing an extensive mechani-cal evaluation on each motorcycle submitted.

Each test is designed and executed to simulate actual field use conditions as closely as possible. Law enforcement mo-torcycle personnel conduct the evaluations on city streets, freeways, and the performance track.

This book is not intended as a recommendation for any specific motorcycle contained within, nor is it designed to rank the motorcycles in any order. Our motorcycle testing program is conducted in order to accomplish two primary goals. To provide law enforcement agencies with the data necessary to assist those in the motorcycle selection process, and to provide the various motorcycle manufacturers with the input necessary to better meet the needs of law enforcement.

We recognize the fact that individual agency needs can be influenced by cost, operational considerations and other factors. As such, interpretation of test results is the responsibility of each agency, and should be made based upon that agency’s needs.

It is our goal to provide law enforcement agencies with the information they require to successfully evaluate and se-lect the right motorcycle for their needs. We believe that we have accomplished that goal.

ACKNOWLEDGEMENTS The Los Angeles County Sheriff’s Department, Fleet Management Bureau would like to thank all those who contributed their

time and efforts in making this year’s test a success.

Motorcycle Test Track Riders Dep. Shawn Bryant LASD Ofc. Brian. Thompson LAPD

Dep. Jeffery Houle LASD Ofc. Sunti Singhanate LAPD

Dep. M. Sepulveda LASD Dep. M. Marshall LASD

Motorcycle Manufactures

BMW Police Motorcycles Harley Davidson Police Motorcycles

Huntington Beach Honda Police Motorcycles

Victory Police Motorcycles

Support Personnel

Max Thomson (Test Director) AERO Bureau

Hiroshi Aramaki (Test Manager) LASD Food Services

Rochelle Kidd (Vendor Coordinator) LASD Print Shop

Stephen Adebanjo (CFMB) LASD Sign Shop

Juan Amaya (FSB) LASD Video Production Unit

Yolanda Gomez (CFMB) LASD Web Development Unit

Guadalupe La Voie (CFMB) Vincent Santiago (Penske)

Kalila Lujan (CFMB) Bruce Wheeler (Penske)

Lorena Sigala (CFMB) Bob Yip (Penske)

Gina Spencer (CFMB)

Dep. Jeff Tesdahl (EOB)

Vehicle Evaluation Team

Ergonomic Drivers Communication Noise

Shawn Bryant Richard Santivong, ECT Supervisor

Jeff Houle Joe Nassar, ECT

We would like to give a special thanks to the Auto Club Speedway staff for helping to make this event possible.

ACKNOWLEDGEMENTS (Continued)

The Los Angeles County Sheriff’s Department Fleet Management Bureau would like to thank the following companies for

their participation and continued support of the LASD Vehicle Test vendor expo.

Air-Wave Communications Huntington Beach Honda

BMW Motorrad USA Lehr Auto Electric

Chevrolet Link Engineering

Cop Car Graphics Pro-Gard Products, LLC

Crossco/Code 3 Products Raceway Ford

DuraTech USA, Inc. Raybestos

Factory Motor Parts Setina Manfacturing Company Inc.

Federal Signal T-3 Motion

Fiat Chrysler Automobiles Tactical Command

Ford Motor Company Troy Products

Getac West Coast Lights & Sirens

Havis Inc. Westin Public

Harley Davidson Motor Company Whelen

Hint Mounts Victory Police Motorcycles

10-8 Retrofit Inc.

Vehicle Test Sponsor

Federal Signal

McPeek Dodge of Anaheim

Setina Manufacturing

Whelen Manufactured

MOTORCYCLE

EVALUATION PROTOCOL

32 LAP HIGH-SPEED COURSE TEST RIDER'S SUBJECTIVE EVALUATION

This evaluation is conducted on a high-speed riding course. It is designed to evaluate, identify and eliminate the obvious unacceptable motorcycles (i.e., those motorcycles that are demonstrably unstable or otherwise exhibit unsafe characteris-tics).

For this evaluation, four riders are utilized for each motorcycle. Each rider completes eight laps around our 1.46 mile test track at the Auto Club Speedway in Fontana, for a total of 32 timed laps. Lap timing is via a GPS based Race Logic “Drift Box 02” with a “Video VBOX” Data logger” utilized for secondary lap timing. Both Data logger units are mounted on the motorcycle. The fastest and the slowest lap times are eliminated, the remaining six lap times are averaged. The average time and speed are recorded next to the rider’s name.

Four Emergency Vehicle Operations Center motorcycle training instructors, two each from the Los Angeles County Sher-iff’s Department and Los Angeles Police Department, share the riding and evaluation of these motorcycles.

At the conclusion of the preliminary handling portion of the evaluation, each rider completes a "Rider’s Subjective Evalua-tion" form. If the motorcycle is judged unacceptable in this preliminary review, it is rejected and not subjected to further evaluation.

PURSUIT COURSE

This evaluation is for motorcycles identified by the manufacturer as intended for law enforcement use. This evaluation is conducted on a closed 2.6 mile city street course which closely represents the environment most urban law enforcement agencies must contend with. The course has several straight-a-ways and consists of multiple right and left turns and obsta-cles in the roadway.

This is the final track evaluation, and the manufacturers, if they so choose, are allowed to rebuild the motorcycles brake system prior to this portion of the evaluation process.

For this evaluation, two riders are utilized for each motorcycle. Each rider completes two laps around the city or “pursuit” course. Lap timing is via a GPS based “VBOX Datalogger” timing device, mounted on the motorcycle. The combined times of the two laps are recorded next to the rider's name.

BASIC MOTORCYCLE PATTERNS

Five circle patterns will be used to determine each motorcycle’s minimum turning radius. The diameters of the circles will be 20, 19, and 18 feet. The circle pattern will be entered at a speed of 2-3 mph. Once inside the circle, the rider will make three revolutions in one direction, exit the circle and make three more revolutions in the opposite direction. The circle pattern will be ridden in first gear.

Each motorcycle will be ridden in five different 180 degree U-Turn patterns. The diameters of the U-Turns will be 20, 19, 18, 17, and 16 feet. The U-Turn will be entered at a speed of 2-3 mph in first gear. The rider will fully turn the handlebars and lean the motorcycle as necessary to complete the turn. This is done in both directions.

The 30 mph cone weave consists of seven sets of three cones each, alternately offset from a center line at 36 foot inter-vals. The rider will approach the pattern from a sufficient distance to establish and maintain a speed of 30 mph. Using counter steering, the rider will weave the motorcycle around the seven sets of cones maintaining 30 mph, plus or minus 2 mph. The 30 mph cone weave represents steering or negotiating around debris or other hazards on the roadway.

The Short Cone Weave pattern utilizes eight single cones placed in a straight line at various distances. The cones will be placed at 11, 10 ½, and 10 foot intervals measured from cone center to cone center. The rider will negotiate the cone weave at about 1-2 mph in first gear, utilizing the rear brake as needed. Lock-to-lock turns will be used to suc-cessfully ride the course. This exercise represents typical motorcycle maneuverability used in slow-speed enforcement riding.

All of the Basic Motorcycle Pattern Evaluation protocols will be conducted by all four riders.

ACCELERATION PERFORMANCE EVALUATION

This evaluation is designed to measure motorcycle performance and control in terms of acceleration, including speed and time elapsed at the quarter mile. Although the top speed is not recorded, a minimum speed of 100 mph is generally obtained to satisfy the requirements for high-speed law enforcement patrol. Special attention will be paid to overall ac-celeration, stability, loss of rear wheel traction, and whether or not the front wheel lifts off the ground uncontrollably. Three runs will be made with each motorcycle. The results will be averaged.

All of the information gathered during the acceleration evaluation is gathered using a RaceLogic Drift box 02 Data-logger”. The “Datalogger” is a GPS based measuring device. This electronic device measures distance, time and speed.

BRAKE EVALUATION

This evaluation procedure measures the braking response and efficiency of the motorcycle. There are three different brake evaluations: A hard braking evaluation, a transitional braking evaluation from a dry to a wet surface, and a transi-tional braking evaluation from a smooth surface to a sandy surface.

Stopping distance is recorded electronically via a GPS based VBOX Datalogger.

The hard brake evaluation is conducted by first accelerating the motorcycle to 80 MPH, then decelerating to a stop, main-taining an average deceleration rate of 22 feet per second. This procedure is repeated three additional times. The motor-cycle is then immediately accelerated to 60 mph and then stopped as quickly as possible, simulating a panic stop. That stopping distance is measured and recorded.

During the dry/wet braking evaluation, the motorcycle will be accelerated to 40 mph, and at a predetermined position, the brakes will be applied. The entire brake application will begin on a dry roadway surface, immediately transitioning onto a wet roadway surface while bringing the motorcycle to a full stop. Controllability of the motorcycle and its ABS operation will be evaluated.

During the debris field braking evaluation, the motorcycle will be accelerated to 40 mph, and at a predetermined position, the brakes will be applied. The entire brake application will take place on a smooth roadway surface, immediately transi-tioning to a roadway strewn with sand and gravel while bringing the motorcycle to a full stop. Controllability of the motor-cycle and its ABS operation will be evaluated.

If a brake malfunction is experienced (i.e., severe brake fading), an effort is made to detect the cause of the brake failure. If it is decided that the failure is inherent in the engineering of the brake system of the motorcycle, the evaluation is discontin-ued and the motorcycle is disqualified from further evaluation. If the failure is associated with a correctable situation, it is corrected

and the evaluation is run again. The defect and any remedial action taken are noted in the evaluation results.

ERGONOMICS & RIDEABILITY EVALUATION 157 MILE RIDE

This portion evaluates the fuel efficiency and ergonomics of the motorcycle during extended field operations. It is de-signed to simulate the types of situations that an officer may encounter during an eight hour shift. Each motorcycle is driv-en four times through a 157 mile loop, one loop completed by each of the four EVOC riders. The loop covers 33 miles of city streets, 75 miles of California freeways, 20 miles of coastal highway, and 29 miles of mountain canyons. No attempt is made to "baby" the motorcycle through the loop, and hard acceleration starts are avoided.

During the ride-ability evaluation, a minimum of ten simulated traffic stops will be performed while on city streets. The rider will be required to properly position the motorcycle in a safe traffic enforcement position, dismount the motorcycle, pause for a minimum of two minutes per stop, remount the motorcycle, and accelerate into traffic.

The numerical results of the evaluation are recorded and then averaged between the four riders. This average is then record-ed as the final result of this portion of the evaluation. Each rider will also submit a subjective evaluation of each motorcycle at the end of the ride.

The fuel efficiency evaluation is an attempt to estimate MPG (miles per gallon) based on actual riding conditions. It is the average gas usage of all four riders, for all four loops.

This subjective evaluation is a rating of human factors done individually and independently by all four riders. The ratings are averaged to minimize personal prejudices that individuals may have for or against any given motorcycle. This evalua-tion rates each motorcycle comparatively for its general suitability and efficiency for patrol operations.

HEAT EVALUATION

The heat evaluation is a "PASS-FAIL" scenario and is based on manufacturer’s allowable operating temperatures.

Heat from each engine component is measured by means of a digital thermometer with a bi- metallic probe and infrared heat gun at the conclusion of the 32 high-speed laps. This process is accomplished in the following manner:

1. Transmission Fluid The probe is inserted into the transmission via the oil fill hole.

2. Engine Oil The probe is inserted into the engine case via the oil fill hole, if accessible. 3. Radiator Coolant Temperature is measured via the infrared heat gun aimed below the top radiator tank.

SOUND LEVEL EVALUATION

The sound level evaluation measures the sound levels of the motorcycle at different speeds. This evaluation is conduct-ed at 40 mph, 60 mph, 80 mph, and while accelerating from 0 to 80 mph. The dB ratings are recorded with an EXTECH digital sound level meter. The sound level meter’s microphone is mounted at the riders shoulder level, approximately 6 inches from his ear. During the fixed speed portion of the evaluation, the rider will accelerate to the identified speed, and after attaining that speed, will turn on the EXTECH meter and record the result. During the acceleration portion of the evaluation, the meter will be turned on, and the motorcycle will be accelerated to 80 mph. The meter will record the highest dB rating achieved during the entire acceleration of the motorcycle.

MOTORCYCLE SPECIFICATIONS

2015 HONDA POLICE MOTORCYCLE ST 1300-P

Vehicle Description: Full size, Sport Touring, Police Package motorcycle

Engine Type: 1261cc liquid cooled 90 degree V-4

Bore and Stroke: 78mm x 66mm

Compression Ratio: 10.8:1

Valve Train: DOHC, 4 valves per cylinder

Carburetor / Fuel Injection: PGM-FI with automatic enricher circuit

Ignition: Computer Controlled digital with three dimensional mapping and electronic advance

Horsepower: 125 bhp @ 8000 rpm Torque: 85 ft-lb @ 6000 rpm

Final Drive (shaft, chain, belt): Shaft

Dry Weight: 679 lbs.

Alternator Output: 660 watt, high output

Battery: Odyssey P.C. 545 Gel Battery with 6 Amp Battery Charger

Transmission: Five speed

Clutch: 8 plate wet, hydraulic

Suspension:

Front: 45mm HMAS cartridge fork, 4.6 inches of travel

Rear: HMAS gas-charged single shock, 4.8 inches of travel

Brakes:

Front: Dual full floating 310mm floating front discs w/ABS

Rear: Single 316mm rear disc w/ABS

Tires: Fr - 120/70ZR-18 Rr - 170/60ZR-17

Wheels: 3 spoke U-section cast aluminum

Wheelbase: 58.7 inches

Rake: 26.0 degree

Trail: 98mm / 3.9 inches

Fuel Tank Capacity: 7.7 gallons

EPA Fuel Mileage:

Seat Height: 31.1 inches (+/- 0.6 inches)

Adjustments: 3 positions

Windscreen:

Adjustable / Fixed: Adjustable, electr ic, 7.4 inches & 13 degrees adjustability

Foot peg / Floorboard Position: Foot Peg

Saddlebag Storage Capacity: 35 liters each, side opening, detachable


2015 BMW POLICE MOTORCYCLE R1200 RT-P

Vehicle Description: Full size Police Package Motorcycle

Engine Type: 1170cc air/oil cooled, 2 cylinders, Horizontally-Opposed



Valve Train: 4 valves per cylinder, Dual Overhead cam

Carburetor / Fuel Injection: Electronic fuel injection

Ignition: Electronic engine management BMS-X

Horsepower: 125hp Torque: 92ft/lb.

Final Drive (shaft, chain, belt): Shaft

Wet Weight: Approximately 650 lbs.

Alternator Output: 540 watt,

Battery: Two 12V 16ah AGM maintenance free batter ies

Transmission: Constant Mesh 6 speed with helical cut gears

Clutch: 8 disc wet slipper, self-energizing clutch

Suspension:

Front: BMW Telelever, 4.7 inches of travel

Rear: BMW EVO paralever, 5.4 inches of travel

Brakes: BMW Motorad Integral ABS system w/independent rear wheel control

Front: Hydraulically actuated twin disc radial 320mm diameter

Rear: Hydraulically actuated single disc, 276mm diameter

Tires: Fr - 120/70ZR-17 Rr - 180/55ZR-17

Wheels: Cast aluminum with side mounted inflation valves, tire pressure monitor ing

Wheelbase: 58.4 inches Fork

Fork Angle: 63.4 degrees

Trail: 4.6 inches

Fuel Tank Capacity: 6.6 gallons with one gallon reserve

EPA Fuel Mileage: 60 hwy / 44 city

Seat Height: Std.: 31.7/32.5 Optional: High 32.7/33.5 Low29.9/30.7

Adjustments: Yes, Three seat heights available

Windscreen: Yes

Adjustable / Fixed: Adjustable, electr ic

Foot peg / Floorboard Position: Foot Peg

Saddlebag Storage Capacity: 23 liters each, front hinged, top opening


2016 HARLEY-DAVIDSON FLHP ROAD KING

Vehicle Description: 2016 FLHP Police Road King

Engine Type: 4 stroke, 2 cylinder, 1690CC

Bore and Stroke: 3.875 in. x 4.375 in.

Compression Ratio: 9.7: 1

Valve Train: Pushrod operated, overhead valves with hydraulic self-adjusting lifters

Carburetor / Fuel Injection: Electronic Sequential Port Fuel Injection

Ignition: Electronic

Horsepower: N/A Torque :104.7 ft-lb @ 3250 rpm

Final Drive (shaft, chain, belt): Drive belt


Alternator Output: 50amps

Battery: 12V / 28 Ahr , 405 CCA, maintenance free

Transmission: 6 speed Cruise Drive Constant mesh

Clutch: Dry/Wet: Cable Actuated, Wet, 9 plate

Suspension,

Front: 49 mm telescopic

Rear: Swing arm with adjustable air shocks

Brakes: Reflex™ Electronically linked brakes with ABS

Front: Hydraulic dual disc with floating rotors and 32mm 4 piston calipers

Rear: Hydraulic single disc with fixed rotor and 32mm 4 piston caliper

Tires: Fr – BW130/80B17 65H Rr – BW180/65B16 81H

Wheels: Impeller™ Cast aluminum

Wheelbase: 64 inches

Rake: 26 degrees

Fork Angle29.25 degrees

Trail: 6.7 inches

Fuel Tank Capacity: 6 gallons

EPA Fuel Mileage: Combined City/HWY 42mpg

Seat Height: 27.3 in. laden

Adjustments: Yes

Windscreen: Fixed detachable Polycarbonate

Foot peg / Floorboard Position: Pivoting Floorboard

Saddlebag Storage Capacity: Approx. 2000 cubic inches


2016 VICTORY COMMANDER 1

Vehicle Description: 2016 CROSS COUNTRY COMMANDER 1

Engine Type: 1731cc Overhead, cam, 106 oil/air cooled v-twin 4 stroke, w/oil cooler



Valve Train: Overhead cams shafts, w/4 valves per cylinder, self adjusting cam chains, hydraulic lifters

Carburetor / Fuel Injection: Electronic fuel injection

Ignition: Electronic Ignition System

Horsepower: 97HP

Torque: 113 ft-lb @ 2,700 rpm

Final Drive (shaft, chain, belt): Carbon fiber reinforced reinforced belt

Dry Weight: 855 lbs

Alternator Output: 50 amp

Battery: 18 amp/hour, 12 volt, 270cca

Transmission: Wet, gear drive w/torque compensator 1.5:1

Clutch: Wet, Multi-plate

Suspension,

Front: inverted cartridge telescopic fork

Rear: Link mono air adjustable shock.

Brakes: Independent ABS

Front: Dual 300mm floating rotors w/4-piston calipers

Rear: Single 300mm floating rotor w/2-piston calipers

Tires: Fr – Dunlop Elite 3 130/70R18 Rr – Dunlop Elite 3 180/60R16

Wheels: Cast aluminum r ims

Wheelbase: 65.7 inches

Rake: 29.0 degrees

Trail: 5.6 inches

Fuel Tank Capacity: 5.8 gallons

EPA Fuel Mileage: city 42, highway 47, combined 44.5

Seat Height: 26.25 inches

Adjustments: Yes seat 25.25

Windscreen: Yes

Adjustable / Fixed: Adjustable

Foot Peg / Floorboard Position: Floor boards forward, controls adjustable forward & back

Saddlebag Storage Capacity: 21 gallon w/ 560lbs of load capacity


2016 HARLEY-DAVIDSON ELECTRA GLIDE

Vehicle Description: 2016 FLHTP Police Electra Glide

Engine Type: 4 stroke, 2 cylinder, 1690CC

Bore and Stroke: 3.875 in. x 4.375 in.

Compression Ratio: 9.7: 1

Valve Train: Pushrod operated, overhead valves with hydraulic self-adjusting lifters

Carburetor / Fuel Injection: Electronic Sequential Port Fuel Injection

Ignition: Electronic

Horsepower: N/A Torque :104 ft-lb @ 3250 rpm

Final Drive (shaft, chain, belt): Drive belt


Alternator Output: 50amps

Battery: 12V / 28Ah, 405CCA, maintenance free

Transmission: 6-speed Cruise Drive Constant mesh

Clutch: Hydraulically actuated, wet, 9-plate

Suspension,

Front: Telescopic fork, 49mm

Rear: Swing arm with adjustable air shocks

Brakes: Reflex™ Electronically linked brakes with ABS

Front: Hydraulic dual disc with floating rotors and 32mm 4 piston calipers

Rear: Hydraulic single disc with fixed rotor and 32mm 4 piston caliper

Tires: Fr – BW130/80B17 65H Rr – BW180/65B16 81H

Wheels: Impeller™ Cast aluminum

Wheelbase: 64 inches

Rake: 26 degrees

Trail: 6.7 inches

Fuel Tank Capacity: 6 gallons

EPA Fuel Mileage: Combined City/HWY 42mpg

Seat Height: 27.3 in. laden

Adjustments: Yes

Windscreen: Yes

Foot peg / Floorboard Position: Pivoting Floorboard

Saddlebag Storage Capacity: Approx. 2000 cubic inches

MOTORCYCLE


** Rating Scale – Pass or Fail


2015 HONDA ST1300P

PAT-

TERN

20 FT. 19 FT. 18 FT. 17 FT. 16 FT.

Circle P P P

U-Turn P P P

PATTERN 11 FT. 10 ½ FT. 10 FT. 9 ½ FT.

Short Cone Weave P P P

PATTERN CONSIDERATION RATING**

30 MPH Cone Weave Counter steering effort / Bike Drag P

2015 BMW R1200RT-P

PAT-

TERN

20 FT. 19 FT. 18 FT. 17 FT. 16 FT.

Circle P P P

U-Turn P P P






** Rating Scale - Pass or Fail

** Rating Scale - Pass or Fail



PATTERN 20 FT. 19 FT. 18 FT. 17 FT. 16 FT.

Circle P P P

U-Turn P P P






PATTERN 20 FT. 19 FT. 18 FT. 17 FT. 16 FT.

Circle P P F

U-Turn P P P






PAT-

TERN

20 FT. 19 FT. 18 FT. 17 FT. 16 FT.

Circle P P P

U-Turn P P F





LAP HIGH-SPEED

MOTORCYCLE DYNAMICS

EVALUATION

32 LAP HIGH-SPEED COURSE

MOTORCYCLE DYNAMICS EVALUATION

**Rating Scale 1 – 10 / 1 -Poor / 5 – Average / 10 - Outstanding

RIDER LAPS AVG. TIME

AVG. SPEED

Deputy J. Houle 1 thru 8 1:30.6 57.7

Officer S. Singhanante 9 thru 16 1:30.8 57.7

Deputy M. Sepulveda 17 thru 23 1:35.7 54.9

Officer B. Thompson 24 thru 32 1:35.9 54.4

ITEM RATING**

STEERING 9.7

LEAN ANGLE 8.2

SUSPENSION 9.2

BRAKE FADE 9.5

BRAKE PULL 9.7

ABS OPERATION

RIDDER COMMENTS

Brakes: Brake felt responsive and predictable. Good modulation and feel. Slight fade no-ticed on the last set but still strong. ABS never came into play. Cornering/Handling: Nice and smooth, great through transition left to r ight and r ight to left. However, this bike runs out of lean angle during tight turn causing interference between foot pegs and track. ( foot pegs way too low). Transmission (Shift Points): Excellent but it could be improved by incorporating gear shift assist. Engine: The engine is very reliable and smooth, generate a lot of power & torque through the gears Other: Foot pegs are too low. Foot can get stuck while motorcycle in turns.

2015 HONDA ST1300P





AVG. SPEED



Deputy M. Marshall 17 thru 23 1:37.6 58.4


ITEM RATING**

STEERING 9.7

LEAN ANGLE 10

SUSPENSION 9.7

BRAKE FADE 9.5

BRAKE PULL 10

ABS OPERATION 10

RIDDER COMMENTS

Brakes: Minor brake fade felt toward the end of last set, but the brake is reliable, predicta-ble and consistent. ABS never came into play. Cornering/Handling: Corner ing was tight and smooth, excellent lean angle. The bike re-mained stable throughout cornering. Transmission (Shift Points): The bike had lots of torque and power throughout the gears. Gears synchronized well with engine output. Engine: Engine is very predictable and powerful. It generates plenty of power and torque, pulls hard to redline. Other: Clutch takes a little getting used to.

2015 BMW R1200RT-P





AVG. SPEED



Deputy S. Bryant 17 thru 23 1:37.6 53.9


ITEM RATING**

STEERING 8.7

LEAN ANGLE 5.5

SUSPENSION 7.7

BRAKE FADE 9.7

BRAKE PULL 9.0

ABS OPERATION N/A

RIDDER COMMENTS

Brakes: The brakes were very strong and predictable– stops great! Brake lever little too stiff. Cornering/Handling: The bike handles and corners well, but it has a limited lean angle that makes it feel unsafe while leaning hard. Transmission (Shift Points): Shift points provides plenty of torque and power .. However , the shifter has a long throw but they were positive. Engine: The engine pulls hard and generates plenty of torque, but it lost power as the tem-perature rises. Other: Throttle twist long pull , limited lean angle, instrument cluster too low and poor windshield visibility.






AVG. SPEED





ITEM RATING**

STEERING 9.2

LEAN ANGLE 6.2

SUSPENSION 8.5

BRAKE FADE 9.0

BRAKE PULL 8.7

ABS OPERATION N/A

RIDDER COMMENTS

Brakes: The brakes remained strong, consistent and well modulated throughout the laps. Bike swung side to side during a hard late braking into a corner. Slight fade with hard braking was experienced toward the end of set. Cornering/Handling: Limited lean angle which makes it really hard to go though turns with-out floor boards hitting the floor. Otherwise, it handled well and accelerated well out of corners. Transmission (Shift Points): Shift throw was long but it would shift with extra foot pressure (Not a fan of floorboards) Engine: Smooth with plenty of torque and power Other: The bike r ides comfor table but it exhibits too much throttle twist for “full throttle”.






AVG. SPEED





ITEM RATING**

STEERING 8.7

LEAN ANGLE 5.6

SUSPENSION 7.5

BRAKE FADE 9.7

BRAKE PULL 9.2

ABS OPERATION N/A

RIDDER COMMENTS

Brakes: Brakes are strong, pulled hard and stop very well. Though a very slight brake fade was experienced toward the end of the set, not an issue. Brake hand lever, little too stiff. Cornering/Handling: Holds lines in the corners. However , lean angle is inadequate which makes it really hard to go though turns without floor boards hitting the floor. Transmission (Shift Points): Shifts smooth through the gears. No issues with shift points. Engine: Great engine, it generates a lot of torque and power . Other: Floorboards are the limiting factor in turn / lean angle.

2016 HARLEY-DAVIDSON FLHTP ELECTRA GLIDE

PURSUIT E

MOTORCYCLE DYNAMICS

EVALUATION

RIDDER COMMENTS

Brakes: Brakes performed well. Cornering/Handling: The bike performs well except for low foot peg location causing foot to hit the ground (when on peg) in turns. Transmission (Shift Points): Good shift points. No issues Engine: Powerful and smooth- no issues. Other: Just low pegs and seat re-design.

PURSUIT COURSE

MOTORCYCLE DYNAMICS

EVALUATION


DRIVERS TOTAL TIME AIR /TRACK SPEED

B. Thompson 4:31.87 º F / º F 34.4

J. Houle 4:31.44 º F / º F 34.5

Average Time 4:31.65 Average Speed 34.5

ITEM RATING**

STEERING 9.5

LEAN ANGLE 8.0

SUSPENSION 8.5

BRAKE FADE 9.0

BRAKE PULL 10

ABS OPERATION N/A

2015 HONDA ST1300P

RIDDER COMMENTS

Brakes: Brakes faded on second lap dur ing decel braking. Cornering/Handling: Great handling corners and holds the line very well. Transmission (Shift Points): Shift assist was very helpful. Shifting was quick and smooth. Engine: Plenty of power through all the ranges. Other: The traction control seemed to get confused as the brakes star ted to fade causing the traction control to activate when not needed.

PURSUIT COURSE

MOTORCYCLE DYNAMICS

EVALUATION



J. Houle, 4:32.71 º F / º F 34.3

B. Thompson 4:29:32 º F / º F 34.7


ITEM RATING**

STEERING 10

LEAN ANGLE 10

SUSPENSION 9.5

BRAKE FADE 8.0

BRAKE PULL 9.0

ABS OPERATION N/A

2015 BMW R1200RT-P

RIDDER COMMENTS

Brakes: The brakes worked well until the r ise in brake temperature inter rupted the opera-tion of the ABS causing the ABS to come on more often than necessary, the bike exhibited erratic and hard brake pulsation coming into sharp turn. Cornering/Handling: Insufficient lean angle caused r ider to consistently changing lines due to fear that the frame might touch the road surface during turns. Not too confidence about leaning dur-ing pursuit ride. Transmission (Shift Points): Good shifting points and lots of torque. Engine: Good engine; quick and responsive.

PURSUIT COURSE

MOTORCYCLE DYNAMICS

EVALUATION



S. Bryant 4:35.82 º F / º F 33.9

S. Singhanante 4:39.05 º F / º F 33.5


ITEM RATING**

STEERING 8.5

LEAN ANGLE 5.0

SUSPENSION 7.7

BRAKE FADE 8.5

BRAKE PULL 7.2

ABS OPERATION 7.5

2016 HARLEY DAVIDSON FLHP ROAD KING

RIDDER COMMENTS

Brakes: Brakes remained strong for the two laps, no brake fade was exper ienced. Cornering/Handling: Difficult to corner . The pegs floor boards were scrapping throughout the pursuit course. The motorcycle felt heavy through the zig-zag (Slalom) cones and on two occa-sions, it was difficult to find the shifter. Transmission (Shift Points): Transmission is good. However , it jumped out of gear on two separate occasion going into neutral. Engine: The engine felt strong and generated good power . Other: Nice motorcycle. However , it felt heavy in the pursuit course.

PURSUIT COURSE

MOTORCYCLE DYNAMICS

EVALUATION



M. Sepulveda 4:50.00 º F / º F 32.3

M. Marshal 4:45.00 º F / º F 32.8


ITEM RATING**

STEERING 7.0

LEAN ANGLE 5.0

SUSPENSION 8.0

BRAKE FADE 10

BRAKE PULL 10

ABS OPERATION N/A


RIDDER COMMENTS

Brakes: Inconsistent dur ing pursuit r ide with little fade. Brake pulls hard and heavy pulsa-tion when ABS kicks in . Cornering/Handling: Limited lean angle. Constantly catching frame and foot boards dur ing turns. Feels unsafe during pursuit ride because of the fear that the bike frame might catch road sur-face. Transmission (Shift Points): Good shifting points Engine: Very quick and responsive engine. Smooth while r iding, but idle too rough.

PURSUIT COURSE

MOTORCYCLE DYNAMICS

EVALUATION



S. Singhanante 4:46.45 º F / º F 32.7

S. Bryant 4:39.13 º F / º F 33.5


ITEM RATING**

STEERING 8.0

LEAN ANGLE 4.0

SUSPENSION 8.0

BRAKE FADE 8.0

BRAKE PULL 6.0

ABS OPERATION 6.0

2016 HARLEY DAVIDSON FLHTP ELECTRA GLIDE

2015 HONDA ST1300P

RIDER STOPPING DISTANCE

M. Marshall 139.5 @ 60MPH

2015 BMW R1200 RT-P


B. Thompson 129.6 @ 60 MPH

2016 HARLEY DAVIDSON ROAD KING








M. Sepulveda 146.8 @ 60 MPH

HARD BRAKING

PANIC STOP - 60 MPH TO ZERO

2016 HONDA ST1300P


M. Sepulveda 88.0 @ 60MPH

2016 BMW R1200 RT-P


J. Houle 88.1 @ 60 MPH



M. Marshall 82.7 @ 60 MPH







DEBRIS FIELD BRAKING

SANDY SURFACE - 40 MPH TO ZERO

2015 HONDA ST1300P


J. Houle 58.6 @ 60MPH

2015 BMW R1200 RT-P





M. Marshall 62.6 @ 60 MPH







TRANSITORY BRAKING

DRY TO WET 40 MPH TO ZERO

ERGONOMICS EVALUATION

RIDES

ERGONOMICS EVALUATION SUBJECTIVE EVALUATION – 157 MILE RIDE

MOTORCYCLE HONDA ST1300P

RIDER

Start Mileage End Mileage Fuel consumed

RIDING POSITION CONSIDERSATIONS RATING

Seat Comfort Padding, Springs, Width 7

Seat Position Range of Adjustment 7

Riding Position Lean Angle, Comfort 7

Floorboards / Pegs Access to Foot Controls 7

RIDER COMMENTS

The seat is large and well-padded with three settings for height adjustment. Riding position lean angle was slightly forward putting the handlebars within easy reach. The application of the foot gear shifter and brake pedal functions with easy in all conditions.

INSTRUMENT PANEL CONSIDERSATIONS

Controls Position, Usability 7

Visibility Instruments 7

Reflection / Glare Windshield, Instruments 7

Instruments Adequacy, Legibility 7

RIDER COMMENTS

The instrument cludter is configured with analog dials for speedometer and tachometer, coupled with an LED display window for a wide variety of functions. All are positioned for ease of view-ing and functions very well, but dimly lit making it difficult to read in bright daylight sun.

MIRRORS CONSIDERSATIONS RATING

Road Visibility Distortion, Obstruction 7

Reflections Instruments, Controls 7

Mirror Coverage Adjustment, Rear Visibility, Flat or Convex 7

Mirror Location Accessibility, Visibility, Obstruction 7

RIDER COMMENTS

The mirrors are positioned in a way for good reference to the rear with absolutely zero vibra-tion during dynamic or static mode and were easily adjustable.

WIND SCREEN CONSIDERSATIONS RATING

Height / Width Wind / Debris Protection 8

Adjustability Electric or Manual, Ease of Use 8

Top Edge Clear View Over Top of Windshield, (Bifocal Effect) 8

RIDER COMMENTS

The windscreen is electrically operated via a rocker switch on the left handlebar. It provided good wind and debris protection. Wind protection is excellent, zero buffeting at high speed.

CONTROLS CONSIDERSATIONS RATING

Handlebars Angle, Size, Position 8

Shift Levers Usability, Shift Pad Position 8

Switches Reach, Markings, Visibility, Accessibility 8

Rear Brake Pedal Location, Feedback, Ease of Use 8

Front Brake Lever Location, Feedback, Adjustability 8

Clutch Lever Lever Resistance, Adjustability 8

RIDER COMMENTS

The handlebars has a pull-back design allowing the rider to sit back slightly while still maintain-ing that aggressive seated position. The switches are small and numbered but easily reachable and provided good functionality. The foot shifter is well placed allowing for solid up and down shift with ease . The rear brake pedal positioning and configuration is consistent with the style of motorcycle allowing for ease of application. Controls provided good feedback from roadway surfaces.

MOUNT / DISMOUNT CONSIDERSATIONS RATING

Trunk Height Ample Leg Swing Room 8

Foot Peg / Floorboard Interferes With Mounting / Dismounting 8

Lean Angle Side Stand of Adequate Length 8

RIDERS COMMENTS

Trunk height on this bike was not objectionable. There was ample leg swing room while mount-ing and dismounting from either side of the bike. The foot pg did not interfere at all. Side stand length is adequate to safely support the bike at a proper lean angle.

SUSPENSION CONSIDERSATIONS RATING

Quality of Ride Dampening, Rebound 7

Rider Size Adjustability 8

RIDER COMMENTS

The ride was very comfortable and smooth at all speeds. The suspension was solid and predicta-ble ae in

STORAGE CONSIDERSATIONS RATING

Saddlebags Angle, Size and Position of Opening 8

Compartment Dividers Holds Gear Upright When Open N/A

Locks Same Key, Security, Sturdiness 9

RIDER COMMENTS

Saddle bags are of adequate size having ample room for storage. There are no compartment di-viders to hold patrol gears upright, if the bags are to open while driving it would be easy to lose the contents. Locks were operated by ignition key and were sturdy.

ADDITIONAL RIDER COMMENTS


MOTORCYCLE BMW R1200RT-P

RIDER Shawn Bryant / Jeffery Houle



Seat Comfort Padding, Springs, Width 7.0

Seat Position Range of Adjustment 7.5

Riding Position Lean Angle, Comfort 7.5

Floorboards / Pegs Access to Foot Controls 7.5

RIDER COMMENTS

The seat is firm but overall it’s comfortable.


Controls Position, Usability 7.5

Visibility Instruments 7.5

Reflection / Glare Windshield, Instruments 7.7

Instruments Adequacy, Legibility 7.7

RIDER COMMENTS

The under the hand grip switched for the push-to-talk , and lights and siren could be closer to the end of grip


Road Visibility Distortion, Obstruction 8.0

Reflections Instruments, Controls 8.0

Mirror Coverage Adjustment, Rear Visibility, Flat or Convex 7.5

Mirror Location Accessibility, Visibility, Obstruction 8.0

RIDER COMMENTS

Bigger mirrors would be better.


Height / Width Wind / Debris Protection 7.2

Adjustability Electric or Manual, Ease of Use 8.0

Top Edge Clear View Over Top of Windshield, (Bifocal Effect)

7.2

RIDER COMMENTS

Wind screen could be little higher for taller riders.


Handlebars Angle, Size, Position 7.7

Shift Levers Usability, Shift Pad Position 7.7

Switches Reach, Markings, Visibility, Accessibility 7.0

Rear Brake Pedal Location, Feedback, Ease of Use 8.0

Front Brake Lever Location, Feedback, Adjustability 8.0

Clutch Lever Lever Resistance, Adjustability 8.0

RIDER COMMENTS

Although there are a lot of control buttons, you adapt very quick to the overall feel for the con-trols and switches.


Trunk Height Ample Leg Swing Room 7.5

Foot Peg / Floorboard Interferes With Mounting / Dismounting 8.0

Lean Angle Side Stand of Adequate Length 7.5

RIDERS COMMENTS

The trunk is noticeably high in relation to rider, requiring a high leg swing to mount/dismount bike. Side stand access being placed between the foot peg and gear shift, need to point foot out to put it down.


Quality of Ride Dampening, Rebound 8.0

Rider Size Adjustability 7.5

RIDER COMMENTS

A little tall for shorter riders.


Saddlebags Angle, Size and Position of Opening 7.0


Locks Same Key, Security, Sturdiness 7.5

RIDER COMMENTS

When saddle bags are re-designed, it would be nice if they were a little bigger.



MOTORCYCLE HARLEY DAVIDSON FLHP ROAD KING

RIDER S. Bryant / J. Houle







RIDER COMMENTS

Seat design is uncomfortable for rider causing the rider’s thigh to hit the seat and also slides rid-er’s body forward when he puts his foot down.

INSTRUMENT PANEL CONSIDERSATIONS RATING





RIDER COMMENTS

Horn in odd position. The light indicators are very small and are on the gas tank below the tach, hard to find without having to look down.






RIDER COMMENTS

Recommend bigger mirrors.





6.5

RIDER COMMENTS

Inadequate wind screen height for upper body protection, no fairing.








RIDER COMMENTS

Clutch pull heavy.


Trunk Height Ample Leg Swing Room N/A



RIDERS COMMENTS

No trunk installed.




RIDER COMMENTS

The bike rides very stiff. Suspension travel feels minimal. Fatiguing on rough roads.

STORAGE CONSIDERSATIONS


Compartment Dividers Holds Gear Upright When Open 8.0


RIDER COMMENTS

Average saddle bags but it works well.


The engine gets very hot during heavy traffic. You feel a great deal of heat when you put your foot down, you need to make sure your leg is away from the engine case/ clutch because it’s ex-tremely hot.


MOTORCYCLE VICTORY COMMANDER 1

RIDER J. Houle / S. Bryant







RIDER COMMENTS

The seating position has rider leaning back, handlebars very close to riders lap and lumbar back support is half full. These conditions may be unsuitable for enforcement rider. Floorboards scrape the road surface oftentimes digging into asphalt during canyon ride.






RIDER COMMENTS

The controls were well positioned and easy to see.






RIDER COMMENTS

Bigger mirrors would be advantageous.





6.5

RIDER COMMENTS

Adjustable wind deflector works well. Exposed sharp metal edges of the mounting brackets of the manual adjustable windshield could be an issue during accident.








RIDER COMMENTS

Clutch pulls heavy. Not sure if ABS “Off” switch is recommended for enforcement riders. Heel shifter was accidentally hit few times during the canyon ride—more foot room?





RIDERS COMMENTS

The rear box is tall and bulky.




RIDER COMMENTS

The bike rides stiff, rocks front to back on certain bumps.





RIDER COMMENTS

Rear radio box to big and bulky.


The transmission shifts roughly and the engine heats up during stop and go traffic which was felt on the upper body of the rider. Very heavy bike and want to upright itself during lean.


MOTORCYCLE HARLEY DAVIDSON FLHTP ELECTRA GLIDE

RIDER S. Bryant / J. Houle







RIDER COMMENTS

The seat is very uncomfortable, spring seems to hit you in the back over moderate road bumps. One rider noted being bumped out of seat several times during the ride.

INSTRUMENT PANEL CONSIDERSATIONS RATING





RIDER COMMENTS






RIDER COMMENTS

The mirrors are flat with limited view. Convex and bigger size mirrors would be nice.



Adjustability Electric or Manual, Ease of Use N/A


6.0

RIDER COMMENTS

Adequate wind protection.








RIDER COMMENTS

Clutch pull really stiff.





RIDERS COMMENTS

Floorboard interference during stepping off.




RIDER COMMENTS

The ride is very stiff. You can really feel the hard bumps



Compartment Dividers Holds Gear Upright When Open 7.5


RIDER COMMENTS


During a city traffic, engine gets very hot and may need to be turned off to cool off but engine is very hard to re-start while still hot. This situation could be problem for law enforcement officer.

ACCELERATION

EVALUATION

ACCELERATION EVALUATION

SPEED HONDA ST1300P BMW R1200RT-P HD ROAD KING

0-30 MPH 1.8 2.1 2.2

0-60 MPH 4.1 4.3 5.7

0-100 MPH 10.5 10.2 16.7

30-60 MPH 2.7 2.4 3.7

60-100 MPH 6.5 5.6 14.8

¼ MILE [email protected] mph [email protected] mph 14.2 @ 94.3 mph

SPEED VICTORY

COMMANDER 1

HD-ELECTRA GLIDE

0-30 MPH 2.0 2.0

0-60 MPH 5.5 4.9

0-100 MPH 15.8 14.4

30-60 MPH 3.2 3.4

60-100 MPH 11.4 9.5

¼ MILE [email protected] mph [email protected] mph

FUEL EFFICIENCY EVALUATION*

MOTORCYCLE COMBINED AVERAGE Two 116 Mile Loops

2014 HONDA ST1300P 42.0 MPG

2014 BMW R1200 RT-P 39.7 MPG

2014 HARLEY DAVIDSON ROAD KING 33.2 MPG

2014 VICTORY COMMANDER 1 32.6 MPG

2014 HARLEY DAVIDSON ELECTRA GLIDE 33.2 MPG

EVALUATION

HEAT EVALUATION IMMEDIATELY FOLLOWING 32 LAP COURSE

2016 HONDA ST1300P

ITEM MANUFACTURERS RECOMMENDATION TEST RESULT

Radiator Water 208° to 216° Max. Pass

Engine Oil 176° to 248° Max. Pass

Transmission Oil N/A Part of the engine case N/A

RADIANT HEAT

Oil Coolers 184° F

Brake Rotors Front- 113 ° F Rear– 168 ° F

Engine 197 ° F

Transmission N/A

Exhaust 202° F

2016 BMW R1200RT-P


Radiator Water 239° F Pass

Engine Oil 302° F Pass

Transmission Oil 302° F Pass

RADIANT HEAT

Oil Coolers 155 ° F

Brake Rotors Front- 99 ° F Rear- 214 ° F

Engine 193 ° F

Transmission 204 ° F

Exhaust 114 ° F


2016 HARLEY-DAVIDSON ROAD KING


Radiator Water N/A N/A

Engine Oil 280° to 410° Pass

Transmission Oil Pass

RADIANT HEAT

Oil Cooler N/A

Brake Rotors Front- 125 ° F Rear- 337 ° F

Engine 305 ° F


Exhaust 118 ° F




Engine Oil 280° F - 410° F Pass


RADIANT HEAT

Oil Cooler 241 ° F


Engine 271 ° F


Exhaust 270 ° F





Engine Oil 280° to 410° Pass


RADIANT HEAT

Oil Cooler N/A


Engine 310 ° F


Exhaust 160 ° F

COMMUNICATIONS

EVALUATION

The communications evaluation of each vehicle is conducted by technicians assigned to the Los Angeles County Sheriff's Department's Communications and Fleet Management Bureau. This evaluation concerns itself with the radio installation, the effect of radio operation on motorcycle performance and the effect of the motorcycle on radio performance.

The Electromagnetic Interference Susceptibility test is intended for use in the presence of electromagnetic fields resulting from use of public safety two-way radios.

Motorcycle performance must not be affected in any way by transmissions from a radio and antenna in-stalled on the motorcycle and operating in any of the frequency ranges of

450 to 512 MHz, and having a radio frequency output no more than 50 watts. Motorcycle performance shall

not be affected by the presence of another motorcycle equipped with the above described radio and operated

next to the subject motorcycle. Radiated and conducted electromagnetic interference motorcycle systems and accessories shall be designed to reduce interference with the use of public safety radio receivers or electronic sirens or sound amplifiers. The effective sensitivity of a receiver installed on the motorcycle shall not be reduced by more than the amount tabulated below for each frequency band:

FREQUENCY BAND ALLOWABLE DEGRADATION

450 to 512 MHz 3 dB

Degradation is the difference in effective receiver sensitivity measured with the vehicle engine and ac-cessories turned off as compared to that measured with the engine and accessories turned on.

Sensitivity is measured in terms of the 12 dB Sinad signal as defined in EIA Standard

RS-204. To determine effective sensitivity, the receiver is connected to the antenna through an isolating tee connector which allows introduction of the signal generator through the isolated port. Comparative signal strength readings are then taken with and without the interference present.

COMMUNICATION NOISE EVALUATION

2016 HONDA ST1300P

** Rating Scale: 1-10 (1-Poor / 5 –Average / 10-Outstanding)

FREQUENCY: 483.0875 MHz

RADIO MAKE MODEL NO. ANTENNA TYPE LOCATION

Motorola XTL-5000 M20SSS9PW1AN 2dB Gain Whip Rear

WITH ANTENNA 12 dB SINAD 20 dB QUIETING DESENS dB

Engine Off -89dB -92dB 2dB

Engine Idle (No Acc) -89dB -92dB 2dB

Engine High RPM (No Acc) -89dB -92dB 2dB

Engine Idle W/Air N/A N/A N/A

Engine Idle W/ Lights -89dB -92dB 2dB

Engine Idle W/Heater N/A N/A N/A

Engine Idle W/All Acc -89dB -92dB 2dB

Engine High RPM W/All Acc -89dB -92dB 2dB

Glove Compartment Accessibility – (Undercover Use) Rating **

Control Head

Microphone

Electronic Siren

Dashboard Accessibility

Radio Control Head 5

Siren Console 7

Mobile Digital Terminal/Computer

Speakers

Microphones

Trunk Accessibility

Factory Power Terminal in Trunk 0

One Radio Installation 3

Two Radio Installation

Antenna Installation

Computer Installation

Engine Accessibility

Battery Terminal Connection 3

Accommodation for Cables 4

Hidden Siren Installation

Ignition Fuse Terminal Block

Clip – on Connections for Accessories 3


2016 BMW R1200RT-P















Control Head

Microphone

Electronic Siren



Siren Console 7


Speakers 10

Microphones 4

Trunk Accessibility

Factory Power Terminal in Trunk



Antenna Installation 5









2016 HARLEY DAVIDSON FLHP ROAD KING















Control Head

Microphone

Electronic Siren



Siren Console 7


Speakers 5

Microphones 5

Trunk Accessibility













2016 VICORY COMMANDER 1















Control Head

Microphone

Electronic Siren



Siren Console 7


Speakers 5

Microphones 6

Trunk Accessibility




























Control Head

Microphone

Electronic Siren



Siren Console 7


Speakers 5

Microphones 5

Trunk Accessibility












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