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168
TECHNOLOGY IN DETAIL
slip that is dependent on the
mode and angle.
Causes of excess slip at the
rear wheel:
Riding in coasting overrun on
a road with low coefficient of
friction (e.g. wet leaves).
Hopping when shifting gears
down.
Hard brake onset in sporty
riding style.
Like the DTC traction control,
the dynamic engine brake con-
trol compares the wheel cir-
cumferential velocities of the
front and rear wheel. With the
aid of more information on
the angle, the dynamic engine
brake control can determine
the slip or the stability reserve
at the rear wheel.
If the slip exceeds the respec-
tive limit value, the engine
torque is increased by slightly
opening the throttle valves. The
slip is reduced, and the vehicle
is stabilized.
Effect of the engine drag
torque control
In ECO, RAIN and ROAD rid-
ing modes: Maximum stabil-
ity.
In the DYNAMIC and
DYNAMIC PRO riding modes:
High stability.
In the ENDURO riding mode:
Minimum stability.
In ENDURO PRO riding mode,
dynamic engine brake control
is disabled.
DYNAMIC ESA
with Dynamic ESA
Riding position compensation
The Dynamic ESA electronic
chassis and suspension adjust-
ment can automatically adapt
your motorcycle to the load.
If the spring preload is set to
, the driver does not have
Auto
to worry about adjusting the
load.
When the motorcycle is started
and while it is being driven, the
system monitors the compres-
sion of the rear wheel and cor-
rects the spring preload to en-
sure that the correct driving
position is set. The damping is
also automatically adjusted to
the load.
Using ride height sensors,
Dynamic ESA detects the
movements of the chassis and
suspension and responds to
them by adjusting the EDC
valves. As a result, the chassis
OE
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