STANDGAS PLÖTZLICH VIEL ZU HOCH

Da fuhr er schön 'ne Runde und plötzlich wundert er sich, dass beim Gasgriff loslassen der Motor noch auf hoher Drehzahl rennt.

Hat jemand eine Ahnung was das sein kann? Luftmengenmesser?
Die Drehzahl liegt bei ungefähr so, als hääte ich den Gasgriff 1/3 bis 1/2 gedreht, also recht hoch.
Der Motor rennt bis auf die brutale Leerlaufdrehzahl ganz normal....war ganz schön nervig, damit 30 Km nach hause zu fahren.
Die Bautenzüge an der Einspritzung habe ich geprüft, die sind gängig und die Klappe vorm Ansaugtrakt läuft geschmeidig.
Ich habe den originalen Luftfilter. Nur der untere Topf ist eine USA-Version. Ansonsten Motor komplett original.

Das ganze ist erst nach ca. 40Km passiert. Ich fuhr im Korso (CityRun Dortmund) so ca. 8Km mit (kaum Stop and Go)...da trat der Fehler auf.

Ich könnt kotzen, da hast mal einen Tag am Wochenende frei......

Jou, P0113 und P0505, bedeutet IAT Voltage open/high und Drehzahlmanagement ausser Kontrolle.
IAT = Intake Air Temperature (wohl eine Delphi Sensor)
Also wirds wohl den Sensor am Manifold geschreddert haben. Diese schei.. Einspritzungen...

Für die FAQ's
Fehlercodes mit anständiger Erklärung...damit man auch weiß wo es denn weh tut.Viel zu lesen...ich habs durchgearbeitet

There are additional codes for the 08 bikes not listed here but are listed in this same section in another post.
These apply to 04 and later bikes with the serial bus.
The IM (instrument module) is capable of displaying DTC's (diagnostic trouble codes).
Speedometer Self Diagnostics: The speedometer is capable of displaying and clearing speedometer, tachometer, TSM/TSSM and ICM/ECM Diagnostic Trouble Codes (DTC).
1- Turn Ignition switch to OFF & Run/Stop switch is to Run.
2- Push odometer reset button in & hold.
3- Turn ignition switch to Ignition and release odometer reset button. Background lighting should illuminate, speedometer needle should sweep its full range and indicator lamps (battery, security, low fuel, check engine and cruise) should illuminate. The word “diag” should then appear.
4 - Push the odometer reset button once and you will see the selection menu "PSSPt" with the first P flashing.
5 - Each letter represents an area of the diagnostics module. The module that is flashing is the one you are going to check. To move from one letter (module) to the next, you push the odometer reset button one time. (from P to S to SP to t and back to P, etc.)
P = ECM/ICM (Electronic Control Module [EFI] / Ignition Control Module [Carbureted)
S = TSM/TSSM (Turn Signal/ Turn Signal Security Module)
SP = speedometer
T = tachometer
6 - To get the DTC within an area of diagnostics, push and hold the odometer reset button in for 5 seconds and release. If there are any DTC’s the code will be displayed or the word “none” will appear if there are no DTC’s. Push the odometer reset button again to view additional codes if they exist.
7 - Record the codes.
8 - If DTC’s are not to be cleared, Press and release the odometer reset button. Part number of module will be displayed.
NOTE: To determine if a code is current or historic, clear the displayed code by pushing in and holding the odometer reset button ( longer than 5 seconds) until 'clear' comes up. Release the odometer reset button. Turn OFF the ignition switch. Run your bike and shut it down then recheck the DTC’s again by repeating steps 1 to 9. If the code is current it will reappear.
9 – Press and release the odometer reset button to continue to the next module.
10 – Turn Ignition switch to OFF.
On models not equipped with a tachometer "No Rsp" will appear when the tachometer identifier is selected.
"No Rsp" will also appear if the run/off switch is in the off position when doing this procedure.
Also if the code set is a historic code (not a constant light) after 50 start and run cycles of at least 30 seconds each in duration, the light will extinguish itself as long as the error hasn't occurred again.
If it were a current code, the light would remain lit while running.
DTC FAULT CONDITION MODULE
"BUS Er" Serial data bus shorted/low/open/high
B0563 Battery Voltage High TSM/TSSM
B1004 Fuel Level Sending Unit Low Instruments
B1005 Fuel Level Sending Unit High/Open Instruments
B1006 Accessory Line Over voltage Instruments
B1007 Ignition Line Over voltage Instruments
B1008 Reset Switch Closed Instruments
B1122 Right turn output fault
B1125 (HFSM) Left Turn Output Short to Battery.
B1131 Alarm Output Low TSM/TSSM
B1132 Alarm Output High TSM/TSSM
B1134 Starter Output High TSM/TSSM
B1135 Accelerometer Fault TSM/TSSM
B1141 Ignition switch open/low
B1151 Sidecar BAS Low TSM/TSSM
B1152 Sidecar BAS High TSM/TSSM
B1153 Sidecar BAS Out of Range TSM/TSSM
P0106 MAP Sensor Rate of Range Error Carb
P0107 Map Sensor Failed Open/Low Carb
P0107 Map Sensor Open/Low EFI
P0108 Map Sensor Failed High Carb
P0108 Map Sensor High EFI
P0112 IAT Sensor Voltage Low EFI
P0113 IAT Sensor Voltage Open/High EFI
P0117 ET Sensor Voltage Low EFI
P0118 ET Sensor Voltage Open/High EFI
P0122 TP Sensor Open/Low EFI
P0123 TP Sensor High EFI
P0131 Front 02 sensor low (lean)
P0132 Engine running rich
P0134 Front 02 sensor open/not responding
P0151 Rear 02 sensor low (lean)
P0152 Rear 02 sensor high (rich)
P0154 Rear 02 sensor open/not responding
P0261 Front Injector Open/Low EFI
P0262 Front Injector High EFI
P0263 Rear Injector Open/Low EFI
P0264 Rear Injector High EFI
P0373 CKP Sensor Intermittent Carb
P0373 CKP Sensor Intermittent EFI
P0374 CKP Sensor Not Detected Carb
P0374 CKP Sensor Sync Error EFI
P0501 VSS Low Carb
P0501 VSS Low EFI
P0502 VSS High/Open Carb
P0502 VSS High/Open EFI
P0505 Loss of Idle Speed Control EFI
P0562 Battery Voltage Low Carb
P0562 Battery Voltage Low EFI
P0563 Battery Voltage High Carb
P0563 Battery Voltage High EFI
P0602 Calibration Memory Error Carb
P0603 EEPROM Failure Carb
P0603 ECM EEPROM Error EFI
P0604 RAM Failure Carb
P0605 Program Memory Error Carb
P0605 ECM Flash Error EFI
P0607 Converter Error Carb
P0661 Intake solenoid low/open
P0662 Intake solenoid high/shorted
P1001 System Relay Coil Open/Low EFI
P1002 System relay Coil High/Shorted EFI
P1003 System relay Contacts Open EFI
P1004 System Relay Contacts Closed EFI
P1009 Incorrect Password Carb
P1009 Incorrect Password EFI
P1010 Missing Password Carb
P1010 Missing Password EFI
P1351 Front Ignition Open/Low Carb
P1351 Front Ignition Open/Low EFI
P1352 Front Ignition Coil High/Shorted Carb
P1352 Front Ignition Coil High/Shorted EFI
P1353 Front Cylinder No Combustion EFI
P1354 Rear Ignition Coil Open/Low Carb
P1354 Rear Ignition Coil Open/Low EFI
P1355 Rear Ignition Coil High/Shorted Carb
P1355 Rear Ignition Coil High/Shorted EFI
P1356 Rear Cylinder No Combustion EFI
P1357 Intermittent Secondary Front EFI
P1358 Intermittent Secondary Rear EFI
U1016 Loss of ICM/ECM Serial Data Instruments
U1016 Loss of ECM Serial Data, Vehicle Speed, Vehicle Inhibit Motion or Power train Security Status TSM/TSSM
U1064 Loss of TSM/TSSM Serial Data Carb
U1064 Loss of TSM/TSSM Serial Data EFI
U1064 Loss of TSM/TSSM Serial Data Instruments
U1097 Loss of Speedometer Serial data Carb
U1097 Loss of Speedometer Serial data EFI
U1097 Loss of Speedometer Serial data TSM/TSSM
U1255 Missing Message at Speedometer EFI
U1255 Serial Data Error/Missing Message EFI
U1255 Serial Data Error/Missing Message Instruments
U1255 Serial Data Error/Missing Message TSM/TSSM
U1300 Serial Data Low Carb
U1300 Serial Data Low EFI
U1300 Serial Data Low Instruments
U1300 Serial Data Low TSM/TSSM.
U1301 Serial Data Open/High Carb
U1301 Serial Data Open/High EFI
U1301 Serial Data Open/High Instruments
U1301 Serial Data Open/High TSM/TSSM
2006 models with 02 sensors (Dynas)
P0131 Front 02 sensor lean for any length of time
P0151 Rear 02 sensor lean for any length of time
Above codes can also be set if 02 sensor fails.
-----------------------
AFR – Air Fuel Ratio
ATS – Air Temperature Sensor
BAS – Bank Angle Sensor
CCM – Cruise Control Module
CKP – Crank Position Sensor. The CKP generates an “AC signal” which is sent to the ECM where it is used to reference engine position (TDC) and speed. Home position established by taking readings off the 22 teeth on the alternator rotor.
DTC – Diagnostic Trouble Codes
ECM – Electronic Control Module. (The Computer) Computes the spark advance for proper ignition timing and fuel control based on sensor inputs (from CKP, MAP & TP sensors) and controls the low-voltage circuits for the ignition coils and injectors. The dwell time for the ignition coil is also calculated in the microprocessor and is dependent upon battery voltage. The programmed dwell feature gives adequate spark at all speeds.
ECT – Engine Coolant Temperature. Sensor also controls the cooling fan relay that provides 12 Vdc to the fans.
EFI – Electronic Fuel Injection
EFP – Electronic Fuel Pump
ET – Engine Temperature sensor
FI – Fuel Injectors
FPR – Fuel Pressure regulator
IAC – Idle Air Control actuator
IAT – Intake Air Temperature sensor
ISS – Ion Sensing System…detonation detection
MAP – manifold Absolute Pressure sensor. The MAP sensor monitors the intake manifold pressure (vacuum) and sends the information to the ECM. The EMC then adjusts the spark and fuel-timing advance curves for optimum performance.
TP – Throttle Position Sensor
TSM/TSSM (Turn Signal/ Turn Signal Security Module)
VE – Volume Efficiency
VSS – Vehicle Speed Sensor. Used as an input for idle speed control

Updated 1/1/08

______________________________________________________________________________

In this segment, we'll attempt to explain the components and operation of the ESPFI systems offered on 2001 and later Softail®, 2002 and later Touring, 2004-2005 Dyna®, and 2002 and later V-Rod motorcycles. Ready? OK, let's start out with some terms. The Harley-Davidson ESPFI system is known as a Speed/Density, Open Loop, Sequential Port Fuel Injection system, that controls both fuel flow, and spark timing. Let's further explain those three terms.
Speed/Density - An Electronic Control Module (ECM) monitors manifold air pressure, air temperature, throttle position and engine rpm to manage fuel delivery.
Open Loop - The ECM monitors sensors positioned on the intake side of the engine and does not monitor the end result of internal combustion at the exhaust.
Sequential Port Fuel Injection - Injector nozzles are positioned in the manifold near the intake valve and are precisely timed to deliver fuel to each cylinder.
Still with me? OK, let's dig into the components that make up the system, what they do, where they are, and what they are commonly called.
SYSTEM COMPONENTS
ECM - Electronic Control Module - Sometimes called an ECU, or Electronic Control Unit, is a small microprocessorcontrolled box, or "the brains" of the system that collects all of the input signals from the sensors, and makes decisions based on those sensor inputs, and then sends output signals to deliver fuel and spark to the engine. On Softails®, it's located under the seat, on Baggers it's under the side panel.
CKP - Crank Position Sensor - This sensor provides input signals to the ECM that indicate engine rpm. The ECM also uses these inputs to determine what stroke the engine is in so it can deliver the fuel and spark at the desired time. It's located on the front of the motor. It's that thing that's in the way when you change your oil filter.
MAP - Manifold Absolute Pressure - This sensor provides input signals to the ECM and reacts to intake manifold pressure and ambient barometric pressure. Intake manifold pressure reflects changes in engine speed and load. Ambient barometric pressure reflects changes in atmospheric pressure caused by weather conditions or changes in altitude. The ECM uses the inputs from this sensor to help calculate how much air is entering the engine. It's located in the intake manifold on top, just behind the throttle body.
IAT - Intake Air Temperature - This sensor provides input signals to the ECM as it reacts to the temperature of the air entering the engine. For example, hot air contains less oxygen than cool air. The ECM uses the inputs from this sensor to help calculate how much oxygen exists in a quantity of air. It's located in the throttle body.
ET - Engine Temperature - This sensor provides input signals to the ECM as it reacts to the engine temperature of the front cylinder head. The ECM uses the signals from this sensor to determine if the engine is at operating temperature, or still warming up. It's that probe in the front Cylinder head, on the left side.
TP - Throttle Position - This sensor provides input signals to the ECM as it reacts to throttle shaft rotation, telling the ECM where the throttle is, as well as if it's opening or closing, and how fast it's opening or closing. It is at the rear end of the throttle blade.
VSS - Vehicle Speed Sensor - This sensor provides input signals to the ECM to indicate if the bike is moving or sitting still. It is used mostly to assist the control of idle speed.
BAS - Bank Angle Sensor - This sensor is located in the turn signal module and it sends a signal to the ECM if the bike leans over more than 45 degrees. If the ECM gets this signal for more than one second it assumes that the bike fell over and it will immediately shut down both fuel and ignition.
Ion Sensing System - This system uses ion-sensing technology to detect detonation or engine misfire in either the front or rear cylinder by monitoring the electrical energy at the spark plug after every timed spark. If an abnormal level of energy is detected across 2 or 3 spark firings the ECM responds by retarding spark timing in that cylinder as needed to eliminate it.
Fuel Injectors - The fuel injectors are nothing more than electric valves that open and close to deliver a high-pressure spray of fuel pointed directly at the intake valve. They are controlled by output signals from the ECM to open at a precise moment. If more fuel is needed, the ECM will signal the injector to remain open longer. The period of time is known as the injector "pulse width" and is measured in milliseconds. (1/1000 of a second) They are in the intake manifold near each cylinder head.
Electric Fuel Pump - A 12-volt high-pressure fuel pump, (located in the fuel tank) supplies fuel under pressure to the fuel rail on the intake manifold. The fuel injectors will always have pressurized fuel ready and waiting for the ECM command to open.
Fuel Pressure Regulator - Also located in the fuel tank, the regulator controls fuel pressure between 55 and 62 PSI by returning excess fuel from the fuel pump back to the fuel tank. The return is also located in the tank, hence only one line (supply) coming out of the tank.
IAC - Idle Air Control - An electric valve that's threaded, one turn of the valve is called a "step." It's controlled by output signals from the ECM to open and close as needed to allow enough air into the engine for starting and idle operation. (Throttle closed) The more steps, the greater the amount of air enters the engine through the IAC passages. It's that ugly looking black thing you can see just inside and over the top of the air cleaner.
OK, so now that you know all of the players in the system, let's get it started. We'll go through a typical start-up, warm-up, and run. And all you carburetor guys try to keep up will ya?
As mentioned earlier, the ECM is the brain of the ESPFI system. And, like our own brain, it has memories and it makes decisions. "Last time I drank 22 beers, I had�" well, you get the idea. The ECM memories are located in "Look-up tables." There are several different Look-up tables, which allow the ECM to make decisions on fuel delivery and spark timing. For most of us, these are referred to as "Maps." The Maps that are more or less in continuous use by the ECM are the VE (Volumetric Efficiency) AFR (Air/Fuel Ratio) and the Spark Advance table. But there are ""others.""
These "other" tables are for temporary conditions, like the motor is being cranked by the starter, (Cranking Fuel Table) or when the motor is colder than operating temperature, (Warm-Up Enrichment table) or when the throttle is closed and the motor is coming up to temperature (Idle RPM Table) and another one for throttle closed, the (Intake Air Table) to allow enough air into a cold motor to allow it to idle.
So the motor is cold, and you turn the ignition on, flip the start/run switch to run. The first thing you hear is the in-tank fuel pump pressurizing the fuel rail. If you listen real close, you'll hear the Idle Air Control (IAC) "stepping" into position. Even if you are real fast, the ECU already knows everything it needs to know from all of the sensors. You hit the starter button, the motor begins to crank over. The ECU sees the low RPM, and quickly goes to the Cranking fuel Table, increasing the Injector pulse width, allowing more fuel to get the motor started. At the same time, the ECU tells the IAC to open, allowing enough air into the motor for start and idle. (Throttle body blade is closed). The motor starts to run, and the ECU sees the higher RPM from the Crank Postition Sensor, and switches over to the Warm-Up Enrichment Table. This table eventually decays to nothing, as the motor comes up to full operating temperature.
________________________________________
So now, your motor is running, and you blissfully head on down the road, never having to bother sitting there playing with the choke like the carb guys, or playing with it for a mile or so down the road until the motor will idle on it's own. Great stuff!
Now that the motor is warmed up, the ECU is going to use the VE, AFR, and Spark Advance Tables. What is the VE (Volumetric Efficiency) table? This is actually a percentage of how much air is flowing through a running motor, versus its theoretical capacity. So now we have got to use some theory. Let's take an 88 cubic inch motor running at 5600 RPM at Wide Open Throttle (WOT); this motor would have a theoretical airflow capacity, or VE of 100%, when it is flowing 143 cubic feet per minute (CFM). If the same motor flowed 107 CFM at 5600 RPM and WOT, it would have a VE of about 75%. Conversely, it the motor was equipped with some high performance airflow mods, like pipes, air cleaner, cams, and the like, and flowed more than 143 CFM at that 5600 RPM and WOT; it would have a VE of MORE than 100%. This is why you have to do adjust the ECU Maps when you put on pipes, air cleaner, etc. as the stock ECU doesn't know about this extra stuff, and you'll be running too lean.
There are VE tables for both front and rear cylinders, and Spark Advance tables for both cylinders. So, when you crack that throttle open, the VE tables tell the ECU how much air is flowing into the motor, while the Intake Air Temp. (IAT) and MAP sensors tell the ECU roughly what the air density is, so that the AFR (Air/Fuel Ratio) table can tell the ECM what Air Fuel Ratio should be required at that instant. (Hang in there!) Working along with everybody else, the Front and Rear Spark Advance Tables are also telling the ECU the advance required for that specific load. Happens real fast too.
Let's do that again, just to clarify it all one more time. With the motor running, a typical sequence of events follows:
1. The ECU (or ECM) is constantly monitoring the Crank Position Sensor, Throttle Position and Intake Air Temp., which tell it RPM, Intake Air Temperature, and Manifold absolute pressure(MAP).
2. The ECU will then look at the VE tables using throttle position and RPM, and it now knows the volume of air that should be going through the motor, at this exact moment.
3. At the same time #2 above is happening, the ECU takes a glance at IntakeAir Temp. and MAP and calculates the air density. Remember, that is how the ECU figures out how much oxygen is in the air entering the motor.
1. Throttle Position Sensor
2. Manifold Absolute Pressure
3. Bank Angle Sensor
4. Intake Air Temperature
5. Engine Temperature
6. Vehicle Speed Sensor
7. Crank Position
8. Ion Sensing System
9. Idle Air Control
4. Now, armed with all the above wonderful knowledge, the ECU can go directly to the AFR (Air/Fuel Ratio) table, knowing exactly how much oxygen is coming into each cylinder, and sends the correct pulse width to the injectors to achieve the AFR it has been programmed (mapped) to achieve at that particular moment, based on load and RPM.
5. Don't forget the Spark Advance Tables, as the ECU looks at these at the same time, and, for the same conditions, sends the coil the appropriate timing signal for front and rear cylinders.
Clear as mud, right? Only one more thing to mention, and we're done. (For now) The last thing on the agenda to talk about is the "Heat Management System" incorporated in the Harley ESPFI systems. This system is used to control excessive heat, and operates in three "Phases."
In Phase 1, if the ECM sees engine temperature above 300 degrees F., while the bike is either moving, or standing still, it will reduce idle speed. Theory being that a lower idle has less sparks, producing less heat. In Phase 2, if the ECM sees an engine temperature that is still climbing from Phase 1, it will richen up the AFR. Richer mixture has a cooling affect. In Phase 3, if the ECM sees that the temperature is still going up, and the bike is sitting still, it will go ahead and skip-pulse the injectors, not delivering fuel on each intake stroke. Again limiting combustion and producing less heat. Phase 3 is only active when the bike is sitting still. These 3 Phases pass from one to another without pause, and you may not even feel or notice it.

AHA :shock:

Hajo :shock: :shock:

...ist relativ einfach, in der Diagnose ist ja die Antwort entahlten...!
Zwischen den Zeilen rät dir das Ding, geh zum Schrauber und wenn der nich weiter weiß, geh zum Harleydealer...

Liest sich ein bißchen wie die Gebrauchsanleitung für meinen neuen Festplattenrecorder. Komm ich auch nicht mit zurecht.

Hajo

@Hajo,

hier könnte ich Dir helfen, schmeiß die Anleitung weg und folge Deinem Bauchgefühl....

Öhm, ich find die Erklärung zum Motormanagement eigentlich recht eindeutig. Ist halt etwas viel zu lesen

Aalsoh, die von mir ausgelesenen Fehler sind leider aus der Historie. Ich könnt [smilie=metzel032.gif] . Der Bock steht gez beim Dealer. Fahren geht gar nicht mehr, es sei denn, ich lass die Kupplung und die Bremsen drauf gehen.
Der Schrauber sagte dann noch, das müsste was mechanisches sein [smilie=metzel011.gif] ...klasse....die Karre ist erst seit September aus der Garantie. Wenn ich das nächste Post vom Rechner eines freundlichen Schrotthändlers schicke, dann wisst ihr, das die Reparatur nicht günstig werden sollte.

Hallo,

Es kann sein das den drosselklappen anschlag schraube sich gelöst hat das ist eine kleine schraube
die wenn du das gas lösläst einen anschalg bilded ( viele glauben es ist den leerlauf einstell schraube )

es kann aber auch sein das die drosselklappe gebrochen ist ( ist schon vorgekommen ) du kannst einfach
den Luftfilter abmachen und das ganze anschauen

du kannst natürlich wenn du den Luftfilter wegnenommen hast die drosselklappe und ansaugstuzen
mit Bremsreiniger sprühen und somit reinigen ist manchmal verdreckt

Fred

Den Luftfilter hatte ich schon ab. Da war nix zu sehen. Ich warte, was der Schrauberkönig berichtet.

Oh Mann, ich geh kaputt, dat Dingen hat echt noch eine schlicht beschi... Standgasschraube. Genau die hatte sich gelöst, obwohl sie mit irgend so einem Lack gesichert ist. Leck mich fett.
Da fuckelt man mit EFi, Fehlercodes, Intake Air Temperature, P0113 nebst hochgestochenem Elektronikkauderwelsch an der Fehlerursache.....Standgasschraube.....ich fasse es nicht :shock:

Was hatte ich gesagt

es war die Drosselklape anschlagschraube ( es ist nicht die leerlauf schraube ) den leerlauf wird
mittel einen stellmotor gesteuert :idea:

Fred

Oh weia das hört sich net gut an...Aber ich denk den Fehler kann die HD Werkstatt mit dem Computer rausfinden.
Wiel Erfolg nochDiaz

Instandetzungskosten 85 Euro....jetzt könnt ihr sie kaufen unter http://www.hd-pfeiffer.de (Verkauf/Gebrauchte) wo u.a auch die Sporty meiner Frau, zu meinem Erstaunen sehr günstig, zu erwerben ist.

Zitat von Natural

Wolltest du sie sowieso verkaufen, oder warum gibst du sie ab?

Eigentlich Nein. Meine bessere Hälft hat Rücken :? und kann mit ihrer Sporty keinen Meter mehr machen. Somit musste was 2-Mann taugliches her, wo sie sich nicht mehr die Furt verdreht und Rückenhalt hat.
Es wurde dann eine neue E-Glide Standard in Vivid Black mit abnehmbarer Sissy Bar.
Jetzt brauche ich nur einen Solosattel für die Single Fahrt. Die Scheibe wird auch noch runtergesägt. Nun muss ich nur noch schauen, wie man die Kiste hinten noch einen Zoll tiefer bekommt, ohne gleich ein Vermögen ausgeben zu müssen. Eine US Tüte muss auch noch her.
Mir pers. reicht der Sound mit offener Klappe auf der einen und US-Tüte auf der anderen Seite.

Zitat von Natural

Aha....für 2 Personen sicher eine gute Wahl, wobei ich eben wegen der Sch....-Verkleidung eher eine RK genommen hätte.... :wink:

Wünsche dir viel Spass mit der Neuen!

Gerade wegen der Sch...-Verkleidung habe ich die EG und nicht die RK genommen. Damit habe ich schon lange Freundschaft geschlossen, nachdem mir ein Kumpel mit'ner EG Standart das Fürchten lehrte. Ich schlender ja nicht gerade ruhig durch die Gegend, aber wat der Kumpel abgefeuert hat, war einfach unglaublich. SBSF kennt den...Manni vom Chapter mit der schwatten EG.....alter Falter, als wenn der auf einen Stealth Bomber sitzt....Kamikaze mit Frontverkleidung....leck mich fett....der hat bald die Trittbretter abgesäbelt und sieht im Rückspiegel während des Angriffs mit der Batwing echt böse aus :shock:
Die Batwing ist ausserdem unverwechselbar, einzigartig und klassich Harley Davidson, aber wie so oft...Geschmacksache. Ich musste auf der SB mein Brillenträgerproblem auch schon mit einer suboptimalen Scheibe ausgleichen. Ich bin ausserdem mehr der Fahrer als der Styler.
Bei mir geht Funktionalität vor Aussehen.
Die RK war mir ausserdem viel zu "chromich". Die Scheibe daran gefällt mir pers. nicht.
Der IMHO einzig, nicht änderbare Wehmutstropfen an der EG...das Silberfinish des Motors :cry:

Zitat von SBseineFrau

Irgenzwann landen wa alle bei de Dickschiffe :wink: Der eine ehm früa, der andere späta.Ich brau noch`n bissken. Gezz kommt ersma so`n Fettboybreitreifenevoumbaugedöns und in 10 Jahre wolln wa ma kucken :mrgreen: :mrgreen: :mrgreen:

Gruß
Achim

Ey Schmalen, Touring hat mit dem Alter nix zu tun....mit Reife :mrgreen: