Issue link: https://cp.revolio.com/i/1432490
10 | WheelsOfGrace.com | #58 on but they never intrude unless the rider exceeds the system's parameters. Aside from gauge icons illuminating once the systems activate, RDRS never detracts from the ride, but it can ultimately save it. While I never initiated the traction control or ABS in my time with the Road King, DTSCS proved valuable when hustling through local canyons. The rear wheel still chirps under rapid deceleration, but the system quickly remedies the engine/ rear-wheel speed differential before significant slippage occurs. It's that invisible safety net that sets the RDRS apart, and most Harlistas would benefit from the simple yet effective technology. The electronic suite isn't entirely performance-oriented though. Harley's Vehicle Hold Control is an invaluable tool for takeoffs on an incline. However, the most convenient feature is the Tire Pressure Monitoring System (TPMS). When either tire dips below the ideal PSI, a light on the dash immediately alerts the user. Unless you're accustomed to carrying a tire pressure gauge, the system ensures that riders don't have to actively track PSI before each ride. Users can simply check the tire status by cycling through the speedometer's secondary display window. RDRS may not offer multiple levels of engine braking or customizable ride modes, but the system seamlessly integrates into the Harley ecosystem. Catering to brand converts without isolating brand loyalists, the new tech stays true to the Harley feel by improving function while preserving form. The new- fangled tech may subtly refine the Road King Special, but the Milwaukee-Eight V-twin still takes center stage. Touting 114 cubic inches (1,870cc) of displacement, Harley's latest Big Twin is the brand's largest production powerplant (non-CVO models). Since 2017, the platform has been refining the Bar and Shield's Touring and Softail lineups, and it's more tractable than the monster displacement lets on. By Harley standards, the 114 is supremely smooth. At a stop, it still shakes and rattles, but once it's rolling, that all goes away. Away from a stop, the Road King Special still jumps off the line with 119 lb-ft of torque. On the open road, the Milwaukee- Eight effortlessly glides down the highway. At only 2,600 rpm in 6th gear, the Road King is content to trot along at 70 mph all day long. Of course, the Milwaukee-Eight's low-down pull is always on tap, ready to get the rider out of hairy situations. However, that torque is finite, spiking around 2,500 rpm before trailing off near 4,000 rpm. That leaves a narrow window of peak performance, but the next helping of torque is usually just a shift away. To my surprise, the air/oil-cooled V-twin retains most of Harley's patented grumble but loses much of the rumble. Despite its oil-cooled heads, the engine's cooling fins still need air flowing between them to manage the mill's temperature. After 10 minutes of lugging the Road King through mid-day traffic, the Milwaukee-Eight starts throwing heat onto the rider. Due to the exhaust, that warmth is most prominent on the rider's right leg, but given enough time, the port side radiates as well. Fortunately, when the Special gets back up to speed, that heat quickly dissipates, returning the cockpit to a pleasant environment. Like most Touring models, the Road King's comfy confines promote long days in the saddle. Thanks to its contoured shape and ample padding, the Special's seat rivals the coziest lounge chairs. Wide floorboards encourage the rider to stretch out for the long haul while 10 | WheelsOfGrace.com | #58