Tech Data

A Letter from Thundermax ref the continuing lack of knowledge or dislike of a great product by some ill-informed Technicians within the Harley-Davidson Dealerships.

TMax is compatible with Digital Tech. All diagnostic functions are accessible to a HD dealer if they plug into a bike with a TMax installed. Since TMax does not require a VIN# association, when a OE HD dealer accesses a ThunderMax for diagnostics using Digital Tech the only thing that does not appear on their monitor is the VIN #. The VIN# that appears is usually the last bike that Digital Tech was used on.

However they can perform all diagnostic reviews and should be able to assign a FOB"s to the bike as they are actually communicating to the TSSM through the ECM. Should not matter if it is the OE module or TMax is fitted.

Keep in mind that hard cornering, passengers, heavy loads and sustained high speeds will require higher pressures (up to that indicated on the sidewall).CHECKING TYRE PRESSURE IS THE MOST IMPORTANT TYRE

For high-speed, fully loaded or dual-riding touring-motorcycle applications, inflate tyres to maximum recommended by vehicle manufacturer for Dunlop fitment. Never exceed maximum load indicated on tyre sidewall or vehicle capacity load found in owner's manual, whichever is lower.

Underinflated tyres can result in imprecise cornering, higher running temperatures, irregular tread wear, fatigue cracking, overstressing and eventual failure of the tyre carcass, or loss of control, which could cause accident, injury or

Overinflating tyres does not increase load-carrying capacity, but will result in a hard ride and accelerated tyre wear in the center of the contact patch. Check cold tyre pressure frequently with a good-quality gauge that holds a reading,

Loss of pressure may occur due to worn-out or badly seated valve cores. Check valve cores, and if necessary, tighten for correct seating, or remove and replace them. A metal or hard-plastic valve cap with an inner gasket should be used and installed finger-tight to protect the valve core from dust and moisture and to help maintain a positive air seal. Loss of pressure may also be caused by tube damage, as well as cracked rubber tube or tubeless valve stem bases.

Inspect rim bands, tubes and valves. Replace if damage or cracking is noted. Repeated loss of inflation pressure may result from undetected tyre damage.

Visually inspect tyres for punctures, cuts, abrasions, cracks, bulges, blisters or knots. It will be necessary to dismount the tyre to complete an inspection for internal damage and any need for repair. Only certain punctures in the tread area may be repaired, and only if no other damage is present. The appearance of stress cracks in the tread grooves is one indicator of overload and/or underinflation. If you find evidence of tread-groove cracking, you should remove and replace the tyre immediately. This damage is permanent and non-repairable.

Tires with non-repairable damage must not be used again. Damage caused by impacts, penetrations or continued underinflated/overloaded use is progressive and can result in sudden and complete tyre failure and accident, injury or death. You should always seek expert inspection of the dismounted tyre following curb, chuckhole or other impacts, evidence of penetration beyond the tyre surface, bulges or low pressure. You should not continue riding on such tyres.

Inspect their tyres frequently for damage and to always heed warning signs such as vibration, handling instability, rubbing or tyre noise that occurs during operation of the motorcycle.

When selecting new Dunlop motorcycle tyres, be sure they meet the requirements of your customer's motorcycle and its expected usage. Fitment of radial tyres to the wrong vehicle can cause instability and accidents.

Some motorcycles may be fitted only with radials. Consult motorcycle manufacturer before fitting radial replacements to ensure you are applying the correct specification and combination for your customer's motorcycle.

Some motorcycles may be fitted only with radials that match original equipment. Comply with the motorcycle owner's manual recommendations.

Remember, the correct matching of front and rear tyres is important to obtain optimum performance and handling. Follow the Tyre Selection guidelines.

Mount only tyres marked "front wheel" on the front position and only tyres marked "rear wheel" on the rear position.

A new front tyre with a worn rear tyre can cause instability. Mixing radials, or mixing radials with bias or belted-bias tyres, may adversely affect handling and stability, and should only be done when specifically fitted and/or recommended by an OE vehicle manufacturer. It should be noted that many factors other than tyre incompatibility can affect the handling of a motorcycle, including the weight and height of the rider, mixing worn with unworn tyres and the fitment of luggage or fairings.

Tyres offering different load-carrying capacities are available. Consider carefully the weight of the motorcycle, whether it will carry passengers and the weight of any optional equipment. Remember, the loadcarrying capability of the tyres is also reduced by underinflation.

It is possible to overload a tyre even though it is the size specified by the motorcycle manufacturer. Maximum loads and the cor responding pressures are indicated on the sidewall of all Dunlop street tyres.

Before riding, the motorcyclist must determine the total weight of luggage, equipment and rider(s) to be added to the motorcycle. T the total weight of luggage, equipment and rider(s) must never exceed the vehicle load capacity found in the motorcycle owner's manual, or the maximum load molded on the tire sidewall.

Do not to pull a trailer behind their motorcycle. Trailers may contribute to motorcycle instability, grossly exaggerated tyre stresses and overload. Such stresses and overload can cause irreversible damage resulting in sudden tyre failure, accident, Sidecars should not be fitted unless approved by the motorcycle manufacturer.

With our dollar holding so high against the greenback, there's a lot of people starting to think about buying a bike in the US and shipping it out here themselves to possibly save thousands of dollars. Or else buying one through a grey importer. Well, if you're even slightly thinking that way, you'd better turn quickly to page 56 of Heavy Duty Magazine issue 117 and read "Half Price Harleys", where you'll learn of some of the many pitfalls that entrap the unwary along with the deluded.

This tech bulletin is in regard to the load equalizer I, II and III. The new Load Equalizer III must be used with all Harley Davidson security systems, aftermarket alarm systems or the Harley Davidson turn signal converter.

The Load Equalizer III is solid state, we do not use ceramic resistors in this module, therefore we do not have any overheating problems related to aftermarket alarm systems or the HD turn signal converter.

The Load Equalizer III is really the best module to use on all 1991 to present Harley Davidsons to circumvent any/ all heat related problems. Load Equalizer I or II work fine on thermo flasher models (except for LEDs) 1973 to 1990, or update the to our automatic turn signal cancelling unit.
On 2000 and Up the Load Equalizer III is a must! It was designed for the new breed of turn signal (TSM) and turn signal security system (TSSM) module. On TSSM models, a Load Equalizer I or II will cause erratic flashing and the key icon to flash and not reset the correct code in the TSSM module.
On aftermarket alarm systems, part of the security is for the 4 ways/ hazards to flash when the alarm has been tripped, the Load Equalizer I will melt after an extended period of time (per the instructions) and the Load Equalizer II will eventually crack over years of use. My recommendation is the Load Equalizer III.
The HD turn signal converter turns the rear turn signals into brake lights while maintaining turn signal function. For stock application this module is fine. However, if custom turn signals are installed and you use Load Equalizer I or II, the turn signal wire now becomes live when the brake is applied, now the Load Equalizer is building heat every time the brake is applied and during the turn signal mode. My recommendation is to use the Load Equalizer III or the “Illuminator Module” with a built in solid state load equalizer that will not get hot and adds a running light feature.
2007 Up Harley Davidsons copy of our run, brake and turn module is even more critical! The turn signal circuit will always be on! Using the Load Equalizer I or II will result in a melt down! You must use a Load Equalizer III when using aftermarket or LED turn signals that require the use of a load equalizer or you can use the original plug in illuminator we invented that has the Load Equalizer III built in.

1991 – 1999 Harley Davidsons, while the Load Equalizer I and II have been working fine since 1994, we do get unhappy customers once in a while. If they did not receive their copy of instructions, they end up using the emergency flashers for a prolonged time and melt the Load Equalizer I and II. Shorts in the turn signal circuit can also cause these modules to melt. An OEM canceller that goes bad in the open position will also melt the I and II modules. My recommendation, use the Load Equalizer III and you circumvent any previous mentioned problems, the Load Equalizer III produces no heat!

Plug Leads should be changed every 3 years, dispite what kilometers you have done in that period. The Moisture & Heat kills them! Next service let the boys know and we will replace them with

If You are contemplating getting back on a Motorcycle, and or looking at starting your Motorcycle Experience from new T.C.C recommends you do a course with:

IF YOU ARE NOT RIDING YOUR BIKE FURTHER THAN 100km A WEEK, YOU WILL NEED TO PLACE A

Contact Details: PH: 07 4771 2200 / Fax: 07 4772 0120 leeroy@townsvillecustomcycles.com.au

Motorcycle Tyres

Tyre Pressures

Tyre Selection

Front and Rear Matching

Load Carrying Capabilities