Patent Description:
Motorcycle designs have been around since the late <NUM>. Retro style motorcycles of the mid <NUM> era are popular with motorcycle enthusiasts.

Even though retro style motorcycles are popular, motorcycle enthusiasts also have become familiar with many of the modern aspects of automotive vehicles. Electronic features such as navigation, anti-lock brakes and other features are desirable for motorcycle enthusiasts as well. The complexities of implementing such features is complex. Various wiring harnesses and fluid hoses are used to provide various functions. Providing a lot of modern functions requires a significant amount of electronic circuitry to be incorporated into the vehicle. Maintaining the retro styling of vehicles is a challenge when wires and electronic components of modern features are to be incorporated into the motorcycle. <CIT> and <CIT> disclose a motorcycle in accordance with the preamble of appended claim <NUM>. Other motorcycles or parts therefor are known from <CIT> , <CIT> , <CIT> and <CIT>.

The present disclosure provides a motorcycle assembly that allows the incorporation of modern electrical components in a package hiding visibility of such components.

The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the appended claims.

The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the appended claims.

Although the following description includes a motorcycle application, it is understood that the features herein may be applied, in not claimed examples, to any appropriate vehicle, such as snowmobiles, all-terrain vehicles, utility vehicles, moped and scooters.

The relative terms used in the present disclosure are relative to a motorcycle <NUM> in a normal operating position. The vehicle direction in <FIG> with a longitudinal axis <NUM> that corresponds to a normal direction of travel. Right, left, front, back, under and above all referred to relative position of the vehicle in a normal upright position on a road surface.

Although the present examples are set forth with respect to a motorcycle, many of the teachings set forth herein also apply, in not claimed examples, to scooters and other open vehicle designs such as a utility vehicle.

Referring now to <FIG>, various motorcycles designs are illustrated. The motorcycle <NUM> is illustrated as a touring style motorcycle. However, the present example is also applicable to other types of motorcycles and, in not claimed examples, to other types of vehicles including, but not limited, to snowmobiles, scooters, utility vehicles and off-road vehicles.

The motorcycle <NUM> includes a frame <NUM> that is used to support the vehicle components including a front wheel <NUM> and a rear wheel <NUM>. The front wheel <NUM> is coupled to the fork <NUM>. The fork <NUM> rotates relative to the frame <NUM> to provide steering for the vehicle. The forks <NUM> are coupled to handlebars <NUM> that used for turning the forks <NUM> relative to the frame <NUM>.

The rear wheel <NUM> is coupled to the frame <NUM> and the powertrain assembly <NUM>. The powertrain assembly <NUM> is used to provide a rotational force to the rear wheel <NUM>, in this example. Of course, all of the wheels on a vehicle or a selected few of the wheels may be coupled to the powertrain assembly <NUM>. The powertrain assembly <NUM> includes an engine <NUM> and a transmission <NUM>. The engine <NUM> has a front cylinder bank <NUM> and a rear cylinder bank <NUM>. Both the front cylinder bank <NUM> and the rear cylinder bank <NUM> house a cylinder and a piston (not shown). The combustion process takes place within the cylinders. The rotational force of the cylinders on the crankshaft (not shown) is provided to the transmission <NUM> which rotates and therefore rotates a chain or belt to drive the rear wheels.

The rear wheel <NUM>, as is best illustrated in <FIG>, is coupled to the frame <NUM> by way of a rear suspension <NUM>. A pivot mount <NUM> disposed on the frame <NUM> is used to couple the rear suspension <NUM> to the frame. A shock absorber <NUM> extends from a shock mount <NUM> which is disposed on the frame but at a different location. The shock mount <NUM> is mounted above and behind the pivot mount <NUM>. The shock mount <NUM> couples one end of the shock absorber <NUM> to the frame <NUM>. An extension mount <NUM> couples the other end of the shock absorber to the frame <NUM>. The extension mount <NUM> is disposed on a swing arm <NUM>. The swing arm <NUM> is mounted to the pivot mount <NUM> and to the rear wheel <NUM>. As is illustrated best in <FIG>, the shock absorber <NUM> is disposed at an angle theta relative to the horizontal plane on which the vehicle is traveling at about the same as the upper twin portion <NUM> of the frame. The shock absorber may be within <NUM>° or more preferably within <NUM>° of the angle Beta of the upper twin portion <NUM> of the frame <NUM>.

The engine <NUM> includes an air box <NUM> for providing air to the engine <NUM> during the combustion process.

The motorcycle <NUM> has a seat <NUM> that has a first seating position <NUM> and a second seating position <NUM>. The second seating position <NUM> includes a backrest <NUM>. Various seating configurations may be used for different models of the motorcycle <NUM>. That is, only a front seat, a front seat that is suspended or no second seating position <NUM> may be provided. Also, the backrest <NUM> may also be eliminated. The first seating position <NUM> and the second seating position <NUM> may be mounted to the frame as illustrated in <FIG> while the rear seating position may be mounted to a rear fender assembly <NUM> as is best illustrated in <FIG>.

A saddle bag <NUM>, two of which are illustrated, are mounted to the vehicle frame. The saddle bags <NUM> may be formed of various synthetic or natural materials. For example, cloth, vinyl, plastic, leather may all be used for the saddle bag material. A grab strap <NUM> may be positioned at the second seating position <NUM> so that the rear passenger has something to hold onto.

A fuel tank <NUM> is mounted to the frame <NUM>. Details of the mounting of the fuel tank <NUM> is described in further detail below. Other features mounted to the frame <NUM> include some stylistic features such as highway bars <NUM>, a footrest <NUM>, a passenger foot peg <NUM>, and a driver foot peg <NUM> illustrated in <FIG>. As is illustrated in <FIG>, various seating foot peg and other foot resting positions may be provided for different configurations of the motorcycle <NUM>.

The front end of the vehicle may include a windscreen <NUM>, a headlight <NUM>, fog lights <NUM> and turn signals <NUM>.

The front forks <NUM> may support a front fender <NUM>. A fork cover <NUM> may be disposed over at least a portion of the front forks <NUM>. The fork cover <NUM> may be referred to a "cowbell".

Referring now to <FIG>, and <FIG> the frame <NUM> is formed of plurality of frame members illustrated in further detail. The frame has a backbone frame member <NUM>. The backbone frame member <NUM> is a hollow tube disposed in the longitudinal direction of the motorcycle <NUM> as defined by the longitudinal axis <NUM> above. Being hollow, the backbone frame member <NUM> may be used for routing wires therethrough as is described in more detail below. The backbone frame member <NUM> is coupled to another frame member such as a neck <NUM>. The neck <NUM> may be welded or otherwise affixed to the backbone frame member <NUM>. The neck <NUM> is a stationary component that receives the steering assembly that rotates within the neck to turn the motorcycle <NUM> in the desired direction. Neck <NUM> is further connected to a pair of frame members referred to as front rails <NUM>. The front rails <NUM> continue into another frame member, lower rail <NUM>.

A pair of frame members, cross members <NUM> extend from the backbone frame member <NUM> to the front rails <NUM>. The upper twin portions <NUM>, which are also frame members, extend from the backbone frame member <NUM> and continue to other frame members, the lower rear rails <NUM>. The lower rear rails <NUM> join with the lower rails <NUM>. A pair of additional frame members, cross rails <NUM> extend from the intersection of the front rails <NUM>, the upper twin portion <NUM> and the cross rails <NUM>.

The various rails and frame members may be fastened or welded together directly or welded together by way of a joiner. In particular, the cross members <NUM> join to the backbone frame member <NUM> with a first joiner <NUM>. The joiner <NUM> also has a flange <NUM> having an opening <NUM> therethrough. As will be described in more detail below, the opening <NUM> may receive electrical wires that pass therethrough.

The cross members <NUM> may join to the front rails <NUM> with a head casting <NUM>. The head casting <NUM> may also couple a front engine mount <NUM> thereto. The front engine mount <NUM> couples to the engine <NUM> and in particular to the engine block or housing.

A rear engine mount <NUM> is coupled to the cross rails <NUM>. The engine mounts <NUM> also mount to the engine block or housing.

A rear joiner <NUM> connects the backbone frame member <NUM>, the cross rails <NUM> and the upper twin portions <NUM>. The rear joiner <NUM> may be a cast member that has an opening <NUM> therein. Wires may be run from the opening <NUM> through the backbone frame member <NUM> and out of the opening <NUM>.

The cross rails <NUM> include the mount <NUM>. The mount <NUM> is used to mount a suspension component such as a swing arm as will be described in more detail below.

The engine <NUM> may also be installed by removing a removable portion <NUM> of the lower rails <NUM>. The removable portions <NUM> may be coupled to the lower rails <NUM> by way of fasteners <NUM>. A bracket <NUM> may be used to couple directly to the engine <NUM>.

A lower fender <NUM> is part of the rear fender assembly <NUM>. The lower fender <NUM> is mounted at the intersection of the lower rear rail <NUM> and the upper twin portion <NUM>. That is, the lower fender <NUM> is mounted in the space between the upper twin portions <NUM> and the lower rear rails <NUM>. The fastener <NUM> is used in conjunction with the shock mount <NUM> described above relative to the shock absorber <NUM>.

Referring now specifically to <FIG>, the head casting <NUM> is illustrated in further detail coupled to the front rails <NUM>. The front rails <NUM> are coupled to the head casting <NUM> to support the front engine mount <NUM>. In particular, the head casting <NUM> has a cross member <NUM> that receives fasteners <NUM> from the underside of the head casting <NUM>. The fasteners <NUM> are generally upwardly inserted into the head casting <NUM>.

Fasteners <NUM> couple directly to the engine or engine block. The fasteners <NUM> may include bushings and threaded fasteners. The cross member <NUM> of the head casting <NUM> may also include one or more brake manifold mounts <NUM>. In this example, two brake manifold mounts <NUM> are set forth.

Referring now specifically to <FIG>, the rear engine mount <NUM> is illustrated in further detail. A fastener <NUM> located at each side of the rear engine mount <NUM> is coupled directly to the engine <NUM>.

Referring now to <FIG>, the front end of the motorcycle <NUM> is illustrated in further detail. However, the rear of the motorcycle <NUM> is also shown with some components removed to show some of the rear detail. In this example, the transmission <NUM> is coupled to the rear wheel through a gear <NUM>. The gear <NUM> is coupled to the transmission <NUM> through the belt <NUM>. Of course, the rear gear <NUM> and the belt <NUM> may be replaced with a sprocket and chain.

The front of the vehicle has the forks <NUM> as described above. The forks <NUM> have the fork covers <NUM> coupled thereto as described above. The forks are held separated by a first triple clamp <NUM> and a second triple clamp <NUM>. The neck <NUM> is disposed between the first triple clamp <NUM>, the second triple clamp <NUM>, and the forks <NUM>. The handlebars <NUM> turn on the axis <NUM> defined by the neck <NUM>. The neck <NUM> has a steering stem <NUM> illustrated best in <FIG>. The forks <NUM> have a fixed portion 20A and an active portion 20B. The active portion 20B may be referred to as a hydraulic chamber.

The lower fork 20B has an axle <NUM> that extends between the hydraulic chambers. The axle <NUM> has the front wheel <NUM> secured thereto.

A component mount <NUM> is used to secure various components such as a headlight, fog light and/or turn signals. In this example, the component mount <NUM> has three openings for receiving fasteners for securing the headlight or other components thereto.

The upper triple clamp <NUM> has a clock opening <NUM> that is at an angle relative to the longitudinal axis <NUM> of the vehicle. That is, an angle A which is directed inward at an angle relative to the longitudinal axis <NUM>. A fastener <NUM> is used to secure the triple clamp <NUM> to the fork <NUM> during assembly. Likewise, fasteners <NUM> are used to secure the lower triple clamp <NUM> to the forks <NUM>.

Handlebar receivers <NUM> are disposed through the upper triple clamp <NUM>.

Referring specifically now to <FIG>, a detailed front end view of the motorcycle <NUM> is illustrated. In this example, the headlight <NUM> is coupled to the component mount <NUM> using fasteners <NUM>. In this example, two fasteners <NUM> are illustrated. The turn signals <NUM> are mounted to the sides of the forks <NUM>.

The method for assembling the front end of the motorcycle is set forth. In <FIG>, the lower triple clamp <NUM> has the fork covers <NUM> coupled to the lower triple clamp <NUM> by fasteners <NUM>. The lower triple clamp <NUM> is then inserted over the fork <NUM> so that forks <NUM> are received within the openings <NUM>. The fork cover <NUM> and triple clamp assembly is illustrated in <FIG>. The steering stem <NUM> is coupled to the lower triple clamp <NUM> as illustrated in <FIG>. The fork tube grommets <NUM> have a cylindrical portion <NUM> and a flange <NUM>. The cylindrical portion <NUM> is placed around the forks <NUM>. The steering stem <NUM> is also coupled to the lower triple clamp <NUM>. After the grommets <NUM> are coupled to the forks <NUM>, the upper triple clamp <NUM> is placed onto the forks <NUM> to rest against the flange <NUM> of the grommets <NUM>. The fasteners <NUM> secure the upper triple clamp to the forks <NUM>. The fasteners <NUM> secure the lower triple clamp <NUM> to the forks <NUM>.

Referring now to <FIG>, a fork tube clamp <NUM> is illustrated. The tube clamp <NUM> is illustrated in some motorcycle configurations. The fork tube clamp <NUM> has a central portion <NUM> that wraps around the forks <NUM> between the lower triple clamp <NUM> and the upper triple clamp <NUM>. The fork tube clamp <NUM> is used for securing a front nacelle, a windscreen, a turn signal or fog lights or other components as will be described in more detail below. In this example, two fork tube clamps <NUM> are illustrated. The fork tube clamps <NUM> have the central portion <NUM> directly around or at least partially around the upper parts of the fork tubes <NUM>. The fork tube clamp <NUM> has a securing arm <NUM> that receives a fastener <NUM> to secure the fork tube clamp <NUM> to the upper triple clamp <NUM>. In this example, the fastener <NUM> is installed along an axis parallel to the fork <NUM>.

The fork tube clamp <NUM> includes slots <NUM>. The slots <NUM> may be used for receiving fasteners for the various components coupled thereto. The clamp <NUM>, as is best illustrated in <FIG>, may comprise two portions 240A and 240B that are fastened together by fasteners <NUM>. In <FIG>, the rightmost fork tube clamp <NUM> is illustrated which when viewed from the front as in <FIG>, is on the left side of the figure. The slots <NUM> also couple the first portion 240A to the second portion 240B. A front portion of a front nacelle <NUM> is illustrated. The front nacelle <NUM> affixes to the front of the motorcycle <NUM>. In some configurations, the turn signal <NUM> may be mounted on a bolt <NUM> that extends through the side of the front nacelle <NUM>. The bolts <NUM> affix to the inside of the front nacelle <NUM>. This is illustrated in <FIG>. The front nacelle <NUM> also includes grommets <NUM>. The grommets <NUM> extend upward from the front nacelle <NUM> and are inserted in openings within the upper triple clamp <NUM>. As is illustrated in <FIG>, the front nacelle <NUM>, with the turn signal <NUM> coupled thereto, are placed against the fork <NUM> and slid in an upward motion. This allows the grommets <NUM> to be seated within openings in the bottom of the upper triple clamp <NUM>. The front nacelle <NUM> may be coupled to the lower triple clamp <NUM> with a fastener <NUM>. The fastener <NUM> is received within the component mount <NUM> disposed behind the front nacelle <NUM> in <FIG>.

Referring now to <FIG>, the front nacelle <NUM> is disposed so that the flange <NUM> of the grommet <NUM> separates the top of the front nacelle <NUM> from the upper triple clamp <NUM>.

Referring to <FIG>, the rear nacelles 270A, 270B are installed. Two fasteners <NUM> are received in openings <NUM> as is best illustrated in <FIG>. Side fasteners <NUM> couple the front nacelle <NUM> to the rear nacelles 270A, 270B. In this example, three fasteners <NUM> are used. The headlight assembly may then be installed to the component mount <NUM> with fasteners adjacent to the fasteners <NUM>.

In <FIG>, openings <NUM> align with the component mount <NUM> to mount the headlight bucket <NUM> to the component mount <NUM>. An access <NUM> formed by a fastener allows the headlight bucket <NUM> to be rotated thereabout. The headlight <NUM> may therefore then be installed within the headlight bucket <NUM>.

Referring now to <FIG>, the component mount <NUM> is illustrated in another embodiment. In some motorcycle configurations, the use of fog lights <NUM> are desirable. The fog lights <NUM> may be mounted to an arm <NUM>. The arm <NUM> is secured with fasteners <NUM>. The headlight <NUM> may be secured to a mount <NUM>.

Referring now to <FIG> and <FIG>, a system for mounting the windscreen <NUM> is illustrated. The windscreen <NUM> has a windscreen mounting bracket <NUM> that is secured to the windscreen <NUM> by fasteners <NUM>. The windscreen mounting bracket <NUM> extends in a longitudinal direction. The mounting bracket <NUM> uses two fasteners <NUM> that are disposed in a longitudinal direction to mount the windscreen mounting bracket <NUM> to the slots <NUM> of the fork tube clamps <NUM>. The windscreen includes two windscreen mounting brackets <NUM> and therefore four fasteners <NUM> are used to couple the windscreen to the fork tube clamp <NUM>. It should be noted that in examples with a windscreen, the nacelle is not used. That is, neither the front nacelle <NUM> nor the rear nacelles 270A, 270B are used.

Referring now to <FIG> and <FIG>, the fuel tank <NUM> is illustrated relative to the backbone frame member <NUM>. The fuel tank <NUM> is shaped to define a tunnel <NUM> therein. In this example, the tunnel <NUM> has a top portion <NUM> and a pair of side lobes <NUM>. The top portion <NUM> is on top of the backbone frame member <NUM>. The side lobes <NUM> are on either side of the backbone frame member <NUM> after assembly. The tunnel <NUM> is generally a U-shaped channel extending longitudinally through the fuel tank <NUM>. As will be described below, no visible fasteners are used for securing the fuel tank <NUM> to the backbone frame member <NUM>. Referring specifically to <FIG>, the tunnel <NUM> hides the fasteners of the fuel tank <NUM>. Also, the tunnel <NUM> may be used for hiding fuel lines and other electrical wiring. <FIG> shows the opening <NUM> in the flange <NUM> of the joiner <NUM>. As mentioned above, the joiner <NUM> joins the cross members <NUM> to the backbone frame member <NUM>. The flange <NUM> preferably forms smooth edges at the opening <NUM> to prevent the wiring or fuel lines from damage. The opening <NUM> may be lined with plastic or soft materials. To further maintain the wiring and/or fuel lines close to the underside of the backbone frame member <NUM>, a tray <NUM> is used. The tray <NUM> has a tray strap <NUM> that extends around or partially around the backbone frame member <NUM>. The tray strap <NUM> secures a tray diverter <NUM> adjacent to the opening <NUM>. The tray diverter <NUM> allows the wiring to rest therein. That is, the tray diverter <NUM> is positioned at a desirable distance to maintain the wiring and/or fuel lines directly adjacent to the backbone frame member <NUM>. The tray diverter <NUM> also extends adjacent to the cross members <NUM>. Thus, the wiring and/or fuel lines are directly adjacent to the cross members <NUM>. The wiring <NUM> is directed toward the front end of the vehicle and is in communication with such components as the user display. The wiring <NUM> may extend into the opening <NUM> of the flange <NUM> and travels through the backbone frame member <NUM> toward the rear joiner <NUM>. An opening <NUM> in the rear joiner <NUM>, as mentioned above, allow the wiring <NUM> to exit the backbone frame member <NUM>. The fuel line <NUM> may also be maintained within the tunnel <NUM>.

Referring now to <FIG>, the backbone frame member <NUM> includes posts <NUM> that are fixed to the backbone frame member <NUM>. In this example, four posts <NUM> are used. The posts <NUM> are longitudinally spaced apart with two on the right side and two on the left side of the backbone frame member <NUM>. In this example, the rearmost posts are disposed on the backbone frame member <NUM> between the joiner <NUM> and the joiner <NUM>. The front posts <NUM> are disposed between the neck <NUM> and the cross members <NUM>. However, in a different motorcycle arrangement, the posts may be located in different positions on the frame. The posts <NUM> may include isolators <NUM> disposed there around. The isolators <NUM> may be formed of a compliant material such as rubber to isolate the fuel tank from metal on metal contact. The tunnel <NUM> has a first inner wall <NUM> and a second inner wall <NUM> (which may be a continuous inner wall) that are used for securing stationary brackets therein. In this example, the inner wall <NUM> and the second inner wall <NUM> each have a rear stationary bracket <NUM> that is affixed thereto. Because the components may be metal, the rear stationary brackets <NUM> may be welded to the fuel tank <NUM> at the first inner wall <NUM> and the second inner wall <NUM>. The rear stationary bracket <NUM> may be C-shaped to receive the rear posts <NUM> and isolators <NUM> therein. The rear stationary brackets <NUM> may have the opening of the "C" shape opened toward the front of the motorcycle <NUM>.

The first inner wall <NUM> and the second inner wall <NUM> may also comprise a front stationary bracket <NUM>. The front stationary brackets <NUM> may be affixed or welded to the respective inner walls <NUM>. The front stationary bracket <NUM> has a different shape than the rear stationary bracket <NUM>. The front stationary bracket <NUM> has a first flange <NUM> having an opening <NUM> therein. The opening <NUM> may be specially shaped as will be described in more detail below. The front stationary bracket <NUM> may also include a second flange <NUM> and a central portion <NUM> that is disposed between the first flange <NUM> and the second flange <NUM>. The central portion <NUM> is curved and as illustrated in <FIG>, when assembled, is partially around the isolator <NUM>. The second flange <NUM>, in this example, has a nut <NUM> affixed thereto. The nut <NUM> may be welded to the second flange <NUM>.

An auxiliary bracket <NUM> is coupled to the front stationary bracket <NUM> and extends partially around the posts <NUM> and the isolator <NUM>. When assembled as illustrated in <FIG>, the combination of the auxiliary bracket <NUM> and the front stationary bracket <NUM> completely surround the isolator <NUM> of the post <NUM>. During assembly of the fuel tank <NUM>, the rear portion of the fuel tank is aligned with the posts <NUM> and the isolators <NUM>. The rear stationary bracket <NUM> is partially placed around the isolators <NUM>. That is, the isolators <NUM> and the posts <NUM> are received within the rear stationary brackets <NUM> on either side of the backbone frame member <NUM>. For convenience, the fuel tank <NUM> may be at a greater angle than the assembled angle to allow access for conveniently moving the fuel tank <NUM> into the proper position. Because the isolator <NUM> is round and the rear stationary bracket <NUM> is C-shaped, the fuel tank <NUM> may be rotated partially around the isolator <NUM> during the assembly process. The fuel tank is rotated in a counterclockwise positon when viewed from the left side of the motorcycle <NUM> as illustrated in <FIG>. The movement of the fuel tank <NUM> is such that the central portion <NUM> of the front stationary bracket <NUM> contacts the front isolators <NUM>. The auxiliary bracket <NUM> is then installed to the front stationary bracket <NUM>. The process is illustrated in <FIG>.

The auxiliary bracket <NUM> is elongated and has a first end <NUM> that has a tab <NUM>. The tab <NUM> includes a neck <NUM> that is coupled to a central portion <NUM>.

During the first step of assembly, the tab <NUM> is inserted into the opening <NUM>. The tab <NUM> is completely inserted therein and the neck <NUM> engages the first flange <NUM>. The auxiliary bracket <NUM> may be rotated within the opening <NUM> such that the neck <NUM> engages the first flange <NUM>. The opening <NUM> may actually extend into a portion of the central portion <NUM>. These steps are best illustrated in <FIG>. The auxiliary bracket <NUM> is then rotated and secured to the nut <NUM> by a fastener <NUM>. The fastener <NUM> may, for example, be a dog point fastener. The auxiliary bracket <NUM> and the tab <NUM> lie flush with the first flange <NUM> when fully assembled as illustrated in <FIG>. The auxiliary bracket <NUM> is preferably flexible and is therefore bent to extend around the isolator <NUM>. A second end <NUM> of the auxiliary bracket <NUM> has an opening <NUM> therethrough. The opening <NUM> is used to receive the fastener <NUM>. The fasteners <NUM> is received within the nut <NUM>. In this example, threads may be used to engage the nut <NUM>.

In alternative configurations, different fasteners other than the nut <NUM> and the fastener <NUM> may be used. Push pins, tie wraps or the like may be used. It is, however, desirable to have removable fasteners in case the fuel tank or other components of the motorcycle <NUM> need to be serviced. During the fastening of the fuel tank <NUM>, both sides of the fuel tank <NUM> are connected to the isolators <NUM> and the posts <NUM> in a similar way.

As is best illustrated in <FIG>, a magnet <NUM> may be incorporated into the fuel tank <NUM> with in each side lobe <NUM>. The magnets <NUM> may be affixed into the fuel tank <NUM> directly adjacent to the front stationary bracket <NUM> and preferably below the stationary bracket <NUM> so that upon disassembly of the tank, the auxiliary bracket <NUM> will not fall during disassembly. That is, if the auxiliary bracket <NUM> is made if a magnetic material and the fuel tank <NUM> of a non-magnetic material, magnets <NUM> may be place inside the fuel tank <NUM> to retain the auxiliary bracket <NUM> during disassembly. A pocket, fastener or adhesive may retain the magnets <NUM> in the fuel tank <NUM>. Each side lobe <NUM> on either side of the backbone frame member <NUM> and adjacent the tunnel <NUM> may have a magnet <NUM>. The magnet <NUM> may also assist during assembly for the same reasons.

Referring now to <FIG>, the rear suspension <NUM> is illustrated in further detail. As mentioned above, the swing arm <NUM> is pivotally coupled at the pivot mount <NUM> using a fastener <NUM>. The swing arm <NUM> extends rear from the cross rails <NUM>. The swing arm <NUM> couples the rear wheel thereto using a rear axle <NUM>. The rear axle <NUM> is secured with a fastening device <NUM> on each side of the swing arm <NUM>. The shock absorber <NUM> is mounted to the shock mount <NUM> using the fastener <NUM>. The second end of the shock absorber <NUM> is coupled to the extension mount <NUM> with a knurled stud fastener <NUM>. Details of the knurled stud fastener <NUM> are provided below. The knurled stud fastener <NUM> has a nut <NUM> used to secure the end of the shock absorber <NUM> against the extension mount <NUM>.

The swing arm <NUM>, as best illustrated in <FIG>, includes a cross member <NUM> that extends from a first arm 56A to a second arm 56B of the swing arm <NUM>.

As is best illustrated in <FIG>, a nut <NUM> is coupled of the fastener <NUM> to secure the fastener <NUM> to the cross rails <NUM>.

Referring now specifically to <FIG>, the knurled stud fastener <NUM> is illustrated in further detail. The knurled stud fastener <NUM> has a knurled portion <NUM>, a threaded portion <NUM> and a smooth portion <NUM>. The smooth portion <NUM> is disposed between the knurled portion <NUM> and the threaded portion <NUM>. The knurled stud fastener also has a head <NUM> that is coupled to the extension mount <NUM>. The head <NUM> may be partially or fully recessed within the extension mount <NUM>.

Referring now to <FIG>, the braking system of the motorcycle <NUM> is set forth. In this example, a master cylinder <NUM> that is in fluid communication with the brake manifold <NUM>. The brake manifold <NUM> is coupled to the head casting <NUM> and specifically to the brake manifold mount <NUM> illustrated in <FIG>. Fasteners <NUM> couple the master cylinder <NUM> to the brake manifold mount <NUM>. The master cylinder <NUM> is coupled to the brake manifold <NUM> through brake lines <NUM>. The brake line <NUM> is coupled to the hand brake and the top of the manifold <NUM>. The bottom of the brake manifold <NUM> may be coupled to the front brake caliper <NUM> through brake line <NUM> in a non-abs system or to an ABS controller <NUM> in an ABS system. The front brake caliper <NUM> is directly adjacent to a front brake disk <NUM>. A front anti-lock brake sensor <NUM> is disposed on the other side of the front brake disk <NUM>. Handlebars <NUM> may be changed to customize the motorcycle <NUM>. Typically, brake line replacement is a multi-hour task. By providing the brake manifold <NUM> in this location, only a short piece of brake line <NUM> needs to be replace when replacing the handlebars <NUM>. Thus, the time to customize is reduced.

The rear portion of the motorcycle <NUM> includes a rear brake caliper <NUM> and a rear anti-lock brake sensor assembly <NUM>. A rear disk <NUM> is disposed adjacent to the rear brake caliper <NUM>.

The anti-lock brake system of the motorcycle <NUM> includes the anti-lock brake system controller <NUM>. The controller <NUM> controls the actuation of the rear brake caliper <NUM> and the front caliper <NUM>.

The rear ABS sensor assembly <NUM> is best illustrated in <FIG>. The rear ABS sensor has two set of communication wires 466A and 466B.

Referring now to <FIG>, details of the rear ABS sensor assembly <NUM> is set forth in further detail. The rear ABS sensor assembly <NUM> has a housing <NUM> that is circular in shape and is disposed at the center of the rear wheel/ rear brake disk <NUM>. The housing holds two ABS sensors <NUM> and <NUM>. The ABS sensors <NUM> and <NUM> may have different configurations thus one may have two wires for communication, one may have tree wires for communication or both could be the same. Although the rear wheel18 is shown for the ABS sensor housing <NUM>, the front wheel <NUM> may have the housing <NUM> as well.

Referring now to <FIG>, the rear portion of the vehicle is illustrated in greater detail. In this example, the seat has been removed and an electrical box <NUM> is coupled between the cross rails <NUM> and the lower rear rails <NUM>. The electrical box <NUM> may be formed of a composite material such as plastic. The electrical box <NUM> is mounted by way of fasteners <NUM> to brackets <NUM> that extend from the respective frame members.

As is best shown in <FIG>, the electrical box <NUM> houses a battery <NUM> and an engine control module <NUM>. A bracket strap <NUM> is used to secure the battery <NUM> within the electrical box <NUM>.

A fuse box <NUM> is also disposed underneath the seat. The fuse box <NUM> may be a weather sealed component and extends between the upper twin portions <NUM>.

An evaporative canister <NUM> is also coupled to the upper twin portion <NUM>. The evaporative canister <NUM> may be an optional element and provided where required by law.

The electrical box <NUM> includes a cover <NUM>. The cover <NUM> includes tabs <NUM> that engage at least one wall of the electrical box <NUM>.

A starter <NUM> is disposed under the seat area adjacent to the electrical box <NUM>.

The cover <NUM> may also house antennas thereon. A tire pressure monitoring system antenna <NUM> as well as a key fob antenna <NUM> may be incorporated onto the cover <NUM>.

In <FIG> and <FIG>, the lower fender <NUM> is illustrated. The lower fender <NUM> has a module mount <NUM> coupled thereto. The module mount <NUM> is used for securing a cellular modem <NUM> and a vehicle control module <NUM>. Tabs <NUM> extending from the module mount <NUM> are used to the secure the cellular modem in the vehicle control module <NUM> to the module mount. The tabs <NUM> may be integrally molded with the module mount <NUM>. In the alternative, other types of fasteners besides tabs <NUM> may be used. For example, straps and various types of fasteners may be use to mount the modules to the module mount <NUM>.

Referring now to <FIG>, the rear fender assembly <NUM> was briefly described above. The rear fender assembly <NUM> includes the module mount <NUM>, the cellular modem <NUM>, the vehicle control module <NUM>, the lower fender <NUM> and an upper fender <NUM>. The upper fender <NUM> is coupled to the lower fender <NUM> having a volume therebetween so that cellular modem <NUM>, the vehicle control module <NUM> and the connector coupled thereto are disposed within the volume. The upper fender <NUM> may have an upper reflector <NUM> coupled thereto. Also, tail lights <NUM> may also be coupled to the rear fender assembly <NUM> and more specifically to either the lower fender <NUM> or the upper fender <NUM> or both. The tail lights <NUM> may act as rear marker lights and as turn signals. The tail lights <NUM> may each be mounted to a respective arm <NUM>, <NUM>. The right arm <NUM> couples to the upper fender and has a wire <NUM> that is routed therethrough. The left tail light <NUM> is mounted to the left arm <NUM> which also has wires <NUM> disposed therein. A support <NUM> may extend between the tail lights <NUM> and the arm <NUM>, <NUM>. The left arm <NUM> may be configured differently than the right arm <NUM>. In this example, a license plate holder <NUM> is rotatably coupled to left arm <NUM>. The license plate holder <NUM>, being pivotal, may fold if contacting the ground or other obstruction. The license plate holder <NUM> has one or more recesses <NUM>. In this example, the recess <NUM> receives a GPS antenna <NUM>. The license plate holder <NUM> has an extension <NUM> that extends upwardly from the top of the license plate holder <NUM>. The extension <NUM> may house a license plate lamp <NUM>. The license plate lamp <NUM> shines light on the surface of the license plate (not shown) when properly mounted on the face of the license plate holder <NUM>. The wires for the license plate lamp <NUM> and the GPS antenna <NUM> extend through the left arm <NUM>.

The license plate holder <NUM> may also house one or more electronic communication components <NUM> used for communicating with devices outside the motorcycle. The electronic communication components <NUM> may include an RFID tag, a NFC communication device, a global positioning system, a vehicle-to-vehicle communication device, an Internet-of-things communication device, an AM or FM receiver or antenna, or the like. The electronic communication component <NUM> may be an open road tolling transponder.

Referring now to <FIG>, the license holder <NUM> and the left arm <NUM> are illustrated in further detail. The left arm <NUM> may further include a retainer <NUM> to retain any wires therein. Likewise, a retainer <NUM> retains wires within the right arm <NUM>. The license plate holder <NUM> may have a spring <NUM> disposed therein to prevent the rotation of the license plate holder <NUM> relative to the pivot <NUM>. The pivot <NUM> may be integrally formed or formed as a separate component as the left arm <NUM>. The pivot <NUM> forms an axis around which the license plate holder <NUM> may rotate. Should the motorcycle <NUM> be laid down, the license plate holder <NUM> may pivot out of the way. <FIG> also shows a recess <NUM> that is used for the wires and license plate lamp <NUM>.

A retainer <NUM> and washer <NUM> retains the spring <NUM> within a channel <NUM> that also receives the pivot <NUM>. A portion <NUM>, at the end of the recess <NUM>, receives the wire for GPS antenna and the license plate wire and communicates the wire into the pivot <NUM> and then through the left arm <NUM>.

Fastener <NUM> are used to join the left arm <NUM> and the right arm <NUM> to the fender assembly. Fastener <NUM> join the retainers <NUM> and <NUM> to the left arm <NUM> and the right arm <NUM> respectively. Nuts <NUM> join the license plate lamp <NUM> to the license plate holder <NUM>.

Claim 1:
A motorcycle (<NUM>) having a frame (<NUM>) and a wheel (<NUM>, <NUM>) rotatably coupled to the frame (<NUM>), said motorcycle (<NUM>) comprising:
a first fender housing mounted to the frame (<NUM>);
a second fender housing coupled to the first fender housing so that a volume is defined therebetween;
an electronic component disposed in the volume; and
a battery box (<NUM>) coupled to the frame (<NUM>) and housing a battery (<NUM>);
characterized by
a tray comprising a battery tender, wire routing features and an integrated tool holder.