Power, torque, field-weakening and all seven ride modes — read off the secondary CAN bus of a stock S2 Del Mar across dozens of real rides. No dyno, no dealer tools, and strictly read-only: we query the diagnostics, but never write a value or actuate anything.
Power is the real thing: pack current × pack voltage, straight from the battery's own current-sense. Below ~48 mph the motor makes flat peak torque; above it, constant-power flux-weakening takes over — torque falls as roughly 1/speed while power holds a ~66–69 kW plateau all the way to redline.
Reading it: the torque trace is flat to ~46 mph (the constant-torque region), then bends down — that bend is the field-weakening knee. Power keeps climbing through the bend and then flattens: that flat top is the machine holding constant power while shedding torque. Below ~20 mph torque tapers because launches in the data are traction/grip-limited, not motor-limited.
Short answer: the knee doesn't move, the ceiling does. Base speed is set by motor back-EMF meeting the pack voltage — pure hardware, so every mode rolls off at the same ~46 mph. What each mode changes is how high the plateau sits.
Same bend, different height. Sport holds full torque to the knee; Range caps ~25% lower but bends at the same speed; Custom A (unconfigured on this bike) is softer still. A reduced mode simply hits its lower power cap before the motor ever reaches its voltage limit — so it looks like earlier field-weakening, but the motor's real transition point never budges.
Same grip position, wildly different torque. This is the throttle curve — how quickly torque arrives as you twist — not a power cap. At 20% grip, Flat Track commands roughly double the torque of Custom A.
Steeper = more eager. Flat Track and Sport pile on torque early; Range and Rain meter it in gently for wet or efficient riding. Every curve still reaches full power at full grip — the map only decides how abruptly you get there.
Each mode is three numbers the inverter reports live, 0–100: Power, Regen, and Throttle response. These are the user-facing calibration — the sliders behind the modes. Custom A/B read zero because they're unconfigured on this bike.
| Mode | Power | Regen | Throttle |
|---|
Continuous & peak discharge limits and the motor phase-amp ceiling are hardware constants — identical in all seven modes. The bike does not expose Surron-style per-mode current limits.
Throttle response tops out at 85 (Flat Track) in the factory presets. A maxed Custom mode could set it to 100 — sharper than anything Harley ships. Both custom slots on this bike sit empty.
LiveWire quotes a headline capacity and almost nothing else. Interrogated through its own battery-management system, the pack characterizes cleanly — series count, chemistry, its full voltage window, cooling, and how hard it's actually pushed.
Every cell in the pack, individually — here resting within a 5 mV spread, a tightly balanced pack (vertical scale zoomed to that window to show the per-cell structure). Under load the cells sag and recover in real time; the deepest cell we caught touched 2.82 V at the bottom of a hard, low-charge pull.
Scope first: this is only the top of the charge (~80→100%), already into the constant-voltage taper — not the full curve. Current eases from ~10 A toward zero as the cells hold the 4.20 V ceiling, and the charger's heatsink arcs to ~53 °C then cools as it backs off. Peak power sits lower down the SoC range — even in this window, power runs higher at lower pack voltage — and the bulk of the charge simply wasn't logged, so the true peak rate stays open. Stitched from 5-minute chunks (the bus idles out mid-charge), hence the ragged traces.
The battery is one system of many. Passively, the same bus gives up the whole vehicle — the full motion-sensor suite, brakes, thermal, telematics, and the live fault log.
Location, cellular identifiers and vehicle serials are decoded but withheld here for privacy — this page shows only aggregate performance and system data.
A small ESP32 logger tapped onto the S2's secondary CAN bus (500 kbit/s, classical CAN). Power = battery-management current-sense × pack voltage. Torque & RPM = the inverter's own diagnostic (UDS) telemetry. Ride mode = the broadcast mode frame. Everything is aggregated across dozens of real-world rides; the "envelope" curves take the peak observed at each speed. Two layers of traffic: the broadcast signals are captured passively (pure listening); the diagnostic data is read with read-only UDS requests — the logger sends those queries, but never writes a value, runs a routine, or actuates anything.
Torque is shown in the inverter's raw command units (the absolute Nm scale is not yet pinned); power in kW is grounded in the measured pack voltage × current. Curves are empirical envelopes from partial-throttle real riding, not a controlled dyno pull — the shapes are solid, the last few % of absolute magnitude are not.
Everything decoded, laid bare — 113 broadcast signals across 51 named frames, plus 60 documented UDS diagnostic values across 9 modules (39 confirmed, 14 candidate, 7 refuted-and-recorded so the dead ends don't get re-chased). Scroll each.