CVO 1999 to 2000: FXR2, FXR3, FXR4

Five years after the last regular FXR, Harley-Davidson brought it back for three limited models: the FXR2 and FXR3 for 1999 and the FXR4 for 2000 (Cycle World, May 1999; Rider, Sep 2017). They were the first bikes from the program that became Custom Vehicle Operations, or CVO (Cycle World's Big Twin, 1999 (via Hot Bike); HD Forums, 2019).

All three used the 1340cc Evolution engine in a newly built FXR frame, dressed with chrome and paint from the Parts and Accessories catalog (Cycle World's Big Twin, 1999 (via Hot Bike); Cycle World, May 1999). The FXR4 was the last FXR, and Rider calls it the last Evolution Big Twin Harley (Rider, Sep 2017; Hot Bike, "The Saga of the FXR").

HD Forums notes the early bikes carried Screamin' Eagle branding and that the CVO name was used more widely later (HD Forums, CVO history; HD Forums, 2019), although Cycle World's Big Twin already used the name Custom Vehicle Operations in 1999 (Cycle World's Big Twin, 1999 (via Hot Bike)).

The go-ahead came in September 1998, and the first FXR2 left the line in January 1999 (Cycle World's Big Twin, 1999 (via Hot Bike)). The program belonged to Parts and Accessories (P&A). Jeff Merten, P&A's director of marketing, gave Cycle World's Big Twin four reasons for it (Cycle World's Big Twin, 1999 (via Hot Bike)):

• Customers kept asking for the FXR.
• Building 42 at the York, Pennsylvania plant had room after production of the Rotax-engined military bikes ended.
• Harley wanted to test whether it could build limited-run customs and make money on them.
• The bikes were an incremental sales opportunity.

Cycle World added a fifth angle: Harley was taking aim at the builders who were making FXR clones (Cycle World, May 1999).

Jim Hoffman, P&A's program manager, made the limit plain: "we'll build 900 FXR2s and 900 FXR3s, and the FXR is gone again" (Cycle World's Big Twin, 1999 (via Hot Bike)). Two-person teams in Building 42 built two bikes a day (Cycle World's Big Twin, 1999 (via Hot Bike)).

Mechanically the bikes matched the 1994 FXR, with current-spec parts where it mattered: new wiring connectors, a vacuum-operated fuel valve, a nine-plate clutch and a five-hole derby cover (Cycle World's Big Twin, 1999 (via Hot Bike); Cycle World, May 1999). The new Twin Cam 88 was considered "for about 10 seconds" but would not fit the FXR frame without a new frame program (Cycle World's Big Twin, 1999 (via Hot Bike); Cycle World, May 1999). The frames were not leftovers: the frame was put back into production (Cycle World's Big Twin, 1999 (via Hot Bike)).

For 2000 the FXR4 followed, and it closed the book. Hot Bike reports that the very last production FXR frame and Evolution engine went into an FXR4 (Hot Bike, "The Last FXR").

The FXR2 was the spoked-wheel version. Cycle World's Big Twin listed a Badlander seat, "Profile" shocks, a 21 inch laced front wheel and a chromed slotted rear wheel, with "just about every piece of chrome in the catalog", about $3,500 of accessories in all (Cycle World's Big Twin, 1999 (via Hot Bike)).

The factory parts catalog fills in the details: a chrome swingarm and fork sliders, a single front caliper on a floating disc, a floating rear disc, billet mirrors, a chrome oil filter and an 80 cubic inch air cleaner trim. The engine has a chrome and black texture finish with black cylinders and heads (H-D Parts Catalog, 1999 FXR2).

Identifying features: 21 inch laced front wheel with a solid, slotted chrome rear; Badlander seat with sissy bar and backrest; black cylinders; red or blue paint (H-D Parts Catalog, 1999 FXR2; Cycle World's Big Twin, 1999 (via Hot Bike)).

The 2000 FXR4 went further. Rider lists teardrop floating rotors with dual four-piston calipers, a laced 19 inch front wheel, chrome drag bars, a solid FLSTF-type chrome rear wheel, a chrome rear sprocket cover, billet mirrors, chrome lower belt guard, wide-band billet pegs, grips and shifter peg, an electronic speedometer, a new seat, P&A rear shocks, sealed wheel bearings and a sealed battery (Rider, Sep 2017).

The paint was Screaming Yellow Pearl or Candy Tangerine with new Eclipse graphics (Rider, Sep 2017; H-D Parts Catalog, 2000 FXR4). The parts catalog shows a chrome and silver texture engine with silver crankcases, transmission case and primary housing, a short sissy bar and a speed sensor for the electronic speedometer (H-D Parts Catalog, 2000 FXR4).

Identifying features: yellow or tangerine Eclipse graphics; dual front discs on a laced 19 inch wheel; solid chrome rear wheel; silver engine cases (H-D Parts Catalog, 2000 FXR4; Rider, Sep 2017).

Harley aimed these bikes partly at clone builders (Cycle World, May 1999), and every accessory on them came from the P&A catalog (Cycle World's Big Twin, 1999 (via Hot Bike)). That means a regular FXR can be dressed to look like a CVO. The VIN is the first check.

• VIN model code. In the 17-character VIN, positions 5 and 6 give the model. The factory parts catalogs list ES for the 1999 FXR2, ET for the 1999 FXR3 and EV for the 2000 FXR4 (H-D Parts Catalog, 1999 FXR2; H-D Parts Catalog, 1999 FXR3; H-D Parts Catalog, 2000 FXR4).
• Model year and plant. Position 10 should be X for 1999 (FXR2, FXR3) or Y for 2000 (FXR4), and position 11 should be Y for York (H-D Parts Catalog, 1999 FXR2; H-D Parts Catalog, 2000 FXR4; Lowbrow Customs VIN guide). A regular FXR ends with the 1994 model year (R).
• Where to look. The full VIN is stamped on the right side of the frame backbone at the rear of the steering head and printed on a label on the right front downtube. An abbreviated VIN is stamped on the left crankcase between the cylinders (H-D Parts Catalog, 1999 FXR2). The frame, engine and title should agree.
• Match the details. Check the wheels, seat, engine finish and paint against the model tables above. FXR2: 21 inch laced front and black cylinders. FXR3: flames and five-spoke cast wheels. FXR4: yellow or tangerine Eclipse graphics, dual front discs and silver engine cases (H-D Parts Catalog, 1999 FXR2; H-D Parts Catalog, 2000 FXR4; Cycle World's Big Twin, 1999 (via Hot Bike)).
• More on reading a VIN on the Identification page.

They were rare from day one. Cycle World's Big Twin expected buyers to bid over retail when the first bikes arrived (Cycle World's Big Twin, 1999 (via Hot Bike)), and HD Forums calls them all sought-after collectibles now (HD Forums, 2019). What they sell for today is unverified.

Color splits. How many bikes were built in each color is not in any factory source we have found. Numbers posted on owner forums and in sales listings disagree with each other, so we do not repeat them here. The official split is unverified.

Originality. Because the parts came from the accessory catalog, original parts can be swapped off and catalog parts added. The factory parts catalogs for the FXR2 and FXR4 are the best reference for what each bike came with (H-D Parts Catalog, 1999 FXR2; H-D Parts Catalog, 2000 FXR4).

The last one. Hot Bike tells the story of the very last production FXR, an FXR4 sold new through a Florida dealer. It carries factory signatures inside the side covers and on the frame under the seat, and Harley later sent paperwork confirming it (Hot Bike, "The Last FXR").

A popular story says Harley only built these bikes to use up a pile of leftover FXR frames. Harley people have denied it more than once. Jim Hoffman told Cycle World's Big Twin, "We didn't find 1800 old frames in a warehouse"; the frame was put back into production (Cycle World's Big Twin, 1999 (via Hot Bike)). Bob LeRoy told Hot Bike the tooling was on hand, so a limited run could be built without disrupting regular production (Hot Bike, "The Saga of the FXR").

More on the Myths page.