The Buell Lightning series offers a unique blend of minimalist, naked styling and the real-world powerband of an American V-Twin engine. The riding position is athletic. Agility is uncompromised. The torque is unreal. Compact and narrow in profile, the Buell Thunderstorm— V-Twin engine is the perfect powerplant for serious street performance. Both the 92hp Thunderstorm 984 and 103hp Thunderstorm 1203 (these are *CLAIMED* numbers. MO tested these engines at an SAE corrected 76.7hp/69.8Lbft and 89.7hp/72.6LbFt respectively) engines are 45-degree air/oil/fan-cooled V-Twins with electronic fuel injection. Both are tuned to put out a mountain of ground-pounding torque and deliver the kind of midrange acceleration a rider can really use on the street. The Buell Uniplanar engine mounting system reduces vibration to the rider and increases frame rigidity by utilizing the engine as a stressed member of the chassis.

The Lightning is created utilizing the Buell Trilogy of Technology design principles - frame rigidity, mass centralization and minimal unsprung weight. To lower the center of gravity, fuel is carried in the massive aluminum frame, engine oil is carried in the swingarm, and the muffler is located below the engine. The Buell® Zero Torsional Load— front brake features a single 375mm rotor mounted near the wheel rim, gripped by a six-piston caliper. Because braking forces are transmitted directly from the rim to the rotor, torsional load at the front wheel is virtually eliminated and brake feel and control is enhanced. Reduced torsional load permits the use of a very lightweight cast aluminum front wheel for a significant reduction in unsprung weight and steering inertia.

Buell Lightning models are agile and flickable, thanks to a short 52-inch wheelbase and 21-degree fork angle. Both the rear Showa® shock absorber and the new 43mm Showa upside-down fork are adjustable for pre-load, compression and rebound damping to accommodate rider weight and riding style. The Lightning offers an unmistakable style, inspired by the rough-andtumble world of flat-track racing. Handlebars are wide and aggressive. Dual headlights are mounted below a short flyscreen. The clipped, aluminum tail section covers the meaty, 180mm rear tire with a screened panel.

Quick Take - MO Rides The XB9SX: Regardless of how you feel about the see-through tank and fly screen looking like an iMac or the motor being a "9" instead of a "12", the 2005 Buell XB9SX is easily the best streetbike Buell has ever built. Argue all you want, but after riding all of the Buells back-to-back, it is obvious that the 9SX hits a sweet spot.

As advertised, the new 9SX is more nimble than the 12S around town, thanks to its lighter crank and a new flatter seat that lets the rider move around like a motocross/supermoto bike. In the real world, the XB9 Buells are more pleasant to ride than the XB12 series, because of lower vibration, smoother power delivery, less heat generation, smoother shifting and a wider useable rev range. I know it sounds like I'm cheerleading, but the XB9SX actually delivers what it promises.

If you're concerned about a lack of power, consider this: At the 2005 New Model Intro, Buell set-up a parking lot "Battle Trax" across the street from the Convention Center. On that track, the 2005 XB9SX lapped a full second faster than the new high power / lower center of gravity XB12Scg. It did this  regardless of rider, for two simple reasons. Reason #1: The 9SX is the only Buell to come with Pirelli tires as an OEM fitment and those Pirelli Scorpion Syncs are both stickier and more progressive than the Dunlop D208s fitted to the rest of the Buell lineup. Reason #2: The 9SX accelerates harder off slow/slippery corners, because its fuel injection is seamless and its torque curve is fairly linear. This allows the rider to apply more power earlier in the corner. For less aggressive and/or inexperienced riders, that same linear torque curve kept their confidence (corner speeds) higher than the more abrupt power delivery of the 12 series.

Buell Says: The Lightning CityX gives the Buell Lightning platform a tough new profile and offers performance that's especially suited to urban riding - a combination of agile handling and muscular mid-range power. "The Lightning CityX is our urban streetfighter, a bike that's especially suited for aggressive city riding," said Erik Buell, chairman and chief technical officer at Buell Motorcycle Company. "This is a bike for the rider who loves to dodge traffic, power away from lights and utilize the incredible agility of a sport motorcycle to charge through the asphalt jungle."

The exclusive black-and-blue styling of the Lightning CityX establishes an attitude for the motorcycle and its rider: rugged, no-nonsense, ready for streetfighting. The Hero Blue Translucid airbox cover and flyscreen are made of a new translucent plastic that gives the bike color but also allows some mechanical elements to be visible through the material. This first use of a "see-through" styling element on a motorcycle makes the Lightning CityX the ultimate naked bike. The gauge faces and perforated tail insert are also blue, and at night the instruments have a subtle blue glow. To better camouflage urban grime, the Lightning CityX features Villain Black cast aluminum wheels and a Midnight Black chin fairing and front fender. Pirelli Scorpion Sync tires feature an aggressive tread pattern for outstanding grip over the ever-changing urban streetscape.

To handle the urban elements, the Lightning CityX is equipped with handlebar deflectors and a headlight grille. A new Skyline seat and a wide Villain Black handlebar with a Supermotard-style crossbar promote a comfortable, upright riding style perfect for viewing the traffic ahead. The softrubber Buell® X Guard helps protect the airbox cover when the rider's tank bag is mounted on the motorcycle.

The heart of the Lightning CityX is its Buell Thunderstorm— 984 engine, an air/oil/fan-cooled, 984cc 45-degree fuel-injected V-Twin that's compact, narrow in profile and tuned to deliver the kind of mid-range power an urban rider can use to dart through traffic, merge with authority and out-muscle the masses from stoplight to stoplight. Peak output is 92 horsepower and a thumping 70 ft. lbs. of torque, delivered through a smooth, durable drivebelt. The engine is mounted in a Buell Lightning chassis that's especially wellsuited to the cut-and-thrust action of urban riding. An ultra-short 52-inch wheelbase, 21-degree fork angle and 85mm of trail gives the Lightning CityX razor-sharp reflexes. The 3.7-gallon fuel reservoir is located in the massive aluminum frame, and the muffler is located below the engine - design elements that significantly lower the center of gravity and reduce the moment of inertia, which helps enhance the motorcycle's response to rider input. The swingarm doubles as the engine oil reservoir and is supported by a fully adjustable Showa® shock absorber. The front wheel features the powerful Buell Zero Torsional Load— brake system, with a 375mm inside-out rotor and a six-piston caliper, suspended by a fully adjustable 43mm Showa inverted fork. The Lightning CityX is ready to take the hole-shot at every green light, dart around potholes, avoid lanes of strangled traffic and drift through the tightest lines the urban jungle has to offer. It will also look great parked next to the sidewalk.

Quick Take - MO Rides the Buell XB12Scg: Buell claims the XB12Scg is designed for a lower center of gravity. Though it is true that the bike does indeed have a lower cg, we all know that it was really designed for the vertically challenged and/or the fairer sex. Nothing wrong with that really, but I think they should have called it the XB12SL, instead of trying to infer that there is a performance benefit to the lowered suspension and cut-down seat.

The cg's seat height is 1.75" lower than a standard XB12S and though this will help shorter riders to reach the ground, the re-shaped seat cuts into the already tight seat-peg distance. If you thought the regular XB series felt like a TZ250, just wait until you sit on a "cg".

The XB12Scg feels like a cramped XB12S, with similar performance and handling. The XB12 motor displays a bit of a flat spot just above idle. When trying to accelerate from slow corners, the 12 often hesitates for a second, then hits harder than you asked it to. This isn't noticeable at normal cruising speeds, but around town and especially on the autocross-like Battle Trax, the hesitation-surge turns smooth and fast into herky and jerky. As with all Buell XB models, wheelies are but a fan of the clutch away. If you want to be a hooligan, or hope to turn your Buell into a roadracer, the 12 is the bike for you. However, if you want a civilized bike that is happy to do anything you ask, without protest, I think the 9 series is a better bet.

Buell Says: Fly a little lower aboard the new Lightning XB12Scg. Altered front and rear suspension and a reshaped seat lower the center of gravity and reduce seat height to 28.6 inches - 1.75 inches lower than the standard XB12S. Performance and handling are uncompromised. Offered in Racing Red, Midnight Black or new Thrust Blue with brilliant Translucent Amber wheels and Graphite Gray frame and swingarm.

Page 2SOFTAILS

MILWAUKEE (July 15, 2004) ~ Since its launch in 1984, the Harley-Davidson Softail line has combined the classic lines of a hard-tail frame and rigid-mounted engine with modern comfort and reliability. For 2005, the Harley-Davidson styling department tapped a rich vein of Motor Company tradition to create two all-new Softail models. The FLSTN/I Softail Deluxe and the FLSTSC/I Softail Springer Classic combine classic Harley-Davidson styling cues with modern performance and design details that will make them among the most distinctive motorcycles on the road today.

"With the Softail line Harley-Davidson has always sought to combine a classic motorcycle profile with innovative mechanical design and technology that makes these models as comfortable and capable as they are beautiful," said Bill Davidson, Harley-Davidson director of marketing, motorcycle product development. "Our new Softail models uphold that philosophy, and uses elements of Harley-Davidson heritage to make a fresh stylistic statement."

Each of the eight 2005 Softail models is powered by the 1450cc Twin Cam 88B engine, rigid-mounted in the frame so that it becomes an integral element of the motorcycle. The Twin Cam 88B engine, available with either a carburetor or optional Electronic Sequential Fuel Injection, is equipped with internal counter balanced shafts that quell 90 percent of primary engine vibration. The 18 different Softail paint schemes available for 2005 include new solid color, pearl, and twotone combinations. A key change common to all 2005 Softail models is a redesigned dipstick with an improved seal on the oil tank filler neck. This new design makes it possible to accurately check the oil level while the motorcycle is resting on its sidestand. All Softail models will have a new clear-lens, reflector optics headlight for improved lighting performance. A small Bar & Shield cloisonné on the headlight lens adds an interesting detail to the new headlight.

FLSTN/I SOFTAIL DELUXE

Quick Take - MO Rides the Harley-Davidson FLSTN/I Softail Deluxe: It's a big, heavy, slow, flashy cruiser, what more do you want to know? I guess that won't fly as a ride report. Besides, even though everything I just said is 100% true, it would give you the wrong impression about this bike. You see, I actually like the new Softail Deluxe.

When Harley raised the curtain on the FLSTN/I Softail Deluxe in the pressroom, there was an audible "ooh!" from the motley collection of jaded journalists. This is high praise indeed, considering "Bold New Graphics", a pretty paintjob, and some extra Chrome doodads don't normally get us very excited. However, in the case of the two-tone Chopper Blue & Pearl White Softail Deluxe, the whole seems to be greater than the sum of its parts. It doesn't really show up in the photos, but in person, this bike is stunning. Harley had several other color variations on hand, but none of them had the "wow" effect like the blue & white one. Of all the bikes present, this one had the most journalists waiting in line to get photos of it. I was standing around at the lunch stop, when I noticed an almost neon glow coming from the pearl white section of the Deluxe's gas tank. When I walked over, I saw that it was the direct sunlight fluorescing through the pearl flakes. Much to my surprise, it actually showed-up in the photo that I snapped. However, in person, the effect was about 3x stronger and was simply beautiful. If you get a chance, go look at a Chopper Blue / Pearl White two-tone Softail Deluxe in person.

On the road, the Softail Deluxe is standard Big Twin. It has decent torque, but its heavy weight and modest horsepower conspire to make acceleration "sedate" at best. Of course it isn't supposed to be fast and when ridden as intended, it is a stable and comfortable platform from which to enjoy the scenery or the feel of the supermodel, as she wraps her arms around you in appreciation for the most excellent ride that you are giving her. The deluxe is designed to be long and low, so you'd expect the ground clearance and legroom to suffer. However, both seemed fine to me, with typical cruiser cornering abilities, and plenty of room to stretch-out. I know you'd expect a sportbike guy like me to pick a Dyna, but lets face it, if performance was really a concern, I wouldn't be picking any of the big twins. So, out of all the stock Harley Big Twins that I've ridden, I must say that this one is by far my favorite.

	The 2005 FLSTN/I Softail Deluxe features a new sculpted headlight nacelle that's exclusive to that model and a clean front lightbar with bullet turn signals.
	This single-digit speedometer, a styling element from the past, looks cool as heck. Besides, you can always say "But officer, I was only going '9' according to my speedo!" Wide handlebars and a new pull-back riser emphasize the low profile of the Softail Deluxe.
	A new paint scheme and cloisonné tank badges are highlights of the Softail Deluxe, which is offered in six colors, including some exceptionally pretty two-tone combinations.
	Chrome shotgun exhaust and a chrome oil tank complement the black-and-chrome Twin Cam 88B engine on the Softail Deluxe.
	This tapered chrome package rack perched over the rear fender is just one of the handsome styling touches woven into the design of the Softail Deluxe.

Harley Says: Nostalgic styling cues from several eras mesh perfectly on the new FLSTN/I Softail Deluxe. Start with a tapered chrome luggage rack and a low seat with checked side panels and a chrome grab rail. Then add wide whitewall tires that wrap around laced chrome wheels front and rear. The FL-style front fender has a sliver of polished trim, and both the tank and fender feature distinctive new emblems. The Softail Deluxe has an exclusive new sculpted headlight nacelle and clean front and rear lightbars with bullet turn signals. A new tombstone taillight is perched on the rear fender. New narrow, tapered floorboards are trimmed with chrome. Shotgun chrome exhaust pipes and a chrome oil tank match the black and chrome engine. Lowered suspension, pull-back riser and handlebars, and a seat height of just 24.5 inches make the Softail Deluxe comfortable and easy to handle for a wide range of riders. Choose from six paint schemes, including the two-tone combinations of Glacier White/Chopper Blue and Glacier White/Vivid Black.

Quick Take - MO Rides the Harley-Davidson FLSTSC/I Springer Softail: The modern Springer is a classic case of form over function. The neat looking forks offer a retro look, but add quite a bit of unsprung weight and offer only about 1/2 the suspension travel of Harley's telescopic forks. However, for many riders, the look & feel of the Springer is where it's at.

Riding the new Springer Softail exposes a few weaknesses, but that isn't the surprising part. What is surprising, is the fact that they work quite a bit better than expected. As you would expect, their shortcomings are most apparent when riding over rough pavement. Compared to a Telescopic fork, when hitting pavement ripples or god forbid potholes, the Springer's limited travel means that quite a bit more shock and front end "judder" is transmitted through the bars. The Springer fork's mass also numbs the messages sent by the front tire's contact patch. However, brake feel, cornering and overall control are perfectly acceptable for a bike in this class. Furthermore, the Springer has a "heavy" steering feel that is not unpleasant, oddly reassuring and encourages you to take er easy. Front suspension aside, the FLSTSC/I is pretty much a standard TC-88 Softail, meaning it is well suited to relaxing trips through the countryside. If you like the look of a Springer, you can have just as much fun riding the FLSTSC/I as you can on the other Big Twins and fun is really what it's all about, isn't it?

Harley Says: Throw a little bit of '48 Panhead at a Softail and you get the new FLSTSC/I Softail Springer Classic. The Softail Springer Classic is one of only two 2005 Harley-Davidson models with a Springer front end. It's finished in smooth and durable black powder-coat and highlighted with a chrome shock and springs. A traditional running light caps the front fender, which is otherwise free of trim. An aluminum tank graphic and stamped-metal wrap-around trim strip give the fuel tank a classic look, as does a vintage-style metal patent label on the oil tank. The crossover dual exhaust system is reintroduced on the Softail Springer Classic and places a chrome muffler on each side of the rear wheel. The seat texture matches the center console, and the seat is trimmed with embossed nameplates. A separate passenger pillion can be removed easily. A new tombstone taillight completes a look that balances nostalgia with modern performance and technology.

	One of two 2005 Harley-Davidson Softail models with the Springer front end, the new FLSTSC/I Softail Springer Classic has its forks and front suspension finished in a smooth black powdercoat paint for a look that recalls the classic 1948 Panhead.
	The Softail Springer Classic features new aluminum tank badges and a stamped-metal wrap-around trim strip.
	The passenger pillion of the Softail Springer Classic can be removed from the rear fender in seconds.
	This vintage patent label, attached to the oil tank, is just one of the interesting styling details of the Softail Springer Classic.
	The true cross-over dual exhaust is reprised on the Softail Springer Classic, with twin chrome mufflers flanking the rear wheel.

Page 3DYNAS

MILWAUKEE (July 15, 2004) ~ The Harley-Davidson Dyna Glide line of factory customs grows to five models in 2005 with the addition of the new FXDC/I Super Glide Custom. Like the other members of the Dyna Glide family, the Super Glide Custom combines bold styling with assertive performance, a tradition since the debut of the first Harley-Davidson FX custom motorcycles in the 1970s. All 2005 Dyna Glide models are powered by the 1450cc Twin Cam 88 engine, rubber-isolated in a stiff chassis. Signature Dyna Glide features include a stepped seat, vertical shock absorbers, a raked FX fork and a classic Fat Bob fuel tank. Electronic Sequential Port Fuel Injection is available on all Dyna Glide models. A new clear-lens, reflector-optics headlight enhances the custom styling of each Dyna Glide model and offers improved lighting performance. A small Bar & Shield cloisonné appears as a detail on the lens of the new headlight.

FXDC/I SUPER GLIDE CUSTOM

A sprinkle of gleaming chrome lights up the new FXDC/I Super Glide Custom, which features a silver-and-chrome Twin Cam 88 engine, chrome headlight cover and speedometer housing. The console is color-matched to the fuel tank, and the fuel tank lid ring is chromed. Finally, a new low-profile seat gives the Super Glide Custom a look that's all its own.

	A Twin Cam 88 V-Twin in powdercoat silver with chrome trim powers the new FXDC/I Super Glide Custom.
	The Super Glide Custom features a color-matched console atop the fuel tank.
	The Super Glide Custom features more chrome components than the FXD/I Super Glide, including the speedo housing, headlight nacelle and eyebrow.
	The new Aluminum Profile Laced wheel from Harley-Davidson features a smooth, rounded, chrome-plated aluminum rim and chrome spokes. It's offered as an original-equipment option on the Dyna Wide Glide, Sportster Custom models, and most Softail and Touring models.

SPORTSTERS

MILWAUKEE (June 28, 2004) ~ Following an acclaimed redesign in 2004, the Harley-Davidson Sportster family moves forward in 2005 with a new model, the XL Sportster 883L, and an update to the rear axle of all Sportster models. To keep up with the high demand for the new 2004 Harley-Davidson Sportster models, shipments of 2005 models will begin early, with 2005 Sportsters shipments starting June 28, 2004.

For 48 years, the Sportster has been evocative of raw Harley-Davidson performance - a narrow, nimble motorcycle powered by a classic, torquey V-Twin engine. Five models comprise the Sportster line for 2005, each powered by an XL Evolution V-Twin engine that was completely redesigned last year, with improved cooling, high-flow cylinder heads and lighter pistons and connecting rods. The engine is rubber-mounted in the frame to isolate the rider from vibration. Stabilizer links mate the engine to the frame to enhance overall chassis stiffness.

All 2005 Sportster models receive a series of component changes associated with the rear axle. The diameter of the rear axle is increased to 1.00 inch from 0.75 inch. A new swingarm was designed to accommodate the thicker axle. A new rear wheel and new rear brake caliper also are fitted to accommodate the new rear axle. The result is a five percent increase in total vehicle torsional stiffness, which the rider will feel as more precise, responsive handling in all 2005 Sportster models.

All 2005 Sportster models will also have a new headlight with clear-lens, reflectoroptics for improved lighting performance. A small Bar & Shield cloisonné is affixed to the headlight lens. In addition, the '05 Sportster family offers 18 color combinations and hundreds of Genuine Motor Parts and Accessories are available. For anyone who has been dreaming about owning a Harley-Davidson motorcycle, the Sportster family provides a variety of options, all at an affordable price ranging from $6,495 to $9,495.

XL SPORTSTER 883L

The new XL Sportster 883L features ergonomics designed specifically to fit smaller riders, and that makes it easier to lift off its side stand. A seat height of just 26 inches makes the 883L the lowest Sportster ever. A new solo seat has a lower cushion height than the seat on the XL Sportster 883, and the seat is also positioned further forward. New handlebars are pulled further back and are wider than those on the XL Sportster 883. Mid-mount foot controls will fit a wide variety of riders. Front and rear suspension is lowered and re-tuned to maintain precise handling while making it 40 percent easier to lift off its sidestand. The Sportster 883L will be offered in five colors, with a special tank graphic that differentiates it from other Sportster models.

	To better accommodate riders with a smaller frame, the handlebars on the new XL Sportster 883L are wider and pulled further back.
	Designed specifically to fit smaller riders, the 883L features a solo seat with a lower cushion height than the XL Sportster 883. The seat has also been positioned further forward. Seat height of the 883L is just 26 inches.
	The lower height of the new 883L makes it 40 percent easier to lift off its side stand. In addition, the side stand has been redesigned to be easier to reach.

Page 4XL1200C SPORTSTER 1200 CUSTOM

Quick Take - MO Rides the Harley-Davidson XL 1200C Sportster 1200 Custom: Though not technically "new" this 1200C does have Harley's new "Aluminum Profile" low-profile rim option. The 2004 redesign of the Sportster family produced a vastly improved motorcycle. I've ridden the XL1200R already and was mighty impressed compared to the previous Sportsters that I've tested. However, I hadn't ridden the new cruiserfied "Custom" version with its extra Chrome and 21" front wheel. When it came time to pick a bike from the fleet for the 65-mile ride through rural San Diego County, I immediately went for a Sportster, due to their better handling and overall backroad performance compared to the Big Twins. I happened to pass this blue 1200C as I was walking through the assembled bikes to get to a 1200R. When I saw how nice and clean the C was, I decided to give it a try instead. I wasn't disappointed.

Transitional behavior is nice and responsive, with nary a wiggle and the whole package rolls down the road and through the twisties with aplomb. Ground clearance is quite good for a "custom" with forward-mount foot controls. However, the exhaust heat shield touches-down first, so be careful not to judge your lean angle by your foot's proximity to the pavement. Though a V-Rod will smoke it in a dragrace, nothing in the Harley stable (aside from the Buells), can match the overall performance of a 1200 Sportster.

In person, the XL1200C is a tidy package that pleases the eye from every angle. The add-on Chrome and miscellaneous styling flairs are nicely integrated and don't have that gratuitous flashiness that one often associates with cruisers. As a whole, the XL1200C shows quite a bit more elegance than one normally associates with Harleys. Examine the photos in this section for an idea, then go look at one in person when you get the chance, I think you'll really like it. I sure did, in fact, I might even consider buying this very test unit, once its time in Harley's Press Fleet is up.

Harley Says: The Sportster 1200 Custom offers the performance of the rubber-mounted XL Evolution 1200 engine with classic custom touches including a laced 21-inch front wheel and slotted disc rear wheel, chrome engine covers, forward-mount controls as well as pull-back handlebars and riser.

FL

MILWAUKEE (July 15, 2004) ~ The Harley-Davidson Touring family - the custom Road King, the classic Electra Glide and the modern Road Glide models - each appeal to a different rider. But each has in common long-haul comfort and the power and reliability of the vibration-isolated Twin Cam 88 engine, available with Electronic Sequential Port Fuel Injection on every model.

A significant update to all 2005 Touring models is a new clear-lens, reflector-optics headlight. The new headlight offers increased lighting intensity and an enhanced light-beam pattern that will be especially appreciated by touring riders. The clear lens features a small Bar & Shield cloisonné on the face for a signature look. A distinctive new chrome aluminum Profile Laced wheel is an original-equipment option available on all Touring models. The Profile Laced wheel has a smooth, rounded chrome rim that's easy to clean, as well as chrome spokes and a brilliant chrome front hub that offers enhanced corrosion resistance.

The FLHTCUI Ultra Classic Electra Glide is equipped with new vented lower fairings. The redesigned fairings offer refreshed looks and a new vent door, while still providing excellent weather protection. The rider can open the new vent doors to increase airflow around the feet and lower legs on warm days for increased comfort. The new lower fairings are also easier to install and remove than the previous design, and offer additional boot clearance for comfort and convenient operation of foot controls.

CUSTOM VEHICLE OPERATIONS (aka "CO" aka "Screaming Eagle")

MILWAUKEE (July 15, 2004) ~ The 2005 VRSCSE Screamin' Eagle V-Rod developed by the Harley-Davidson Custom Vehicle Operations (CVO) team features high-performance engine modifications and a host of special custom components that make this limited-edition V-Rod an even more powerful force among powercruiser motorcycles. Approximately 2,400 examples of the 2005 Screamin' Eagle V-Rod will be manufactured at the Kansas City Vehicle and Powertrain Operations facility. The suggested U.S. retail price for the Screamin' Eagle V-Rod is $25,495 ($25,595 in California).

The Screamin' Eagle V-Rod is powered by a "big-bore" version of the standard liquid-cooled, fuel-injected 60-degree Revolution V-Twin engine. New cylinders and matching pistons increase the bore from 100mm to 105mm, and displacement from 1130cc to 1250cc. The cylinder heads are CNC ported for better intake and exhaust flow, and cam timing is optimized. The result is a 10 percent power increase over the standard Revolution engine. The engine is dressed with new Screamin' Eagle cylinder badges and a special Custom Vehicle Operations emblem on the clutch release cover.

Special custom features of the Screamin' Eagle V-Rod start with a choice of three exclusive color-and-graphics combinations: Candy Blue and Dark Candy Blue, Two-Tone Candy Cherry, and Electric Orange and Black. Color is applied to the airbox cover, fenders and radiator shroud. New upper and lower side covers are chrome plated. The hydroformed tubular perimeter frame receives a colormatched powdercoat. A new airbox cover features an inset chrome console holding an LED display for the fuel gauge, indicator lights and a clock. Controls are revised to include a new forged, chrome plated handlebar riser, clamp and instrument bracket which support a traditional speedometer and tachometer with spun-aluminum faces. The aerodynamic projector-beam headlight is mounted in a new chrome shroud and has a chrome bucket. Handlebars are 1.25-inch-diameter and feature internal wiring.

Other special components found on the Screamin' Eagle V-Rod include new chrome forged-aluminum five-spoke Reactor wheels and matching Reactor rear sprocket, new muffler end-caps, and a new custom seat and passenger pillion. Components from the Harley-Davidson Genuine Motor Parts and Genuine Motor Accessories Catalog featured on the Screamin' Eagle V-Rod include: chrome swing arm; chrome upper belt guard and lower debris deflector; chrome hand and foot controls; coated braided stainless steel control cables, clutch and brake lines; and a chrome side stand. Each Screamin' Eagle V-Rod also includes a special CVO key and a CVO storage cover.

MILWAUKEE (July 15, 2004) ~ The Harley-Davidson Custom Vehicle Operations (CVO) crew has infused the new 2005 limited-edition FLSTFSE Screamin' Eagle Fat Boy with rowdy performance and a lean, urban custom profile. Based on the popular Harley-Davidson FLSTFI Fat Boy, the Screamin' Eagle Fat Boy features a Screamin' Eagle 103 Stroker Twin Cam engine tuned to crank out more than 100 ft. lbs. of torque, special custom colors with metal grind accents and a new steel seat. Approximately 3,400 examples of the 2005 Screamin' Eagle Fat Boy will be manufactured at the York Vehicle Operations facility. The suggested U.S. retail price for the Screamin' Eagle Fat Boy is $27,995 ($28,095 in California).

The Screamin' Eagle 103 Stroker Twin Cam displaces 103 cubic inches (1690cc) and is the largest displacement engine ever offered in a production Harley-Davidson motorcycle. In the Screamin' Eagle Fat Boy, it replaces the standard Twin Cam 88B engine, but retains that engine's precise fuel-injected throttle response. The hand-built engine is created using Screamin' Eagle big-bore cylinders and a new flywheel assembly, piston and balance shaft that combine to increase bore and stroke from 3.75 x 4.00 inches to 3.87 x 4.37 inches. The engine also features a teardrop shaped chrome air-cleaner cover over a Stage 1 air cleaner kit and a heavy-duty starter. The exhaust is routed through new slash-down mufflers with chrome heat shields and a heavy-duty clutch is hydraulically controlled. The Screamin' Eagle Fat Boy is offered in three two-tone color combinations on the tank and fenders: Platinum Mist and Slate, Candy Cobalt and Starlight Black, and Electric Cherry and Vivid Black. A metal grind finish accents all color combinations. This is the first Harley-Davidson motorcycle to feature this radical custom element. The frame, frame inserts and swingarm are color-matched to the body paint. This Fat Boy also hugs the boulevard on a lowered rear suspension. A key styling feature is a new steel pan-style seat with a decorative chrome pillion. A passenger pillion will be offered as an accessory through Harley-Davidson Genuine Motor Accessories.

A new accessory collection debuts on the Screamin' Eagle Fat Boy and includes mirrors, strut covers, rear brake pedal, footboard inserts, shift lever, shifter linkage and derby cover. A 1.25-inch handlebar with internal wiring is mounted on new risers, and the handlebar clamp includes a mount for a drag-style tachometer. A chromed front end, axle nut covers, Softail chrome front spoiler, chrome license plate and chrome lower belt guard are among the many chrome and custom components sourced from Harley-Davidson Genuine Motor Parts and Genuine Motor Accessories to complete the Screamin' Eagle Fat Boy. A Harley-Davidson alarm system with siren and a special CVO key and CVO storage cover are standard equipment with this custom motorcycle.

SCREAMIN' EAGLE FLHTCSE2 ELECTRA GLIDE - MSRP $29,995.00

MILWAUKEE (July 15, 2004) ~ The 2005 FLHTCSE2 Screamin' Eagle Electra Glide delivers extraordinary touring performance with exceptional custom styling. A creation of the Harley-Davidson Custom Vehicle Operations (CVO) program, the limited-edition Screamin' Eagle Electra Glide is back for its second model year, once again powered by a Screamin' Eagle 103 Stroker Twin Cam V-Twin engine and also featuring three new paint color combinations and a number of new-for-2005 components. Approximately 3,500 examples of the 2005 Screamin' Eagle Electra Glide will be manufactured at the York Vehicle Operations facility. The suggested U.S. retail price for the Screamin' Eagle Electra Glide is $29,995 ($30,185 California).

Based on the fuel-injected FLHTCI Electra Glide Classic, the 2005 Screamin' Eagle Electra Glide is offered in three new color combinations: Sunrise Yellow Pearl and Stingray Silver, Two-Tone Candy Cherry, and Two-Tone Candy Teal. Each paint scheme includes a color-matched inner fairing panel, fairing lowers and fuel-tank console inserts. Lettering on the derby and timer covers is also color-matched. New for 2005 is a color-matched detachable chopped Tour-Pak equipped with interior light and carry-out liner.

Other features of the 2005 Screamin' Eagle Electra Glide include chrome Thunderstar wheels and chrome Thunderstar floating brake rotors, a new fendermounted license plate bracket with integrated turn signal bar, a new air cleaner cover, a new push-button fuel door, and a newly-shaped seat with imprinted leather inserts. The exhaust features touring mufflers with billet end caps.

The fuel-injected Screamin' Eagle 103 Stroker Twin Cam engine displaces 103 cubic inches (1690cc) and is the largest-displacement engine offered in a production Harley-Davidson motorcycle. The engine is hand built using Screamin' Eagle big-bore cylinders and a stroker flywheel and rod assembly that combine to increase bore and stroke from 3.75 x 4.00 inches to 3.87 x 4.37 inches. Compression is bumped from 8.9:1 to 9.0:1. The engine is tuned to produce more than 100 ft. lbs. of torque at 3500 rpm, a 20 percent increase over the stock Twin Cam 88 engine.

The Screamin' Eagle Electra Glide hugs the road on a Profile Low Rear Suspension kit and lowered front suspension. To handle the powerful engine, the drivetrain is upgraded with a high-performance hydraulically actuated clutch, an oil cooler with chrome cover, and a high-torque starter. Brake and clutch lines and the throttle cable housings are braided-and-coated stainless steel. Passenger and rider footboard inserts, handgrips, the brake pedal pad and the shifter pegs are all from the Stealth Collection by Harley-Davidson Genuine Motor Accessories. All gauges feature spun-aluminum faces. The traditional Harley-Davidson "batwing" touring fairing is topped with a low-profile smoked wind deflector. The custom leather seat is fitted with a rider backrest. A premium sound system with integrated amplifier and high-performance speakers, a security system, a garage door opener, a CVO indoor storage cover, and special CVO key are all standard on the 2005 Screamin' Eagle Electra Glide.