The 50 Best Harley-Davidsons Of All Time

From humble beginnings in 1903 to the instantly recognizable and awe-inspiring company of today, Harley-Davidson's image is so powerful that it represents "American motorcycle" to a huge number of people throughout the world. For a company that's been around so long, it was difficult to choose just 50 bikes to represent the important strides the company has made through time. (We'll say in advance that this list was largely guided by passion, and as such, is highly subjective. We hope your favorite is on here. If it isn't, we hope you'll let us know in the comments.) As the great Willie G. Davidson signed off in his 100 Years of Harley-Davidson Motorcycles: "Enjoy the pleasures of motorcycling as I have, and ride free always!"

[All photos provided courtesy of the Harley-Davidson Archives.]

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Year: 1909
Complex Says: Harley-Davidson is known for its twins, even if you couldn't care less about motorcycles. This bike was the grandaddy of all the twins. Still, it wasn't perfect right out of the box. Harley historian Allan Girdler notes three problems with the 5D: a lack of belt tensioner, atmospheric intake valves that weren't up to the task of running a V-twin, and extreme difficulty in starting. While it's true that the 1909 model wasn't a sales success, and that only two known 5Ds still exist, this first production V-twin paved the way for what became Harley's trademark. While 1910 saw no V-twins in Harley's lineup, 1911 saw the introduction of a much-improved version that capitalized on the mistakes made with the 1909. Further proof that genius isn't always fully-formed. Sometimes, it needs to be coaxed and prodded into shape.

Year: 1949
Complex Says: Yes, we know about the higher-compression FLH. Our argument in favor of the FL is that the higher compression engine might have led to more frustration when you went to kick-start it, as electric starters wouldn't make an appearance on Harley lines for years yet. The Hydra-Glide was so named because in 1949, the hydraulic forks we take for granted on modern bikes were a brand new thing for Harley, as well as the rest of the motorcycle-buying public. Sure, people upgrade their suspensions all the time when customizing their bikes--but the basic reliability and popularity of hydraulic forks haven't changed over the years.

Year: 1936
Complex Says: This is the Knucklehead, the design that ensured Harley-Davidson made it through the Great Depression. While technical specifications and actual engine designation have changed immensely over the years, you can easily look at photos of Model Es and see clearly that modern Harleys are simply continuing this engine design. The fact remains that without this engine, the company wouldn't have endured to make any of the more badass bikes in its roster that we know and love.

Year: 1921
Complex Says: Harley never sold this bike to the public. Not because it wasn't available, but because it wasn't priced to sell. The asking price of $1,500 was a huge amount in 1921, and well out of reach of most random guys on the street who might have considered taking it racing. Still, it set a record in 1921 as being the first motorcycle on which a race was won at more than 100mph. This was the start of the famous Harley-Davidson “Wrecking Crew,” the factory racing team that consistently mopped the road (and dirt) with all its competition during the era.

Year: 1993-2000
Complex Says: This is unique on the list because it came out of an inherited design. From 1993 to 2000, Harley built the MT350E and the MT500 as military-spec motorcycles. The MT350E was largely used by overseas military, including British, Cyprus, and Gulf armies. When the Armstrong-CCM company collapsed, it sold its military division to Harley. The 350E was seen as an improvement, largely because it had an electric starter in addition to the traditional kick-start. Panniers were also moved forward to help shroud the engine.

The 500 was made available for sale to the general public through Harley dealers in the U.S., but the 350E was strictly for military use. These tough, dual-sport bikes were built to take abuse, and to be dropped at a moment's notice. Allegedly, they were even dropped out of helicopters, though no one's proved it. That's tough.

Year: 1941
Complex Says: Harley took what it learned from the WL, improved it, and created the WLDR race bike. Unfortunately, its impending popularity in the racing community was cut short by the outbreak of WWII. Once the war started, Harley discontinued this model to concentrate on motorcycles for the war effort. But the evolution of the engine from WL to WLDR and beyond eventually became the 1950s K. The WLDR was the great-grandaddy of the Sportster.

Year: 1941
Complex Says: In response to the AMA revising its rules so that competitors had to use truly stock machines to race, Harley-Davidson built and began selling the WR--its first-ever production racing bike. The rules stated that while the bike had to start out stock, owners could modify the stock bikes as they liked. What better reason to learn how to tune your bike than to go out and win races? Jay Leno has a 1946 WR in his collection. Granted, the man has a LOT of things in his collection--but generally, you can't fault a bike's importance if it's represented in the Leno hangar...er, garage.

Year: 1942
Complex Says: While the WLA was fast making inroads into the hearts and minds of everyone the Allies helped liberate, troops couldn't help but admire the BMW motorcycles the Germans had at their disposal. Harley took note and built the XA, which featured a shaft drive and a boxer engine...gasp! Only 1,011 were built (and parts for an estimated 1,000 more), and it was a short-lived experiment--but it was still significant. Unfortunately, that experiment proved too rich for the U.S. Army's blood, and the Army went with Jeeps and WLAs as its main means of transportation. But the XA proved that Harley could take the fight to overseas manufacturers when it mattered.

Year: 1941-1945
Complex Says: Harley's WLA, nicknamed the “Liberator” throughout Europe, was never meant to be a show bike. The A stood for “Army,” and the bike was built to U.S. Army specifications during both WWII and the Korean War. Members of the military (and some allies, who also purchased WLAs) used these bikes for various duties, both on road and off. Lots of troops riding these helped liberate towns from German occupation, hence the nickname.

While many of the features were similar to civilian models, significant changes for the WLA included fenders with the sides removed to reduce mud buildup, and an oil bath air cleaner, so troops didn't need to mess with changing filters. A model built to slightly different specifications, the WLC, was used by the Canadian Army.

Year: 1919
Complex Says: Racing models were crazy fast, including one that set a class speed record of 103 mph at Daytona in 1920. It may not look like much now, but it was state-of-the-art back in its day, and Harley wouldn't be where it is today without it. That makes it an instant classic, as far as we're concerned.

Year: 1928-1929
Complex Says: The JD may not have stood for “juvenile delinquency,” but it COULD have. Harley manufactured the JDH only from 1928 to 1929, but it went an impressive 85 to 100mph. It had a 1200cc, 74-cubic-inch engine, and Harley advertised it as being its “fastest model ever.” With good reason. If you wanted to be "the man" in 1928 or 1929, this was clearly what you should have been riding. Also, it helped set the trend for the cool wire spoke rims.

Year: 1958
Complex Says: A good rear suspension is something most modern motorcyclists take for granted now, but such a thing wasn't always a given. The first bike in the Harley lineup to feature a true rear suspension was the 1958 Duo-Glide, offered in FL and FLH form. Here, the new step-down frame featured a swingarm that attached to coil-over shocks in back. The suspension had three settings: solo, heavy rider, and two-up. Harley didn't remove the sprung seat. Instead, this new-fangled suspension was added in addition to the standard sprung seat. So you got the comfort of the old with the added comfort of the new. If you like to take your newer Harley out for long rides now, you owe your lack of massive back and rear-end pain to the advances of the Duo-Glide. Without it, you'd still need to swipe a kidney belt from your motocross-riding little brother.

Year: 1969
Complex Says: Every time Harley's technology made a particularly great leap forward, the bike names reflected the change. In 1965, Panhead engines made one of their final appearances, with the inaugural year of their iconic Electra Glide--so named because it featured an electric start, in addition to the standard kick start. As of 1966, the Electra Glide received a modest power increase, with the introduction of the Shovelhead engine. But 1969 was the year the Electra Glide firmly cemented itself in the minds of Harley enthusiasts all over the world. It was the year the Electra Glide sprouted wings--or, more specifically, the batwing fairing that's so well-recognized that even people who couldn't care less about Harleys know a Harley just rolled by.

The Electra Glide has changed (and bettered) internals over the years, but the styling has largely remained the same--a testament to the monumental status this Harley icon has reached. As of this writing, it's still in production and going strong.

Year: 1952-1968
Complex Says: Harley's next great race bike after the WR was the KR-750. It too was a side-valve design--the last side-valve design Harley would use in a race bike, in fact. It attracted the likes of tuning legends Tom Sifton and Gary Nixon, and it won many, many races in its day. Like the WR, the great thing about it was you could go to a dealer and buy one yourself. Sure, it wouldn't be tuned like some of the models in competition--but that was the beautiful part. You could tune it however you liked, then take your unique creation racing. And you stood a realistic chance of winning, assuming you knew what you were doing.

Year: 1956
Complex Says: The K series was about Harley eagerly taking cues from the way the motorcycle market was moving at the time of release. This bike had an advanced suspension for its time, featuring telescopic front forks and a dual shock and swingarm setup in the rear. It also shifted with the right foot, rather than the left--completely different from every other Harley that had gone before it. The suspension was an attempt to capitalize on the shortfalls of the competition, while the change in shifting was an easily recognizable attempt to compete with competitors by shifting the same way they did.

The KHK was actually a factory kit owners could apply to the K to make it significantly sportier. It offered the promise of a sporty future at a time when Harley was at a crucial crossroads. And, hey, Elvis owned a KH, which was midway between a regular old K and the improved performance of the KHK.

Year: 1977
Complex Says: Harley-Davidson knew lots of owners liked to customize their Harleys in crazy ways. That's why, in 1977, Harley introduced the FXS Low Rider at Daytona Bike Week. With the introduction of the FXS, Harley started building its own “factory customs” in earnest, eventually leading to the development of the exclusive CVO line. We say “original” to differentiate this FXS from the 2011 version, which shares a name but is really not the same bike (though it's pretty great in its own right).

Year: 1977
Complex Says: As the first wave of interest in British and Japanese cafe racers swelled, Harley decided to get in on the action with a factory offering to the enthusiastic custom bike builder scene: the XLCR. It was a radical styling departure from most things Harley had done before, bearing a slim resemblance (at most) to some of its race bikes. What was this? A Harley that could corner easily, and was relatively lightweight at just 515 pounds (with fluids).

Year: 1969
Complex Says: The FLH descended from police bikes, where officers needed to sit bolt upright--like they would if they were riding a horse. Perhaps that's where the “steel horse” nickname comes from. What Harley historian Allan Girdler reckons is so important about this bike is simply its profile: if you drew motorcycles as a kid, this is probably the profile you drew. You may not have known what it was called, but the silhouette is as iconic as a Ferrari Testarossa in the minds of kids.

Year: 2009-present
Complex Says: The P at the end of the model letter designation, as always, stands for "police." Many happy Harley owners swear by FLHTPs because they offer tremendous bang for the buck. You can find used ones pretty easily, with great service histories, through many H-D dealers. From '09 forward, they have the new chassis and engine mounts like the rest of the touring line. Most of them don't have radios or wiring harnesses, so you'll have to buy both and install them if that's a feature you want.

Year: 1979-1996
Complex Says: If the FLH Electra Glide wasn't big enough for you, the FLT Tour Glide had a bigger frame to give you a more imposing feel. It was also the first instance of Harley's new rubber engine mounting system making it into production. With the rubber engine mounts, riders could still hear and feel the characteristic vibration and rumble at idle that makes H-D Big Twins great--without feeling it so much through the frame while actually riding. It was a touring bike, straight up--and it did its job admirably well.

Year: 1985
Complex Says: The FXRP was an FXR made for police use. 1985 was special for one reason: if you needed any convincing that Harley was clawing its way back from the infamy of the 1970s, Charles Peet was your guy. He took a 1985 FXRP across the width of the South American continent in just 26 days. In case you don't have a map handy, that's about 9,000 miles. The FXRP was essentially a Frankenstein's monster of an FXR. Internals were the same, but external bits were just parts the factory had lying around. Some owners reported having black crinkle-finish painted pieces in places where the normal FXR had chrome bits. The police model had special tires, floorboards, panniers, and a windscreen that made it particularly good for touring.

Year: 1994
Complex Says: In 1994, Harley built its first true racing machine--with no parts based at all on any production bike in its stable. The engine was a DOHC liquid-cooled V-twin set at a 60-degree angle, instead of the traditional 45. Horsepower was rated at 135 at 10,000 rpm. It had gigantic brake rotors with 6-piston calipers, too--in 1994. Compare that to the most recent big brake upgrade for the production Big Twins, which saw bikes that weigh 800-plus pounds fitted with triple disc four-piston caliper Brembo brakes. It weighed a mere 375 pounds, thanks in part to its lightweight carbon fiber fairing. Just 50 were produced for the public to purchase.

Unfortunately, Harley decided that supporting development of this type of racing machine in future years was too expensive, and didn't offer enough return on investment. While it's true that this bike didn't stun with sheer speed out of the box, its handling was quite nice. No one wins right away, and we think it's a shame Harley didn't take this offshoot on its family tree just a little further, to work out some of the kinks.

Year: 1983
Complex Says: Unlike the XR-1000, the XLH-61 was a stripped-bare Sportster-based sportbike, priced at something the market was eager to lap up. $4,000 beats $7,000 any day, especially if you're going to engage in as expensive a sport as amateur road racing. Just barely street-legal, this bike was ready for you to whip it around the track straight from the showroom floor. Or stick a fairing on it and make up for the massive speed-tease that was the XLCR.

Year: 1983
Complex Says: While the XLCR gave the public the cafe racer looks that it wanted, it lacked as much power as the public would have liked. Enter 1983's XR-1000. Unfortunately, its prohibitively high pricetag meant it didn't end up owning the street with performance bike enthusiasts. $7,000 in 1983 America was a lot of money, especially considering the competition was a lot less. However, Harley racing manager Dick O'Brien created a competition-prepped version that he called “Lucifer's Hammer” to go racing and draw the public's attention to Harley showrooms. It did the trick when Jay Springsteen won at Daytona with it. Tuner Don Tilley took it a step further with rider Gene Church, seeing it win three Battle of the Twins competitions in a row.

Year: 2000
Complex Says: After initial discontinuation of the first FXR, Harley decided this bike was so special that it brought back limited-edition versions called the FXR2, FXR3, and FXR4 from 1998 to 2000. Some considered them to be the first Harley CVO bikes, though they didn't bear CVO designation. We think it says something about the specialness of the FXR that Harley would single it out for this treatment, though.

Year: 1984
Complex Says: Also called the Willie G. Special, this bike is extremely rare--so rare that only 810 were ever produced. It was essentially a highly customized Wide Glide, but as with other Harleys, it's the customization that made it special. The name came from the solid aluminum 16-inch disc of a rear wheel. The engine and transmission were also completely blacked out. If you wanted a unique Harley from the factory, it didn't get much more exclusive than this.

Year: 1983
Complex Says: Another FXR variant, this time with saddlebags and a fairing to make it better suited to touring. Have we mentioned that the FXR was a great bike? This made it even better.

Year: 1958
Complex Says: In 1957, Harley's Sportster was born. If the original Sportster was an underpowered Mustang, the XLCH was a competition-whupping 1960s AC Cobra. It was fast, it was powerful, and it stuffed the competition--all because some California Harley dealers asked the factory about making something for customers who wanted to go racing.

Year: 2007-present
Complex Says: If you wanna get low in style, this is the Harley to do it on. With a seat height of just 25.5 inches, you'll feel extra confident maneuvering the XL883L around at any speed. It's also the bike you use to convince your girlfriend that she needs a bike of her own. If you're over six feet tall, we should warn you that you'll feel more comfortable on a different Sportster. Luckily, Harley makes a few other models that aren't quite so low-slung.

Year: 2009-present
Complex Says: Like the other tourers, the Street Glide has gotten serious upgrades over the years, including fuel injection, optional cruise control, optional ABS, Brembo brakes, and that all-important '09 Tourer frame redesign. The real reason to go with a Street Glide is simple: style. Like your Glide slammed? Harley has you covered.

Year: 2009
Complex Says: Electra Glide Standards are like a blank slate. You have a stripped-down, simple tourer with hard luggage in standard paint colors. No fancy sound system, no oodles of chrome--just straightforward and ready for you to either hit the road or head to your local custom shop to have your way with it. The '08 got standard fuel injection, but it's the '09 that's particularly caught our eye. Why? For the '09 model year, the tourers got an improved chassis design across the board. It doesn't matter how much power you have. If the strength and rigidity of your chassis are letting you down, you can't get the power to the road in a way that you can--or want to--use. So if you love the styling of the Electra Glide, but you want genuine performance improvements, the '09 is your Glide.

Year: 2006
Complex Says: If you like the Softail aesthetic, you like your Harleys especially retro. The Springer Softail is ready to indulge you in that regard. It has Springer forks on the front end, which look 1940s cool but make your ride bouncy as hell. Those who don't like the looks of the more modern Harleys will find a lot to love here, especially with the bobbed rear fender and an extra-fat 200mm rear tire introduced with the 2006 model.

Year: 2011
Complex Says: A classic among classics, the 2011 Heritage Softail Classic might make you think we never left the '50s. In fact, with the 2011 model, Harley added half-moon floorboards and changed the instrumentation to make it look even more retro than it previously did. Look closer, however, and you'll see significant upgrades to make the bike more functional than ever before. All the switches are easier to use, and they don't have a nest of wires that you have to worry about if you decide to swap out the handlebars.

The 2011 featured the introduction of a digital tach and gear change display, as well as optional ABS. Now, we'll be honest: if you want to corner, this isn't the bike for you. You'll scrape your floorboards if you try anything that you could get away with on almost any other Harley. But for cruising in a straight line with retro cool and modern amenities, the Heritage Softail Classic can't be beat.

Year: 2008
Complex Says: The custom version of the revamped Softail simply added more bling for your buck. If you loved the standard Softail but only wanted a few key changes, this is your bike.

Year: 2007-present
Complex Says: Want an entry-level Harley without all that chrome? From 2007 to the present day and beyond, Harley's been singing your song. While it's not as fast as the Night Rod, the Sportster Nightster packs a dark, stylistic punch that's along the same lines as the Night Rod. You've still got a (relatively) tiny bit of chrome with the slash-cut, staggered exhaust. But everything else? Black and more black. If we had to pick just one thing about it that gets us, it's the old-school fork gaiters. Nice. It also has the more powerful of the two available Sportster engines. What's not to love?

Year: 2001
Complex Says: The VRSCDA was the first-ever V-Rod, introduced in 2001. It marked a radical design departure for Harley, which until now had specialized in keeping a cool retro skin over ever-more-refined internals. With the V-Rod, Harley seemingly threw its own playbook out the window and started fresh. Sensing competition from the big Japanese cruisers, and the resurgent American cruiser manufacturers, Harley's stepped away from its own past, toward a different market than it had previously recruited. If you wanted something more modern, this was Harley's way of saying you were welcome in the family, too.

Year: 2012
Complex Says: Harley has offered the Road King since 1993, and it's only gotten better. If your foggy Harley memories center around your fillings being rattled loose by engine vibration, 2012 sees the Road King getting the rubber-mounted Twin Cam 103 engine. You'll still feel all 102 lb. ft. of torque--it just won't interfere with your touring anymore. Fuel injection is standard, though we should note that it's been an available option for Road Kings since 2003.

What we like about the 2012 is that it keeps the old styling cues that have made the Road King a classic since its introduction, yet it has the most powerful and best-presented engine the standard tourers have ever had. Can you argue with that? We don't think so.

Year: 2008
Complex Says: We can't say how much we love the copper paint that came standard on this serialized special edition, and that alone was reason enough to include it on the list. But this is also the year the tourer series got Brembo brakes. All that power and all that weight need a good set of brakes, and introduction of Brembos fitted as standard was an excellent step forward. The fuel tank also increased in size to six gallons. We think the less time you spend at the gas station, the more time you have to ride. As a result, we can only approve.

Year: 2009-present
Complex Says: The Dyna Super Glide has been around since 1994, and has experienced its share of upgrades in the years between then and now. Its claim to fame is its simplicity; it's a basic, bare-bones Harley Big Twin, ready for you to do whatever you want to bring your vision of "your Harley" to life. It's also ideal if you're on a budget, but want to own your very first Harley. In 2009, like the other tourers, it got a chassis redesign that only made it stronger. Any year from 2009 forward is the best the Dyna Super Glide has ever been, in our opinion.

Year: 2007-present
Complex Says: The sportbike manufacturers make and sell out-of-the-box race bikes to customers. Harley saw an untapped market and did the same for drag racers. Enter the VRXSE Destroyer, Harley's purpose-built drag strip behemoth. Racer Andrew Hines set an NHRA quarter-mile record of 6.991 seconds on one of these bad boys. While Harley's ethos may not be about going fast, this bike completely stands that idea on its pointy little head.

Year: 2008-present
Complex Says: Harley introduced the original Wide Glide in 1980. Why “Wide”? Raked-out, wide-stance front forks. The design of the whole thing was meant to give riders that stretched-out chopper feel, from the ape hangers to the bobbed rear fender. It disappeared from the lineup for a few years, but the 2008 redesign saw an even lower, wider, meaner machine. The Wide Glide, in all incarnations, has usually been a bike for bigger, taller riders. What's amazing about the new one is that with handlebar and control swaps, it can accommodate a wide range of rider sizes. The lower seat height as compared to the old one means shorter riders can experience the Wide Glide now, too.

Year: 1999-2005
Complex Says: Picture this: you like the Dyna series a lot, but you'd be absolutely thrilled if it could just corner a little better. For a brief window of six years, the boys in Milwaukee heard your prayers, and the FXDX was available for sale. Chalk it up to a suspension that actually allowed for cornering. We know. We'll just sit over here and wait for you to collect yourself. Pretty sure you can pick up some nice ones used, if that's really what you're aching for.

Year: 1990
Complex Says: The Fat Boy took a little bit of this from the Heritage Softail Classic and a little bit of that from the Softail Custom, then recombined it to make something dramatically different, stylistically speaking, than anything Harley had previously offered. Solid disc wheels. Flared fenders. A 1950s bomber look, straight from the factory. It was a bit like the Jetsons version of a Harley, only way cooler than that sounds. More importantly, people bought it en masse.

Year: 1982-1994
Complex Says: Designed in part by Erik Buell, this bike featured Harley's three-point rubber engine mounting system, an exposed frame and exposed shocks. Sometimes nicknamed “The Ugly Glide,” the FXR had a reputation as a rider's machine. It handled well, was very fast, and had less mechanical problems than previous Harleys--especially those that involved leaking oil. It's also Harley's first major undertaking as it began rebuilding the reputation damage they suffered in the '70s. We like to think of it as a phoenix of a bike.

Year: 1985
Complex Says: The premise was simple: take the FXR , raise the suspension, and add a second disc brake in front. What made this such an improvement? It was yet another example of Harley's listening to what its riders wanted. The lower suspension on the original FXR was a touch too stiff, and the bike needed more stopping power. Voila: a perfect bike.

Year: 1970-present
Complex Says: Built since 1970, this bike has completely owned flat-track racing series. Other manufacturers have tried and failed to topple its dominance, but the thing just keeps on winning. And winning. In fact, as of this writing, it's still considered the winningest bike in AMA history. That's more than enough street cred for us.

Year: 2007-present
Complex Says: In 2001, Harley unleashed the V-Rod on the world. V-Rods don't look like other Harleys, and they aren't meant to. Instead, they're just meant to be lean, mean street (and racing) machines. The Night Rod blacked out everything it could, making it easily the most sinister looking machine in the Harley lineup. The entire VRSC family also features the dual overhead cam liquid-cooled Revolution engine that the company developed jointly with Porsche--yes, THAT Porsche. If you want a Harley, but you don't necessarily want a vintage look, the VRSC family is for you. If you just want to look tough, break open your piggy bank for a Night Rod Special.

Year: 2012
Complex Says: In 2010, Harley introduced the Softail Convertible as part of its venerable CVO lineup. CVO stands for “custom vehicle operations,” and is essentially Harley's in-house customization unit, showcasing all its top-of-the-line goodies. The Softail Convertible is two bikes in one: badass tourer while riding, and sleek cruiser once you get where you're going. This is thanks to a windscreen, fairing, bags, rear passenger seat, and backrest that easily pop on and off without requiring any special tools.

The 2012 version improves on the two previous versions by including a nicer windscreen and a RoadTech Zumo GPS unit standard on the bike--for only $100 more than the 2011 price. At 788 pounds, it's the lightest CVO, and it has a seat height of just 24.4 inches--two reasons why it's also a popular bike with the ladies. It's the best of both worlds: practical and good-looking, and has the exclusivity that only a CVO can confer. It's two Harleys for the price of one. Who could argue with that?

Year: 2009
Complex Says: A raked, mean-looking factory custom based on the Softail, the Night Train showcased myriad shades of black. From its blacked-out powertrain to its lean, stretched front end, this was a bike that was all about show, pure and simple. Don't get us wrong. The 1584cc Twin Cam 96B engine was powerful. But it's obvious that this bike was meant to turn heads more than race your buddies down the nearest drag strip. When it looks this good, we don't know about you, but we're completely OK with that.

Year: 2006
Complex Says: We'll be honest: this bike is all about looks. Sure, the Revolution engine is nice, and it's fast, and it handles really well--but you could get that from other members of the V-Rod lineup as well. The VRSCSE2 featured three different color combinations for its single year of release: electric orange and black, scarlet red pearl and charcoal slate, and chrome yellow pearl and platinum pearl. The frame was then powder-coated orange, red, or yellow to match the paint on the bike. Add in a bunch of other CVO chrome and Screaming Eagle upgrades, and you have a head-turner of a V-Rod, our ultimate Harley-Davidson motorcycle.