2006-2013 Harley-Davidson FLHTCUSE CVO Ultra Classic Electra Glide: Screamin’ Eagle Twin Cam Luxury Touring

The 2006-2013 Harley-Davidson FLHTCUSE CVO Ultra Classic Electra Glide sat at the expensive, fully dressed end of Harley’s Touring range: a factory-built Custom Vehicle Operations version of the Ultra Classic Electra Glide, carrying premium paint, chrome, audio and touring equipment over the familiar FL touring platform. In enthusiast shorthand it is commonly searched as the CVO Ultra, FLHTCUSE, CVO Ultra Classic, or Screamin’ Eagle Ultra Classic Electra Glide, particularly for the earlier examples that wore the Screamin’ Eagle identity prominently.

Its importance is not that it invented the luxury American touring motorcycle. Harley had been building Electra Glide touring machines for decades. The FLHTCUSE mattered because it showed how thoroughly Harley-Davidson could turn a production touring motorcycle into a limited-production, high-margin, factory-custom flagship without handing the job to the aftermarket. It gave buyers the visual impact of a custom dresser with factory warranty, catalog-correct equipment, model-year-specific paint, and the largest-displacement Twin Cam engines then associated with the CVO program.

Best Known For: The FLHTCUSE is best known as Harley-Davidson’s CVO-grade Ultra Classic Electra Glide, pairing full-dress touring equipment with Screamin’ Eagle Twin Cam 103 and 110 engines and annual limited-production paint and trim packages.

Quick Facts

The following table summarizes the FLHTCUSE as an enthusiast reference rather than a sales-brochure checklist. Equipment and finishes changed by model year, but the mechanical identity remained that of a premium CVO Electra Glide touring motorcycle.

For collectors, the most important break points are 2006 as the 103-cubic-inch, five-speed opening year of this FLHTCUSE run; 2007 as the arrival of the 110-cubic-inch CVO Twin Cam and six-speed Cruise Drive; and 2009 as the first FLHTCUSE built on Harley-Davidson’s revised Touring chassis.

Why It Matters

The FLHTCUSE deserves separate treatment because it was not simply an Ultra Classic with extra chrome. It was a factory statement about where Harley’s touring customers were going: toward long-distance comfort, larger engines, premium paint, integrated electronics, and a level of factory personalization that previously would have required a careful march through the Parts & Accessories catalog.

In the collector world, CVO Touring models occupy an unusual place. They are modern, usable motorcycles rather than fragile antiques, yet originality still matters because the paint, trim, seats, wheels, audio equipment and badges are model-year-specific. A clean FLHTCUSE that still wears its correct CVO equipment tells a different story from a standard Electra Glide dressed later in aftermarket parts.

The series also documents a pivotal stretch in Harley-Davidson engineering. These years bridge the last of the five-speed 103-inch CVO touring machines, the introduction of the 110-inch Twin Cam to the CVO Touring line, the adoption of the six-speed Cruise Drive gearbox, electronic control advances, and the major 2009 Touring chassis revision.

Historical Context and Development Background

By the middle of the 2000s, Harley-Davidson had a touring lineup with enormous brand loyalty and a deep aftermarket ecosystem. The Ultra Classic Electra Glide was already the company’s full-dress touring reference point: batwing fairing, hard saddlebags, Tour-Pak, passenger backrest, lower fairings, audio, cruise control and the posture of an American interstates machine. CVO took that formula and applied limited-production paintwork, high-content trim, larger Screamin’ Eagle engines and equipment selected to make the motorcycle feel complete straight from the dealer floor.

The competitive landscape was not standing still. Honda’s GL1800 Gold Wing represented the technically polished luxury-tourer benchmark. BMW’s K-series touring machines offered a very different European answer to high-speed distance work. Victory later entered the premium American touring conversation with the Vision. Against that field, the FLHTCUSE did not try to become a Gold Wing. It kept Harley’s air-cooled, rubber-mounted V-twin character and wrapped it in a conspicuously American luxury-touring package.

There was no racing or military role for the FLHTCUSE. Its importance is commercial and cultural: it was a factory custom dresser for riders who wanted the top Harley Touring experience without commissioning a one-off build. It also helped normalize the idea that a touring Harley could be a collector-grade production object if the paint, trim, documentation and CVO-specific equipment remained intact.

Engine and Drivetrain

The FLHTCUSE used Harley-Davidson’s Twin Cam architecture in Screamin’ Eagle CVO displacement. The engine was an air-cooled 45-degree pushrod V-twin with two valves per cylinder, hydraulic lifters, dry-sump lubrication and electronic fuel injection. It was not a high-revving engine in the European or Japanese touring sense; its role was to move a fully equipped touring motorcycle with low-speed torque, slow-pulse cadence and unmistakable Harley mechanical identity.

The 2006 model used the Screamin’ Eagle Twin Cam 103, listed at 103 cubic inches or 1690 cc, coupled to a five-speed gearbox. From 2007 through 2013 the FLHTCUSE moved to the Screamin’ Eagle Twin Cam 110, listed at 110 cubic inches or 1802 cc, and the six-speed Cruise Drive transmission. Harley-Davidson typically published torque figures for these motorcycles rather than horsepower, and published torque ratings can vary by model year, market calibration and source; horsepower is therefore best left out unless tied to a specific dynamometer test or factory document.

The drivetrain remained orthodox Big Twin Harley: enclosed primary drive, wet multi-plate clutch, manual gearbox and belt final drive. The 110-inch versions in particular are valued for their effortless touring torque, but buyers should understand that they also put greater emphasis on heat management, correct tuning, proper service history and careful inspection of primary-drive components.

Engine and Drivetrain Specifications

This table separates the two main mechanical phases of the FLHTCUSE run. It is intentionally limited to specifications that are consistently associated with the model family.

The change from 103 to 110 is more than a number on a badge. It marks the point where CVO Touring became closely identified with Harley’s largest regular-production Twin Cam displacement, and it is one of the first details serious buyers use when separating a 2006 FLHTCUSE from the later FLHTCUSE2 through FLHTCUSE8 machines.

Chassis, Suspension and Braking

The FLHTCUSE followed the Electra Glide touring formula: a steel Touring chassis carrying a rubber-mounted Big Twin, fork-mounted batwing fairing, hard saddlebags and a Tour-Pak. The engine’s rubber mounting is central to the motorcycle’s character. At idle the bike has the familiar Harley movement, but at road speed the system isolates much of the engine’s vibration from the rider and passenger.

The 2009 model year is a major chassis landmark for Harley Touring motorcycles. Harley-Davidson introduced a revised Touring frame and swingarm intended to improve load-carrying stability, handling precision and high-speed composure. For a heavy, fully equipped CVO Ultra, that change is not academic; it is one of the reasons many riders and buyers distinguish the 2009-2013 examples from the earlier 2006-2008 machines.

Braking equipment consisted of dual front discs and a single rear disc. ABS availability and standard fitment should be checked against the exact model year, market and original equipment records, because Harley’s Touring brake systems and electronic options changed through this period. On any prospective purchase, brake condition matters more than brochure language: calipers, rotors, hoses, fluid age and ABS warning behavior can materially affect both safety and restoration cost.

Chassis and Equipment Reference

The FLHTCUSE was defined as much by equipment integration as by the engine. This table covers the chassis and touring hardware most relevant to identification, riding character and inspection.

The defining visual impression is unmistakably Electra Glide, but the CVO treatment gives the bike a different presence: deep multi-stage paint, polished and chromed surfaces, contrasting wheels and trim, and a cockpit intended to feel more finished than a standard Ultra Classic. Correct color combinations and trim details are therefore central to originality.

Riding Experience and Mechanical Character

A correctly set-up FLHTCUSE feels like a large American touring motorcycle first and a factory custom second. The starting ritual is modern fuel-injected Harley: ignition on, fuel pump prime, thumb the starter and let the big Twin Cam settle into its rubber-mounted idle. There is no carburetor tickle, choke lever, hand shift or foot clutch nostalgia here; the controls are contemporary Harley touring practice, with foot shift, hand clutch, electric start and a full touring cockpit.

The engine’s personality is slow-turning and torque-led. The 103-inch 2006 model has the strong, deliberate cadence expected of a Screamin’ Eagle Twin Cam, while the 110-inch models add a broader shove that suits two-up touring and loaded luggage. Throttle response is shaped by fuel injection and exhaust/tuning condition; altered exhausts and questionable calibrations can make a supposedly superior bike less pleasant than a stock, well-serviced example.

Mechanical noise is part of the experience: primary drive sounds, valve-train texture, exhaust pulse and transmission engagement all sit under the batwing’s cocoon of wind protection. The clutch should be progressive rather than grabby, and the gearbox should shift with the heavy but positive feel expected of a Big Twin Touring model. A noisy primary, harsh engagement or clunking beyond normal Harley behavior deserves investigation rather than romantic interpretation.

On the road, the FLHTCUSE is most convincing at steady-state touring speeds. The mass is always present at parking-lot pace, especially with a passenger and loaded Tour-Pak, but once rolling the long wheelbase, broad seat, floorboards and upright bar position create the familiar Harley touring rhythm. The 2009-on chassis is generally regarded by riders as the more composed platform when loaded or ridden quickly, a point that matters to buyers who intend to use rather than merely display the motorcycle.

Braking must be understood in context. This is a heavy full-dress touring motorcycle, not a sport-tourer with minimal mass and aggressive geometry. Good tires, fresh brake fluid, properly functioning calipers and correctly serviced suspension matter enormously; neglected examples can feel ponderous, while properly maintained ones have the settled, locomotive confidence that made Harley Touring models such effective long-distance road companions.

Identification and Originality

The core identification clue is the FLHTCUSE model code sequence. The base code identifies a CVO Ultra Classic Electra Glide, while the numeric suffix used after the first year follows the annual CVO model progression: FLHTCUSE for 2006, then FLHTCUSE2 for 2007, continuing through FLHTCUSE8 for 2013. The suffix is not a displacement code; the mechanical split is 103 cubic inches for 2006 and 110 cubic inches for 2007-2013.

Collectors should treat paint and trim as primary evidence. CVO motorcycles were sold in specific annual color combinations with distinctive graphics, chrome or polished components, special badging, seats, wheels, audio equipment and finish details. A repainted bike may be perfectly usable, but it is no longer the same collector proposition as a bike retaining correct CVO paint and matched components.

Documentation matters. Original sales paperwork, owner’s manual, service records, accessory documentation, security key fobs, audio/navigation manuals and evidence of dealer maintenance help establish that the bike is a genuine CVO rather than a standard Ultra Classic modified with CVO-style parts. VIN and engine-number checks should be performed through accepted Harley-Davidson documentation and official records rather than internet decoding shortcuts.

Common originality issues include swapped exhaust systems, aftermarket tuners, non-original wheels, seat changes, Tour-Pak or saddlebag paint repairs, replacement inner fairing components, updated audio units and chrome accessories added without regard for the original CVO configuration. Some changes improve usability, but buyers should separate sympathetic upgrades from irreversible alterations.

Model Code and Variant Breakdown

The FLHTCUSE line is straightforward compared with earlier Harley alphabet soup, but the annual suffixes are useful when identifying year, displacement and chassis phase. Color names and trim packages changed yearly, so a complete originality review should compare the motorcycle to that exact model year’s factory literature.

No police, military or racing version is associated with the FLHTCUSE CVO Ultra Classic Electra Glide. Its variations are essentially annual CVO production editions, differentiated by model year, paint, trim, electronics and the 2009 chassis change rather than by separate functional branches.

Performance and Dimensional Specifications

Harley-Davidson’s factory literature for these motorcycles emphasized torque, equipment and touring function rather than sport-style acceleration numbers. Published horsepower was not a central factory specification, and dyno figures vary with exhaust, tuning, emissions calibration and test method. For that reason, horsepower, quarter-mile times and 0-60 mph claims should be treated cautiously unless tied to a specific period road test.

Displacement is clear: 103 cubic inches for 2006 and 110 cubic inches for 2007-2013. Weight and equipment figures vary by model year and specification, particularly as audio, wheels, braking electronics and touring equipment changed. Buyers comparing two motorcycles should use the correct model-year owner’s manual or factory specification sheet rather than applying a single number across the entire 2006-2013 run.

Compared With Related Models

FLHTCUSE CVO Ultra Classic vs Standard Ultra Classic Electra Glide

The standard Ultra Classic Electra Glide supplied the basic touring architecture: batwing fairing, luggage, passenger accommodations and long-distance ergonomics. The FLHTCUSE added the CVO program’s limited-production paint, premium trim, larger Screamin’ Eagle engine and higher equipment content. A standard Ultra can be modified to resemble a CVO, but the collector value lies in the factory-built CVO identity and correct model-year equipment.

2006 FLHTCUSE vs 2007-2013 FLHTCUSE2-8

The 2006 bike is the distinct one-year 103-inch, five-speed version within this sequence. From 2007 the 110-inch engine and six-speed Cruise Drive became the defining mechanical package. The 2006 may appeal to buyers who want the first year of the FLHTCUSE run; the later bikes appeal to those who want the larger CVO engine and, from 2009, the revised Touring chassis.

2006-2008 vs 2009-2013 FLHTCUSE

The 2009 chassis update is the major rider-facing distinction. Earlier examples have the traditional pre-2009 Touring frame feel, while 2009-on machines benefit from Harley-Davidson’s revised frame and swingarm. For collectors, the choice may come down to color and originality; for riders, the 2009-on chassis is often the more compelling practical dividing line.

FLHTCUSE vs Later CVO Limited Touring Models

Later CVO Touring models evolved in naming, electronics, infotainment and equipment, particularly as Harley’s Touring platform continued to develop. The 2006-2013 FLHTCUSE remains the pre-Rushmore-era CVO Ultra Classic reference: analog enough to feel like a traditional Twin Cam Electra Glide, but new enough to carry fuel injection, premium audio and modern touring convenience.

Restoration and Ownership Notes

Restoring a FLHTCUSE is less about finding rare engine castings than about preserving or correctly replacing CVO-specific equipment. Paintwork is the central challenge. Correct CVO paint schemes are expensive to replicate well, and a mismatched saddlebag lid, replaced Tour-Pak, or poorly blended fairing repair can undermine the bike’s collector credibility.

Mechanical support is generally strong because these motorcycles share much with Harley-Davidson’s Twin Cam Touring platform. Engine internals, service parts, belts, brakes, wheel bearings, suspension items and primary-drive components are well supported by factory and aftermarket channels. The difficult pieces are often model-year-specific trim, audio components, painted luggage parts, special seats, badges and CVO-only cosmetic items.

Known ownership concerns include heat on 110-inch models, exhaust and tuning quality, primary-drive and compensator wear, clutch condition, charging-system health, aging rubber components, fuel-system service, and electronic accessories that may no longer be supported like ordinary mechanical parts. Modified exhausts and fuel calibrations should be evaluated carefully; a loud FLHTCUSE with poor mapping is not an upgrade for long-distance use.

Service history is especially important on a heavy touring motorcycle with expensive trim. A high-mileage, documented bike that has been maintained by someone who understands Harley Touring machines can be preferable to a low-mileage example that sat with old fuel, neglected brake fluid, flat-spotted tires and questionable electrical additions.

Buyer and Restoration Inspection Points

The following inspection points are aimed at a serious buyer or restorer evaluating a genuine FLHTCUSE, not merely a used touring motorcycle. The expensive mistakes are usually hidden in paint, electronics, tuning and missing CVO components.

The best examples tend to have a boring paper trail: regular service, sensible tires, clean brake fluid, original paint, correct equipment and no mystery wiring under the seat. The riskiest examples are the ones presented as upgraded but carrying undocumented engine work, loud exhausts, altered electronics and replaced painted parts.

Collector and Market Relevance

The FLHTCUSE is collectible in a modern Harley sense rather than in the manner of a Knucklehead, Panhead or early factory racer. Its appeal lies in limited CVO production, top-of-range status, documented originality, desirable color combinations and usability. These are motorcycles that can still cross states comfortably, which gives them a different collector logic from older machines that are preserved mainly for shows and static display.

Exact production numbers by year and color are not consistently documented in general reference sources, and buyers should be wary of unsupported rarity claims. CVO production was limited relative to standard Touring models, but rarity alone does not carry a neglected bike. Condition, provenance, originality and completeness usually matter more than a seller’s claim about scarcity.

Among collectors and riders, the most meaningful market terms are FLHTCUSE, CVO Ultra Classic Electra Glide, CVO Ultra, Ultra CVO and Screamin’ Eagle Ultra Classic. These phrases matter because they separate the factory CVO touring motorcycle from standard Ultra Classics and from later CVO Limited models.

Cultural Relevance

The FLHTCUSE belongs to the factory-custom dresser era, when Harley-Davidson recognized that many of its touring buyers wanted both long-distance function and show-bike presence. It sits directly in the culture of H.O.G. touring rallies, dealership display floors, cross-country rides, and high-spec American V-twin ownership. It was not a club-racing platform or police fleet machine; it was a premium personal touring motorcycle built for visibility as much as mileage.

The model also reflects a broader shift in custom culture. Earlier Harley customization often meant starting with a standard machine and gradually adding paint, chrome, wheels, seats, bars and exhaust. The CVO Ultra Classic compressed that process into a factory package, and in doing so created a new kind of collectible Harley: a motorcycle whose originality includes luxury equipment and custom finishes rather than stripped-down minimalism.

FAQs

What years was the Harley-Davidson FLHTCUSE CVO Ultra Classic Electra Glide produced?

The FLHTCUSE CVO Ultra Classic Electra Glide sequence ran from 2006 through 2013. The annual model codes progressed from FLHTCUSE in 2006 to FLHTCUSE8 in 2013.

What engine does the 2006 FLHTCUSE use?

The 2006 FLHTCUSE uses the Screamin’ Eagle Twin Cam 103, commonly listed at 103 cubic inches or 1690 cc. It is the one-year 103-inch version in this 2006-2013 FLHTCUSE sequence and was paired with a five-speed transmission.

When did the FLHTCUSE get the 110-cubic-inch engine?

The FLHTCUSE received the Screamin’ Eagle Twin Cam 110 for 2007 with the FLHTCUSE2. The 110-inch, 1802 cc engine continued through the 2013 FLHTCUSE8.

What is the difference between FLHTCUSE, FLHTCUSE2 and FLHTCUSE8?

The suffix indicates the annual model progression. FLHTCUSE is the 2006 model, FLHTCUSE2 is 2007, and the numbering continues yearly through FLHTCUSE8 for 2013. The most important mechanical split is 2006 with the 103-inch engine and five-speed gearbox versus 2007-2013 with the 110-inch engine and six-speed Cruise Drive.

Is a CVO Ultra Classic the same as a standard Ultra Classic Electra Glide?

No. The CVO Ultra Classic shares the Electra Glide touring platform, but it was built by Harley-Davidson’s Custom Vehicle Operations program with larger Screamin’ Eagle engines, limited-production paint, premium trim and higher equipment content. A standard Ultra Classic modified with accessories is not the same as a factory FLHTCUSE.

What are the main problems to inspect on a used FLHTCUSE?

Important inspection areas include engine heat and oil leaks, exhaust and fuel tuning quality, primary-drive and compensator wear, clutch behavior, brake and ABS condition, audio/electronic function, and the originality of paint and CVO-specific trim. On 110-inch bikes, service history and proper calibration are especially important.

Is the 2009-2013 FLHTCUSE more desirable than the 2006-2008 version?

It depends on the buyer’s priorities. Riders often value the 2009-2013 motorcycles for Harley-Davidson’s revised Touring frame and swingarm. Collectors may prioritize a particular color scheme, originality, documentation, or the first-year 2006 FLHTCUSE with the 103-inch engine.

Collector Takeaway

The 2006-2013 FLHTCUSE CVO Ultra Classic Electra Glide matters because it captures Harley-Davidson’s pre-Rushmore CVO touring philosophy at full scale: air-cooled Twin Cam torque, Electra Glide architecture, limited-production paint, and a level of factory finish that made the aftermarket chase Milwaukee rather than the other way around. It is a motorcycle of specification and presentation, not racing pedigree.

For the serious buyer, the winning example is not necessarily the loudest, lowest-mileage or most accessorized bike. It is the one that still reads as a coherent factory CVO: correct model-year paint, intact CVO equipment, clean documentation, careful service and mechanical manners suited to real touring. In that condition, the FLHTCUSE is one of the clearest expressions of Harley-Davidson’s modern luxury-touring identity before the next major generation of Touring electronics and styling took over.