2007-2009 Harley-Davidson FXSTSSE Screamin’ Eagle Softail Springer: Twin Cam 110B CVO Softail Springer

The 2007-2009 Harley-Davidson FXSTSSE Screamin’ Eagle Softail Springer occupies a very specific place in modern Milwaukee history: it was not merely a chromed Softail with premium paint, but a Custom Vehicle Operations interpretation of Harley’s long-running Springer idea, powered by the counterbalanced Twin Cam 110B engine. In factory language it belonged to the CVO/Screamin’ Eagle program; in enthusiast language it is usually searched and discussed as the CVO Softail Springer, FXSTSSE, FXSTSSE2, or FXSTSSE3.

Its importance lies in the combination. Harley-Davidson had already used the Softail chassis to sell the visual language of a rigid frame without the punishment of one, and the Springer fork had become one of the company’s most recognizable retro-mechanical signatures. The FXSTSSE put those elements together with the largest factory CVO Big Twin engine of the period, elaborate paint, premium trim, and the limited-production aura that made CVO bikes distinct from catalog-accessory customs.

Best Known For: the FXSTSSE is best known as Harley-Davidson’s 2007-2009 CVO Softail Springer, using the fuel-injected Twin Cam 110B engine, Springer front fork, six-speed Cruise Drive gearbox, and Softail hidden-rear-suspension chassis in a factory-built custom package.

Quick Facts

For collectors and buyers, the key point is that the FXSTSSE is not a regular FXSTS Softail Springer fitted with accessories. It is a CVO model with its own model-code sequence, CVO paint and trim, and the 110-cubic-inch counterbalanced Twin Cam engine used in premium Softail applications of the period.

The table shows why the model has remained recognizable in the used and collector market. The visual cues are old-Harley and chopper-derived, but the mechanical basis is late Twin Cam Softail: fuel injection, six speeds, belt drive, modern electrics, and enough displacement to make it a very different motorcycle from the Evolution and early Twin Cam Springers that preceded it.

Why the FXSTSSE Matters

The FXSTSSE matters because it catches Harley-Davidson at the height of the factory-custom era, when buyers wanted the look of a high-end custom without the uncertainty of a one-off aftermarket build. The CVO program gave Harley a way to sell limited-production machines with exclusive paint, chrome, engine upgrades, and serialized desirability while retaining factory engineering, emissions compliance, dealer support, and warranty structure.

The CVO Softail Springer also represents a particular kind of Harley nostalgia. The Springer fork was not used because it was objectively superior to a telescopic fork in braking stiffness or bump absorption; it was used because it put the mechanism on display. The exposed springs, rockers, links, and polished hardware gave the motorcycle an antique mechanical theater that a conventional fork could not provide.

In the FXSTSSE, that theatrical front end was paired with the Twin Cam 110B, a large-displacement, counterbalanced, rubberless-mount Softail engine intended to give the bike real low-speed authority. That made the motorcycle more than a paint-and-chrome exercise. It was a factory-built custom with a distinctive chassis identity, a premium engine, and a narrow production window.

Historical Context and Development Background

By the late 2000s, Harley-Davidson’s Softail line had long since become the company’s primary platform for blending nostalgia with modern usability. The original Softail concept, launched for the 1984 model year, used hidden rear suspension to imitate the silhouette of a rigid frame. The Springer Softail later added another layer of historical reference by reviving a front-suspension architecture associated with pre-hydraulic-fork Harleys.

The CVO program, originally known as Screamin’ Eagle in the model names, gave Harley-Davidson an in-house answer to the custom shops that had become culturally and commercially important. Builders such as the high-dollar American custom houses pushed wide rear tires, elaborate paint, billet detailing, large-displacement V-twins, and stretched stances into mainstream consciousness. Harley’s response was not to imitate every excess of the custom market, but to offer a more controlled, factory-developed version of that desire.

The FXSTSSE arrived when the CVO identity had become firmly established. The Twin Cam 110 engine was a central part of that identity, and in Softail form it used the counterbalanced “B” version of the engine to suit the rigid-mounted Softail chassis. The result was a machine that could be sold as a premium collectible new, yet serviced through Harley’s dealer network rather than through the uneven world of one-off aftermarket fabrication.

There was no racing or military role for the FXSTSSE. Its significance is commercial, cultural, and mechanical: it was a factory custom built during a period when Harley-Davidson was translating chopper and pro-street cues into limited-production showroom motorcycles. Competitors and near-competitors included factory customs from Victory and Yamaha’s Star line, as well as boutique American V-twin builders whose machines often offered more radical geometry but less factory-backed continuity.

Engine and Drivetrain

The defining mechanical feature of the FXSTSSE is the Twin Cam 110B engine. The “B” is important: Softail Twin Cam engines used internal counterbalancers because the engine was rigid-mounted in the chassis, unlike the rubber-mounted versions used in Dyna and Touring applications. That gave the Softail its clean visual relationship between engine and frame while reducing the worst of the shake that an unbalanced rigid-mounted Big Twin would transmit.

The 110-cubic-inch engine retained Harley-Davidson’s familiar 45-degree V-twin architecture, overhead-valve pushrod layout, hydraulic lifters, and two-valve cylinder heads. Fueling was by electronic sequential port fuel injection, which was central to making a large-displacement emissions-era Big Twin manageable in normal riding. The engine’s character remained unmistakably Harley: heavy flywheel effect, strong low-rpm torque, and a slow, deliberate cadence rather than a high-revving performance personality.

Power passed through a primary chain to a wet multi-plate clutch and then into the six-speed Cruise Drive transmission. Final drive was by belt, in keeping with Harley’s modern Big Twin practice. The six-speed gearbox was not there to make the bike feel like a sport machine; it gave the large engine a relaxed cruising ratio and reduced mechanical busyness at highway speed.

Factory horsepower figures were not consistently promoted in Harley-Davidson’s public literature for these models, and it is better to treat chassis-dyno numbers as individual-bike data rather than factory specification. The meaningful factory identity is the 110B engine itself: large displacement, fuel injection, counterbalancing, and CVO placement.

Chassis, Suspension, and Braking

The FXSTSSE used the Softail formula: a steel frame shaped to recall a rigid rear triangle, with suspension hardware concealed below the motorcycle. The visual result is a clean rear half and a low custom stance, especially when contrasted with the exposed mechanical complexity of the Springer front fork. Harley’s Softail chassis was never intended to behave like a contemporary sport chassis; it was designed to deliver the look and posture of an earlier machine while remaining usable on real roads.

The Springer fork is the motorcycle’s visual and historical anchor. Its leading-link action, exposed coil springs, polished hardware, and rocker assemblies create a front end that looks deliberately mechanical. It also requires more careful inspection than a conventional fork because the wear points, pivots, bushings, links, and shock/damper components are part of the assembly’s condition and value.

Braking was handled by hydraulic discs front and rear. As with many custom-oriented Harleys of the era, the braking system must be judged in context: adequate when maintained correctly and ridden as intended, but not the reason the motorcycle exists. Tire, wheel, brake, and trim details vary by model year and should be checked against the year-specific Harley-Davidson parts catalog when originality matters.

The chassis specification explains the bike’s personality. The FXSTSSE is not simply a Softail with a different fork; its whole presentation depends on the contrast between the hidden rear suspension and the exposed front suspension. That front-rear visual opposition is central to why collectors separate it from more conventional CVO Softails.

Riding Experience and Mechanical Character

The FXSTSSE starts and behaves like a modern fuel-injected Big Twin rather than an antique Springer. There is no carburetor tickling, manual spark advance, or hand-shift ritual; the rider turns the key, lets the fuel system prime, and brings the 110B to life with the electric starter. The sound and pulse, however, remain deliberately traditional: a heavy V-twin cadence, large flywheel sensation, and a muscular exhaust beat that feels more industrial than delicate.

At low rpm, the 110B engine gives the bike the broad, almost lazy torque delivery expected of a large CVO Softail. It does not ask to be revved hard. Its best work is done by rolling into the throttle, letting the engine pull the motorcycle forward with weighty pulses rather than chasing top-end speed.

The clutch and gearbox feel substantial, as expected from a big-inch Harley of the period. The six-speed Cruise Drive transmission gives a long-legged top gear, while the lower ratios suit the stoplight-to-boulevard use for which the motorcycle was clearly designed. The belt final drive contributes to the clean, low-maintenance character compared with a chain-drive custom.

The Springer fork gives the front of the bike a distinctive feel. It is visually alive in a way a telescopic fork is not, and the mechanical movement is part of the experience. Under braking and over rough pavement it reminds the rider that the design is rooted in an earlier engineering vocabulary, even though Harley developed it for modern road use.

Low-speed handling is governed by the long, custom stance and the mass of the motorcycle. It is happiest ridden deliberately: measured steering inputs, early braking, and smooth throttle use. On open roads it settles into a relaxed rhythm, where the engine’s torque, the Softail posture, and the visual drama of the Springer front end make sense together.

Identification and Originality

Correct identification begins with the model code. The 2007 model is FXSTSSE, the 2008 model is FXSTSSE2, and the 2009 model is FXSTSSE3. Those codes matter because ordinary Softails, standard Springers, and heavily accessorized customs are sometimes advertised with CVO language even when they are not factory CVO machines.

The most important mechanical identifier is the Twin Cam 110B engine in a Softail chassis. A genuine bike should also carry the correct CVO-era trim, paint scheme, badging, wheels, seat, exhaust configuration, and controls for its model year. Because Harley-Davidson accessories are plentiful and easily swapped, originality should be established by documentation rather than appearance alone.

Collectors should look for the VIN and title to correspond properly, factory labels to be present where applicable, and engine/frame documentation to align with Harley-Davidson records. Avoid unsupported decoding claims from sellers who rely only on color or chrome content. A factory parts catalog, service manual, original owner’s materials, purchase paperwork, and dealer documentation are far more useful than verbal assurances.

Commonly changed parts include exhaust systems, air cleaners, ECM calibrations, handlebars, grips, mirrors, seats, wheels, lighting, and license-plate mounts. Some changes are reversible; others are not. CVO paint is a major value component, and repainting a damaged tank or fender without matching the correct year-specific scheme can materially affect collector interest.

The Springer fork deserves special attention because reproduction, replacement, and accessory pieces can complicate originality. Inspect the rockers, links, springs, damper, fasteners, chrome finish, and alignment. A bike can still be enjoyable with replacement parts, but a collector-grade FXSTSSE should be judged against the correct factory configuration for its year.

Model Code and Variant Breakdown

The FXSTSSE was built as a three-year CVO sequence. The differences between years are primarily model-code, paint, trim, and equipment-package differences rather than a change in the basic mechanical concept: all were CVO Softail Springers built around the Twin Cam 110B engine.

There were no police, military, racing, or commercial-utility versions of the FXSTSSE. It was a premium civilian factory custom, and its value as a collectible is tied to that role rather than to competition history or government service.

Performance and Dimensional Specifications

The reliably documented core performance specification is the engine: 110 cubic inches, or 1802 cc, in Twin Cam 110B form. Harley-Davidson public material from the period emphasized displacement, torque character, CVO content, paint, and equipment rather than publishing a factory horsepower figure in the way many sport-bike manufacturers did. For that reason, horsepower should be treated cautiously unless tied to a specific documented source or an individual chassis-dyno sheet.

Factory dimensional figures such as wheelbase, seat height, running weight, tire sizes, and ground clearance can differ by model year and equipment. For restoration or concours-level verification, the correct reference is the year-specific owner’s manual, service manual, and parts catalog. Those sources are especially important because CVO models often carry trim and wheel details that are not interchangeable with ordinary Softail references.

Compared With Related Harley-Davidson Models

FXSTS Softail Springer

The standard FXSTS Softail Springer is the most obvious point of confusion. It shares the broad Springer Softail idea, but it is not a CVO model and does not carry the same CVO paint, trim, or 110B identity. A standard Springer can be modified extensively, but accessories do not make it an FXSTSSE.

FLSTS Heritage Springer

The Heritage Springer belongs to a different visual tradition. Where the FXSTSSE leans toward factory custom and chopper-influenced styling, the FLSTS Heritage Springer emphasizes nostalgic touring cues: fuller fenders, more traditional trim, and a heavier visual connection to postwar dress Harleys. Both use the emotional appeal of a Springer fork, but they speak to different buyers.

FLSTSB Cross Bones

The Cross Bones used a Springer front end in a darker bobber idiom. It is an important comparison because some riders shopping for a late Springer Harley cross-shop the FXSTSSE and Cross Bones. The FXSTSSE is the CVO, big-engine, high-finish factory custom; the Cross Bones is the stripped, blacked-out bobber expression.

Other CVO Softails

Other CVO Softails may offer equal or greater touring comfort, different bodywork, or later equipment, but they do not duplicate the exposed-mechanism appeal of the Springer fork. That is the distinction that keeps the FXSTSSE separate in collector discussions. It is a CVO Softail, but more specifically it is a CVO Springer Softail.

Restoration and Ownership Notes

Ownership is supported by the strong parts ecosystem around Harley-Davidson Twin Cam Softails, but CVO-specific restoration is more demanding than basic mechanical maintenance. Paint, trim, wheels, seats, badges, and year-specific chrome pieces can be difficult or expensive to replace correctly. A mechanically excellent bike with incorrect cosmetic pieces may be a fine rider but a compromised collector example.

The Twin Cam 110B engine should be inspected with the seriousness appropriate to any large-displacement air-cooled Harley. Service history matters. Buyers should look for evidence of correct oil changes, primary and transmission service, proper EFI tuning if the intake or exhaust has been changed, and attention to any oil leaks or top-end issues.

Early Twin Cam 110 engines have a known reputation among Harley specialists for running hot and for requiring careful attention to gaskets, tuning, and valvetrain condition. Not every machine has problems, and many have been improved through proper service, but a pre-purchase inspection should include compression and leakdown testing where practical, listening for valvetrain noise, checking for oil seepage, and reviewing receipts for engine work.

The Springer fork is its own sub-assembly and should not be treated as decorative chrome. Worn bushings, incorrect hardware, damaged rockers, poor alignment, and deteriorated damper components can affect both safety and value. A correct, tight, well-maintained Springer front end is a major part of the bike’s appeal.

Buyer and Restoration Inspection Points

A serious inspection should separate ordinary used-motorcycle condition from CVO originality. Many FXSTSSEs were customized further by owners, and that can be either harmless or value-altering depending on what was changed and whether the factory parts remain with the motorcycle.

The best examples are not necessarily the lowest-mileage machines if they have suffered from poor storage, stale fuel, or cosmetic damage. A properly serviced, documented, largely original FXSTSSE with its correct parts is usually more attractive to an informed buyer than a low-mile bike with missing CVO pieces and undocumented engine work.

Collector and Market Relevance

The FXSTSSE is desirable because it combines several collector signals in one motorcycle: limited CVO production, a three-year model-code sequence, Twin Cam 110B power, distinctive Springer hardware, and strong period styling. It does not depend on racing success or police history for its appeal. Its value is rooted in factory custom culture and Harley-Davidson’s ability to package nostalgia, displacement, and exclusivity in one showroom motorcycle.

Exact production numbers are not consistently documented across all public references, and collectors should be cautious of unsupported claims attached to sales listings. What matters more in real transactions is verified model identity, originality, condition, documentation, and whether expensive CVO-specific parts remain intact. A modified example may be a satisfying rider, but a correct example is the one serious collectors usually pursue.

The model also benefits from the broader collector interest in Harley Springers. Not every Springer Harley is rare, and not every CVO is equally sought after, but the intersection is meaningful. The FXSTSSE has enough mechanical and visual specificity to avoid being lost among ordinary late Twin Cam Softails.

Cultural Relevance

The CVO Softail Springer belongs to the American factory-custom movement rather than to racing or military history. Its stance, finish, and exposed front suspension reflect decades of chopper influence filtered through a manufacturer with dealer support and federal compliance obligations. It is the opposite of a stripped club bike or a privateer competition machine; it is a factory-sanctioned interpretation of custom culture.

The motorcycle also shows how Harley-Davidson used visible mechanical history as a styling language. The Springer fork evokes prewar and early postwar engineering without asking the rider to live with a prewar motorcycle’s starting, braking, lighting, or maintenance limitations. That is precisely why the FXSTSSE appealed to buyers who wanted old-Harley theater with modern Big Twin convenience.

FAQs

What years was the Harley-Davidson FXSTSSE CVO Softail Springer produced?

The FXSTSSE Screamin’ Eagle Softail Springer was produced for the 2007, 2008, and 2009 model years. The model-code sequence is FXSTSSE for 2007, FXSTSSE2 for 2008, and FXSTSSE3 for 2009.

What engine is in the 2007-2009 FXSTSSE?

It uses the Harley-Davidson Twin Cam 110B engine, an air-cooled, fuel-injected, counterbalanced 45-degree V-twin with a displacement of 110 cubic inches, or 1802 cc. The “B” version is the counterbalanced Softail engine used for rigid-mounted Softail applications.

Is the FXSTSSE the same as a standard Softail Springer?

No. A standard FXSTS Softail Springer and an FXSTSSE CVO Softail Springer share the broader Springer Softail idea, but the FXSTSSE is a CVO model with the 110B engine, specific model codes, CVO paint, trim, and equipment. Accessories installed on a standard Softail do not make it a genuine FXSTSSE.

What are the main originality concerns on a CVO Softail Springer?

The biggest concerns are missing or incorrect CVO paint, non-original exhaust, aftermarket air cleaners and tuners, changed wheels, altered seats or controls, and replacement Springer components. Documentation and year-specific parts references are essential because many Harley parts interchange visually but are not correct for a collector-grade CVO.

Are Twin Cam 110B engines reliable?

They can be durable when serviced and tuned properly, but the 110 is a large air-cooled engine and deserves careful inspection. Buyers should check for oil leaks, heat-related tuning problems, valvetrain noise, primary-drive issues, and evidence of regular maintenance. A well-documented service history is valuable.

Why is the Springer fork important to this model?

The Springer fork is central to the FXSTSSE’s identity. It gives the bike a visible mechanical link to earlier Harley-Davidson front-suspension design and separates it from more conventional CVO Softails. It is also a maintenance and originality item, not merely styling.

Is the FXSTSSE considered collectible?

Yes, particularly in original, documented condition. Collector interest comes from the combination of CVO limited-production status, Twin Cam 110B engine, Softail chassis, and factory Springer front end. Modified examples can be desirable riders, but originality is the stronger collector argument.

Collector Takeaway

The 2007-2009 FXSTSSE is one of those Harley-Davidsons that makes the most sense when viewed as a factory-built answer to the custom boom. It has the visible hardware buyers wanted from a custom Springer, the displacement expected of a premium CVO, and the factory coherence that many boutique customs lacked.

Its lasting significance is not that it was the fastest Softail or the most technically advanced Harley of its period. It matters because it concentrated three strong Harley ideas into one machine: the Softail hardtail illusion, the exposed-mechanism romance of the Springer fork, and the big-inch CVO Twin Cam 110B identity. For collectors, the right FXSTSSE is not just another late-model cruiser with chrome; it is a narrow-window CVO Springer that captures a very specific moment in Harley-Davidson’s factory-custom history.