2016-2017 Harley-Davidson FXDL and FXDLS Dyna Low Rider: Twin Cam 103 and Screamin Eagle Twin Cam 110 Dynas

The 2016-2017 Harley-Davidson Dyna Low Rider range sits at the end of one of Milwaukee’s most important chassis lines. The standard FXDL Dyna Low Rider carried the adjustable, middleweight cruiser brief with the Twin Cam 103, while the FXDLS Dyna Low Rider S took the same family identity and sharpened it with the factory-installed Screamin Eagle Twin Cam 110, darker finish, solo-seat attitude, and the sort of performance-Dyna stance already familiar in West Coast club-style Harley culture.

The FXDLS matters because it was not simply another blacked-out trim package. It was one of the last factory Dyna models before Harley-Davidson discontinued the Dyna platform after the 2017 model year and folded many names, including Low Rider, into the redesigned Softail line. For collectors and serious riders, that gives the 2016-2017 Low Rider S a particular place: late Twin Cam, last-generation Dyna, big-inch factory engine, and a visual identity distinct enough to be recognized across a parking lot.

Best Known For: the 2016-2017 FXDLS Dyna Low Rider S is best known as the factory Twin Cam 110 performance version of the final Dyna Low Rider generation, closely associated with the late-Dyna performance-cruiser and club-style movement.

Quick Facts

The following table separates the standard FXDL Low Rider from the FXDLS Low Rider S where the difference is material. Both belong to the Dyna family, using Harley-Davidson’s rubber-mounted Big Twin engine layout and exposed twin rear shocks rather than the hidden-shock Softail chassis that replaced the Dyna line.

The distinction is important. Many used examples are modified, and sellers sometimes use Low Rider and Low Rider S loosely. For historical and collector purposes, FXDL and FXDLS are not interchangeable.

Why the 2016-2017 Dyna Low Rider S Matters

The Low Rider name had deep roots before the FXDLS appeared. Harley-Davidson introduced the original FXS Low Rider in the late 1970s, and the name subsequently migrated through later Big Twin generations, including the Dyna line. By 2016, however, the name was being asked to do something more specific: speak to riders who wanted a factory Harley that already looked like the Dynas being built in garages with tall bars, black finishes, better suspension, stronger braking, and more motor.

The FXDLS arrived at precisely the moment when the Dyna had become more than a catalog category. In enthusiast use, Dyna increasingly meant the rubber-mounted Big Twin chassis favored by riders who wanted a Harley that could be ridden hard without the visual mass of a touring bike or the hidden-shock silhouette of a Softail. The Low Rider S did not create that culture, but it acknowledged it from the factory with unusual clarity.

Its timing also matters. The Dyna family disappeared after 2017, replaced by the 2018 Softail platform with a stiffer frame and Milwaukee-Eight power. That makes the 2016-2017 FXDLS one of the final expressions of the twin-shock, rubber-mounted Big Twin Harley-Davidson formula that had defined the Dyna line since the early 1990s.

Historical Context and Development Background

Harley-Davidson’s Dyna platform occupied a distinctive position in the Motor Company’s range. It was a Big Twin, but not a dresser; traditional in appearance, but more modern in chassis construction than the company’s earlier four-speed-era machines; visually rawer than a Softail, yet more substantial than a Sportster. The Dyna’s exposed rear shocks and rubber-mounted engine became central to its character.

By the middle of the 2010s, Harley-Davidson was operating in a cruiser market under pressure from several directions. Indian had returned under Polaris ownership, metric cruiser makers were competing on price and specification, and younger custom builders were giving Harley’s own back catalog a harder, performance-oriented treatment. The company’s response included factory specials that looked less like chrome-laden weekend cruisers and more like machines built from the performance end of the parts book.

The FXDLS Low Rider S was part of that approach. It borrowed the credibility of the Screamin Eagle 110 engine, emphasized black finishes rather than brightwork, used a small headlamp fairing or speed screen, and wore gold cast wheels that gave the bike an immediate visual signature. It was not a racing motorcycle, and it had no military or police role, but it did reflect a real street-riding movement around Dynas, FXRs, high bars, fairings, mid controls, and engines tuned for torque.

Engine and Drivetrain

The standard FXDL used the Twin Cam 103, an air-cooled, pushrod, 45-degree V-twin with electronic sequential port fuel injection. It was the mainstream Big Twin engine of the period and gave the Low Rider the broad, low-rpm torque delivery expected of a late Twin Cam cruiser.

The FXDLS was defined by its Screamin Eagle Twin Cam 110. At 110 cubic inches, it gave the Low Rider S the factory big-inch identity that separates it from ordinary late Dynas. Harley-Davidson factory specifications commonly list peak torque for the FXDLS at 115 ft-lb at 3500 rpm; factory consumer specifications generally did not publish horsepower, and chassis-dyno figures vary with exhaust, intake, calibration, and testing method.

Both versions used the 6-speed Cruise Drive transmission, a wet multi-plate clutch, chain primary drive, and belt final drive. The formula was conventional Harley-Davidson Big Twin practice, but in the Dyna chassis it produced a different feel from a touring model: less mass, more exposed mechanical presence, and a sharper connection between engine pulse and chassis response.

The big point for buyers is not merely displacement. The FXDLS engine, calibration, intake presentation, and factory performance positioning make it a different machine to own and value. A standard FXDL upgraded with aftermarket engine work may be quicker, but it is not a factory Low Rider S.

Chassis, Suspension, and Braking

The Dyna chassis used a steel frame with the powertrain rubber-mounted to reduce vibration reaching the rider. Unlike the Softail line, the rear suspension was plainly visible: twin shocks on either side, a visual cue that matters to Dyna loyalists and collectors. The chassis was not a sportbike frame hiding in cruiser clothing, but it gave riders a more direct and tunable base than many heavier Harley models.

The FXDLS received a more purposeful equipment package than the regular Low Rider, including premium suspension specification and dual front disc brakes. The combination did not turn the motorcycle into a road racer, but it gave the factory Dyna a stronger starting point for riders who used these bikes on fast back roads, freeway commutes, and aggressive urban riding.

The FXDLS look was as important as the hardware. Blacked-out engine finishes, small fairing treatment, compact solo seat, and gold wheels gave the motorcycle a factory-built version of a style already visible outside dealerships. That visual package is now central to correct identification.

Riding Experience and Mechanical Character

A late Twin Cam Dyna starts without the ritual of a carbureted Shovelhead or early Evolution Big Twin: ignition on, fuel pump prime, thumb the starter, and the engine settles into the familiar uneven cadence of Harley’s 45-degree V-twin architecture. The rubber mounts remove the worst of the raw vibration at speed, but they do not erase the engine’s presence. At idle, the motorcycle still rocks and breathes like a Big Twin rather than a counterbalanced appliance.

The FXDL with the 103 feels muscular in the normal Harley way: early torque, short-shifted progress, and a preference for rolling throttle rather than chasing revs. The FXDLS adds real authority. The 110’s torque is the point of the motorcycle, and it gives the Low Rider S a heavier, more immediate shove from low and middle rpm than the regular Low Rider.

The 6-speed Cruise Drive gearbox has the deliberate, mechanical shift action expected of a large Harley-Davidson of the period. The clutch is not delicate, but it is manageable, and the mid-control layout helps riders put weight through their legs rather than sitting in the laid-back forward-control posture common on many cruisers. Braking performance is much better judged in context than by sportbike standards: dual front discs on the S give useful authority, but weight, tire choice, and cruiser geometry still set the envelope.

On period roads, the Dyna chassis rewarded a rider who understood its limits. It tracked well at highway speed, tolerated hard use, and could be ridden briskly, but it was still a long, heavy Big Twin with limited cornering clearance compared with contemporary naked or sport-touring motorcycles. The appeal lies in that mix: engine pulse, mechanical honesty, visible shocks, and enough chassis competence to invite more than boulevard cruising.

Identification and Originality

The first identification point is the model code. FXDL identifies the Dyna Low Rider; FXDLS identifies the Dyna Low Rider S. A true FXDLS should not be evaluated merely by paint, wheels, a fairing, or an air cleaner, because those parts are commonly fitted to standard Dynas.

Collectors should verify the VIN on the steering head, the engine number, the title, and the factory label information against Harley-Davidson documentation and dealer records where available. Modern Harley-Davidsons are less mysterious than prewar machines, but incorrect paperwork, insurance-branding history, replacement engines, and frame damage repairs still affect value. Avoid unsupported decoding shortcuts when a factory service record or official VIN reference can settle the matter.

Correct FXDLS features include the Screamin Eagle Twin Cam 110 engine, blacked-out powertrain appearance, Low Rider S-specific trim identity, solo-seat presentation, small front fairing or speed screen, and gold cast wheels. Commonly swapped items include exhaust systems, air cleaners, handlebars and risers, seats, rear shocks, mirrors, lighting, engine-management tuners, and license-plate brackets. Many changes are desirable from a riding standpoint, but collectors increasingly distinguish reversible period-correct upgrades from missing original take-off parts.

Paint and finish deserve close inspection. The Low Rider S was sold with a deliberately dark visual treatment, so repainting, powder-coated parts, or aftermarket black finishes can hide crash repair or corrosion. A clean, documented FXDLS with original engine, original major chassis components, factory bodywork, and retained take-off parts is a different proposition from a heavily personalized Dyna built to resemble one.

Model Code and Variant Breakdown

The 2016-2017 Low Rider range is straightforward compared with earlier Harley-Davidson families that included military, police, racing, or export-specific versions. The meaningful split is between the standard Low Rider and the Low Rider S.

No factory military or police Low Rider S variant is part of the normal 2016-2017 FXDLS story. Police Dynas and export-market details should be researched by their own model designations and market documentation rather than folded into the Low Rider S identity.

Performance and Dimensional Specifications

Harley-Davidson’s factory consumer literature for these models emphasized torque rather than horsepower, consistent with the company’s practice for many Big Twins of the era. The commonly published factory torque figure for the FXDLS is 115 ft-lb at 3500 rpm, while the standard FXDL Twin Cam 103 is commonly listed around 99 ft-lb at 3000 rpm. Horsepower figures are not consistently published in factory sales material and should not be treated as fixed unless tied to a specific dyno test and configuration.

Factory running-order weights are commonly listed in the mid-600-lb range, with the FXDLS often cited at approximately 674 lb in running order and the FXDL slightly below or near that figure depending on model-year specification. Exact production numbers for the 2016-2017 FXDLS are not consistently documented in public factory sources. Claims of unusually low production should therefore be supported by credible Harley-Davidson documentation, not seller folklore.

Top speed, quarter-mile times, and 0-60 mph numbers vary too widely with rider, tune, exhaust, tire, and testing conditions to be useful as reference specifications. For buyers, the more important performance questions are whether the engine remains in factory mechanical condition, whether it has been tuned properly after intake or exhaust changes, and whether chassis upgrades have been installed competently.

Compared With Related Harley-Davidson Models

FXDLS Low Rider S vs FXDL Low Rider

The standard FXDL is the better choice for someone who wants a late Dyna Low Rider without paying the premium generally attached to the S. It has the same basic Dyna architecture and Low Rider name, but the Twin Cam 103, standard trim, and less aggressive identity make it a different collector object. The FXDLS is the one buyers usually mean when they search for a factory 110 Low Rider S.

FXDLS Low Rider S vs Dyna Street Bob

The Street Bob is often cross-shopped because it shares the Dyna chassis and minimalist attitude. The Street Bob is plainer and was widely used as a blank canvas for customization. The Low Rider S, by contrast, came from the factory with a much more specific performance-Dyna look and the 110 engine, which gives it a stronger claim as a collectible factory variant.

FXDLS Low Rider S vs Dyna Fat Bob

The Fat Bob has its own identity, with a heavier visual stance, different front-end personality, and muscle-cruiser styling. It can be an excellent rider’s Harley, but it does not occupy the same cultural lane as the Low Rider S. The FXDLS is narrower in theme: black, compact, torque-heavy, and closer to the club-style Dyna template.

FXDLS Dyna Low Rider S vs 2018-and-later Softail Low Rider S

The later Softail Low Rider S is mechanically different, using the Milwaukee-Eight engine and the post-Dyna Softail chassis. It is stiffer, more modern, and objectively improved in several engineering respects. For collectors, however, that difference is exactly why the 2016-2017 FXDLS remains distinct: it is the last-generation Dyna interpretation, not merely an earlier version of the Softail model.

Restoration and Ownership Notes

Because these motorcycles are comparatively modern, restoration is usually less about fabricating unavailable parts and more about reversing personalization. Exhaust systems, bars, tuners, seats, shocks, and lighting are frequently changed. A buyer should ask whether the original exhaust, air cleaner, seat, wheels, fairing parts, and documentation remain with the motorcycle.

Mechanical support is strong. Twin Cam specialists, Harley-Davidson dealer knowledge, aftermarket engine parts, and tuning resources are widely available. The caution is that a modified 110 should be evaluated carefully: aggressive cams, poor calibration, high-compression changes, and heat-management shortcuts can turn a desirable factory machine into a troubleshooting exercise.

Particular attention should be paid to the primary drive, clutch condition, charging system health, belt and pulley wear, engine mounts, wheel bearings, brake rotors, fork seals, rear shock condition, and evidence of crash damage around the steering head, frame rails, exhaust side, and foot-control mounts. The Dyna chassis encourages hard use, and the Low Rider S attracted riders who did not necessarily treat it as a polished Sunday cruiser.

Originality is already becoming more important. When a motorcycle is still new enough to be used daily but old enough to be recognized as the last of a discontinued chassis line, values often diverge between clean documented survivors and heavily altered riders. That is exactly the zone the FXDLS occupies.

Buyer and Restoration Inspection Points

A good Low Rider S inspection should feel less like a generic used-bike walkaround and more like an audit of identity, mechanical condition, and reversibility. The table below focuses on the areas that most often separate a genuine, well-kept FXDLS from a modified Dyna wearing similar clothes.

The best examples are not necessarily the lowest-mile motorcycles. A properly serviced, lightly modified FXDLS with original parts retained can be a better ownership proposition than a neglected low-mile bike with stale fluids, old tires, poor tuning, and missing documentation.

Collector and Market Relevance

The FXDLS has the ingredients collectors tend to recognize early: a short production window, a discontinued chassis family, a factory performance engine, and a look that connects directly to a real enthusiast subculture. It is not rare in the prewar or racing-homologation sense, and exact production totals are not consistently documented in public sources, but rarity is not the whole argument here. The Low Rider S is desirable because it represents a concentrated factory version of the late-Dyna idea.

Collectors typically value correct FXDLS identity, original engine, uncut frame, factory trim, gold wheels, correct Low Rider S visual pieces, complete documentation, and retained original parts. Tasteful performance upgrades may help a rider’s bike, but they do not automatically help a collector-grade example. Exhaust, tuner, and suspension changes are common enough that originality must be evaluated case by case.

The standard FXDL also has a place in the market, especially for riders who want late-Dyna usability without the stronger S-model premium. The FXDLS, however, has become the search-term motorcycle: Dyna Low Rider S, factory 110 Dyna, last-year Dyna S, and club-style Harley are all phrases buyers use when hunting this model.

Cultural Relevance

The Dyna’s cultural position cannot be separated from the way the bikes were used. In many American riding circles, Dynas became the practical hot rods of the Harley world: lighter than touring models, more substantial than Sportsters, less visually nostalgic than Softails, and receptive to suspension, braking, handlebar, engine, and fairing upgrades. The FXDLS arrived with much of that language already built in.

This was not a factory race replica, and it did not earn its identity through military service, police fleets, or sanctioned racing success. Its relevance is street culture: the performance-oriented Harley scene, long-distance club riding, high-bar Dynas, small fairings, dark finishes, and an insistence that a Big Twin cruiser could be ridden with urgency. The Low Rider S is one of the clearest examples of Harley-Davidson absorbing that language into a showroom model.

FAQs

What years was the Harley-Davidson FXDLS Dyna Low Rider S built?

The Dyna Low Rider S, model code FXDLS, was offered for the 2016 and 2017 model years. After 2017, Harley-Davidson discontinued the Dyna platform and moved the Low Rider name into the redesigned Softail family.

What engine is in the 2016-2017 FXDLS Low Rider S?

The FXDLS used the Screamin Eagle Twin Cam 110, an air-cooled, pushrod, 45-degree V-twin displacing 110 cubic inches, or 1801 cc. Factory specifications commonly list torque at 115 ft-lb at 3500 rpm; horsepower was not consistently published in factory consumer specifications.

How is the FXDLS different from the FXDL Low Rider?

The FXDL is the standard Dyna Low Rider with the Twin Cam 103. The FXDLS Low Rider S is the factory performance variant with the Screamin Eagle Twin Cam 110, blacked-out appearance, Low Rider S trim identity, gold wheels, and a more aggressive equipment package.

Is a modified FXDL the same as a real Low Rider S?

No. A standard FXDL can be fitted with similar bars, wheels, fairing parts, and engine upgrades, but it remains a modified FXDL unless factory documentation identifies it as an FXDLS. For collector purposes, the model code and documentation matter.

Is the 2016-2017 Low Rider S collectible?

Yes, particularly among late-model Harley-Davidson collectors and Dyna enthusiasts. Its appeal comes from the final Dyna generation, factory 110 engine, short production window, and close association with performance-Dyna and club-style Harley culture.

What are the most common changes to watch for on a used FXDLS?

Exhaust systems, air cleaners, fuel tuners, handlebars, risers, shocks, seats, mirrors, and lighting are commonly replaced. None of these automatically disqualify a bike, but retained original parts and proper tuning documentation make a major difference.

Did Harley-Davidson make a police or military Low Rider S?

The 2016-2017 FXDLS was a civilian performance-cruiser model. It is not generally recognized as a factory military or police variant, and claims to the contrary should be supported by specific factory or agency documentation.

Collector Takeaway

The 2016-2017 FXDLS Dyna Low Rider S is important because it captures the Dyna at the moment just before the platform disappeared. It has the exposed-shock chassis Dyna riders care about, the factory 110 engine collectors recognize, and the dark, compact, hard-ridden stance that connects it to a genuine street movement rather than a styling exercise invented in isolation.

The standard FXDL is a good late Low Rider; the FXDLS is the one with the stronger historical signature. For a collector, the best example is a documented, genuine S with its original engine, correct major trim, clean chassis, and original parts retained. For a rider, it remains one of the most satisfying factory Dynas Harley-Davidson built: blunt, torquey, visually disciplined, and unmistakably part of the last chapter of the Dyna line.