Harley Davidson FXCWC Softail Rocker C


Make Model

Harley Davidson FXCWC Softail Rocker C




Four stroke, 45° V-Twin, Twin Cam 96 vibration isolation-mounted Valves Pushrod-operated overhead valves; w/ hydraulic self-adjusting lifters; two valves per cylinder


1584 cc / 96 cu-in
Bore x Stroke 95.2 x 111.2 mm
Cooling System Air cooled
Compression Ratio 9.2:1


Electronic Sequential Port Fuel Injection (ESPFI)


Single-fire, non-wasted, map-controlled spark ignition
Starring Electric

Max Torque

124.7 Nm / 92 ft. lbs @ 3000 rpm


6 Speed 
Final Drive Belt
Gear Ratio 1st 9.312 9.312 9.030
2nd 6.421 6.421 6.226
3rd 4.774 4.774 4.630
4th 3.926 3.926 3.807
5th 3.279 3.279 3.179
6th 2.790 2.790 2.706
Frame Mild steel, tubular frame; rectangular section backbone; stamped, cast, and forged junctions; forged fender supports; MIG welded Swing Arm Mild steel, elliptical tube sections, forged junctions; MIG welded

Front Suspension

49mm telescopic forks

Front Wheel Travel 127 mm / 5.0 in

Rear Suspension

Hidden, horizontal-mounted, coil-over

Rear Wheel Travel 86.3 mm / 3.3 in

Front Brakes

Single 292mm disc 4 piston caliper

Rear Brakes

Single 292mm disc 2 piston caliper

Front Tyre

D407 90/90-19

Rear Tyre

D407 240/40R18

Rake 36.5°
Fork Angle 37.5°
Trail 157.4 mm / 6.2 in
Dimensions Length 2413 mm / 95 in
Width 891.5 mm / 35.1 in
Height 1168.4 mm / 46 in
Wheelbase 1757.68 mm / 69.2 in
Seat Height Laden2 640.08 mm / 25.2 in
Unladen 695.96 mm / 27.4 in
Ground Clearance 130 mm / 5.1 in

Dry -Weight

311.31 kg / 686.30 lbs
Wet Weight 325.1 kg / 716.9 lbs

Fuel Capacity 

18 9 Litres / 5.0 US gal


The chromed-out cousin to the Rocker, the Rocker C features an industry first with the Trick seat design, which conceals a passenger pillion and struts under the solo seat cushion. To accommodate a riding partner, simply lift off the seat and the pillion folds out to deploy over the Rockertail rear section. Brilliant chrome plating replaces most components finished with Satin Stainless Metallic powdercoat on the Rocker, including the headlamp and triple clamps, the handlebar riser, the fork lowers, and the tank console and speedometer. The finned aluminum oil tank, frame and swingarm are color-matched to the sheetmetal, which features a swirling pinstripe flame from fender to fender. (See separate release for more details on the Rocker C).

FXCWC Rocker C features:

Rigid-mount, 1584cc Twin Cam 96B balanced engine
6-speed Cruise Drive transmission
Black powdercoated engine with chrome covers
Chrome Shorty Dual mufflers with slash-cut outlets
Finned cast-aluminum oil tank
240 mm-18 rear / 90 mm-19 front tire
Polished Cast Aluminum Tapered Five Spoke 19-inch front/18-inch rear wheels
Rockertail rear section
Stretched fuel tank with recessed cloisonné medallion
Trick seat with concealed passenger pillion
Independent V-Bar handlebars on five-inch curved risers
Console-mounted speed shop style speedometer
Color-matched frame, swingarm and oil tank
Chrome fork lowers, headlamp, console, speedometer and other components
Integrated LED rear turn indicators/tail/brake lamps
Deluxe pinstripe flames standard
Optional Smart Security System


Test Ride

Harley's built a full-on chopper!

That’s my first impression as I walk around the new FXCW Rocker at the 2008 Harley-Davidson new-model launch in Baltimore.

And after I get over that revelation I think: What took so long?

For decades Harley sat on the sidelines as custom builders took Harley's own engines (or clones thereof) and built what chopper buyers demanded—bikes with low seats, stretched tanks, long forks and rear fenders that hugged massive rear tires. In the past, folks who went the custom chopper route sacrificed handling, reliability, comfort, a bank account, and often, a warranty.

All that has changed with the introduction of the new Rocker. The MoCo’s factory chopper comes in two flavors, the rugged solo-only FXCW for $17,295 (above, right) and the FXCWC, which comes with a passenger seat, a host of chrome accents and a lot more “bling” for $2,200 more (left). The “CW” suffix stands for “Custom Wide,” while the “CWC” appropriately indicates “Custom Wide Chrome.”

DXDF Fat Bob joins the Dyna line
Designed to look like an urban assault vehicle, the new Dyna Fat Bob features dual headlights, chunky tires and a “Tommy Gun” 2-1-2 exhaust with a heat shield slotted like a Russian submachine gun that allows you to see the discoloring of the actual pipe. The 16-inch, 130mm front tire fitted to the Fat Bob is the biggest ever from the MoCo and the aggressive tread pattern, which looks like something normally found on a dual-sport bike, was designed by the styling team specifically for this model. Other styling touches include pre-Evo-era “Full Metal Jacket” chrome shock absorber covers and a big 5.1 gallon Fat Bob fuel tank crowned by V-shaped drag bars set on roughly five inch risers. The Fat Bob is available with either mid- or forward controls from the factory. And, like all Dyna models for ’08, it comes with black stainless steel brake lines and a redesigned air-cleaner cover.
DXDF Fat Bob MSRP: $14,795 - $15,140

Other models get upgrades for 2008
VRSC’s get more oomph and a slipper clutch
The bore on the liquid-cooled Revolution engines goes up 5mm to provide a displacement of 1,250cc—first seen on the pricey CVO version a couple years ago. Harley claims the new limited slipper-clutch (above) fitted to the ’08 VRSC line helps avoid rear wheel lock-up during aggressive downshifting and reduces clutch effort by 20 percent. In practice, though, I discovered a small chirp in mildly aggressive downshifting (which the factory said to expect), and it was possible to still lock-up the rear wheel in absurd downshifting (read as: a drop all the way to first from fifth). Overall, though, the new clutch works quite well in the environment it was intended.

As a factory installed option, all ’08 VRSCs and Touring models can be ordered with the company’s new ABS (Anti-Lock Braking System).

The Touring bikes also get a new six-gallon fuel tank and electronic throttle control—no more cables running back to the ESPFI.

For other model upgrades, see: Road King CVO: High tech and high style coexist in beautiful harmony
The Rocker project started three years ago, as increasingly more manufacturers offered bikes mimicking the Softail design, making the look appear more commonplace.

“We wanted to expand the Softail to the next degree of custom,” said Motorcycle Product Development Director Bill Davidson, great grandson of founder William A. Davidson and son of styling guru Willie G., describing the genesis of the Rocker project.

Though nominally based on the Softail line, very little of the Softail remains. An all-new chassis and drivetrain were developed specifically to accommodate the Rocker’s extra 4.5 degrees of rake and massive 240-spec rear tire.

Hovering a mere finger’s width above the tread is a fender that has no visible means of support. In fact, it’s attached directly to the swingarm and “rocks” with the tire, hence the name Rocker, short for Rocker Tail. In order to withstand the 100+ g’s of force that Harley claims can be exerted on it over bumps, the stainless steel outer fender is bonded to a steel inner fender for increased strength.

Stop/turn/tail lights, which were first used on the Nightster, are integrated into a magnesium housing to reduce unsprung weight. They also keep the rear end clean by eliminating the need for a conventional tail lamp. Durable LEDs provide illumination, as conventional bulbs would surely fail from the constant thumps from the road.

Throwing a leg over the low seat—at just 24.5 inches from the pavement, Harley claims that it’s the lowest of any production motorcycle made today—I notice my heels at the end of my 31-inch inseam just reach the ground on the standard model. On the “C” model I’m just about a half-inch away from flat-footing it, due to a thicker seat that conceals a passenger pillion. Why such a stretch on so low a bike? Thank the pushed-out primary and drivetrain used to clear that 240 rear tire.

That extra inch of seat height on the “C” model is a small price to pay for a truly trick passenger seat setup. Going from solo to passenger mode literally takes seconds: Lift up the solo seat, roll back the passenger struts, and then attach the passenger pad which is stowed in a compartment underneath the solo seat. You’ll want to choose your passengers carefully, though — the load limit on those elegantly molded struts is 250 pounds.

The standard version of the Rocker accepts a passenger seat/luggage rack system (costing a little over $500 from the H-D catalog), but it’s a bolt-on item that doesn’t conveniently fold away like the one on the “C” version.

Below the seat is a new aluminum horseshoe style oil tank with raised ribs that Harley says aids in cooling and offers “old-school styling.” The powdercoated tank matches the Satin Stainless Metallic of the powertrain on the standard, while the tank matches the bodywork on the “C” version. In both versions, the frame is powdercoated to match the bodywork.

Doug Clarkson, principle stylist on the project, said they wanted owners to be pleasantly surprised by the level of detail they would discover at the end of the day, even months after their purchase. These include nestling the hand-grenade-shaped coil/ignition cover between the cylinders on the left side (right). Currently a barrel key is used, but designers hope the final production bikes will have a key that looks like a pin.

The gas tank is the stretched five-gallon version off the discontinued Deuce, with a console painted the same as the powertrain and oil tank. The “C” version gets the same parts but with the chrome treatment.

A raised speedometer cup (no tachometer) sits atop the console and houses a gauge that looks remarkably like the Sportster speedo. You can toggle through a variety of information on the LCD display at the bottom of the speedo, including two trip meters, a clock and a fuel countdown gauge that reports how many miles you’ve got until empty. A computer measures each squirt from the ESPFI along with remaining fuel in the tank to calculate mileage. According to the factory, the system is so accurate that when you hit zero you'd better have a gas station in sight.

Reaching forward to grab the V-style handlebars, I take notice that the wiring is hidden internally—another nice custom touch. The right and left bars are actually separate pieces clamped together at the V junction, and can be rotated to suit the rider.

Then there’s the front end.

Beefy 49mm forks reach out at a 36.5 degree rake to new sculpted oval fork lowers that straddle a 19-inch, five-spoke wheel. Thanks to that rake, the overall wheelbase is 69.2 inches—the longest in the Motor Company’s history. So long, in fact, that the roll booth where completed bikes are tested at the Harley assembly plant in York, Pennsylvania, had to be redesigned to accommodate it.

The Rocker features the balanced version of the new 1,584cc engine. Power from the Twin Cam 96B is transferred through a six-speed transmission and primary modified to accept the Rocker’s wider tire and fender.

I turn the key and fire up the balanced twin and discover that the slight clunk from the compensator I used to hear in the TC96B is gone. The redesigned primary includes different ramping on the compensator that eliminates most of the reverse loading that occasionally caused that sound.

Rolling away, I’m amazed at how the MoCo designers were able to make this long bike with such a big rear tire so well-balanced. I let go of the bars at 25 MPH and the bike remains dead stable.

All-in-all the Rocker is a very easy to handle machine, especially considering its radical geometry. Handling is slightly chopper-like, requiring a slight push in the direction you want to go and then full-on countersteer to complete the turn. Tighter turns at speed require a constant push on the bars, but it’s easy to lean the big bike over until the feelers on the ends of the forward pegs make initial contact. At that point, you still have a degree or two to go before harder stuff starts to scrape, but it’s not wise to push it that far.

Slowing things down, the single disk, four piston caliper up front can haul the 690-pound machine down in a hurry, which is good because the rear brake on the forward controls on both models was a bit of a reach, so much so that inseam-challenged riders may not even be able to engage it fully.

After about 15 minutes of riding the “C” model, I start to really notice the back edge of the saddle. I try to slide forward, only to have the dish of the seat roll me back to the same spot. Admittedly, I may be a little larger in this area than the younger, fitter crowd this bike is aimed at. Still, I found the standard Rocker to be the more comfortable of the two, thanks to its deeper seat.

The TC96B engine and six-speed transmission work in concert to provide plenty of grunt at low RPM. Sixth gear is so tall, in fact, that running it at speeds less than 70 mph will only bog the engine.

With the Rocker, Bill Davidson said 2008 will be “a year to reestablish our leadership in the custom motorcycle market.”

It’s hard to argue with that statement. Here’s a factory-built chopper that handles better than anything this size should, is guaranteed to be a head-turner right out of the box, costs thousands less than comparable custom choppers, and comes with a two-year warranty.

Knowing full well that Harley customers are never satisfied with leaving well enough alone, though, Davidson said he’s looking forward to seeing what creations come out of this radical new model.

And so am I.

Source Amadirectlink.com