Does it make sense to buy another FXR?

[Shooter1]

Here's the deal;  In '89 I bought an FXRS-Sp brand new and owned it for 24 years. I replaced it with a '00 FXDX SG Sport as I thought I was going to be doing some travelling and I found the Dyna to be more comfortable on the highway than the FXR. Well, I've had the SG Sport since 2010 and my plans for travelling never materialized and don't look like they will.

I've been sniffing around for another FXR with the intention of probably selling the DX in a couple/few years as I always found the FXR more fun to ride anyway, especially around town, and by that time, I suspect my riding might be tapering off a bit so I wouldn't need the long range capability of the FXDX.

So my long-winded question is; does it make sense to buy an FXR, (looking at an '89) with the intentions of using it as my primary bike over the next 10 + years? I'm concerned about parts availability on FXR's as like a previous poster said, used parts on e-bay get stupid prices sometimes. The bike might see 5K miles a year tapering off over time So, what do you guys think, does this make any sense.

Thanks,
Harvey

[turboprop]

FXR's are currently seeing a rise in popularity and a corresponding bump in value. As for the long range capability of an FXR in comparison to an FXDX, that can be debated (Probably already has been). '89 is not the best year for an FXR. Generally speaking, the later the year, the more improvements they had. Big thing that stands out with that '89 is the "Potty mouth"ty tapered main shaft in the transmission. As for the cost and availability of FXR parts, wear and maintenance items are not an issue as they are common to all models. The cost and availability only becomes an issue if your are building or chasing a bike around and need different, but FXR specific parts. Those will cost you. But anything having to do with the engine, drivetrain, brakes, suspension, electrical, is all pretty common and a good deal of it is available through the stealerships and the aftermarket for Evo stuff is highly developed. 

[Lakerat]

FXR's are currently seeing a rise in popularity and a corresponding bump in value. As for the long range capability of an FXR in comparison to an FXDX, that can be debated (Probably already has been). '89 is not the best year for an FXR. Generally speaking, the later the year, the more improvements they had. Big thing that stands out with that '89 is the "Potty mouth"ty tapered main shaft in the transmission. As for the cost and availability of FXR parts, wear and maintenance items are not an issue as they are common to all models. The cost and availability only becomes an issue if your are building or chasing a bike around and need different, but FXR specific parts. Those will cost you. But anything having to do with the engine, drivetrain, brakes, suspension, electrical, is all pretty common and a good deal of it is available through the stealerships and the aftermarket for Evo stuff is highly developed.

And there it is........Yes, original FXR specific parts can be rather pricey if you get in a hurry and don't shop around. There are sellers out there who are making good money from owners who can't find their needed parts at a dealer or in a catalog. Unless you are restoring a basket case, you won't have any problems finding the common Harley or aftermarket parts. I would also suggest buying the latest model you can to take advantage of the improvements over the years. You have a ride, take your time.

[JamesButler]

Here's the deal;  In '89 I bought an FXRS-Sp brand new and owned it for 24 years. I replaced it with a '00 FXDX SG Sport as I thought I was going to be doing some travelling and I found the Dyna to be more comfortable on the highway than the FXR.

...Does it make sense to buy an FXR, (looking at an '89) with the intentions of using it as my primary bike over the next 10 + years? I'm concerned about parts availability, used parts on e-bay get stupid prices sometimes...

Thanks,
Harvey

FXR's are currently seeing a rise in popularity and a corresponding bump in value. As for the long range capability of an FXR in comparison to an FXDX, that can be debated (Probably already has been). '89 is not the best year for an FXR. Generally speaking, the later the year, the more improvements they had. Big thing that stands out with that '89 is the "Potty mouth"ty tapered main shaft in the transmission. As for the cost and availability of FXR parts, wear and maintenance items are not an issue as they are common to all models. The cost and availability only becomes an issue if your are building or chasing a bike around and need different, but FXR specific parts. Those will cost you. But anything having to do with the engine, drivetrain, brakes, suspension, electrical, is all pretty common and a good deal of it is available through the stealerships and the aftermarket for Evo stuff is highly developed. 

Agree with Ed regarding the cost when chasing specific parts, especially the desirable ones. 

Regarding changes as the models years progressed, there were various changes from '89 and on to consider / weigh for your 2nd FXR go 'round.  I think the '90 model year introduced the CV carburetor. '90 was also the "weird" year regarding the transmission shaft.  It was splined but a unique part # specific to that year, while '91's and later model years use the same part #for the splined shaft transmission. '91 was the final model year to use the "L" cam, which is generally considered to be the "hotter" cam compared to the "EPA" appeasing "N" cam which was introduced in '92.  '92's are also the last year of the bottom breathers (usually) with the unique capability to be easily converted to head breathers. The factory also fitted a retainer to "ensure that the drive sprocket nut stays tight for the life of the vehicle". '93's and '94's and on were specifically head breathers. 94's were changed to 3.15 : 1 overall drive ratio with the EPA (36 / 25) primary, while the earlier models were 3.37 : 1 final drive ratio with the (37 / 24) primary.  The chromed-out but performance-same CVO '99 FXR2's and 3's and the '00 FXR4 had the latest and last evolution engine upgrades er changes.  However, they were all equipped stock with a taller and dogged 2.925 : 1 overall drive ratio.  The '00 4's had digital electronic speedo and the next generation improved 4-pot dual disc brakes but the grayish colored jugs. I'm sure I missed a few significant changes, so feel free to add on.

As far as long distance traveling with the FXR, if it's set up properly; suspension (shocks and front-end), seat and handlebars, etc., then with it's triangular frame and rubber mounted motor, it's touring capabilities easily surpass the FXDX.  I recently returned from a 5,200 mile trip on my FXR with the final day being an 800+ mile ride home (and I'm no spring chicken).  I've taken at least a 4K mile round-trip to Sturgis for the past 5 years or so and look forward to the trip next year.

[Deye76]

" I replaced it with a '00 FXDX SG Sport as I thought I was going to be doing some travelling and I found the Dyna to be more comfortable on the highway than the FXR. Well, I've had the SG Sport since 2010 and my plans for travelling never materialized and don't look like they will."

Did it have something to with ergonomics? I was greatly impressed with the touring ability of a minimalist FXR=no windshield or bags.
Makes perfect sense to me get another FXR and enjoy the best HD....ever.

[turboprop]

FWIW - I have ridden naked FXR's across the country, from NC to Pacific Ocean and back, a couple of times. Probably would have been allot more comfortable with one of the FXR frame mounted fairings. But the platform itself is just as comfortable as any bagger and allot smoother and better nailing than any dyna. That being said, if it were me, I would hold on to that FXDX and find a way to get an FXR without diving up the DX. IMO, the FXDXT is probably one of the finest motorcycles harley has made, well except for an FXR. Many people think that an FXR frame with a TC engine, and a fork from an FXDXT, and harley Brembo brakes is maybe the best setup possible. FXRs built like this are getting to be common.

[JamesButler]

FWIW - ...I would hold on to that FXDX and find a way to get an FXR without diving up the DX. IMO, the FXDXT is probably one of the finest motorcycles harley has made, well except for an FXR.

The FXDXT has been listed in the "top 15" Harley models ever made according to on reputable online mag.

Many people think that an FXR frame with a TC engine, and a fork from an FXDXT, and harley Brembo brakes is maybe the best setup possible. FXRs built like this are getting to be common.

And so the contribution to the "parts cost" point made earlier...

[Reddog74usa]

If this helps I just bought a 91 FXR super glide. If you check out the show your FXR thread at the top of the Evo section you will see that I have owned and built a few, however after not having one for a few years, I started looking for one as they really are the best all around and extremely versatile bike H-D has ever made (in my op) so I say go fer it. For the kind of riding you are describing you r doing these days it makes total sense however the bike you already have is also a great ride so as usual it's up to you and what you really want to do. Either way your on a great bike and sometimes paid for seems to ride real nice 

[farmall]

Parts cost over time is trivial and you aren't going to wear out many "FXR specific" parts.

Say ya put well over 100,000 miles (a few years with no speedo but at over 100K recorded between two speedos) on the thing and beat the snot out of it like I did my first FXR. The only "FXR" part I replaced for wear was a cracked inner primary and Delkron make a dandy. Buy one and hang it on the wall. It won't ever get worth less. I'm on my third gas tank due to corrosion but I park it outdoors in all weathers. Next tank will get internally coated with some proper fuel-proof paint like the real  milspec zinc chromate aircraft primer" (NOT the consumer primer sold by the color "zinc chromate") which survives happily in aircraft fuel tanks for the life of the airframe.

What could you possibly destroy besides the frame that's real money and FXR specific?

Evo engines are wonderful, simple and tough. Not high horsepower unless ya break out your wallet, but they get the job done. I'm still on the stock bottom end. I could probably be on the stock top end but it smoked slightly so it got done.

Since '88 I've replaced non-FXR specific alternator, regulator, cam and lifters (to upgrade), drive belt and pulleys, brake pads, lines (went braided up front), tires about every 10K miles, fork seals and dust covers,  batteries, one starter, and the motor mounts for wear. (Most of the front motor mount rubber disappeared over time. Didn't seem to bother handling so I didn't notice for a few years!) I've swapped other parts as upgrades but that wasn't mandatory.

Evos can easily have very low operating costs over time. I own the most flogged FXR I know of and it's been stellar.

Get yourself another FXR and be happy. If ya wanna go fast, that's money but there are no mysteries to any of it.

You could always buy a ragged FXR, gut it, powdercoat the frame (after modding the crossmember to clear which is VERY simple work) and transplant the later goodies and drivetrain off your DX. Since you own the DX that's cheap-ish to do.

Winter is coming (if you live where there IS winter) and prices drop. If you live in the Southeast there are plenty of reasonable FXRs available and you could recoup a lot of the cost parting out what you don't use. Get an FXR or the common FXLR for about 3500, sell the drivetrain, forks, wheels, etc for around two and ya have a frame, seat, covers, tank etc for about 1500.

[turboprop]

Parts cost over time is trivial and you aren't going to wear out many "FXR specific" parts.

Say ya put well over 100,000 miles (a few years with no speedo but at over 100K recorded between two speedos) on the thing and beat the snot out of it like I did my first FXR. The only "FXR" part I replaced for wear was a cracked inner primary and Delkron make a dandy. Buy one and hang it on the wall. It won't ever get worth less. I'm on my third gas tank due to corrosion but I park it outdoors in all weathers. Next tank will get internally coated with some proper fuel-proof paint like the real  milspec zinc chromate aircraft primer" (NOT the consumer primer sold by the color "zinc chromate") which survives happily in aircraft fuel tanks for the life of the airframe.

What could you possibly destroy besides the frame that's real money and FXR specific?

Evo engines are wonderful, simple and tough. Not high horsepower unless ya break out your wallet, but they get the job done. I'm still on the stock bottom end. I could probably be on the stock top end but it smoked slightly so it got done.

Since '88 I've replaced non-FXR specific alternator, regulator, cam and lifters (to upgrade), drive belt and pulleys, brake pads, lines (went braided up front), tires about every 10K miles, fork seals and dust covers,  batteries, one starter, and the motor mounts for wear. (Most of the front motor mount rubber disappeared over time. Didn't seem to bother handling so I didn't notice for a few years!) I've swapped other parts as upgrades but that wasn't mandatory.

Evos can easily have very low operating costs over time. I own the most flogged FXR I know of and it's been stellar.

Get yourself another FXR and be happy. If ya wanna go fast, that's money but there are no mysteries to any of it.

You could always buy a ragged FXR, gut it, powdercoat the frame (after modding the crossmember to clear which is VERY simple work) and transplant the later goodies and drivetrain off your DX. Since you own the DX that's cheap-ish to do.

Winter is coming (if you live where there IS winter) and prices drop. If you live in the Southeast there are plenty of reasonable FXRs available and you could recoup a lot of the cost parting out what you don't use. Get an FXR or the common FXLR for about 3500, sell the drivetrain, forks, wheels, etc for around two and ya have a frame, seat, covers, tank etc for about 1500.

Nothing from a dyna drive train is transferable to an FXR except the engine. The FXR will accept the drive train from a bagger if the oil pan is modified. Shame on anyone that advocates cutting an oem FXR frame.

[farmall]

Why precisely is changing a crossmember so tragic? It's reversible with a bit of welding if a collector wants a concours restoration, it doesn't interfere with reinstalling an Evo, and doesn't functionally or visually change anything unless you crawl under the motorcycle.

A removable crossmember to access a TC pan or a bagger trans is a functional upgrade.  What makes that cross member sacred? No one has ever answered that on any forum. It's not sidecar loops on a Panhead frame. It's not cutting a Knuckle neck casting.  It's buried. Under the transmission. No esthetic or functional impact if modded properly.

People will replace their entire drivetrain for thousands of dollars but tweak if cutting and welding a couple of dollars in mild steel tubing is mentioned, yet I can't find one who can say why. Now I'm intrigued.
If professional engine upgrades aren't butchery, why aren't professionally performed MINOR welding mods acceptable?

Vincent owners often do functional upgrades on their machines, and an FXR is plebian as a Honda 90 compared to a Vincent. (Vincents don't have a frame per se, but non-stock externally visible engine mods are common, and so are Egli complete frames which, holy sh1te, are not stock at all.

I really want to hear from anyone why modding an FXR crossmember is bad. Got reasons? Let's hear them. Logic please. It's fine not to do it but not one biker is able to explain what is somehow lost.

If the Dyna trans/primary is an obstacle there are plenty of bagger parts available and the Dyna trans/primary covers can go on Ebay. Still cheap. Bagger swingarms for that upgrade are plentiful.

FXDX fork swaps are upgrades. Details below:

http://www.v-twinforum.com/forums/harley-davidson-fxr/146493-dyna-front-end-fxr.html

[Piston Broke]

...does it make sense to buy an FXR

How about putting it this way ... you're better off buying as many FXRs as you can afford rather than putting the money in a bank.

You'll get a far better return.

So, if you can afford to, most certainly. And stock pile critical parts.

[Shooter1]

Thanks for all the replies, some good insight. To further clarify a few things;  IMO, In terms of comfort, the FXR frame is dished out more, (in relation to the handlebars) where the rider sets compared to a Dyna frame. when I sat on my FXRS-Sp my knees would be a bit above my waist meaning I was slumping slightly when in my riding position. This is not an issue around town at say 45 mph and below but above that speed for long periods of time it became uncomfortable. It didn't bother me when I was young but as I grew older it did. Right after I got the FXDX, I scored a FXDXT seat from e-bay. With the DXT seat, the stock bars and mid-mounts, this bike is an "all-day rider" with my knees slightly below my waist.

Although I did own a '05 Road Glide for a short period of time, I was never a fan of riding behind a windshield and I rode the FXR and my current FXDX without one.

Some had mentioned dropping a TC motor in an FXR frame. One of the reasons I'd get another FXR is to get back to the EVO motor so I wouldn't be interested in a TC powered FXR.

I understand the benefit of getting the newest model possible because of upgrades. I tend to like to natural finish motors with the polished primary cover, heads and nose cone over the black and chrome motors, this unfortunately puts you into the older models. A black/chrome motor is not a deal breaker though. Also I like the 3.37 gearing that came on the '92 and older, (I think) models.

My target is to create another FXRS-Sp or something very similar. My '89 had a cam, carb and pipe on it and was a blast to ride from zero to sixty, especially with the 3.37 gearing.  I know I can throw $ at the DX and make more power but it's just not the same as the lighter FXR.

A FXRS-Convertible is very close to the -Sp but at the least, you would have to get new handlebars, possible new throttle cables and clutch cable to properly fit, and the most hard part to find is the Sp brake line. The parts are out there but the bars and brake lines are very expensive.

Anyway, I'll continue to search. I definately want one that has the 39mm forks, CV carb, like to have dual disc front, and speedo/tach on the bars which makes the FXCR-C's a good candidate. The most important thing I suspect is, to get a bike that hadn't been beat on, is as complete, (original) as possible, was well maintained and not whored up too much. That will be a good starting point.

And like a previous poster noted, whenever you can find FXR specific parts and a good price, buy and rathole them.

Thanks gents,
Harvey

[turboprop]

Why precisely is changing a crossmember so tragic? It's reversible with a bit of welding if a collector wants a concours restoration, it doesn't interfere with reinstalling an Evo, and doesn't functionally or visually change anything unless you crawl under the motorcycle.

A removable crossmember to access a TC pan or a bagger trans is a functional upgrade.  What makes that cross member sacred? No one has ever answered that on any forum. It's not sidecar loops on a Panhead frame. It's not cutting a Knuckle neck casting.  It's buried. Under the transmission. No esthetic or functional impact if modded properly.

People will replace their entire drivetrain for thousands of dollars but tweak if cutting and welding a couple of dollars in mild steel tubing is mentioned, yet I can't find one who can say why. Now I'm intrigued.
If professional engine upgrades aren't butchery, why aren't professionally performed MINOR welding mods acceptable?

Vincent owners often do functional upgrades on their machines, and an FXR is plebian as a Honda 90 compared to a Vincent. (Vincents don't have a frame per se, but non-stock externally visible engine mods are common, and so are Egli complete frames which, holy sh1te, are not stock at all.

I really want to hear from anyone why modding an FXR crossmember is bad. Got reasons? Let's hear them. Logic please. It's fine not to do it but not one biker is able to explain what is somehow lost.

If the Dyna trans/primary is an obstacle there are plenty of bagger parts available and the Dyna trans/primary covers can go on Ebay. Still cheap. Bagger swingarms for that upgrade are plentiful.

FXDX fork swaps are upgrades. Details below:

http://www.v-twinforum.com/forums/harley-davidson-fxr/146493-dyna-front-end-fxr.html

1. Because harley is not making this frame any more. The FXr community would like to preserve these frames for future generations.

2. It is not required. There are other ways to put an FL transmission with oil an pan into an FXR without cutting the frame. Cutting the frame is the easy way out that most hacks take.

[Piston Broke]

Because harley is not making this frame any more. The FXr community would like to preserve these frames for future generations.

Pressumably that's the Orthodox FXR community and not the FXR Reformed ... the Hassidim of the Harley world?

It is not required. There are other ways to put an FL transmission with oil an pan into an FXR without cutting the frame. Cutting the frame is the easy way out that most hacks take.

Does it involve cutting and welding up the transmission? Pictures?

[turboprop]

Here are three that I made and a billet unit made by Joe Biesel.

[farmall]

Nice pan and nice costs money.

How much?

[Wicked]

Cutting the frame is the easy way out that most hacks take.

Hack? Really??    ! Proper welders/fabricators who do aesthetically pleasing work beware... 
To answer the o/p...  if you want another FXR, it makes perfect sense!! Our answers mean squat...

edit to say....  fine, quality work to you turboprop!  Another variation of the same outcome.

[Deye76]

I have to agree with Ed. Paughco makes a nice frame, cut and weld til the cows come home. Sell the OE to offset costs.

[pwmorris]

Why precisely is changing a crossmember so tragic? It's reversible with a bit of welding if a collector wants a concours restoration, it doesn't interfere with reinstalling an Evo, and doesn't functionally or visually change anything unless you crawl under the motorcycle.

A removable crossmember to access a TC pan or a bagger trans is a functional upgrade.  What makes that cross member sacred? No one has ever answered that on any forum. It's not sidecar loops on a Panhead frame. It's not cutting a Knuckle neck casting.  It's buried. Under the transmission. No esthetic or functional impact if modded properly.

People will replace their entire drivetrain for thousands of dollars but tweak if cutting and welding a couple of dollars in mild steel tubing is mentioned, yet I can't find one who can say why. Now I'm intrigued.
If professional engine upgrades aren't butchery, why aren't professionally performed MINOR welding mods acceptable?

Vincent owners often do functional upgrades on their machines, and an FXR is plebian as a Honda 90 compared to a Vincent. (Vincents don't have a frame per se, but non-stock externally visible engine mods are common, and so are Egli complete frames which, holy sh1te, are not stock at all.

I really want to hear from anyone why modding an FXR crossmember is bad. Got reasons? Let's hear them. Logic please. It's fine not to do it but not one biker is able to explain what is somehow lost.

If the Dyna trans/primary is an obstacle there are plenty of bagger parts available and the Dyna trans/primary covers can go on Ebay. Still cheap. Bagger swingarms for that upgrade are plentiful.

FXDX fork swaps are upgrades. Details below:

http://www.v-twinforum.com/forums/harley-davidson-fxr/146493-dyna-front-end-fxr.html

Dyna front ends weigh a ton. Pull one off a Dyna (as I have) complete with wheel and lift it.

As far as the FXR frame being cut up, do you own an FXR?
I have owned several over the last 20 years (stock to wild) and besides the excellent reasons Ed explained, the complete, intact frame built from Harley is what makes the FXR. Period.
If you cut the crossmember, what are you going to do about that key support area? Relocate it?
Start cutting and re-welding, hack or not, and you start moving away from the way the frame was designed. Where do you stop? Ok to cut and raise the backbone? Cut the neck and rake it?
There are lots of clones, tributes, copies, and other aftermarket bikes that call themselves "FXR's", but there really is only one. The MOCO/Eric Buell designed widely known as the baddest, best handling frame ever built...the FXR. Chop and cut it up?
No thanks.

[Reddog74usa]

The cross member that has to be cut out to install the TC drive train is just not a tubular piece of steel. It is also the mount for the side stand therefore requiring more modifications to mount a side stand. There's a right way and a wrong way. Modifying the oil pan is the right way.

[Wicked]

Ok guys - I get it! You wish to leave your FXR frames bone stock - great! Have at it!  !
Of course Eric Buell designed a fine frame and I certainly won't take away from that! However.... I never said to remove the lower crossmember - I said to relocate it. With a properly jigged frame and a competent welder/fabricator, it can and is done! Jiffy stand is a non issue as an aftermarket assembly will bolt to the left swingarm pivot assy.
A T/C bagger drivetrain bolted however into an FXR frame does not make it a stock FXR anyhow...

[Reddog74usa]

 

[Wicked]

Paul - I have to ask - you ever heisted a 49mm narrowglide front end off a newer Dyna?
Those tubes weigh nothing compared to FXR 35 or 39mm tubes! Less weight and structural entegraty remains or improved!!

[Wicked]

No sir Reddog.... To each their own...    !