Retro Ride: Built on a challenge, this Wide Glide is a truly unique custom machine.
Custom Name
Back in 1999, BigTwin magazine challenged Harley-Davidson to build a custom motorcycle with genuine factory parts. To their surprise, the Motor Company responded. The result was this raked-out 1999 Dyna Wide Glide, dubbed 'Big Twin Custom III.' The project was headed by Exclusive Design Consultant, Wyatt Fuller and featured the new Twin Cam motor and some trick one-off parts.
Setting Trends
While Harley-Davidson's factory-customs were trend-setting, options for customizing with genuine bolt-on parts was limited. On the flip-side, aftermarket builders were dominating the custom motorcycle scene at Sturgis, Daytona, Laughlin, and other major shows. That reality prompted Big Twin to ask the Motor Company executive, “Why are all the customizers around the world setting the styling agenda, but not you?”
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Custom Vehicle Operations
At the time of the challenge, Harley-Davidson's CVO program was just rolling out with the re-release of the FXR platform, and the imminent release of the 2000 Screamin' Eagle Road Glide. The CVO program would not officially get its name for another nine years. Prior to this, the 1971 FX Super Glide and the 1991 FXDB Sturgis were considered to be the first 'factory-customs.'
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Sleeper Build
The Wide Glide was powered by the new 88 cubic-inch Twin Cam motor. Part of Wyatt Fuller's stipulations was that all the parts had to be genuine Harley-Davidson, or fabricated by their engineers. On the outside, the engine looked stock, apart from its one-off air-cleaner. Behind the billet aluminum piece sat a 42mm Flatslide Mikuni, and a Screamin’ Eagle 94-inch big-bore kit installed by legendary tuner Don Tilley.
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DOT Approved
Along the way, the Wide Glide became a Narrow Glide, and got a bit of kick-out. For a clear view of the tank-mounted turn signals, Fuller used Narrow Glide triple-trees to suck the fork tubes closer together. The 41-degree fork angle was achieved by using raked triple-trees instead of altering the 32- degree stock neck. The stock 21-inch front wheel was retained along with the original-equipment MH90 Dunlop.
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Back to Front
The rear end got just as much attention as the front. The integrated rear turn signals are custom creations by Fuller that even incorporate side marker lights. The swing arm was boxed to accommodate off-the-shelf Harley-Davidson axle covers. Fuller explained, “We put a piece of one-inch-square tubing on each leg of the swing arm to accent it and draw the eye back to our axle covers.”
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Custom Stock
The gas tank is part function and part visual trickery. The stock tank received a narrowed Low Rider dash panel and a three-inch tachometer. The chromed gas caps were modified from stock. To achieve a stretched look, the tank's mounting brackets were hidden, along with the wiring. The seat was also angled back and the side covers modified to complete the custom look.
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Trail Blazer
Big Twin Custom III was a first for Harley-Davidson. It pointed to a future of accessories and CVO motorcycles being the norm for the Motor Company. Back then, Fuller and his team relied on ingenuity and a few custom parts to build a clean-looking custom. As Big Twin magazine stated back in 1999, “It’s hard to believe that such a pleasing effect could be coaxed from a 'non-Softail' frame.”
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For help with routine maintenance and repairs, visit the HD Forums How-To section.
