1970

1970's

1970 FLH 1200cc 1970 900cc Sportster

1970 XR 750

1970 introduced the XR 750. The XR 750 started as a de-stroked Sporster, which replaced the KR 750 Flathead racer. The XR's engine was an overhead valve 45 degree twin with a 45 cubic inch engine displacement, a 3.125 x 2.98 inch bore and stroke, a 10.5:1 compression ratio, producing around 90 horsepower. It used a two 36mm Mikuni carburetors, with Jumbo air filters, which would allow large volumes of air to pass, had a triplex chain for primary drive, and chain final drive, rear disc brakes, and magneto ignition. The XR, was in a steel double down-tube frame, with telescopic front fork suspension, and rear hydraulic shock suspension, with a 57 inch wheelbase, weighting 320 pounds with 4. 00 x 19 inch tires, with a top speed of 130 miles per hour. It had a 2.5 fuel capacity, a 3 quarts oil capacity, came in Jet Fire Orange/Black color scheme, priced at $4,000, of which there was a total production of 530 built. The earlier models had iron heads and barrels, with their exhaust pipes on the right side. Though the XR was fast, but it suffered overheating in long events, and wasn't as effective in road races as the company had hoped for. The Iron XR's fuel was mixed by a Tillotson carburetor, and only had a compression of 8.5:1, but was around 100 pounds lighter than the kick start Sportster, band had about 10 more horsepower. The magneto went up front in place of the generator, and the ports, valves and cams, got racing treatment, but was defeated in the 1970 Daytona. The Allot XR wasn't ready for the Daytona until 1972, but it's career changed when it was taken to England were the cooler weather and shorter tracks match the Iron XR better, thereafter, the two strokes consigned the XR 750 exclusively to dirt-track racing. where it reigned and became the all time durable champion among the production racing machines almost uninterruptedly since, a far as engines, though it got new frames. The aluminum heads contributed to the new XR's ability to run stronger for longer periods of time, and it's combustion chamber was improved when the 36mm carburetors were added, as well as the increase in compression ratio. The racers were choosing their own frames, wheels and suspension components of their own preference. The rods, valves, and pistons were all designed and built for the new slightly larger bore alloy engine, though the cylinders were shorter than the iron ones, and more and wider fins were on the newer alloy engines.

Other than being the first year for the XR 750, the XLH got the headlamp eyebrow of the XLCH this year, and the magneto ignition on the XLCH was replaced with XLH's points/coil ignition. 3,033 XLHs and 5,527 XLCHs were produced this year.

1970 Baja 100cc 1970 Rapido ML 125 S

1971

1971 FX Super-Glide

New Harley's were already on the drafting table when The company was acquired by AMF in 1969, one of the first being a new factory customized roadster by design director Willie G. Davidson, son of the former president William H. (grandson of founder and works manager William A.) Davidson, called the Super-Glide. The '71 Super-Glide was a 73.73 cubic inch displacement overhead valve engine with a 3.44 x 3.97 bore and stroke and a 8:1 compression ratio, producing 65 horsepower. It had a Bendix carburetor, 4 speed transmission, chain primary drive, and chain final drive. The Super-Glide had drum front and rear brakes, a coil/points ignition and a 12 volt battery, a 62 inch wheelbase, with telescopic fork front suspension, rear hydraulic shock suspension on a steel double down-tube frame, weighting 560 pounds, with 3.50 x 19 inch front, and 5.00 x 16 inch rear tires. It had a 3.5 gallon fuel capacity, a 4 quart oil capacity, with a top speed of 110 miles per hour. The '71 Super-Glide came in Black, Birch White, with Sparkling Green, Burgundy, Blue, Turquoise, Copper, Red, and Red, White and Blue, ("Sparkling America") as options, and sold for $2,500. 4,700 of these were built in 1971.

The FX 1200 was in representation of Milwaukee's response, by Willie G. Davidson, in increasing the popularity of customs, choppers, cruisers, and low-riders on the motorcycle scene. After-market performance accessory makers were established around the shovelhead's basic design platform, which by no means did anything but help with sales of the Electra-Glide. Harley Davidson the time was right for production model that was moderately-styled cruiser with a sporty look, and the FX Super-Glide was that model. The Super Glide FX, was a combination of the Electra-Glide rear end with a Sportster front end. A European-style fiberglass seat and tail combination section was fitted to the shovelhead frame, and the electric starter was omitted, so a smaller battery was mounted on the right side, and Sportster-type two-into-one exhaust system was added. Different touches were added to each riders own revised style to fit their own individual preferences. The Red, White, and Blue paint scheme for the FX 1200's was a patriotic theme, with many of the riders with the U.S. being involved in the war in Viet Nam. The seat and tail combination didn't last as long as anticipated, but the FX was significant in casting a new line of bikes for Harley-Davidson.

The FX 1200 was a cruiser motorcycle, which fit the demand for the year.

A single Red, White, and Blue logo, was designed to combine patriotism with Harley's racing heritage. The 'boat-tail' was a little more than most American buyers were ready for, though the lean, muscular, cruiser type caught on in a big way for Harley Davidson. The Super Glide went back to a standard rear fender in 1972, and sales improved for the Glide, and it developed a following of its own, spawning the FX line that the company continued for more than thirty years, through the Low-Rider, Wide-Glide, Sturgis, Soft-tail, Deuce, and others.

1971 XLH Sportster 1971 Sportster - 'boat-tail' seat

The Sportster changed from a dry to a wet clutch in '71, which solved the problem of gear lube causing slippage. The ignition points now moved inside the timing case, and featured an automatic advance mechanism. An optional 'boat-tail' seat, like that of Super Glide, though reduced, but didn't catch on as a popular item, though becoming a collectors item in later years. The Sportster's standard colors were black or birch white. The options of sparkling burgundy, red, copper, turquoise green, or blue, and the buyer could order the bike in gray primer and have it painted to his specifications. The ham can air cleaner cover was still a part of the Sportster's looks, staggered shorty-duals replaced the stacked mufflers, and aluminum wheels were optional for the Sportsters. Other than the wet clutch with single spring, the Sportster's points and condenser moved behind the plate on the timing case cover. Production for the Sportsters this year was 3,950 XLHs and 6,825 XLCHs.

Aermacchi-Harley Davidson was still producing some of the smaller bikes for the smaller bike market. A road racing two stroke twin, the RR250, appeared this year through Aermacchi. Other motorcycle companies were starting to demonstrate the speed and reliability of their two strokers in the world road racing scene, and the competition of smaller road racing as well as dirt racing was increasing. The RR was built solely for the purpose of road racing with a short stroke vertical twin (2.21 x 1.96in. bore, 56 x 50 mm stroke) engine with a five speed transmission, all weighing 230 pounds. Very few of these RR 250's came to the U.S. hey were mostly the competition in the smaller road-racing to compete with the overseas manufacturers Yamaha and Kawasaki that were the main competitors of dominance in the rapid development of the World Champion racing efforts of the smaller bike class. A few RR250's still appear in vintage races, but most are now collector items and in museums.

1972

In 1972 a new more powerful and reliable aluminum alloy XR 750 wins AMA's Grand National Championship this year, and becomes the dominant dirt track bike for the next three decades. The first XRs had iron cylinders and heads, with the exhaust pipes coming out low and on the right side of the engine. With the alloy engine in 1972, the exhaust pipes curled around high on the left side of the bike and two carburetors poked out from the right side of the engine.

1972 XR 750

The iron XR was around 100 pounds lighter than the kick-start Sportster, and got about 10 more horsepower stock. The magneto went up front in place of the generator, and the valves, cams and ports, got the racing treatment. Fuel was mixed by a Tillotson carburetor, and the XR's compression was only 8.5:1. It was fast but had serious overheating problems in long events. The Alloy XRs tuned exhaust pipes come out high on the left side, out of the way of damage when the bike is leaned way over and sliding at high speeds. The Dirt-Track tires provide the best for grip and balance when dirt tracking. The XR 750 is fed it's fuel by two 36 mm Mikuni carburetors with 'jumbo' air filters so that large volumes of air can pass through and when air and fuel are properly mixed, the XR produces close to 100 horsepower. These racing machines didn't carry front brakes of any kind, as they were considered unnecessary and a hazard when the bikes spent a majority of their time sideways, sliding around corners, and spinning around with the front tires almost flat to the ground a large portion of the time. After beating the British on their own tracks with an iron XR, and winning the Grand National road-racing events in the U.S. on an alloy XR, the XR 750 was consigned to dirt track racing exclusively where it has reigned, almost un-interruptedly ever since.

The XRs engine was a 45 cubic inch displacement, 3.125 x 2.983in bore and stroke, with a 10.5:1 compression ratio and 90 horsepower, a 4 speed transmission, triplex chain primary and chain final drive, rear disc brakes, and magneto ignition, using a steel double down-tube frame with front telescopic front and hydraulic rear forks, with a wheelbase of 57 inches, a fuel capacity 2.5 gallons, a 3 quart oil capacity, 4.00 x 19 inch tries, weighing 320 pounds with a top speed of 130 miles per hour.

1972 XLH

In '72 the Sportster engine was bored to 3.1in. this year while the stroke remained 3.81in, which brought the displacement into a 61 cubic inch, (or 1000cc), realm and was given the name XL 1000. With a compression ratio of 9:1, at 61 horsepower, the XLH came with a 4 speed transmission, Triplex chain for the primary drive, chain for the final drive, front and rear drum brakes, a 12 volt battery with coil/points ignition. A new Bendix/Zenith carburetor improved the Sporty's starting. The factory rating of 61 horsepower, gave the new displacement one horsepower per cubic inch. The frame was a steel double down-tube with front telescopic fork and rear hydraulic shocks, with a wheelbase of 58.5 inches, weighing 530 pounds. It had a 3,7 gallon fuel capacity and 3 quart oil capacity, with 3.00 x 19 inch front tires, and 4.00 x 18 inch rear tires, with a top speed of 116 mph. Black, white, green, red, blue and sparkling burgundy were the color options for the year, and sold for $2,120. 4,500 of this were built this year, and 10,650 XLCH's. When tested, the new Sporty ran a 13.38 quarter mile at just under 98 mph. The one horsepower per one cubic inch meet a popular standard. The wet clutch gave good engagement and only extreme abuse would cause slippage, but lever effort was higher than before. An improved shifter drum in the transmission made the gear changes more predictable, making the new Sporty, (at 530 pounds), easier to ride. The new sea was stylish and slim, and gave the new Sporty a new look, but the new seat had less padding for comfort on long rides. A new oil pump was added this year, and the oil tank was placed near the chain. 7,500 XLHs, which sold for $2,120, and 10,650 XLCHs were the produced for the Sportster line this year.

1972 FX Super Glide 74ci

Sales improved this year for the Super-Glide, with the FX going back to a standard fender this year, and the Sprint ended its line with an on/off road SX 350 this year. The four stroke single had proven it's merit in American dirt track, and European road-racing, but was outclassed as a trail bike by the European and Japanese bikes built specifically for this purpose. The civilian versions, though fast for a 350cc four stroke single, had a good motor, was good looking, and had a fairly decent market among sport riders, want-to-be racers, students, and those on a tight budget, never really caught on enough for the line to be continued. It was a popular bike with some on/off road riders who preferred the power delivery of a four stroke engine. The Sprints came with a heat-shield that prevented the burning of the riders legs which would lean against the pipes bare if there wasn't a heat-shield of some type. Many of these smaller bikes were ridden until they needed maintenance, then left and forgotten. Though supplies and parts were limited, somewhere near 50,000 Sprints were brought in from Italy during their 14 year period, and the overseas builders of these smaller bikes for the specific purpose was increasing in domination of the smaller bike market. The limited production racing models, have assurance as collectors items. The standard versions that were still in running condition, and those in need of repair, still appear on the market at reasonable prices for those who specifically want one these smaller bikes. Some Sprints have been showing up at different 'vintage' races in the U.S. reinforcing that there is still an interest, (or renewed interest), in some of these smaller Sprints. With sales slipping because of the overseas dual-purpose bike builders gaining dominance in this part of the market, Harley Davidson dropped the four stroke single after the 1974 models.

1972 Sprint SX-350 1972 RR-750

Adding to the competition from the overseas market, management, economic, and political concerns were starting to rise for the company. As more manufacturers got involved with what was called consumer friendly motorcycling, and motorcycle traffic increasing as there became more motorcyclists, the federal government noticed that the bikes and motorcycling might as well be made safer, run cleaner, made quieter, and have uniform operating controls, so changes would have to be made to be in compliance with the federal government regulations.

No expensive modifications had to be made to the big twins, they had always had their shifter on the left side, but the Sportster had to be converted from right to left shift control operation, the noise and emission regulations affected all models and turn signals became mandatory equipment.

1972 FLH Electra-Glide

The Electra-Glide was fitted with a front disk brake in '72, adding needed stopping power for the heavier weight. The disc brought the FL closer into the mechanical mainstream of which new and better technology was heading and growing faster each year. The market was still strong and dedicated competition was reflected. Harley Davidson became challenged not only to build better motorcycles, but more of them as well. The AMF partnership was expected to accomplish this, and production increased dramatically over the next three years. The parent company decided that the Milwaukee facility didn't have the capacity for greater output and production.

1972 X-90

The X-90, a larger version of the 65cc Shortster came with a 90cc engine, 4 speed transmission and was useful as a 'pit-bike' and teaching younger riders how to ride.

1973

Assembly Operations Plant - York Pennsylvania

By 1973, Harley Davidson moves it assembly factory to a 400,000 square foot building located in York, Pennsylvania. The new factory greatly improved the company's ability to produce motorcycles.

1973 FX

The FX slimed down even further when the slimmer tank, from the Sprint, replacing the wide 3.5 gallon fuel tank of the previous year. Each wheel had a disc brake this year, and the suspension got stiffer springs, becoming a more performance orientated machine.

1973 FLH

The 1973 FLH, was still a 73.73ci displacement, 3.44 x 3.97 bore and stroke, 8:1 compression ratio, with 66 horsepower. It came with Bendix carburetion, 4 speed transmission, chain primary and final drive, disc front and drum rear brakes, 12 volt battery, coil/points ignition, steel single down-tube, with front telescopic fork, hydraulic rear shock, with a wheelbase of 61.5 inches weighing 738 pounds. It came with a 5 gallon fuel capacity, (standard), a 4 quart oil capacity, 5.00 x 16 inch tires and had a top speed of 100 mph. 8,100 FLH's were built this year, and 1,600 FLs. The color schemes for the FLH were: Sparkling Burgundy, Black, Sparkling Purple, Sparkling Blue, Sparkling Red, Sparkling Turquoise, and Sparkling America, (Red, White, and Blue). The price for the FLH for 1973 was 2,500. Some of the Twins started using accessories like white wall tires, nameplates, and saddlebags from previous years, and individual tastes could be seen with each individual motorcycle.

1973 SX 350 1973 XLCH

The Sportser's got mandatory turn signals, new 35mm Kayaba forks, single disc front brakes, of which 9,875 XLHs and 10, 825 XLCHs were produced. The front disc brakes improved stopping, but required more lever pressure. The new fork improved suspension compliance for the front end.

The Sprint was in production again this year with it's SX 350. As a four stroke single, it proved it had what it took for European road racing and American dirt track, but with the competition of the European and Japanese bikes built for the specific purpose of on and off road competition, the civilian versions didn't catch on enough to keep the Sprint in production.

1973 was also the last year of the servi-car. The multi-purpose servi-car was the first Harley-Davidson to get an electric starter in 1964, and was the longest running model ever made by Milwaukee with 1973 being it's 42 years of production and service.

1974

1974 Shovelhead

In 1974, the original factory was responsible for building engines and transmissions, while chassis construction and final assembly shifted to AMF's plant in York Pennsylvania. But there were problems. Motorcycle production had risen abut 30 percent in the first two years under AMF, with total output for 1971 at 37,620 machines. The biggest increase came the following year, when Milwaukee's output of 60,000 motorcycles. In '73, the number climbed to 70,903. There was a three month strike this year and the company was faced with an unhappy work force, increasingly expensive modifications required by the government, conflicts between the old and the new management, the 'oil crisis', new motorcycles coming from other manufacturers to compete in the larger class of bikes, quality control problems in the manufacturing and assembly processes, and national motorcycle sales were going down for the motorcycle market in general, so the move to the York, Pennsylvania location wasn't without it's problems.

There was some good news though. Milwaukee management, abetted by increasingly hard nosed road tests, in the enthusiast press, convinced AMF that better motorcycles were required as well as machines that looked more contemporary. Approvals were signed and a next generation would come out in the next few years, to help meet the expectations the Harley Davidson riders and market was waiting for. The trend to mix and match parts and components gathered strength during the AMF period in the 70's. Some of the FL's and FLH's would come up with saddlebags from the fifties, paint schemes, nameplates, and accessories, from the sixties, but what was to come in the next few years, was what most loyal and mew-coming fans were waiting for.

1974 FLH Electra-Glide

The Electra-Glide was subjected to modifications also. The horsepower for the FLH in 1973 was 66, and the front disc braked carried on to the Super Glide. The smaller Glide got an electric starter (FXE), for 1974, and Keihin carburetors replaced the Bendix carbs on the big Twins. Most changes that were approved and in the works wouldn't be seen for another couple of years, but production continued. Tinted windshields became one of the most popular and longest running accessories. Fishtails, front drum brakes, and other accessories remained optional.

1974 FXE

In 1974, the electric start was optional on the FX and was designated the FXE. The electric thumb FXE start sold twice what the kick start FX did this year. The Super Glide was considered monumental in the Evolution of the Harley Davidson Company, and was a model basis for a continuing variation of the FX machines.

1974 XLH 1974 Sportster 1000cc

The Sporty's throttle used return springs this year to meet the federal government's safety program's requirements. The Sportster's throttle cables, had previously been a simple push-pull cable. Their production total for 1974 was 13,295 XLHs, 10, 535 XLCHs, and 100 XRs.

Aermacchi/Harley-Davidson's smaller singles, Baja 100, TX 125, and the SX 175, were also in production this year.

1974 Baja 100 1974 TX 125

1975

1975 Sporster

Starting in 1975, Harley Davidson wins four straight AMA Grand Dirt Track Championships. There was little significance as far as changes made this year, as the focus was on the upcoming models which were to start being available in the next few years. The Sportsters got a left side gear shifting, and a right side rear brake, (which was federal government mandated), and new 35mm Showa forks. 13,515 XLHs and 5,895 XLCHs were produced this year for the Sportster line. The company was in the process of sorting out it's corporate and production concerns, and working on bringing new models and products to the showroom. The racing department was pleased with winning the Grand National Dirt Track Championship this year, with other wins following right behind. Fewer road-racing events were seen on the national schedule, and Milwaukee still held its edge in the dirt track categories. Three more wins followed after this years championship being won by Harley Davidson.

1975 SX 250 1975 MX 250

The SX 250 and the MX 250 were two new singles for 1975. The SX 250 was a larger bore version of the SX 175, which was introduced the previous year. These two stroke singles had 14.8 cubic inch displacement, 2.83nxn2. 34 inch bore and stroke. The SX had a compression ratio of 10.3:1 with 18 horsepower, and the MX, a compression ratio of 11.8:1 with 32 horsepower, both with Dell Orto carburetion. The SX had a wheel base of 56 inches, weighing 270 pounds and a fuel capacity of 2.8 gallons, and the MX, a wheel base of 52 inches, weighing 233 pounds with a fuel capacity of 2.2 gallons. The two stroke singles were the new on/off road bikes for the company, since the four stroke Sprints had been discontinued. Both the SX and the MX had 3.00 x 21 inch tires for the front, the SX having 4.00 x 18 inch for the rear, and the MX having 4.50 x 18 inch fir the rear. their top speed was around 90 miles per hour. The 250 single was created to compete with one of the models from another company.,,,,The SX came in standard colors of blue and black, and the MX in Orange. The had a decent amount of horsepower, though they weren't admired for their handling in comparison to some of the other bikes in the same class, and had their share of competition with the wide variety of smaller machines made by other manufacturers. 14, 162 SX's were built between 1975 and 1978, and 87 MX's. The Japanese remained the dominant manufacturers for the smaller class machines, and the 250 was offered in a motocross version in its final two years of production. There was an engineering study on long-travel suspension, just as the MX was coming out. The company had a motocross team during this period, but again, the same competition remained dominant. The SX's sold for $1,142.00.

1975 Z-90

The SX 250 was discontinued the SX 250 in 1978, and the company decided to keep it's focus on their traditional concepts and strengths in manufacturing motorcycles, and leave the lighter weight smaller market to those whose main focus was the design and production of the smaller bikes. The company's Z-90 was still a part of the line and production this year

1975 FLH

The front disc front brake still appeared on the big twins this year, and was a considerably better braking than the old drums. Adding individual touches and customization was still a popular practice of the larger twin enthusiasts. Tombstone tail-lights, saddlebags, paint schemes, all varied with each individual taste. The compatibility of parts from previous and different years provided a wide variation of what each individual machine would look like. Engine and transmission operations remained in Milwaukee, as well as the corporate headquarters. Production was up to 75,403 in 1975.

1976

1976 FXE 1976 MX-250

Sportster production for 1976 was 12, 844 XLHs, and 5,238 XLCHs.

1977

1977 FXS 'Low-Rider'

In 1977, a new FXS 'Low-Rider was introduced. The FXS with an engine displacement of 73.7 cubic inches, 3.44 x 3.97 inch bore and stroke, 8:1 compression, with 65 horsepower, which offered a low chopper style riding position, and a low slung appearance, drag style handlebars, and it's unique paint scheme. It came with a Bendix carburetor, 4 speed transmission, chain primary and final drive, front and rear drum brakes, a 12 volt battery, with coil/points ignition. The smaller Glide, had increased sales steadily 30 to 40 percent of what they were since 1973, and the custom cruiser market was growing steadily for towards the custom chopper style motorcycle. The FXS fit this intended spot in design as the next member of the FX line. The FXS, had front telescopic fork suspension and rear hydraulic shock rear, with a wheelbase of 63.3 inches, a steel double down-tube frame, 3.5 gallon fuel capacity, 4 quart oil capacity, 3.60 x 19 inch front, and 5.00 x 16 inch rear tires. The FXS had a top speed of 100 miles per hour, and came in Gunmetal Gray as a color scheme, and sold for $3,475.00. The AMF/Harley-Davidson team had doubled the production of motorcycles in four years. 3, 742 of these were built. Some of the other motorcycle manufacturers offered several cruiser/chopper style machines, with the low slung style becoming popular, but had little success. A shorter fork, shocks and different style scooped seat, lowered the seat height to 27 inches. AMF/Harley Davidson wasn't without it's problems. The increase in sales meant an increase in production. With the increase in production to supply the demand for motorcycles, created difficulties with quality control in structure and form in production. The name fit, because it put the rider closer and lower to the ground and road. The FXS brought into focus along with the recognition of the changing styles, but the need for accomplishment to meet the demands of supply, while at the same time keep focus on expansion in keeping with the trend and producing motorcycles that meet the standards of their consumer demand. The 'Low-Rider' came about as the companies most conscious effort in foreseeing the styling changes and working towards meeting them. The FXS had a kicked out Sportster front fork, cast alloy wheels, a two-in-one exhaust pipe, dual front brakes, a 3.5 gas tank from the original FX, and low rise drag style handle bars. It fit the style of the low slung look that was popular and in demand. The dual 'fat-bob' dual type tank, had gauges and instruments which were accord with the rest of the bikes styling. The speedometer was above the tachometer, with neutral indicator and oil pressure lights on the headlight nacelle assembly. The paint scheme was new for the new FXE also. Sales increased greatly for AMF/Harley Davidson with the new FXE 'Low-Rider'. The FXs totaled 3,742 machines for 1977, which went to 9,787 and outsold the FXE. The low rider provided proof that the cruiser market was a healthy market for the style of motorcycle s which were new in production. Two years later, the "Fat Bob" was released. The "fat" in the name is due to the two gas tanks on the bike, while the "bob" stands for the abnormal fenders that were part of the motorcycle.

1977 XLCR Cafe' Racer

Also new for 1977, was the XLCR, designated as the 'Cafe Racer'. The XLCR had a 61 cubic inch displacement, 3.19 x 3.8 inch bore and stroke, 9:1 compression, 68 horsepower, Sportster engine, and modified chassis. It came with a 4 speed transmission, Kehin carburetor, triple disc brakes, 12 volt battery, with coil/points ignition. It's wheelbase was 58.5 inches, front telescopic fork and hydraulic rear shocks on a steel double down-tube frame, weighing 515pounds. The XLCR's fuel capacity was 4 gallons, with a 3 quart oil capacity, 3.00 x 19 inch front, and 4.00 x 18 inch rear tires. It's color was black with a top speed of 110 miles per hour. The Black on black XLCR had cast alloy wheels with fiberglass fenders with very minimal fairing. It looked the intended part of a European style racing bike built along the lines and form from the basic design of the Sportser. The XLCR came with low handlebars, an upswept solo seat, with a small convex type windscreen. The speedometer and tachometer were below the windscreen and the rider rode in a more crouched over racing style position. It came with rear foot pegs, siamese exhaust system for power increase, a ham can air cleaner, and both the shift lever and shifting drum were reversed keeping the one down, three up shifting pattern. Morris cast alloy wheels and Kesley Hayes brakes were part of the XLCRs composition. The new frame design tool some of the XR 750s elements, with a box section swingarm, and both upper and lower shock mounts were farther behind on the XLCR, which allowed for more room in the mid-section for the oil tank and battery. The cast alloy wheels were fitted at both ends with a single disc in the rear and dual disc brakes for the front. The engine black cylinders and side covers were a part of the black on black effect as well as the siamese exhaust system, which, all of which was part of the standard equipment for the civilian and public road racers, and looked the part with it's black on black color scheme and seating style. The bike was designed to produce an extra five horsepower, but was a little heavier than intended for it's purpose. The XLCR was designed to appeal and contend with some of the other bikes from manufacturers which were offering different style Cafe racers, with high amount of horsepower's, in both four and two stroke engines. The CR's performance advantage over the stock Sportser wasn't of a significant amount in comparison, and the chassis, being mainly a modified Sportser chassis, and suspension varied from what was known for sport bike performance standards. The XLCR was only in production for two years, and was an exercise in design for Harley Davidson, built within the parameters of the Sportster, using existing parts. 3,123 of these XLCRs were built. Though it wasn't a major success for the company, it's said, in terms of performance: acceleration, braking, handling, and overall agility, some say the best XL built. The Cafe Racer looks weren't compatible enough in comparison with Sportster style and tradition, for it to belong to the following of Sportster enthusiasts.

The other Sporters got new cases this year to accommodate the left side shifting, and a frame design that allowed for the removal of the oil pump with the engine still in the frame. XLT, (touring), became available, with a thicker seat, a 3.5 gallon gas tank, touring handlebars, saddlebags from the FLH, a windshield, and was geared higher. The XLCR was introduced at Daytona (available again in 1978), with cast aluminum wheels, fiberglass tail section with solo seat, wrinkle black engine paint, bikini fairing, black Siamese exhaust, dual disc front brakes, low bars, black paint scheme, (on everything), a 4 gallon gas tank, with 68 horsepower, 9:1 compression, with a top speed of 110 miles per hour, with the same results. 12, 742 XLHs, 4, 074 XLCHs, 1,099 XLHs, and 1,923 XLCRs, (at $3,623), was the production number for this year.

1977 FLH

The '77 FLH 80 was a model this year intended to rekindle the appeal to some of the larger twin riders and fans of the larger machines that some of those in the business department felt were in jeopardy of losing to one of the foreign markets that were starting to produce larger touring bikes. The FLHS, (Electra-Glide Sport), debuted this year also, as a basic, low cost version of the Electra-Glide with a 74ci engine.

1978

1978 FLH 75th Anniversary Edition

Harley Davidson celebrated their 75th anniversary in 1978. They premiered the 80 inch 1340cc engine for the Electra Glide, the anniversary editions of the FL 1200 and the Sportster in black with gold stripping. The 80 featured a rocket-disc tank emblem of the late nostalgic 1930s. The FXS, which totaled 3,742 machines the previous year, with a sales increase to 9,787 machines, out-selling the FXE. The more custom, cruiser style of motorcycles had a market, which the Low-Rider proved was a desired market for these types of machines. With this new and wider market of riders and the newer lines of machines built more to their tastes, the following years of production would with the Electra-Glide, which had been slipping with competition trying newer models to compete with the big twins. With factory customization matching and meeting the styling demands along the lines of individual customization, the Low-Rider, became a milestone 'benchmark' for the Harley-Davidson company.

1978 FLH 80ci Electra Electra Glide Special Edition

Milwaukee's sales had slipped 30 percent from the previous year, and the business department were concerned about the companies future. Work had proceeded on both new cruisers, and tourers both. The FLH 80 would head the effort for recapturing the interest of those who could be swayed to turn to some of the other manufacturers who were producing touring machines. The smaller Glides were becoming more varied cruiser models in style, mixing styles of the past with the present, for various desired looks and demands. There was an economic recession , but the interest was still there and with the possibilities with the newer styles, it became more and more interesting. An increase in bore and one in stroke reclaimed the larger flathead ancestor and big twin. The new engine looked identical to the seventy-four, but had one less fin on the cylinders and a large ham can air cleaner cover with 80 on the face, cast alloy wheels, fairing, saddlebags, and trunk, the 80 weighed 750 pounds. The stroker motor produced more torque and worked more comfortably with a large load, though showed no power increase over the 1200.A solid sculptured mount seat was comfortable and low enough not to be a long each to the ground. The new 80 totaled 2,535 machines in it's debut year, the Seventy-four have a production total of 6,881. Production rise to 3,429 the following year. The engine was also used in the FX series and was responsible for some 15,000 motorcycles between the 'Low Rider', and the new 'Fat Bob'. The Super-Glide, became the most natural machine for customizing for individual owners to there own personal tastes.

1978 XLH Sportster 1978 XLCR 1000 Cafe Racer

The '78 Sportsters got optional cast iron wheels this year, front dual disc brakes, electronic ignition, and the battery and oil tank moved inward. Harley Davidson's 75th anniversary model XLH came out with Midnight back with gold trim, anniversary graphics, and gold aluminum wheels. 11,271 XLHs, 2,323 XLH, (anniversary model at $3,127.00), 2,758 XLCHs (at $3,370.00), and six XLTs were produced for the Sportster's line this year.

Harley Davidson having made the decision this year to focus on their traditional motorcycles and styles, leaving the production of the smaller machines to the manufactures which building of the smaller lighter weight machines was there main line of production, the Aermacchi interest in the company was sold to the Cagiva group in Italy, which went on to build a broad-based company that would later include some of the other foreign manufacturers of the smaller popular race type machines.

1978 FLH 1978 Electra-Glide

A FLHS, (Electra-Glide Sport), was also offered this year, as a low-cost version of the Electra-Glide, with a stock, basic 74 cubic inch engine, no windshield, saddlebags, or luggage racks. Debuting in 1977, it appeared as a limited, (one year only), version of the FLH. 1978.

1978 FLHS

Though it debuted as a one year only version of the FLH, the model continued the next year, though it wasn't considered an actual 1979 FLHS. It was not continued or re-instated in 1980. The letter 'S' was in representation of 'Sport'. After it's initial 'limited production' run, it's unclear as to whether, (or not), there was actually such a thing as the 1979 FLHS. A few bikes were made in 1979, from leftover parts from the previous year. Only 1,201 Cafe Racers came out of Milwaukee this year.

A competition model MX 250 was continued this year, built through Aeermachi influence, which was a one of kind moto-crosser. Many prototypes had been manufactured and tested in 1975 and 1976, but production of what was considered the only one moto-cross bike, was built in the years to follow, the first half being produced in 1977. The Italian based subsidiary produced the Italian made 250cc two stroke engine, and steel frame. As an international mixture of components like Japanese Kayaba suspension, Spanish Akront rims, Japanese ignition, and an Italian Dell’Orto carb, the engine was good for just over 32 horsepower, and was second only to one other machine for the moto-cross division. (Can-Am 250). The bike was 25 pounds heavier than it's competitors, weighing 250 pounds. The bikes heavier weight, (25 pounds more than others in competition), on a rather stiff rear suspension, wasn't considered good for it's handling, with the bikes power. It was in production and lasted this one year and then was discontinued, and the moto-cross racing team was disbanded.

There was a loss of manufacturing information, when a Cagiva group bought the Aeermachi factory, which was closed for several months after the purchase. This may have accounted for the loss of records for exact production information of the bike. Cagiva started running and managing the factory sometime near the end of Summer 1978. By November of 1978, they were introducing their own motorcycles. The newer machines were produced under the Cagiva name. Their is little information about the exact production number of these bikes for 1978, though it was considered the only 'official' year of production for the competition MX 250.

It is believed, by some, that many of the Harley Davidson Italian motorcycles were lost in Europe during transits to the U.S.

1979

1979 FXEF - 'Fat-Bob'

The FXEF, (the next model to make the progression to custom/cruiser/chopper styling), was the FXEF 'Fat-Bob'. The nickname 'Fat-Bob', coming from a customers coinage of the word for the first home built cruisers with separate fuel tanks and fenders: The FXEF, was a 'Low Rider', with the options of accessories that one could choose for his individual factory specifications, in offering a taste of specialized options and fashion to a wider variety of audience. Offered was a choice of 74 (1200cc) or 80, (1340cc) cubic inch engine, cast or spoked rims, dual exhausts, and buckhorn handlebars. The 1979 FXEF, had an 81.65 cubic inch engine displacement, 3.5 x 4.2 inch bore and stroke, 8:1 compression ratio, 66 horsepower, Bendix carburetion, a 4 speed transmission, chain primary and final drive, front dual disc and drum rear brakes, a 12 volt battery, coil/points ignition system, a steel double down-tube frame, front telescopic fork, rear hydraulic shocks, a 63.5 inch wheelbase, weighing 642 pounds, with a five gallon fuel capacity, a 4 quart oil capacity, 3.5 x 19 inch front and 5.00 x 16 inch rear tires, with a top speed of 105 miles per hour. The colors for the FXEF were brilliant red, concord blue, vivid black, and chestnut brown. 5, 764 and 4,678 (1200) were built, and sold for $4,260.00. The nick name 'Fat Bob, came from a customers 'coinage' of the first 'home-built' cruisers that had separate, (or split), dual fuel tanks. Bobbed machines with single gas tanks never got their own distinctive name, (like Slim Bob, or Skinner Bob, etc). Forward-mounted highway pegs and control became an essential and basic part for the style of kicked back lower slung cruising. Standard foot-pegs stayed for regular city riding. The FXEF was a Low-Rider with the choice of either 74, (1200cc), or 80, (1340cc), cubic inch displacements for engines. dual exhausts, cast or spoked wheels, buck-horn handlebars, and the low slung long and lean profile. The FXEF was built with a fashion of styling with a newer specialized taste of customization that was adopted by their customers from previous years, which appealed to a larger and wider variety of riders and customers.

Along with the naming of the FXEF 'Bat-Bob', came a symbol of trademark registration. This was also the case for the names: Electra-Glide, Super-Glide, Sportster, and Harley-Davidson. Trademark protection, came to be as styling, factory art and logos, nick names, and specifics, that were specific only to one companies products and identities connected with their products.

1979 FXE

The Sportsters had been a stable machine in sales since it's creation, though sales had dropped slightly in 1978. The XLCR, though considered by many to be before it's time, held a better sales margin than the XLT, (touring model), though were not the Cafe Racers that the racing enthusiasts were now buying. With the success of the FX Low-Rider, Harley Davidson decided to apply some styling changes to the Sportsters. The XLS had 16 inch rear wheel, the updated frame from the XLCR, cast iron wheels, extended fork, and siamesed two-into-one exhaust system with a muffler on each side, and without a kick-starter. Added to the bike, was a stepped dual seat, (with sissy-bar), and flat handlebars. These additions were considerd not Sportster like, and when they didn't meet the approval of the Sportster fan-fair, the dealers, would swap he parts that were new additions, and add standard Sportster accessories upon receipt of the new machines. The XLS got the name of Roadster, though was more cruiser in style and appearance, and the Cafe Racer's pipes were dropped and sales declined, but it stayed in the company's line up for several years, gaining more resemblance to the Super Glide, with the old Sprint gas tank and two tone paint schemes. Most Sportsters maintained a certain Sportster look, regardless of the letter designation by the factory. Peanut tanks were popular and considered Sportster tanks, earlier air cleaner covers, and shorty-dual exhaust systems, were considered just part of the look of and being a Sportster. The side panels covering the battery, were considered non-sportster and were discontinued two years later. A new master cylinder for the rear brake eliminated the kick-starter, and the Sportster's frame, this year, came from the XLCR. Only 9 XLCR Cafe Racers were manufactured this year.

1979 Sportster XLH 1979 Sportster 1000

All models of the Sportsters got the XLCH frame and exhaust, (siamese), this year, the XLT was dropped from the product line, the kick starter was dropped, disc brakes for both front and rear, the hugger model became available for the first time, and the last year for the XLCH. The new model XLS was introduced with extended forks, a 16 inch rear wheel, siamese exhaust, drag bars on 3.5 risers, a sissy bar with a leather pouch, a two piece seat, and a chromed rear sprocket. Production for Sportsters was 6,525 XLHs, 141 XLCHs, -5,123 XLSs, and nine XLCRs, (leftover from the 1978 production line).

The FXS became the focus for the basic of machines to follow, as the companies relationship with AMF, was on it's way to coming of closure. The figures in sales remained fairly stable. 1979 had a production year of just under 50,000 machines. The design and production of newer line of low slung cruiser type style of machines, came at a right time for the company, with the individual customization of earlier models, and the factories design and production following that of what was the desire of their followers along with the wider increase of varieties in the market. The coming of the larger 80 inch twin becoming available in the Low-Rider, set records in sales for the year, and the FX series models of bikes represented more than half of Harley Davidson's total sales. The problems with quality control, and other internal differences were having their effect on the company. It's sales, production, the fear of loss of market value, and the company's future and ability in relation to production of quality motorcycles was a major concern that was in need of rectification. The company's relationship with AMF was nearing it's end.

An 80 cubic inch 'Tour-Glide', designated the FLHTE, was also offered this year.

1979 FLH 80

Last year of Sportster Standard.

The XLS Roadster, Fat-Bobs, Electra-Glide Classic, and Low Rider were all fitted with 80ci engines. There wasn't any 74 inchers, as they were all 80 inchers now.

Author: Dermage,/Wm.R.G./Webmaster: wm.grett@yahoo.com