1984 flt tour glide

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The History of Harley-Davidson Touring Motorcycles

April 09 , 2020 Keina

The Roots of the Touring Family 

The beginnings of the touring family started with the first FL model in 1941. These motorcycles were ideal for long-distance riding. 

The FL models were the first to debut the 74-cubic inch Big Twin engine. These bikes had added horsepower and increased torque. Therefore, they performed better than previous models.

According to the Harley-Davidson Field Guide: All-American Bikes 1903-2004 , by Doug Mitchell, this was the result of the countless requests from the riding community for motorcycles with increased power.

Hydra Glide 

The Harley-Davidson ® FL Hydra Glide was born in 1949. It got its name from its hydraulically damped, telescopic front forks. 

This was the first time H-D ® released a motorcycle featuring hydraulic fork technology. Hydraulic forks made for better suspension. And, better suspension equals a smoother, more comfortable ride. 

In the book, The Complete Harley-Davidson: a model-by-model history , Tod Rafferty explains that during this era, many European and British bikes were being imported into America. Rafferty further explains that most of these bikes had hydraulic suspension systems. Consequently, Harley-Davidson knew that if they wanted to stay in the game, they would need to add this technology to their lineup. 

Duo Glide 

The FL Hydra-Glide became the FLH Duo Glide in 1958. Harley made a significant improvement to the frame of this motorcycle. This is why they decided to re-release it under a new name.

The new design added suspension components to the rear of the frame. Now, this model not only had hydraulic components in the front but in the back as well, hence the name Duo-Glide.

The Duo-Glide was designed with swingarm suspension and hydraulic shock absorbers. It also featured a hydraulic rear brake. This was the first time that Harley released a Big Twin with a hydraulic rear brake and rear suspension. 

According to The Complete Harley-Davidson , additional improvements also included a newly designed oil tank, tougher transmission and clutch, tighter exhaust manifold connectors and optional all-white tires. 

Electra Glide & Electra Glide Sport

The FLH Duo-Glide was reincarnated in 1965. In its rebirth, it became the FLH Electra Glide ® . It was Harley-Davidsons’s first electric start, Big Twin. 

The Electra Glide also became the last Harley to feature the 74-inch (1200cc) Panhead engine. After 18 years, it was time to bid the Panhead adieu. 

The FLHS Electra Glide Sport made its debut in 1977. It was the smallest of the FL touring models. Writer and experienced rider Tod Rafferty refers to the Electra Glide Sport as Harley’s “econo-tourer.” It was the perfect combination of cruiser and tourer. It would later become the inspiration for a current Harley fan favorite; the Road King. 

Tour Glide 

The FL Glide series received improvements over the years, from front and rear hydraulic shocks/suspension to increased weight and stiffness for long drives. In 1980, Harley-Davidson released yet another new Glide model. 

The FLT Tour Glide ® was the first of its kind. Harley had begun to focus even more on creating a motorcycle that was comfortable for long-distance drives and easy to handle. And, the Tour Glide accomplished just that. 

The FLT had a five-gallon capacity fuel tank, which made it perfect for long rides. The FLT also came with hard saddlebags and a rear-mounted storage box. 

The Tour Glide also had a distinct look. Its frame-mount fairing and dual headlights set it apart from previous H-D models. According to the Complete Harley-Davidson, the “new frame improved steering” and the Shovelhead “engine’s rubber mount system absorbed annoying vibration.” 

Touring Models Still Available Today 

Continue reading below to learn about Harley-Davidson’s more recent touring models.

In 1994, the Electra Glide Sport was replaced by the FLHR Road King ® . The Road King took on the Electra Glide’s classic look and major crowd appeal. 

Like the Electra Glide, the Road King was unique to other models due to its ability to transform from a cruiser to a tourer. The H-D Road King had detachable saddlebags, a detachable passenger seat and a detachable windshield. This made the Road King perfect for rides around town and long rides across the countryside. 

Harley-Davidson introduced the FLTR Road Glide ® to the world in 1998. This bike was perfect for the long-distance rider. Rafferty details that its short windshield provided protection while allowing the rider to have an unobstructed view of the road ahead. 

It also featured four different storage compartments. There were two small compartments located underneath each speaker and two lockable saddlebags on the rear. 

The Road Glide had noticeably less storage than the Electra Glide. The Electra Glide featured a Tour Pak ® trunk. However, H-D purposely forfeited the storage space for a sleeker look. This omission was perfect for any motorcyclist that wanted to shed the bulk for a cleaner look. 

Electra Glide & Electra Glide Ultra Classic

The FLH Electra Glide was an obvious fan favorite for many years. And, in 1983 the Electra Glide was reborn. According to the Harley-Davidson Buyer’s Guide 1984-2011 , by Peter Gantriis and Dain Gingerelli, it became a combination of the FLT Tour Glide and the original FLH Electra Glide and was redubbed the FLHT Electra Glide ® . 

The Electra Glide continued to receive upgrades and improvements since its initial release in 1965. Then, in 1984, Harley-Davidson released the FLHTCU Electra Glide ® Ultra Classic ® . 

This was the same year that H-D debuted the new 1340cc V 2® Evolution ® engine . It had been in the works for seven years. This engine was even more powerful than previous designs. It also ran cooler and was oil-tight. The 1984 Ultra Classic also had an adjustable air suspension system and a revised braking system.

Street Glide

In 2006, the FLHX Street Glide ® was released. Harley describes this bike as a “lower profile touring motorcycle.” It combines the agility of a sportbike with the comfort and storage of a tourer. Harley-Davidson says the Street Glide is “where the highway meets the street.” 

The 2006 Street Glide featured a 5-speed transmission, 1450 cc engine and five-gallon capacity fuel tank. It was also equipped with two hard saddlebags, two seats and a short windshield. Its batwing fairing was stylish and functional. According to Harley-Davidson, its shape helps deliver smoother airflow and reduced head buffering.

In conclusion 

The Harley-Davidson touring family has come a long way since its first release in 1965. The Hydra Glide’s hydraulic technology sparked the blaze for the constant improvement of the FL touring series. 

The sky is the limit when it comes to H-D models. Their touring lineup has every combination a rider could ask for. The current Harley-Davidson 2020 touring lineup includes the Road King, Road Glide, Electra Glide, Street Glide and the Ultra. 

What’s your favorite Harley-Davidson touring model? Let us know in the comments below!

References 

2006 Harley-Davidson FLHX Street Glide Price. (n.d.). Retrieved January 9, 2020, from  https://www.nadaguides.com/Motorcycles/2006/Harley-Davidson/FLHX-STREET-GLIDE-1450cc/Specs.

2019 Motorcycle Lineup: Harley-Davidson USA. (n.d.). Retrieved January 7, 2020, from  https://www.harley-davidson.com/us/en/motorcycles/index.html.

2020 Street Glide Motorcycle: Harley-Davidson USA. (n.d.). Retrieved January 9, 2020, from  https://www.harley-davidson.com/us/en/motorcycles/street-glide.html

Conner, R. (1996). Harley-Davidson Data Book. Osceola, WI: Motorbooks International Publishers & Wholesalers.

Davidson History Timeline: Harley-Davidson USA. (n.d.). Retrieved January 6, 2020, from  https://www.harley-davidson.com/us/en/museum/explore/hd-timeline.html.

Gantriis, P., & Gingerelli, D. (2011). Harley-Davidson Buyer’s Guide: 1984-2011. Minneapolis, MN: MBI Pub. Co. and Motorbooks.

Jewel of Your Harley: Harley-Davidson USA. (n.d.). Retrieved January 10, 2020, from  https://www.harley-davidson.com/us/en/owners/hog/HOG-article/jewel-of-your-harley.html.

Mitchel, D. (2005). Harley-Davidson Field Guide: All-American bikes 1903-2004. Iola, WI: Krause.

Rafferty, T. (2006). The Complete Harley-Davidson: A Model-by-Model History. St. Paul, MN: Crestline.

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I’ve been trying without success to find a list of past and present Touring models. Can anyone answer this?

Hi, Tammy. Are you looking for a complete list of all Touring motorcycles made by Harley throughout the company’s entire history?

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The Tour Glide / Road Glide History - a complete information guide

Stoic Joker

Crazybrad said: missing a left side bag top cover. if anyone knows where i could locate one i’d appreciate it. Click to expand...

Hey team.... Great thread...but where's the rest. I'm new to RGs and want to know the difference a from 13 onwards up to 2020? Can y'all point me in the right direction? There's doesn't seem to be a lot of documentation in this area. Cheers  

Per my communications with the Mo-Co this is number 124 of 160 Liberty Tour Glide. It came factory with a special liberty medallion on the tour pack. I am aware of only one other one and he is a great friend of mine.  

Another video of 124/160 "running"  

JacktheBagger

I know of one years ago , nice JtB  

On the tour glide, on the fairing, did those turn signals work? Sent from my SM-N970U using Tapatalk  

JacktheBagger said: I know of one years ago , nice JtB Click to expand...

DanHappy said: On the tour glide, on the fairing, did those turn signals work? Sent from my SM-N970U using Tapatalk Click to expand...

Turn signals were on the fairings through 1987 , 1988 they went to where they are now .. Liked them better in the fairing .. JtB  

Jim_with_harleys

CHAINSAW said: I tried to make a wikipedia page, but they shot it down due to lack of references. What they don't realize, there is no references as the history has not been well documented. If you do a google search for Road Glide history, this forum is the only thing that comes up. If you have more to add or corrections, please reply and I will edit so all info is good and up to date. I would love to have listed all color choices for each year, so please help me out there where you can. Most of the initial information came from forum members RoadGlideRider and JacktheBagger - thanks for sharing your knowledge gentlemen. A lot of the missing info is going to take some of you experienced guys to fill in the blanks for me, as information is just not out there on the web. _ The Harley-Davidson '''Road Glide''' or '''Tour Glide''' is an American made touring motorcycle that was first put into production in the year 1979. The Tour Glide was different then any H-D models before, in that it had a fixed fairing that was attached to the frame and did not move with the handlebars. Today the Road Glide is one of the most popular motorcycles in the custom bagger world, and for long distance touring. The shape of the fairing is often referred to as a "Sharknose" fairing due to the resemblence of a shark. _ First years - Tour Glide The Tour Glide was introduced in 1979 and only 19 FLT's were produced that year. In the following year Harley produced 4480. The 1980 Tour Glide was the first to have the 5 speed transmission and 3 point rubber mounted engine. The motorcycle also had a rectangular steel back bone , and tubular frame, twin 10" front disc, single 12" rear disc and an enclosed final chain drive. The bike was powered by an 82ci (1338cc) Shovelhead with a bore x stroke of 89 x 108mm and had a wet multiplate clutch, 5 gallon gas tank and the bike weighed 725lbs. The 1981 model brought a VfireII electronic ignition, lower 7.4:1 C.R., longer valve guides, extra oil drain lines from the rocker boxes, revised valve guide seals, and a Girling rear brake caliper. In 1982, the FLT got new handlebars and seat, primary chain oiler, higher output alternator, and locks for the luggage. 1983 only brought a lower seat, and stiffer suspension. From 1979 to early 1984 the tour glide was powered by the Shovelhead engine. In late 1984 until 1996 the motorcycle was powered by the Evolution engine. The early 1984 models had a shovelhead bottom end with an EVO top end. There was never a Police FLT Model. Only FLHT, FXRP, XLP, and Dyna Police models. It is known that the 1984 through 1988 models (at least, maybe more) had air resivors in the crash bars for air assist to the front fork springs. The 1985 model was changed from a final drive chain to a belt. The Tour Glide came without a Radio or gauge mounting positions made into the fairing. To add a radio, you would need to purchase a Radio Caddy from Harley, or several after market companies. Some after market caddys came with the gauges mounted in the radio aaddy. To add Harley gauges, Harley sold ones that required you to drill a hole in the fairing and mount them there. Harley introduced the Radio Caddy for the Tour Glide fairing and was stock beginning with the 1986 model year. It is the same year Harley had the radio in the Inner/outer fairing on the Electra Glide. It was produced by Radio Sound. That radio was only used in the 1986/87 model years. The only major change made that didn't change the name of the model line was to move the turn signals from in the fairing to outside and attached to the lower mounting supports and this happened in 1988. 1989 the "Ultra" model was introduced along with the base FLT model. The alternator was bumped up to 32 amp for 1989 and it also had a one piece pinion shaft and right flywheel. The FLTCU model came standard with cruise control, a CB radio, intercom, front and rear sound systems, and fairing lowers, and two tone paint jobs. The standard FLTs were solid colored bikes. A sidecar option was available for the FLTCU, but only 15 were made in 1989. Total production for 1989 is believed to be 603. The Tour Glide's last year of production was in the 1996 model year, and also the first year for the fuel injection option. There was not any FLT models produced for the 1997 model year. _ Road Glide years With the introduction of the 1998 model lines, Harley introduced the FLTR Road Glide. This was using the same frame and motor assembly as the Electra Glide, as before, but with a completely redesigned fairing. It included the radio and gauges mounted in the fairing in areas that were made for this purpose. This inner and outer fairing has not changed for the entire production run of the Road Glide. From 1998 to present it has remained the same. The fairing changed slightly and this was the last year for the Evolution engine. In 1999 Harley Touring models got the Twin Cam engine that bumped the displacement up to 88". From 1999 to 2003 the motorcycle had very minimal changes. In 2000 and 2001 Harley offered CVO Road Glides, the FLTRSEI and FLTRSE2. 2004 brought the change from cassette tape to compact disc, and in 2006 the radio manufacture changed from Radio Sound to Harman/Kardon. 2007 the engine displacement increased from 88ci to 96ci and Transmission to 6 Speed, and all Touring Models became EFI standard. In 2008 the fuel tank increased to 6 Gallons. Throttle changed to Throttle By Wire, brakes changed to Brembo Brakes, and an ABS option for all Touring Models. 2009 brought the new frame, rear tire changed to 180 wide rear tire and 17 " front tire. This was the last year of the Road Glide (FLTR). After many years Harley Davidson brought back a CVO Road Glide in 2009 (FLTRSE3). _ Custom and Ultra years After many rumors that the Road Glide's last year was going to be the 2009 model year, 2010 models came out with a newly designed Road glide called the Road Glide Custom and designated model FLTRX. The bike was basically the same as a Street Glide, just with the shark nose or fixed fairing. The 2010 models was the first and only year to offer a 2 into 1 headpipe. 2010 was also introduced with 18" front tire, lowered rear end with newly designed tail lights, doing away with the center brake light in the middle of the rear fender. In 2010 Harley redesigned the fairing mounting supports. They were redesigned to move the fairing up and re-angle the fairing to make the fairing accept the vented lowers that are now being used on the Electra Glide. Before this models change, the Road Glide required a different lower fairing from and of the "Batwing" or Road King models lines. Cruise Control was made optional (controls removed from handlebars). 2011 Road Glide Custom (FLTRX) same as before with new colors and 103ci motor option and a 2/1/2 headpipe. The Road Glide Ultra (FLTRU) was introduced with a 17" front tire and has the TwinCam 103ci motor. Harley also produced a FLTR CVO Road Glide Ultra (FLTRUSE) with 110ci engine and 18" front and rear tire. 2012 saw both the FLTRX and FLTRU models return, and a FLTRXSE in 3 color offerings. 2011 was definatley a big year for the Road Glide, along with 2012 and the best kept secret in the Harley Davidson line-up, seems to be finally getting some well deserved respect in the touring community. 2013 was another great year for the Road Glide, with the Custom and Ultra returning with new color offerings. Also the FLTRXSE2 returned with addition speakers in the saddlebag lids, 2 paint offerings and the 110 year anniversary edition CVO Road Glide. The FLTRXSE2 came with Harley's new LED lighting for the Road Glides. ​ Click to expand...

Enclosed oil bath chain was the norm for several years with the late shovel dressers , 84 was a mix of parts , my late 84 TG had enclosed oil bath chain loved it .. JtB  

kenneth d said: I got a call from corporate HD today. My inquiry about the production numbers for 1998 Road Glide bikes revealed the following. They made 421 carbureted Road Glides, 133 were Electric Fuel Injected. They told me that even though they made 800 Anniversary Road Glide's only 648 stayed in the USA, the rest were exported to Canada and other countries. Pretty interesting... Both of my 1998 Road Glide's took 1st and 2nd place at the Internet Motorcycle Show this past weekend, pretty happy camper. - YouTube Enjoy the videos and music you love, upload original content, and share it all with friends, family, and the world on YouTube. youtube.com - YouTube Enjoy the videos and music you love, upload original content, and share it all with friends, family, and the world on YouTube. youtube.com Click to expand...

Big_gary said: So are you saying HD only made 1354 Road glides in 98 ? I would of thought more . Click to expand...

kenneth d said: Yes, I was VERY shocked to learn that too! When I got Willie G's autograph I on the lid of my 95th Anniversary Road Glide I was on the hunt for a "Standard" model. That proved to be a challenge and I searched for SEVERAL years. When one surfaced on ebay 4 years later I couldnt hit the buy it now button fast enough! Problem was it needed basically EVERYTHING and when I say EVERYTHING I mean EVERYTHING! It was SOOO neglected and it took myself and my Son over a year to get it done. It came out perfect, I stroked the motor to 4-5/8" (89") and threw in a mild cam which really woke it up. I made the stock airbox breathe better than any Stage 1 airbox and installed a pair of stock Twin Cam mufflers. You'd never know looking at it that it's a stock Evo. I've blown by a few of my friends on their Twinkies and leave them wondering WTH? LOL Since I live in a very rural area with no police we can do fun stuff like that. It's extremely fast and i laugh when I tell them "It's just a bone stock Evo." Haaa I think I'll be keeping this one and wouldn't trade it in on an even exchange for a brand new one. Even if it was a CVO version. I like simple things and bikes I can work on myself without the aide of a computer. There's an EFI one on eBay currently but I'm not interested in purchasing a 3rd one. Besides, I don't wanna convert another one to carbureted. That was a PITA to do and additionally, that eBay bike is as rough or rougher than mine was. Kenny Wise Click to expand...

RoadGlideRider

I one day may find a Tour Glide like my old one. Just not the 1989 model. That is a “One Year Only“ motor with problems. Almost all motor parts were made “Obsolete“ in 1990, due to the problems that year motor had. Harley-Davidson never did a recall. But would cover repairs under Warranty, if certain conditions were met for repairs. (Ask me how I know 🤔) I miss my old Tour Glide. 😢  

RoadGlideRider said: I one day may find a Tour Glide like my old one. Just not the 1989 model. That is a “One Year Only“ motor with problems. Almost all motor parts were made “Obsolete“ in 1990, due to the problems that year motor had. Harley-Davidson never did a recall. But would cover repairs under Warranty, if certain conditions were met for repairs. (Ask me how I know 🤔) I miss my old Tour Glide. 😢 Click to expand...

jstucker1976

kenneth d said: I found this rare FLT Tour Glide in Indiana about 3 years ago. It was in REALLY bad shape and didn't even run when I went to pick it up. The dealership didn't even know what they had on their hands, paid a mere $3,500 for it. Sadly the value cannot be found because of it's rarity. NADA and KBB have no listings for this bike. I restored to showroom new condition and did some further research on my behalf starting with the Motor Company. I have documentation that this was number 124 of only 160 manufactured in 1986. The tires were date coded from 1988 and it was missing the original windshield and decal for it. These FLT's came factory equipped with a super rare Harley Davidson Liberty medallion on the back of the Tour Pack. I have replaced the existing one since making this video with that of a brand new one that I scored on eBay. Sometimes when you find rare stuff like that you snatch it up even if it has a "make an offer" feature. Here is number 124 of 160 FLT Liberty Tour Glide 🗽 Thanks for checking it out, sorry for the poor quality video. This is the ONLY Liberty Tour Glide on YouTube. God Bless America, Kenny Wise Click to expand...

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It was a blistering-hot summer night, and the streets of L.A. were aswarm. The gleaming, burgundy-and-rose Harley FLHTC was parked on Hollywood Boulevard, a couple of blocks down from Vine and just over from the Chinese Theater. Even in Tinsel Town, the Harley drew a lot of attention. One motorcyclist loitered longer than usual, before he faded into the shadows of a nearby tavern. A short while later, he reappeared, and moved down the long row of motorcycles to his own. It was a large outfit, we won't tell you which, all set up for touring. He eyed the FLHTC again, this time for only an instant, and then glared at his bike.

"Damn," he grumbled to it. "You haven't turned into a Harley yet."

As we said, it's that kind of bike. And no wonder.

By now, you've heard all of the rumors and read all of the speculation. Stop the presses, it's true.

Harley-Davidson has a new big engine for 1984, the company's first in 18 years. It's still a V-Twin, still 45° between the cylinders, still 80-c.i., still ohv. Still unmistakeably a Harley. But with more power, more torque, less weight. The V-2 Evolution Engine, the Harley folks call it officially. Unofficially, they call it the Blockhead, in keeping with a tradition of nicknaming the different generations of the big Harley engine. That family tree: the Knucklehead, which begat the Panhead, which begat the Sh ovelhead, which begat the Blockhead.

One of the five 1984 models that gets the new engine is the FLHT, the long-haul tourer that was crossbred from the faithful old FLH Elec-tra Glide and the three-year-old FLT Tour Glide. When it appeared last year, the FLHT came with the frame, rubber-mounted engine, five-speed transmission and enclosed rear chain drive of the FLT, and the fork-mounted fairing and luggage of the FLH. Essentially, it was an up-to-date Tour Glide wearing classic Electra Glide clothes. The new FLHT is equipped with all of the above, plus new brakes, a new seat, and an air-suspension/anti-dive system.

Oh, and it gets a new letter, C, to distinguish it from the previous, Shovelhead-powered model, so make that the 1984 FLHTC. Comprende? Or you can forgo the mouthful of letters and do as Harley does: simply call it the Electra Glide Classic. (It has a sister model, the FLTC, or Tour Glide Classic, which comes with a frame-mounted fairing. But since we don't want to hopelessly confuse matters, we won't deal with that here.)

As its official name suggests, the new engine isn't so much, revolutionary as it is evolutionary, the fourth carefully planned, major updating of a Harley design-cum-tradition that's been with us since the days of FDR and the fireside chats. Like the Shovelhead that preceded it, the Blockhead has a bore of 3.498 in. (88.8mm) and a stroke of 4.250 in. (108mm), for a displacement of 80 c.i. (1340cc). And the same crankshaft and basic bottom end. But that's about it, for the similarities.

From the base gasket up, is where the Blockhead is really different. Cylinders and cylinder heads are aluminum alloy; liners are cast-in iron. Valve angle is narrower, and the heads have smaller, "straighter ports, smaller valves, and angled combustion chambers. There are lightweight rocker arms, hollow, one-piece pushrods, and hydraulic lifters. A new-profile cam gives shorter valve duration but greater opening. With new pistons and new combustion chambers, the engine to runs a 8.5:1 compression ratio, up from 7.4:1, without detonation. Connecting rods are thicker and stronger*

To combat excessive top-end oil consumption, a problem which plagued all but the recent Shovelheads, the Blockhead has more oil return paths. Oil drains from the cylinder head down through four bolt bores, the tappet blocks and the pushrod tubes. No longer is it allowed' to pool around the valve guides until it's drawn into the intake port and burned.

(We really shouldn't have to say this, since it's become the rule, not the exception, for the Harleys we've tested in the last few years. But since old stereotypes die hard, we'll run through it again. Read carefully: No oil leaks, period. No oil puddles, period.)

Carburetion is by the usual 38mm Keihin, but the mixture is fed into a new bolt-on rubber intake manifold. Self-sealing compression screens take the place of copper washers in the exhaust ports. Two bolts secure each exhaust pipe to the head, a change that will be applauded by Harley owners who've had the old one-bolt pipes slip off while riding through a hospital quiet zone. Or past a cop. The electronic ignition has two stages of advance: one stage contributes to improved fuel economy at low, steady speeds while the other provides detonation-free power under acceleration or while carrying a heavy load.

So what's the result of all this? According to Harley: a 10 percent increase in horsepower (71.5 bhp at 5000 rpm, compared with 65 bhp at 5400 rpm), a 15 percent increase in torque (82.5 lb.-ft. at 3600 rpm, compared with 67 lb.-ft.), improved gas mileage, and an engine that's lighter by 20 lb. You'll notice that peak horsepower has moved down the rpm scale; most of the newfound power and torque is in mid-range, where Harley engines are most often run.

The Blockhead has a new primary drive sprocket, which utilizes fewer, but heavier, springs. There've been no changes, though, in the separate, five-speed gearbox. Primary drive is by double-row roller chain, and the clutch is a dry, multi-plate unit. The rear chain is enclosed in a flexible housing, and constantly lubricated by a one-pint oil bath.

The FLHTC uses the steel-tube frame from the FLT. It was novel when it appeared in 1980; in 1984, it still is. The steering head and the rear-set forks are not parallel; instead, the head is mounted at a steep 25° while the forks are raked almost 30°. The diverging offset results in 6.2-in. of trail, and reduces steering effort without sacrificing stability and balance. The frame has a huge, welded-up, rectangular steel backbone, with two downtubes, no centerpost, and a square steel swing arm.

Engine vibration is isolated by a system of soft-rubber engine mounts, similar to the old Isolastic set-up used by Norton. The engine-transmission-final drive unit is held by adjustable locating links connected to flexible, biscuit-type rubber mounts. The system allows the engine to move up and down, back and forth, but positively restricts lateral movement.

The air-suspension/anti-dive is a version of the highly effective system introduced with 1983's FXRT. Other manufacturers battle braking dive with damping-delay circuits that increase damping and slow the rate at which the front forks compress. The front-brake hydraulic system closes a valve in the damping circuit, restricting the flow of fork oil; "that delays the dive, but doesn't eliminate jt. Harley's air-assisted system, however, does; it increases the fork spring rate, and, well, it's goodbye dive.

The heart of the system is a two-stage air reservoir, built into the engine case guards. A valve connects one of the chambers to the forks. For normal riding, the forks are pressurized to 4-6 psi, and the reservoir to about 25 psi. When the forks compress and air pressure rises above 25 psi, the valve opens in the reservoir second stage, which expands against the first chamber, increasing fork volume. By changing the pressure in the second chamber, a rider can adjust the point at which the valve opens, and adjust the front suspension for ride height, travel and softness. During braking, a solenoid connected to the brake light switch prevents the valve from opening. Without the extra volume, fork air pressure builds more rapidly, and travel decreases. That, by anyone's definition, is real anti-dive.

Unlike the FXRT, which had adjustable air shocks, the FLHTC's rear suspension is handled by plain Jane shocks. There are five adjustments for spring preload; damping is not adjustable. If that doesn't seem adequate, the factory offers a set of air shocks as an accessory.

New, dual 11.5-in. front discs, like those used on the XR1000, replace the old 10-in. discs. The rear brake is a single 12-in. disc. With the new discs and calipers, brake swept area is 322 sq. in. Dun-lop MT90-16 K101 Touring Elite white-wall tires are mounted on the 16-in., 16-spoke cast wheels.

Details.The instrumentation (85-mph speedo, tach, odometer/trip odometer, neutral indicator, high beam light, oil warning light, turn signal indicator and fuel gauge) resides in a massive handlebar/fork-mounted pod. There are toggle switches for flashing emergency lights and a pair of auxiliary lights. The huge ignition switch, located at the steering head, includes an integral fork lock. Hand controls are typical Harley stuff: big and sturdy. The push-they're-on, let-up-they're-off turn signals are still with us. As are the floorboards, the brake pedal inspired by a GMC half-ton, and the heel-and-toe shifter; the floorboards (which have rubber-mounted, shock-absorbing inset rubber pads), the passenger pegs, and the two-piece shifter all are adjustable. The new seat is wide (15 in.) and fairly low (30.5 in.), with a large passenger backrest. A locking panel hides the filler cap for the 5-gal. gas tank. The sidestand is big, and locks in the down position.

The classic Electra Glide fairing, with adjustable-height windshield, incorporates the single 55-60w quartz-halogen headlight. There's a new, tiny, updraft deflector plate at the bottom of the lower triple clamp. The turn signals and auxiliary lights are affixed to a fork bracket. The hard luggage — saddlebags and King Tour Pak (read that as trunk) — is detachable. The luggage comes with plug-in running lights, and there are chrome tube bumpers for the bags.

Those are the nuts and bolts of the new FLHTC. Now, for how it works.

Switch on, side-mounted choke out, throttle cracked and starter button pressed, the big Twin starts right up. Not much noise, just a nicely muffled, big-Harley chugga chugga BOOM, chugga chugga BOOM. Unless there's ice on the ground, the choke can be pushed in after a few seconds, and the bike ridden away. There are no real flat spots, but the engine will stumble briefly if it's suddenly rolled on under 2000 rpm. Other than that, it pulls eagerly from idle to the 5500-rpm redline.

Until the Blockhead performs in front of the stopwatch, it just feels like a good running Harley, maybe a little quicker and more responsive. At the dragstrip its performance demonstrated all the good things the new engine does. Quarter-mile times are a second quicker than the Shovelhead dresser. Elapsed time was 14.9 sec, trap speed was 86.62 mph. Top speed is an even 96 mph, measured in our usual half-mile radar run. That's 5 mph faster, which takes a lot of additional horsepower. Keep in mind, though, that the FLHTC is very much a specialized, single-purpose bike — its home is on the open highway, not the boulevard, not the go-for-pinks street drag, not the Kenny Roberts replica canyon road. There's power here, but it's the real-world, pass-that-semi kind of power. Predictable, reliable, useable, waiting for you in every gear. If you were to consider performance as a measure of how well a bike does what it's meant to do, then the FLHTC is a high-performance bike.

The gearbox rows through the five gears smoothly, surely, with the usual, resounding Harley clunk, and finding neutral is a snap. Even riders new to heel jand-toe shifting grew quickly accustomed to the task. One oft-repeated complaint: clutch pull is very stiff, so stiff that some of our riders avoided routes through stop-and-go urban traffic.

Gearing is ideal for long, open-road hauls, letting the engine lope at freeway speeds; in fifth, 2650 rpm'll get you 60 mph, and that's exactly where the engine seems the happiest. The tall gearing contributes to fuel economy. On the Cycle World test loop, the Harley was good for 47.4 mpg. The FLHTC's abundant reserve of torque means there's rarely any need to downshift for power.

The FLHTC is not especially maneuverable. Leaned over and turned, the FLHTC wants to straighten up and go all-ahead full. Like a two-wheeled gyroscope, the bike requires a real, conscious effort to keep it heeled over. What it is, is marvelously stable — not surprising when you consider the long wheel-base (63 in.); the self-centering fork geometry; the heavy steering; the fat, near-flat, automotive-like profile of the Dunlops; and the low eg of that hefty weight (762 lb., with a half-tank of fuel). In its element, on a straight, deserted, country road, the FLHTC is an effortless delight to ride.

Braking is a surprise, a pleasant one. The FLHTC actually stops, and stops well, gracias here to the new front brake set-up. The Harley stopped from 30 mph in 39 feet, and from 60 mph in 138 feet. Not spectacular, maybe, but it's an improvement over some previous models. Lever effort is the lightest of any Harley in memory, and it's possible to lock the front brake, Scout's honor. The high-mounted rear brake pedal takes something of a time-consuming Texas two-step to operate: you have to Slide your foot along the floorboard from under the pedal, before you can kick up and use the brake. A bit hairy in panic stops, that is.

At idle, the V-Twin still quakes as much as ever, but once the FLHTC begins to move, the vibration disappears, soaked up by the engine's rubber mounts, the shock-absorbing floorboards, the rubber-mounted handlebars and the generously padded seat. The bike simply does not vibrate. What's there to say about the mounting system, except that it works? Ditto, the anti-dive.

The new seat is firm, but not hard, just right for long-distance riding. The rider sits in the usual knees-up (right one against air cleaner), legs-out, arms-raised position peculiar to Harleys. The handlebars sweep up and back, the grips bending to a lazy, reach-out-and-they're-there angle. The instruments are easy to read, and the controls (except for the turn signal switches, see above) are convenient to use. The excellent quartz-halogen headlight throws a bright, wide beam, and the auxiliary lights are just icing on the cake.

The FLHTC is genuinely comfortable to ride, for any distance over almost any sort of road surface. The one exception seems to be urban freeways, at least the kind with regular expansion joints. On that kind of choppy surface, the bike sets up a hopping oscillation that's irritating and wearisome. We made all the suspension adjustments we could think of, but never completely tamed the problem.

The fairing provides excellent protection, and buffeting is nonexistent for both the rider and the passenger. Behind the fairing, the air is still, calm. Ridden through a downpour, it's dry. The height of the windshield is easily adjusted. The luggage has more cargo room than some small cars; two full-face helmets will fit in the trunk with room left over. The bags and trunk are easily and quickly detached. With the trunk removed, there's a nifty, chrome luggage rack. Our one gripe with the luggage had to do with the latches. The lids close and latch easily and securely enough, but they're almost impossible to open with one hand; they must be pushed down and the latch buttons depressed at the same time. A small thing, but maddening.

The FLHTC is available in black, candy red, indigo blue, and two-tones of tan/cream and claret red/rose metallic. Our test bike was the red/rose two-tone; the paint was deep and lustrous and rich. The chrome shone like jewelry. It was a pretty sight, in motion or parked. The bike caused a commotion wherever it was ridden. Down to the abundance of alien screws and the sheen of expanses of polished metal, our FLHTC represented the finest of fit and finish.

The 1984 FLHTC is a number of things. First, obviously, it's a comfortable, reliable, durable, well-performing touring bike, one you can pack with a passenger and a lot of gear, and ride to the end of your rainbow. Then, it's a thoughtfully conceived, carefully executed, major overhaul that manages to blend the tradition of the past with ideas of the present, to come up with something that's both modern, yet familiar.

Most important it's proof the Eagle is still soaring.

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1980 Harley-Davidson Flt-80 Tour Glide

1980 Harley-Davidson Flt-80 Tour Glide January 1 1980

1980 Harley-Davidson FLT-80 Tour Glide

At Last Harley Redesigns Its Big Bike and the Results Are Hard to Fault

Harley-Davidson's new FLT-80 Tour Glide still looks like a Harley. with its 80 cu. in. V-Twin engine. 16-in. tires, low seat, and full accessories. But underneath the traditional Harley styling is an all-new motorcycle with as much original thinking behind it as any new motorcycle of 1980. Except for the engine, and even it has received numerous im provements, every part of the FLT is new. All the new pieces wrapped around the traditional Twin bring Harley's touring machine much closer to the mainstream of motorcycling. The major new pieces include a frame with none of the cast junctions used on previous Harley frames, a rubber mounted engine to reduce vibration, five-speed transmission, fully-enclosed final drive chain, larger triple disc brakes, frame mounted fairing, instrument cluster mounted on the forks, rather than on the gas tank, and a front end geometry that has the fork tubes rearward of the steering head and angled differently than the steering head through the use of offset triple clamps.

The front end is the most novel piece of the motorcycle. With a steering head angle of 25° and the fork tubes mounted behind the steering head, there would normally be very little trail and a motorcycle would be unstable. But the Harley has the fork tubes offset 4° 15’ from the steering head, yielding 5.88 in. of trail, slightly more than with the previous frame and steering. The changes make the big (725 lb. dry weight, claimed ) motorcycle steer with gentle pressure and little body English. There’s also excellent balance and stability so longtime Harley riders will be right at home despite the quick handling.

In order to retain sufficient steering lock, the new frame on the FLT places the steering head far enough forward so the forks can be turned tightly without bumping into the restyled gas tank. That’s not all that’s new with the frame. Ground clearance is 2 in. greater than on the previous FLH, which increases the allowable cornering angles up to 35° with the machine loaded. The new frame has a huge rectangular steel backbone, two downtubes, no centerpost and shocks positioned in conventional manner on the new swing arm for more rear wheel travel.

One of the most noticeable changes to the machine is in the rubber engine mounts. The power train is held by a rubber biscuit at the front of the engine and at the swing arm pivots on the frame. There are adjustable locating links at the front of the motor and at the top of the motor. In all, the system is similar to the Isolastic engine mounting used by Norton.

Changes to the motor include improved valve and valve seat materials for longer life, a new exhaust system that’s quieter than previous exhausts and allows the engine to develop more power, the addition of a spin-on oil filter, and an electronic ignition with electronically-controlled ignition advance. The spin-on oil filter mounts behind the engine where it’s easy to change and unobtrusive. The ignition, manufactured by Magnavox, uses Halleifect magnetic triggering and incorporates a microprocessor to advance the ignition a maximum of 32° at 1600 rpm.

There’s still a duplex primary chain connecting the engine to the dry multiplate clutch, but there are rumors of a new belt primary drive now being developed. Gear ratios on the five-speed transmission are closer together than the ratios of the previous four-speed and the overall ratio in fifth is slightly higher than the previous top cog for a slightly lower engine speed on the highway. Engine and transmission cases are still separate so there’s separate lubricant for each and it’s also possible to remove the entire gear train (except for fifth gear) through transmission case inspection covers. The five-speed uses a drum shifter and roller bearings on all shafts.

It may be surprising to find a chain final drive on a new touring machine, but Harley-Davidson has its reasons for keeping the chain. The most important reason, of course, is that a shaft drive would cost more to design and build. A chain is a more efficient transmitter of power, and with the H-D motor positioned in the frame as it is, there would be two right angle drives reducing the efficiency of a shaft drive even more. Instead, Harley has come up with a full enclosure for the chain. The rear sprocket is encased in a two-piece aluminum cover that includes an oil level plug and oil filler cap. Connecting the aluminum cover and the transmission are rubber housings that protect the chain, keep the oil bath enclosed, and flex with the swing arm. Harley-Davidson claims a 16.000 to 20,000 mile chain life with the enclosure.

Stopping this new Harley should be less of an adventure than on previous big Harleys. There are double 10 in. discs in front and a single 12 in. disc at the rear that uses a double piston caliper. Total brake swept area is 352 sq. in., more than on any other big bike CW has tested recently. Harley-Davidson was the first motorcycle manufacturer to use metallic pads on the disc brakes for good wet weather braking performance. The hard pads meant more lever effort was needed, but the larger brake area of the new FLT reduces brake effort to normal levels, gives excellent brake power and should have the same wet weather braking ability Harleys have had for the past couple of years.

What gives the big H-D touring machines their distinctive appearance is the accessories, as much as anything else, and the FLT sports a whole bunch of new fiberglass and ancillary items. The fairing is a frame mount design with dual round headlamps. There are locking covers over storage compartments on the fairing and room for gauges and a radio-speaker accessory package that fits at the base of the windshield. Saddlebags have the same profile as previous King of the Road accessories. but they’re detachable and shaped differently so they can clear the rear-mounted battery that was moved from behind the engine. Volume of the bags is claimed at l cu. ft. each. The King Tour Pak rear box now hinges from the side so it can be opened w ith a passenger seated aboard the bike.

Even though there’s no center post for Harley’s traditional seat spring, there’s still a sprung double seat available. The standard seat mounts directly to the frame for a lower seat height. The new 5 gal. gas tank is made in one piece and doesn't have the speedometer mounted in the middle any more. Now' the gauges are mounted in an instrument cluster in front of the handlebars. Included are a speedometer, tachometer. voltmeter and idiot lights. The ignition switch mounted at the steering head includes an integral fork lock.

floorboards, accompanied by a huge brake pedal and heel-and-toe shifter remain. but the floorboards are no longer spring-mounted to reduce vibration, as the rubber mounted engine takes care of that task. The heel-and-toe shifter now is made in two pieces so the heel and toe sections can be adjusted separately to suit the rider.

At a press introduction in Ruidoso, New Mexico, an FLT was available for brief rides, but a machine hasn’t been available yet for thorough testing. A quick spin down a serpentine mountain road confirmed Harley’s claims about the lighter and more agile handling. The FLT is a big bike, no doubt about it, but it doesn’t feel as cumbersome as many of the other touring machines. The most immediately apparent change is in the new transmission that completely eliminates the labored clunk that used to accompany H-D shifting. The five-speed is a delightful addition to the motorcycle, as unnecessary as it would seem.

At idle the big 80 cu. in. V-Twin shakes the motorcycle as much as it did the FLH, but as soon as the bike begins to move the shaking is audible, but in no other way perceptible. The FLT honestly doesn’t vibrate. Amazing.

Harley-Davidson isn’t dropping the traditional FLH model touring machine with the introduction of the FLT. It remains, as the FLH-1200 and 80 Electra Glide and FLH-80 Classic along with the Sportster, Super Glide, Fat Bob, Roadster and Low Rider. The FLT should be available in dealers’ showrooms by this time at a list price of $6013.

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1984 Flt Motorcycles for sale

1984 Harley-Davidson FLT Tour Glide

Request Price

Storm Lake, Iowa

Posted Over 1 Month

1984 Harley-Davidson FLT Tour Glide, first year for the Evo motor - NADA retail value is $12200!!

1984 Harley-Davidson Electra Glide Special Edition FLT

Petersburg, Virginia

Make Harley-Davidson

Model Electra Glide Special Edition FLT

Engine 1,340 cc

Salvage title. VIN# : 1HD1AEK29EY063540 Odom.: 45,731 miles. Color: Black Runs and Drives, Damage. 1340cc Engine.

Harley-Davidson : Other 1982 harley davidson flt

Cashton, Wisconsin

Selling a 1984 Harley Davidson FLT!! She Starts & Runs Good!!! Has Original Fairings and Travel Box!! 33,371 Miles Shovel-Head Engine and Original Factory Paint!!

Harley-Davidson : FXR 1982 harley davidson fxrs superglide ii firtst year fxrs 80 shovelhead

Bakersfield, California

1982 Harley Davidson FXRS Superglide II Firtst year of the FXRS • 1982 Clean title registered as NON OP so no back fees owed80" SHOVELHEADFrame and motor # on titleI have not tried to even start this bike and I do not have the time right now so I am selling this cheapUsed as-is not running condition • I What you see is what you get! located in Bakersfield CA Call for questions (661) 472-2111 HISTORY OF 1982 SUPERGLIDE II In 1982 the ad copy said the new FXR Super Glide II was a Harley-Davidson that would "separate the men from the boys," the implication being that the boys were riding "foreign" motorcycles. The FXR promised to deliver handling to rival sporty bikes from overseas, and the potent performance of an American V-twin. Twenty-eight years later, there are still riders who claim the FXR was the best motorcycle Harley ever built. That notion would be hard to defend, given the advanced engine, chassis, and suspension technology Harley has introduced in just the last decade. But the FXR does represent a moment in Harley history when the company put its talent and energy into creating not just a great Harley-Davidson, but a great motorcycle; a bike less constrained by heritage and the status quo. Keep in mind that the FXR platform would debut in 1981 as an '82 model, just months after the company had completed its buyout from AMF. The FXR represented Harley's commitment to its future. "Around the company the FXR was considered an engineer's bike," recalls Bob LeRoy, who joined the company in 1979, worked as a designer on the FXR team and today is a Custom Vehicle Operations (CVO) project manager at Harley. "It had a higher seat height and footpegs to give it more lean angle. And it produced much less vibration to the rider, so it felt more sophisticated. You could go out and have some fun on an FXR, not just cruise around." The FXR was designed around the same 80ci Shovelhead engine and five-speed transmission package that debuted in the all-new '80 FLT Tour Glide, the first modern Harley with a rubber-mounted powertrain. The plan was to turn the Tour Glide platform into a sporty roadster to sell against the Japanese bikes. The Harley engineering team-which included a young road-racer named Erik Buell-quickly determined that the Tour Glide frame was not suited to the mission and instead designed an all-new frame that would hold the powertrain in the same elastomer tri-mounts. The frame had a more triangulated shape than that of the FXE Super Glide, and the rear shocks were set further back on the swingarm. "Instead of heavy castings, the FXR frame had a lot of welded stamped-steel parts," said LeRoy. "This was before the era of robotic welding, so it all had to be assembled by hand. It was expensive and difficult to manufacture." Harley introduced the '82 FXR platform with two models-the FXR Super Glide II had laced wheels, while the FXRS was the same bike with cast wheels and two-tone paint. Both had a 3.8-gallon Fat Bob fuel tank with a console that incorporated the fuel cap and a fuel gauge. A thickly cushioned seat flipped up to reveal the oil tank and battery. The bike came equipped with triple disc brakes and sporty Dunlop tires. The FXR, a "sporty standard," was sold alongside the rigid-mount, four-speed FX "factory custom" models, including the Super Glide, Wide Glide, and Low Rider. Despite the effort to keep it light and nimble, the FXR was actually 2 inches longer and 3 pounds heavier than the FXE Super Glide. But the isolated powertrain and the extra gear, made the FXR feel much more refined. "I recall that the FXR felt more compact than other Big Twins; very similar to large Japanese bikes of the era," said one former FXR owner we know. "The ergonomics were excellent for a shorter rider like myself, and the size and weight seemed very manageable. When my wife wanted to move up from a Sportster, the FXR was really the only Big Twin option she'd consider." The former owner also recalled that the FXR was reputed to be the favored ride of a certain well-known outlaw motorcycle organization who appreciated the performance and handling when it was time to make a quick get-away. It's just another aspect of the FXR legend. Harley immediately began introducing other models on the FXR platform. First and perhaps most notable was the '83 FXRT Sport Glide, a "sport touring" bike equipped with a frame-mounted fairing and hard bags that were originally designed for the Nova, the liquid-cooled V-Four project that was abandoned for lack of funding after the AMF buyout. In fact, the deep scoops on the sides of the FXRT fairing were developed in a wind-tunnel to feed air to the Nova's underseat radiator, according to LeRoy. On the FXRT, they became vents to the rider. The FXRP police model, which also used the Nova-derived fairing, and the slammed FXRS Low Glide appeared in 1984. The FXRC Low Glide Custom appeared for 1985. The FXR platform made the transition to the V2 Evolution engine in 1984, then to beltdrive in 1985. In 1986 the FXR family replaced the original FX platform, as the FXR became the Super Glide. The new FXRD Sport Glide Deluxe came with a trunk. The FXLR Low Rider Custom (1987) had a 21-inch laced front wheel and an aluminum disc rear wheel. In 1988 the FXRS Low Rider was also offered as a Sport model (FXRS-SP) and in special 85th anniversary trim. A Low Rider Convertible was offered in 1990. If you've noticed that the FXR had strayed from its original, sport-standard mission, you are right on. "I think that sales for the original FXR slipped pretty quickly," said LeRoy, "So we kept the volume going by adding models. But by the late '80s the company realized that the FXR was not what the market wanted. Maybe it felt too much like the import competition. That's when we went to work on the Dyna." The mission of the Dyna Glide, according to LeRoy, was to be easier to manufacture than the FXR and to look more like the original FX Super Glide-lower to the ground, more rake to the fork, with the battery box exposed. The Dyna Glide was also the first Harley to be designed completely with Computer Aided Design (CAD). The '91 FXDB Sturgis launched the Dyna Glide platform, and by 1995, various FXD models replaced the last of the FXR variants. The FXR was gone, but not for long. Like an aging veteran brought off the bench, the FXR was back in the game in 1999 when Harley launched its CVO (Custom Vehicle Operations) program with two models, the FXR2, with a 21-inch laced front wheel, and the FXR3, with a 19-inch cast front wheel. CVO was intended to produce exclusive, low-volume custom bikes, and only 900 examples of each of the 1999 models were built. For 2000, CVO assembled a 1,000-unit run of the FXR4, which marked the real end of FXR production. The old story that Harley launched CVO to use up a dusty pile of FXR frames it found in a corner is not true, according to LeRoy. The tooling was on hand, and the bikes could be built for a limited run without disrupting regular production. Since then the reputation of the FXR as "best Harley ever" has stuck, and in the minds of former owners, it's probably the truth.

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Retrospective: Harley-Davidson Shovelhead: 1966-1984

(This Retrospective article was published in the November 2008 issue of Rider .)

The Harley-Davidson buffs among us know full well what a “Shovelhead” is, but it remains a minor mystery to many of the uninitiated.

Somebody with a large glass of Jack Daniels’ in his hand, his second or third, must have come up with that name, because for the life of me I have never seen the resemblance between that particular cylinder-head design and a shovel. And I have shoveled out quite a few ditches in my lifetime. But there’s no point arguing about it 40 years down the line.

The Shovelhead was the third rendition of Harley’s OHV V-twin, following the Knucklehead and the Panhead. When the first Harley OHV twin appeared in 1936 nobody called it a Knuckle, it was just the E-model, or the 61—for cubic inches. Followed in 1941 by the 74-inch F-model. The nickname, according to historians, had to wait until 1948 when the next generation came along and people wanted to differentiate between the two. Squint your eyes and that early Harley iron cylinder-head looked vaguely knuckle-ish, while the subsequent one had shiny chrome rocker-arm covers which did indeed resemble the pans one might find in a kitchen. The Pan enjoyed the maintenance-free aspect of hydraulic valve-lifters, a necessary advancement since it took a while for the iron cylinders to heat up and match the expansion of the new aluminum heads.

The Harley engineering department had always been ploddingly methodical, taking care of problems as they arose, never rushing to be the firstest with the mostest. As the Pan got heavier with changes in suspension and the addition of an electric starter, the factory decision to increase power was in order. Nothing drastic, but in 1966 the 74-incher got new aluminum-alloy “Power Pac” heads, which Harley claimed gave an increase of 10 horses …and looked vaguely like the back end of a shovel. Instead of just being a cover, the new Shovel design was the actual cylinder head, with rocker-arm pivot-points engineered into the casting. The FLH engine, the hotter version, was rated at 60 horses at 5,500 rpm.

The head was the only really new piece to this motor, as the company kept the iron barrels and bottom end of the previous Pan, as well as the generator. In 1970 the generator gave way to an alternator, with the points in the old-fashioned distributor disappearing inside the new timing case.

More changes were going on within the company structure than in R&D. Harley had invested in the Italian Aermacchi company in 1961, hoping to get its share of the small-bike market. That had not gone too well, as the influx of Japanese models underpriced and outperformed these pseudo-Harleys. In an effort to bring in more cash Harley went public in 1965, though not very successfully; apparently the family style of management could have used a hard-nosed MBA to sort things out. The company was struggling financially and executives were talking with possible buyers, notably American Machine & Foundry, which decided to buy in. The public stock was bought back, and the factory began a dozen years with the AMF label on the tank, a mixture of good and bad years.

Good because young Willie G., the grandson of H-D founder William A. Davidson, took charge of the styling department and designed the factory’s first “custom” motorcycle, the 1971 FX Super Glide, essentially a Shovel FLH with a Sportster front end. Some attribute this new “look” to the success of the Easy Rider movie, with two disaffected young men taking off on a cross-country trip on a pair of customized Harleys. In 1977 the Low Rider appeared, another sales hit.

The bagger types (those who liked the King of the Highway touring package, with batwing fairing and saddlebags) still had their FLHs, but now the market was expanding. Slowly.

Too slowly, for the likes of AMF. They were realizing that they were stuck with some distinctly outdated technology and tried to push the factory into a modernization program. The AMF futurists began a program to build a motorcycle that would compete with the Japanese, while the Harley traditionalists wanted to continue developing the pushrod V-twin. The quality of Harley motorcycles deteriorated in the late 1970s, which management blamed on disaffected employees—sales drooped.

Poor sales? Give the Shovel more power! For 1978 the 74-inch engine was bored and stroked to 80 inches (81.7 in reality) and first offered in the FLH model, with the number 80 written conspicuously across the air cleaner. The only visible difference between the 74 and the 80 was in the number of fins on each cylinder—the 74 had 10, the 80, due to a thicker base, only nine. The new V-Fire ignition was now controlled by electronics, which made many a purist weep with rage and frustration. What could a rider do if his spark went away?

Next on the Shovel agenda were two variations in 1980, the FLT and the Sturgis. The FLT had a brand-new chassis, the 80-inch motor, and a new five-speed gearbox. The biggest difference was that the engine/transmission package was rubber-mounted, taking away the dreaded V-twin vibes. Behind the frame-mounted fairing an interesting steering arrangement was hidden, with the steering head actually behind the fork tubes, which created a relatively agile 750-pound motorcycle. Not so popular was the fully enclosed final chain drive, which made changing rear tires an absolutely hateful job.

On the FXB (B for Belt) Sturgis that rear-chain problem was resolved by using a belt drive. And a belt on the primary drive as well. Harley had long used a dry clutch, carefully isolated from the oil-bathed primary chain, so a dry primary belt was a natural. Unfortunately the primary worked far better in theory than in reality, where the heat affected the rubber damping blocks or “compensators” on the crankshaft pulley—causing deterioration and requiring replacement. The belt primary notion was eventually trashed, returning to the duplex chain.

In 1981 a dozen Harley executives bought the company back from AMF, and the traditionalists were in charge. The Shovelhead soldiered on until 1984, when the Evolution engine—essentially new aluminum head and barrels on the old crankcases—began to take over. A serious effort was made to call it the Blockhead, but the factory wanted a little more elegance and their constant reference to the “Evo” motor won out.

The Shovel got a bad rap in the 1970s, but is now considered quite desirable. This one in the photos is decked out with a lot of Harley chrome accessories, from luggage rack to disc guard, and a Corbin saddle and Big Bertha saddlebags.

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I own a 1980 flt tour guide classic that the compensator went and the bike only has 24.000 miles on it. She’s not even broken in yet and now I have to do an upgrade on the compensator along with everything else in my primary. What made this happen? I had the bike shipped from Arizona to Pa. You wouldn’t believe the damage that was done and can’t help but to think was my compensator problems part of bad shipping.

My 1983 wide glide shovel head keeps back firing and the plugs foul after I leave it sitting for awhile. I was told that if I don’t turn off the gas after parking it the gas could continue to run into the engine and settle. What are your thoughts.

Yes. Very important to shut off shovelhead gas

Is he to lazy to just turn it off

In take manifold rubbers.

Sounds like your carb needs Ajusted and after you get it running Spray some WD-40 around the intake while it’s running to make sure it’s not sucking air there If it is leaking the idle will change And another thing if you have a straight pipes with no kind of back pressure on the motor it can cause that they make torque cones that go into pipes that will help some too

Very important on any make motorcycle.

I know for a fact that if you don’t turn off the gas it will eventually find its way into your primary and crankcase. Happened with my 76 FXE 3 years ago. Simple fix, drain the gas, drain the oil tank, new oil in both….run the bike for 10-20secs. Shut it off, drain it all, and repeat the process 3-4 times. Mine is running great now and the petcock is the first thing I shut off now.

lot of oil and money yes

Yes but cheaper than a new or rebuilt engine.

Correction because of my poor writing….drain the primary and the oil tank…put new oil in both.

I have a shovelhead 1975

xD Ever see the backside of a Spade Shovel ? Looks just like a top-down view of a Shovelhead rocker cover. @the author Clement Salvadori

Nice article though. 🙂

Article in incorrect on noting that the lower end was the same for the pan and early shovels until 1970 , there were improvements made during those years

Got oil in crankcase? Undo return oil hose kick or crank until all oil is gone pour in some 30 weight. Do it allover again 3 times at least or till you don’t see gas in oil it’ll be good to clean any sludge in crankcase too don’t forget to pull plug wires so it doesn’t run dry

Yes shut the gas off every time. I also have a 1983 FX Wide Glide with 9,000 original miles my brother bought it new although it only has done that to me one time with the gas leaking down another thing that happens is the oil leaks passed the check valve leaving your oil tank empty but you’ll know it when that happens because it will be blowing out of the crankcase breather all over your floor. It’s called ..dry sumping Welcome to our world. Everyday I’m shovelin..

I have a 1980 fxef with a little over 39 k on him. I love the guy, I’ve own many of Harleys , but shovelheads has always been the one I go back to. there is not a another Harley like them, so if you own a Harley shovelhead love the bike because always he’ll love you back. I’m 67 been riding since I was 12, so never get to old to enjoy the ride guys.

I have a ’76 Shovel. They doooo have a sound all their own.!

I have a 1978 shovelhead flh do you know anybody to be interested what should I ask for it

Just wanted to know if you’re still considering getting rid of your shovel?

Sixty seven, me too, my only fear is the day I can’t ride. My ’69 shovel is the best, greatest ever. Great day to ‘ya

I’m 73, still ridin’ my ’76 Shovel.

I own 3 now 78 FXE SG 93″ 79 FXE SG 74″ 83 FLH 1340 And since have started a Shovelhead service, along with my KZ big four service. I love them all. Build from the frame up.

I’m looking at a 1983 Shovelhead. Guy is only asking $3k for it. I know it starts and runs. What should I be looking for in terms of value!?

Shovel head Sunny! Riding a 1978 FLH Anniversary AMF great ride and don’t mind wrenching, rewired entire bike 73 and really enjoying that chain slap, when I bought the bike the ignition switch was upside down, looked at it and looked at it, and it finally dawned on me why the wiring was so messed up. Still a few parts on order. But getting their.

don’t fear that day stone. Do like I’m going to do, When I get to that point I can’t ride my shovel anymore because of age I’m going to get a trike and ride it and when I get to the point I can’t ride the trike ill have one of my kids push me up and down the street on it like a big kid on a big wheel. The point is ride with your head up and ride proud and stay in the wind.

Great info Griff…. Since we know Griff and he has helped us twice with my 79 Shovel, that by the way marks her territory everywhere I drop my kick stand. I can tell you that keeping a Shovel up to speed mechanically is some times frustrating but it is an easy fix, RIDE YOUR SHOVEL!! If you do not ride her at least three times a week, everyone is right oil settles in the bottom of the pan and it will “dump” a quart when you turn her over. If you like your driveway start her in the street, preferably not in front of your driveway…down hill is the best! That way when it rains you are not slipping in the oil every time you bring one of your Scoots out for a ride. Harley has made a clamp for the over flow line, $6, well worth it!! Roll your scoot out to where your going to start her, (buy a cheap cake pan at the dollar store) remove the clamp from the overflow ..about two to three seconds NO LONGER! Let your scoot dump, then shut it off and use a funnel to pour that good oil back in the scoot. Our mechanic at North Wood Cycles told us this trick! Saves us a lot of oil, and a hell of a lot of mess in the road. I keep a different cake pan with cat litter in it under the over flow while it sits in the garage screaming to be ridden. This keeps ANY fluid from dripping on the floor of the garage. I just sold my 57 Pan and the two were a lot alike when it comes to maintenance and mechanical issues. The best advise is keep up with your scoot. Don’t let her sit then expect her to run so you can ride her like you stole her! Grief has one that he-rides four or five days a week in decent weather, and one sitting on a scizzor lift that he is rebuilding from the frame up. He is very smart when it comes to our engine on the Pan / Flat / or Shovel!! Don’t neglect the style of engine…that is when you start dropping a lot of HD in repairs. Cindi Indian

You could just put a none return valve in the feed line i have one in my 1947 matchless it takes 5 pounds to open it

1978 fxe 12000 miles on bike. sat for years changed oil put new gasket on primary cover. do i add some oil in primary or will engine lube it? tom

Own 82 model shovelhead. These machines are classic legends. Have great spirit. Very Rare in cyprus

Definitely classic legends I own a 1979 Shovelhead trike custom made its one of a kind I love my Harley stay safe

I like shovels and have had a few. I own two 81s currently. I want to buy this shovel in a flt frame (rubber mounted) I have not looked into it yet so- my question is “Can I just remove the rubber mounts from the cases and bolt it in the Tried an true four speed frame I have” I do know the 5 sod tranny will have to go along with the primary stuff because I will use a 4 speed tranny. The short question I guess is: isn’t the Shovelhead motor the same in the flt as any other shovel? Meaning I can put it in the swing arm frame or even in a rigid (hard tail) frame? Thanks as any info will be appreciated.

Yes the rubber mounted motor is the same except there is a couple extra holes for mounting brackets to hold different exhaust . I have

I own a 64 panhead, 1975 shovel and 2000 springer. Love my FLH1200 amf the best.

Anyone know what a stock shovel frame weighs?

I had 1983fxrt great bike and last of shovel head motors 40000miles in 5years of great riding

if you love your shovel do the services by the factory manual every 2500 miles and your shovel will love you…i love my 1982 FLH

Hi can anyone tell me if a 1976 shovehead trike it was converted into a Californian Frankenstein he wants 12.000 for it and it’s in good shape what is it worth thank you 👍🏻

I have owned a ’79 shovel now for 2 years and love the damn thing so much if i had to choose between it and my ol’ lady I would take the bike in a New York minute ! It stays together well but you have to use lock nuts,lock washers and plenty of thread locker on every damn thing on there ! I have had so many people, guys and gals both, comment on her in front of other rider friends and their non-shovelhead rides….few have guessed her age correctly but she is a beauty !! Anyway, I’m ramblin’ now, you guys take care !!!

1982 FLT A close Brother passed away from a long battle w Cancer. Took the scooter out for a long ride to remember and clear my head. About a 60 mile putt. Just pulling into town after and notice #1 cyl smoking. Did not over heat. Head temp gauge was normal on rear cyl. Oil full and cool. Thinking I scored # cyl. Thoughts?

Still running fine. Now it will not start,starter dragging.

Hi all, just purchased a 1980 shovel FLT, front brake a bit spongy, just past 12 months MOT. needs a bit of a tidy, but had a complete respray this year, very loud straight through pipes, sounds nice. 3rd harley i have owned, i am 66 in age, so think this will be my last Harley, got to sort out heavy clutch lever.

Does anybody know if the inner primary setup clutch basket starter assembly from a 19 81 will it fit a 1975 knucklehead

Rebuilding a 76 shovel from the frame up – actually building a bob-job, hard-tailing the frame, springer up front, kick only but leaving the e-primary on it just in case I blow out my knee.

Myy husband and I went to Sturgis his bike was the only one that started.shovelhead !!!

I have a 83 shovelhead replaced the battery, starter, starter gear and solenoid. does not have a starter relay. Still can’t get it to start. Any suggestions

Cool got it working I’m not good with computers lol any how I love shovelheads I bought a 1983 basket case shovel kick start and electric 4 spèed ratchet top gearbox springer front the wiring is my biggest dilemma I can do most things but wiring isn’t my favourite but I’m hands on and willing too learn I can’t wait to get her going I love old harley shovelheads . Have fun out there

Awaiting moderation what’s that mean I’m not too savvy with this have I done something incorrectly please let me know

Just bought a 66 shovel & is being freighted across Australia – my first shovel anything i should look out for when getting it off the truck? Cheers

Yeah, when it stops leaking oil, stop riding, and add more oil. They might try your patience? Don’t let that discourage you, & the ol lady will love it. She may not care for a rubber mounted, ever again?

I own an 83 FLHTP. gonna get her running by next year, can’t wait, gonna bore her and give her some balls. Yeet yeet

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