The Very Good Harley Guide
A lot of people, some who should know better, like to dismiss the whole Harley range as overweight custom oddities - the kind of cycle any proper biker would cross the road to avoid (true, Harley owners apply the opposite discrimination, but that's probably just a case of self-defence). Whilst it's true that the odd model could be thus described, it's unfair to slag the whole range off. From relatively slimline Sportsters right up to heavyweight cruisers, Harley offer different experiences but all based on the concept of a 45 degree vee-twin engine of excessive capacity and minimal power (in exchange for an excess of torque). If HD hadn't exactly invented this design, by the late thirties they were well ahead of the game, offering OHV's when most of their rivals were still toying with sidevalve designs.
Many of these Knuckleheads, as they were quaintly known, are still intact and still being ridden in the States! Many of the later engine developments being retrofitted! This engine's the basic inspiration for all later designs, the way the bike has grown in engineering over the years all too apparent when inspecting the various models. Generally, whatever the die-hard fanatics might tell you, the bikes have become better over the years, much improved quality and reliability, whilst things like vibration absorption, general ride quality and handling are all in a brave new world.
Knuckleheads
As might be expected, Knuckleheads, which ran from 1936 to 1947, are expensive beasts in this time of classic mania - eight to ten grand for restored stuff. The Knucklehead sported 1000cc's of low compression vee-twin power controlled by a quaint hand gearchange mounted on the side of the petrol tank! For its day, it was a tasty bit of machinery only limited in sales by the depression era.
With its vintage look, solid rear end and girder forks, the Knucklehead has a natural stripped down, custom appearance that needs no additions - although most Harley owners like to customize their machines. Handling and braking are definitely deficient on modern roads but you can adapt to the bike's limitations. Mind, the mixture of around 40 horses, close to 600lbs and vintage suspension can be lethal on wet, bumpy roads if the rider doesn't know how to handle a proper motorcycle!
As the engine is basically an assemblage of simple components it's relatively easy to salvage and rebuild. This also means it's quite easy to bodge a mill together, get it running long enough to get it out of the street. Easy to blow a huge wedge - get the motor checked out by a proper Harley mechanic. Weak spots included the valves, stripped threads and knocking main bearings but a reasonably ridden and maintained bike should last 20-30,000 miles before the engine needs a rebuild - not that bad for a machine of this age and a reflection of its low revving, heavy torque nature. Bear in mind that modern materials improve the oil tightness and integrity of the valves - early models could be heavy old oil burners, as well as leaving large deposits of lubricant when parked up. An unfortunate feature that it shared with the even more vibratory British twins of the day.
Despite their age, the overwhelming aggressive nature of these ancient vee's, their sheer excessive character, can become kind of addictive. Technically, and on paper, later models are far superior, but out on the back roads a good Knucklehead (sounds kind of perverted...) can be a real delight. And their rareness means that they will keep on rising in value. Worth thinking about.
Panheads
The Panheads had a whole new top end, a much more complicated valve system that used oil to automatically maintain clearances (this was 1948!). Most Panheads were 1200 cc's in displacement, worth 50-60 horses depending on the model and state of tune. This kind of power in the vintage inspired chassis of the Knucklehead didn't sit very well and it took a mere year for proper telescopic forks to be fitted, although rear suspension didn't arrive until 1958! Novice Harley riders have a strong learning curve to master these bikes but they can be flung around with some elan once adapted to!
The basic Panhead engine and chassis, in later typical Harley manner, served as the basis for various models, the oddly named Hydra Glide being superseded by the Duo Glide when rear suspension was fitted. By the early fifties all models came with the benefit of foot gearchange. The final model year, of 1965, also saw the introduction of a bit more of modernity in the form of an electric start model, aptly named the Electra Glide, although, physically, it wasn't that different to the Duo Glide.
Due to the nature of the beast, there are lots of examples around with mixing and matching from various models. Along the way, Harley uprated the bottom end and tuned the top end (mid fifties) so you wouldn't want to put the latter on an earlier bottom end, would you? Some people have with entirely predictable results! A seriously nice and original or properly restored Panhead fetches as much as ten grand; a tired mixed and matched sample can go for under three grand, though the cost of sorting it out can be high. Most of the engine problems, nothing too major, were sorted along the way and should be part of historical lore rather than anything you might experience when buying one of these old bruisers. There are always exceptions!
My favourite out of these models, the Electra Glide. Not only because it got rid of the sometimes awkward starting (easy enough when you're eighteen but not when you're a crusty old bugger like me), but that the engine gave every impression of benefiting from its long gestation period. As sweet as a nut might be a gross exaggeration but as nice as the old style vee twins get. Plenty of torque, good reliability and a marvellously relaxed, laid back cruiser that will take American highways in their stride. You can find a really good one for 5000-6000 dollars in the States.
Sporsters
Some ignorant louts think the Sportster range as merely a smaller version of the big twins, whereas in reality it is a completely different engine. The most obvious disparity being the Sportster's unit construction whereas the bigger twins have separate engine and gearbox castings - god knows why and some where, some time, along the line the two engine types will merge into one!
The Sportster range owes its existence to the deluge of big British twins that threatened to overwhelm American roads back in the fifties, Harley needing a lighter, more sporting version of their 45 degree vee twin to compete.
They started off with the K series in 1952, whose sporting pretensions were undermined by its sidevalve cylinder head design, although they managed to get the mass down to 400lbs - a major achievement for Harley Davidson. The bike was conventional insofar as it had proper suspension and a foot gearchange but both the steering geometry and chassis strength were lacking compared to the better British twins of the day. Whereas the heavyweight Harleys managed more than 40 horses, the 750 vee twin didn't make more than 30hp and 85mph.
It didn't take long for Harley to uprate the engine to 883cc, allowing the bike to reach the ton - on a good day. Its sidevalve ancestry shown up in its lack of frugality - 35mpg when ridden at its limits. Lots of development went on along the way until a new model was introduced in 1957...in theory the later the model the better, but they are so old and have been so modded by past owners that the only thing that matters is how they run on the day of purchase.
The obvious upgrade to the K series was conversion to OHV's. Enter the XL series and Sportster designation. Retained were the K's chassis and, also, the pathetically short-lived 6V electrical system. Both weight and power increased, though the mix of 40 horses and 450lbs was a bit more intoxicating than earlier editions.
The basic XL model was soon joined by the XLH and XLCH, the latter using a high compression motor to churn out 54 horses against a rolling mass of nearly 500lbs despite sporting a minimally sized tank and svelte look. Fuel, on all models, had improved on the old sidevalve designs to around 50mpg.
Until 1972, when the engine was bored out to give a 1000cc's, the model was kept going with minor upgrades to electrics (12V, electric boot) and chassis (that included some GRP components!), with the result that it was becoming a bit long in the tooth. Though the basic unit had evolved into a reliable motor for everyday riding, only the most meticulous rebuild stopped it both leaking and consuming large quantities of oil. As well as the inbuilt temperamental clutch and electrics. The effect of legions of owners on reliability and usability make these bikes a difficult buy, reflected in prices for pre-seventies stuff ranging from 2000 to 6000 dollars. On the other hand, the ability to mix and match parts from the whole range of XL's does mean it's possible to build a remarkably effective road machine!
The 1000cc motor managed all of 60 horses without a noticeable increase in mass, though the vibes from the 45 degree vee-twin were much more pronounced than on other models, especially when experiencing the 120mph top speed. Brakes and handling weren't exactly up to such velocities; neither was the riding position which was oddly laid back for a machine with sporting pretensions.
Harley's only serious attempt at such a device came in 1977, with the XLCR, which was a mixture of flat track styling with a sensible riding position. It handled and braked better than other Sportsters but failed to sell to any extent.
Going back to its roots, Harley turned out a mild chopper version, the XLS Roadster whilst the XLH became more laid back with high bars and small tank. These bikes sold well! At this point AMF came on the scene, produced bikes with better frames and brakes - admittedly not that difficult. AMF Harleys, though better on paper than earlier models, are much derided by enthusiasts, so can be bargain buys at 2000 to 3000 bucks for stuff with loads of life left in it.
More notable were the budget priced XLX and the expensive, hot-rod XR. The former sold in large quantities - stripped down to basics it was the perfect purchase for those who liked to customize their own machine (which makes the used market interesting!), whilst the latter didn't inspire many despite its hot state of tune.
Perhaps the best buy out of these later Harleys is a 1984/5 XLH, which had wads of minor engine development work, modern(ish) suspension and brakes and a lovely line in style. Expect to pay 2000 to 3000 dollars in the States (and silly money in the UK) for a good example.
Shovelheads
By the mid sixties, the Sportsters were well established whilst the Panheads were beginning to show their age, more power needed. Enter the Shovelhead series, which had brand new top ends to help produce a bit more go. The weight, though, had increased further, over 650lbs on the FLH which made any theoretical gain in speed disappear completely. Things became even worse when panniers, top boxes, and other cruiser accessories were added. It needed a dedicated frame of mind to get the best out of the Harley but it would thunder along the open highway with the best of them, as long as there weren't any tight curves. The FLH Electra Glide came with the option of full touring rig right out of the factory, a hefty old beast at around 750lbs. Lots of early Shovelhead and late Panheads parts will swap.
Early seventies models had minor engine changes, the same excess weight with tighter pollution controls knocking the top speed down from over 100mph to under 90mph. Handling was limited by ground clearance and weaves as the top speed was approached. Braking was, at best, marginal. However, the police were equipped with not dissimilar bikes and had developed control techniques that allowed them to run cars off the road - something the braver road riders were able to emulate.
At this point, the Glide was a relaxed 70mph cruiser with an excess of style, limited by poor fuel economy (30-35mpg) and the unfortunate excess of mass, though it did have a stately feel once underway. By the late seventies it had a unique vintage feel! Harley's answer was the easy one, more cc's - 1340 in this case! No faster but more torque and also loads of vibration.
In 1980 the Tour Glide was introduced, sporting a new frame and an engine/swinging arm that were isolated from the rest of the chassis. The FLT weighed close to 800lbs but went where it was pointed, more or less, and didn't leave large furrows in the tarmac - a major improvement in big Harley riding! The FLT and FLH vied for supremacy in the Harley line up, with four and five speed gearboxes, belt and chain final drives and various styling options. These kept the range going until the Evolution engines turned up.
These are all big and heavy bikes, the FLT of note because of its relative lack of vibes and reasonable handling. Early Glides are more expensive than the rest, expect to pay anywhere from 3000 to 7000 dollars, depending on condition and originality. Around the 3500 dollar mark, a jolly nice Tour Glide with more than 30,000 miles on the clock offers the possibility of some serious big twin riding.
Super Glides
As might be expected, many people found the excesses of the FLH's and FLT's a bit too much, whilst the Sportsters weren't considered man enough (this is America, boy!). Enter the FX series. Super Glides used the Big Twin engine in 1200cc form but had a lack of excess and relatively svelte form that at first glance could pass for one of the better Sportsters - 550 to 600lbs depending on the model, with around 65 horses to play with.
This was at the beginning of the seventies but sales didn't really take off until an electric start and upgraded suspension were added in 1974. In the typical Harley way, this model (the FXE) was to form the basis of various variants over the coming years. These were more notable for their choice of model name rather than their engineering finesse - Fat Bob, Low Rider, Wide Glide. In fact, the early Super Glides ran better than these variants, though those into chopper styling will prefer the later bikes. Two to four thousand smackeroos will buy a rather nice early Super Glide.
It wasn't until the early 1980's that Harley did anything radical to the motor - belt drives fitted to both (the sometimes troublesome) primary and final drive. Enter the Sturgis, somewhat hindered by some heavy handed custom styling, over 600lbs of mass and a 65 inch wheelbase. It now sported the 1340cc engine, no more horsepower but wads of elephant-like torque. The bike would creak up to 110mph but was really best in the 40 to 80mph range. The belts helped engine smoothness and removed some maintenance chores. Once tested out on the Sturgis, they began to turn up in other models.
As with the Electra Glides, the engine was replaced by the Evo motor in 1984. With the Soft-tail model, added to the new motor was a rear end that looked like a rigid framed bike but had the shocks, in reality, hidden under the engine. Handling improvements were non-existent but the styling proved so popular that the Soft-tail back end gradually came to dominate the Super Glide range, with different variants trying to cater to different tastes.
The most notable was the 1988 Springer, which used updated forks inspired by early Harleys. Squint heavily, you might be back in the 1930's. This was followed by the Fat Boy and Heritage Nostalgia, both veering towards the full dress end of the market, albeit with some unique styling themes.
Of all these various models, I'd go for something around 1986 (when most of the minor engine problems were history), the much improved Evo engine was fitted and the styling had yet to go too heavy handed. Figure to pay 3000 to 6000 dollars, something heavily modded and thrashed being at the cheaper end of that range.
FXR Glides
The Super Glides started out as Big Twin Sportsters but ended up catering to the wannabe custom crowd, mostly down to the marketing success of various models. Not a company to give up on an idea easily, Harley introduced the FXR series in the early eighties. New frame, including partial insulation of the engine, stepped seat custom styling but a mere 600lbs of heavy metal with which to play. Notable for the sorted Shovelhead engine, better handling and the ability to blast through the ton (just!).
As usual, Harley used the basic chassis and engine to create various models - custom, touring, basic, etc. It wasn't until 1984 that the model went major league with the Evo engine and the FXRT and FXRS models. The former was the touring version but known as the Sport Glide whilst the latter was considered a mixture of sporting and custom Harley and known as the Low Rider. There was also a pig version, which turns up in the secondhand market in various guises. Later, the Low Rider gained custom forks and the Sport Glide heavier touring options.
It wasn't until the early nineties that the vibration insulation system was simplified and improved (the earlier bikes were known as Rubber Glides - or Rubber Cows by people who didn't appreciate Harley engineering). Again, various models were based on this package - Sturgis, Dyna Glide, Daytona, etc. The engine mounting system once tried out and perfected on this model was to become pervasive throughout the Harley range, which makes them both cute motorcycles and worthy of historical note! Currently available for reasonable sums these later models, both on their engineering and relative rareness, should go up in value over the coming years.
Evo Sportsters
1986 saw what are regarded as the modern Sportster range. Myriad engine improvements, lots of development and the final abandonment of iron cylinders for alloy, all added up to a more sophisticated and reliable motor that nonetheless lost none of its basic, raw nature (yes, there was some vibration). Offered as both an 883 and 1100cc model, the former was notable for its single seat, basic implementation and bargain basement price (much inflated by the time they got to the UK). Harley couldn't make enough of 'em to meet demand.
By European standards, it was a low powered, heavy vintage tractor of a motorcycle but it still had all the elements of Harley motorcycling - if it had crap brakes, rear suspension and lights it didn't really stop the lust. On paper, the fifty horses and 470lbs wasn't inspiring but the unique nature of the motor more than made up for that - at least on American highways where the speed limits were rigorously enforced. The 883 was dead on the beat at 50-60mph!
The 1100cc version was more interesting, performance-wise (in the loosest sense of the word), claiming 65 horses! The major difference between the engines was merely bore size. The bigger bore bike suffered from more vibration which almost limited any excesses in top speed (about 110mph on a good day). Both bikes have a good reputation for reliability and longevity, helped along by a lack of regular maintenance chores (single carb, automatic valve adjustment, etc).
Variations on the basic XL883 were offered, as well as the low saddle Hugger, but it wasn't until 1988 that anything major went down. The 1100cc model was bored out to 1200cc but it was really just more of the same stuff with an added bit of performance. Later, the four speed box became a (better, slicker) five speeder and belt drive was added to most models (and it's pretty damn good, too!). Having defined the basics so well, Harley have merely tinkered with them over the years.
Rough 883's go down to as little as 2000 dollars. Excellent 1200's can fetch five thousand bucks. In between those two extremes there are some remarkable bargains. Demand for new, basic 883's is still high as they offer the possibilities of doing a cheap custom job, getting unique wheels at a bargain price. The 883 can be upgraded to 1200 with new pistons and barrels (OE or performance stuff) and there are loads of tuning kit. It's quite easy to turn the 1200 into a 1340 beater!
Evo Glides
In 1984, the Electra Glides benefited from a major, though far from radical, engine redesign. Alloy cylinders the major upgrade, though the whole engine was worked over. To go with that, the new models had an isolated engine, as well as gearbox, and a new frame. Even if, at a quick glance, the new Tour and Electra Glides didn't look that different!
Better to go for next year's model, though, they had a five speed gearbox and much improved clutch/primary drive. There were variations on the same theme (big surprise, huh?) - Tour Glide, Tour Glide Ultra, Electra Glide Ultra, Ultra Classic, etc. These all added accessories and weight, a typical model tipping the scales at around the 800lb mark - a real man's bike if ever there was one.
The 1340cc motor was tuned for torque - you'd be lucky to get more than fifty horses out of one - and had the aerodynamics of a charging rhino. Weight, suspension and ground clearance limited any real attempts at sporting riding - but Harley had other models for that, anyway - the Electra Glides best on the Freeway, trundling along at 60mph with a monster bite of torque in hand to deal with anyone who was silly enough to get in the way.
These are all great bikes, in their excessive, over the top ways, and you won't find much under the 5000 dollar mark. Twice that, and more, needed for a relatively recent example. On the good side, it's almost impossible to thrash and abuse them. On the bad side, their sheer, excessive mass does mean they are easy to drop, but crash damage should be evident on even the most cursory of examinations - and they are just as likely to break the rider's leg as any of their own metalwork.
The best buys are the most recent ones, as Harley made, and continue to make, minor improvements. Having said that, owners also like to add better equipment and they do tend to lavish lots of love on these bikes, so one of the early Evo Glides, with lots of better-than-new accessories shouldn't be passed over.
In the States they do actually suffer from mild depreciation, unlike the UK where relative rareness means newish machines often sell at a premium! In the US there's not that many that have really been ridden to ruin, most are cherished and loved, polished up with pride. Given their excessive mass, the price differences between the UK and the USA probably doesn't warrant paying the extravagant shipping charges!
End Note
Given the state of most UMG's readers finances (mitigated, one guesses, by their overwhelming fanaticism for all things motorcycling) I haven't really touched on very recent Harley models, though it's worth noting that the factory intends to double production, which should lead to better availability of new models and have a knock-on effect on the firmness of used prices. This doesn't mean much to Harley fanatics, like myself, as we want our kicks right now and don't really care about tomorrow. And, finally, yes, there are people who ride Harleys and hate them with a vengeance and I would certainly advise readers to have a few test rides to make sure they are compatible with these most unique machines!
Harry J. Stevens