Donny’S Unauthorized Technical Guide to Harley-Davidson, 1936 to Present: Volume V: Part Ii of Ii—The Shovelhead: 1966 to 1985

By Donny Petersen

In this second part of his fifth volume on Harley-Davidsons motorcycles, Donny Petersen, who studied privately with Harley-Davidson engineers, shares practical knowledge and streetwise tips on the Shovelhead motorcycle.

Donny presents what Harley-Davidson has to say through the myriad of service bulletins back in the day in everyday language. He also uses his extensive practical experience to constructively critique the official line, offers additional hard-earned information, and then shares what he does to his own bikes. He provides

solutions to fix the Shovelheads teething problems;
Harleys responses to ongoing problematic aspects of vibration, as well as the aftermarkets cures;
tips on working with the Shovelheads carburetors and five ignitions; starter and charging systems, electrical switches, circuit breakers, and relays; and
best practices for lubrication, as well as the progression of front forks and shocks, brakes, wheels, and tires.

Written in straightforward language, this guide offers step-by-step instructions to help all levels of enthusiasts, from novices to expert mechanics. In his usual forthright manner, Donny makes technical issues understandable, interspersing explanations with entertaining stories about the lifestyle that comes with being a Harley rider.

• Language: English
• Publisher: iUniverse
• Release date: Feb 12, 2013
• ISBN: 9781475973617

Donny Petersen

no back cover author bio or author picture.

Book preview

Copyright © 2013 Donny Petersen

All rights reserved. No part of this book may be used or reproduced by any means, graphic, electronic, or mechanical, including photocopying, recording, taping or by any information storage retrieval system without the written permission of the publisher except in the case of brief quotations embodied in critical articles and reviews.

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ISBN: 978-1-4759-7360-0 (sc)

ISBN: 978-1-4759-7362-4 (hc)

ISBN: 978-1-4759-7361-7 (e)

iUniverse rev. date: 2/7/2013

Contents

Acknowledgements

Preface

1974 Shovelhead 1200cc FXE Super Glide Picture

1967 Shovelhead 1200cc FLHFB Electra Glide Picture

Chapter I  Identifying the Shovelhead Models

A Brief H-D Serial Number (VIN) and Model History

Three H-D Identification Systems

The 1962 to 1969 H-D VIN Identification System

VIN Codes for Shovelhead H-D Models: 1966 to 1969

The 1970 to 1980 H-D VIN Identification System

1970: The Beginning of Consistent Vehicle Identification Numbers

1970 to 1980 VIN and Year Coding

The 1981 to 1985-and-beyond H-D VIN Identification System

The Information Order of the 17-character VIN

1981 to 1985 Model Nomenclature

VIN Variations and Exceptions

1981-up Engine Serial Numbers

Engine Case ID Numbers: Warranty, Recalls, and Anti-theft

Replacement Engine Casings

H-D Part Numbers

Researching Safety Recalls for all Years

Chapter II  Shovelhead Specifications, Maintenance, and Troubleshooting

Shovelhead Maintenance Schedule

Spoke Maintenance

1966 to 1969 Oil and Transmission Change Specifications

1970 to Early-1978 Oil and Transmission Change Specifications

Late-1978 to 1985 FL/FX Oil and Transmission Change Specifications

Late-1979 to 1983 FLT Oil and Transmission Change Specifications

1982 to 1983 FXR Oil and Transmission Change Specifications

Changing the Oil

Changing the Transmission Oil

Oil Related Tools

Harley-Davidson Recommended Fluids

Engine/Transmission/Fork Oil Capacities

Loctite and Hylomar Adhesives and Sealants

New Design Primary Chain: 1965

Gauging Chain Wear

Adjusting the Primary Chain

Primary Chain Alignment

Primary Chain/Primary Belt Adjustment Spacers

Late-1984-up Wet Clutch Primary Chains and Sprockets Alignment

Chain Drive Engine Compensating Sprocket

Primary Belt Drives

Specifications, Chain Length, Sprocket Size

Belt Drive Engine Compensating Sprocket

Open Rear Chain Adjustment FL/FX/FXR

Rear Enclosed Chain Adjustment: FLT 1980 to 1984; 1983 to 1984 FXRT

Rear Wheel/Chain Alignment

FLT/FXR Rubber Mount Alignment

Rear Belt Adjustment and Alignment

Shovelhead Carburetor Idle Speed

Shovelhead Tuning Specifications

Shovelhead Engine Specifications

Tire Pressure PSI (kg/cm2)

Chassis Tools

Troubleshooting 1966 to 1985 Shovelhead Engine

Troubleshooting Lubrication

Troubleshooting Electrical

Troubleshooting Carburetor Flooding

Troubleshooting Transmission

Troubleshooting Clutch

Troubleshooting Brakes

Chapter III  Shovelhead Vibration

External Causes of Vibration

Vibration Specific to Rubbermount Models

The Primary Cause of Internal Vibration

Flywheel Rim and Shaft Runout

Identifying Shovelhead Flywheels

Sampled Runout Specifications

Maximum Allowed Flywheel and Shaft Runout on Truing Stand

Sprocket Shaft Bearing(s) Endplay Specifications for Flywheel Lateral Movement

Shovelhead Flywheel Support Bearing(s)

Fixing the Symptom Solves Nothing

Out of True Flywheels

Vibration Cure

Internal Cause of Vibration: Flywheel Runout

Truing Flywheels

Engine Flywheel Assembly in H-D Truing Stand Picture

Engine Balancing

Balancing: Reciprocating and Rotating Weight

Statically Balancing Flywheel Assemblies

Dynamic Balancing

External Aftermarket Vibration Dampeners

Chapter IV  Shovelhead Fuel Delivery

Gasoline for the Shovelhead

Octane

Gasoline Additive Effects on a Harley-Davidson

Fuel Tank Cleaning, Sealing, and Storage

The Evolution of Gas Caps

Evaporate Gas

Diagnostic Skills: Gas Overflow

Manual Fuel Valve (Petcock)

Fuel Tank Venting

Disassembled 1983 to 1985 Shovelhead Double Vented Screw-on Gas Cap Picture

Air Filtration

Capturing the (Particulate) Dirt

Shovelhead Air Filter’s: Year and Model

Aftermarket Filters and Voiding Motorcycle Warranty

Carburetion Types and Principles

Basic Shovelhead Carburetor Tuning

Harley-Davidson Carburetor History

Linkert DC-7 Carburetor (Early-1966)

Linkert DC-7: Front View

Linkert DC-7: Left Side View

Linkert DC-7: Rear View

Linkert DC-7: Right Side View

Cleaning and Inspecting the Linkert DC Carburetor

Linkert DC Carburetor Passage Sizing

Tuning the Linkert DC-7 Carburetor

Linkert DC Carburetors: Calibration and Adjustments

The Tillotson Model HD Carburetor (Late-1966 to 1970)

Tillotson Carburetor: Late-1966 to 1970 Shovelhead Picture

How the Tillotson Model HD Carburetor Works

Tillotson Model HD: Left Side View

Tillotson Model HD: Rear View

Tillotson Model HD: Right Side View

Tuning the Tillotson Model HD Carburetor

Tillotson Carburetor Service Check List and Tests

Troubleshooting the Tillotson Model HD Carburetor

Late-1966 to 1970 Tillotson Model HD Jet Sizing

The Bendix Model 16P12 Carburetor: 1971 to 1975

How the Bendix Carburetor Works

Bendix Carburetor: 1971 to 1975 Shovelhead Picture

Tuning the Bendix Carburetor

Bendix Main Fuel Jet and Discharge Tube Sizing

Kehein Shovelhead Carburetor: 1976 to 1985

Altitude Change Jetting

Kehein Carburetor: 1976 to 1985 Shovelhead Picture

Kehein Carburetor: 1976 to 1985 Front View

Tuning the Kehein Carburetor

The Idle Circuit (Slow System)

Idle (Low Speed) Screw Adjustments

The Mid-range Circuit

The High Speed Circuit

Adjusting the Kehein Float Level

The Choke

The Accelerator Pump

Standard Kehein Main and Slow Jet Application

Troubleshooting the Kehein

1976 to 1985 Kehein Jet Sizing

1976 to 1985 Kehein Jet Part Numbers

1976 to 1985 Kehein Carburetor Listing

Spark Plug Color Tuning

Carburetor Tools

Chapter V  Shovelhead Engine Lubrication

Grease

Crude Oil Fractionalizes into Many Petroleum Products

Oil has Four Jobs

A Molecular Layer of Oil Separates One Moving Part from Another

Fossil, Synthetic, and Semi-Synthetic Oil

Synthetic Oil in an Older Engine

Oil Change Intervals

Oil Additives

Airplane Oil in a Harley-Davidson

Heat is the Enemy

Oil Coolers

Reading the Oil Bottle

Engine Oil Ratings

Historical API Ratings

API SJ Oil Suitability for a Shovelhead Air-cooled Motorcycle

Harley-Davidson Oil Specifications

Shovelhead Oil Quantity Specifications

Fluid Equivalents: USA, Imperial, and Metric

The Law on Voiding Warranty

My Oil Recommendations for the Shovelhead

The Shovelhead Oil Pump

Retrofitting Later Oil Pumps on Earlier Engines

Oil Supply: Wet Sump and Dry Sump Systems

Reading the Oil Filter for Engine Damage

Improving Oil Filtration

Oil Pressure

Oil Pressure Problems and Solutions

Oil Pressure Specifications

Oil Pressure Signal Light

Primary Chaincase Vacuum Check

1963 to 1965 Panhead Oil Line/Hose Routing

1963 to 1965 Panhead Oil Flow

1966 to 1967 Shovelhead Oil Hose Routing

1966 to 1967 Shovelhead Oil Flow

Shovelhead Oil Pump Part Numbers: 1966 to 1985

1968 to 1969 Shovelhead Oil Hose Routing

1968 to 1969 Shovelhead Oil Flow

Early Kidney and Late Nosecone Shovelhead Timing Gear Cases

1970 to 1972 Shovelhead Oil Hose Routing

1970 to 1972 Shovelhead Oil Flow

Rotary Breather Valve and Gear

Shovelhead Rotary Breather Valve/Gears by Year

The Rotary Breather; Plastic and Steel Breather Gear Comparison Picture

1973 to early-1978 Shovelhead Oil Hose Routing

1973 to early-1978 Shovelhead Oil Flow

1972 to 1973 Oil Pump Fitment

Late-Shovelhead Oil Pump Feed Side Picture

Late-1978 to 1985 Shovelhead Oil Hose Routing

Late-Shovelhead Return Side Oil Pump Picture

Late-1978 to 1985 Shovelhead Oil Flow

Oil Pump, Gaskets, Lifters, Engine Case Changes: 1981 to 1985

Late-1981 to Early-1982 Venting/Oil Evacuation Changes

Shovelhead Valve Guides and Valves

Reading the Oil Container Picture

1984 to 1991 Evolution Oil Hose Routing

1984 to 1991 Evolution Oil Flow

1984 to 1991 Crankcase Breathing System

Causes and Contributors to Shovelhead Oil Blowby

H-D Efforts to Manage Oil Carryover

Primary Chaincase Vacuum and Oil Blowby

1980 5-speed Transmission Breather Vent Leakage

Chapter VI  Shovelhead Electrics

Combustion Lag

A Brief History of Modern Harley-Davidson Ignitions

Shovelhead Tuning Specifications

Ignition Timing Marks: 1966 to 1985

Mechanical Point’s/Condenser Ignition Circuit Breaker (Distributor): 1966 to 1969

Point’s Ignition & Advance Unit for Shovelhead: 1970 to early-1978 Picture

Mechanical Point’s/Condenser Ignition Circuit Breaker: 1970 to early-1978

V-Fire I Electronic Ignition & Advance Unit for Shovelhead: late-1978 to 1979 Picture

Prestolite V-Fire I Electronic Ignition: late-1978 to 1979

V-Fire II Electronic Ignition for Shovelhead: 1980 to 1983 Picture

Magnavox V-Fire II Electronic Ignition: 1980 to 1983

Spark Plug Application and Electrode Gap Settings

Diagnosing a Suspect Problematic V-Fire II or III ECM

Temperature Sensitive Sensor and ECM

What is a Closed Circuit, Grounded Circuit, Open Circuit, or a Short Circuit?

Volts, Amperes, and Ohms

Voltmeter, Ohmmeter, Ammeter or Multimeter Basics

Multimeter Checks for Sensor Grounds, Opens, and Shorts

Ignition Timing Chart 1965 to 1985 Shovelhead

V-Fire III Electronic Ignition for 1984 to 1985 Shovelhead and Evolution Picture

V-Fire III Electronic Ignition: 1984-1985 Shovel and all Evolution

Setting V-Fire III Engine Advance Ignition Timing

Ignition Timing RPM: 1970 to 2000 Shovelhead-Evolution Table

VOES: the Vacuum Operated Electrical Switch

Shovelhead to Evolution Spark Plug Confusion

Harley-Davidson Spark Plugs Table

Protecting the Electrical System

The Many Names for Conventional and Maintenance Free Batteries

Boosting (Jump Starting) a Dead Battery

Battery Care

Battery Recharge

Recommended Battery Charging Rates

Battery Sulphation

Battery Storage

H-D Shovelhead Battery Application 1966 to 1985

Yuasa 1966 to 1985 Shovelhead Wet Battery Application

Yuasa 1966 to 1985 Shovelhead Battery Retrofit AGM Application

First Aid: Sulphuric Acid: Dive into the Pool

Miscellaneous Battery Service Bulletins

Shovelhead Generator Charging System: 1966 to 1969

Troubleshooting the Generator Charging System

Regulator: 1966 to 1969

Troubleshooting the Regulator

Shovelhead Alternator Charging System: 1970 to 1985

Big Twin Alternator Charging Amperage by Year

Alternator Stator Comparison Picture

Troubleshooting the Alternator Charging System: 1970 to 1985

Charging System Tests: 1970 to 1975

Charging System Tests: 1976 to 1980

Charging System Tests: 1981 to 1988

Shovelhead Open Primary Chaincase Picture

Stripped Primary Chaincase Picture

Shovelhead Starter System

The Starter Motor

Starter Solenoid

Starter Relay

Starter Motor Housing

Starter Shaft (Jackshaft)

Shovelhead Starter Components

Isolating Starter Motor Trouble

Delco-Remy Starter System

Troubleshooting the Delco-Remy Starting System

Prestolite Starter System

Troubleshooting the Prestolite Starting System

Hitachi Starter System

Troubleshooting the Hitachi Starting System

Shovelhead Starter Motor Component Table

Starter Motor Run-on and Click Testing

1973 to 1985 Shovelhead Hitachi Starter Motor

Electrical Switches

Electrical Tools

Miscellaneous Electrical Service Bulletins

Electrical Specifications Table

Chapter VII  Front Forks and Shocks

Adjusting Wide Glide Fork Bearing Preload

Removing 1949 to early-1977 Fork Lower Leg Bushings

Installing 1949 to early-1977 Fork Lower Leg Bushings

Fitting (Reaming) 1949 to early-1977 Fork Lower Leg Bushings

Resizing 1949 to early-1977 Front Fork Lower Leg Bushings Picture

Straightening Fork Tubes

Straightening a Fork Crown (Triple Tree)

Checking Fork Crown and Stem Alignment

Front Fork Bushing Repair: 1971 to 1972 FX

Clunky Fork Rebound

FLHT Front End Squeak

FLT Shock Absorber Rubber Bushings

Front Fork and Rear Shock Tools

Chapter VIII  Brakes

Hydraulic Rear Brake Drums and Shoes: 1958 to 1972

The Mechanical Front Brake Switches Sides

Hydraulic Rear Brakes: 1966 to 1972

Hydraulic Brake Shoes

Installing Rear Brake Drum Sprocket: 1966 to 1972

Rear Brake Pedal: 1967 to 1968 FL/FLH

Brake & Clutch Cable Handlebar Lever Anchor Pins: 1968

Rear Brake Hydraulic Line: 1971 to 1972 FL/FX

Banana Disc Brake Calipers: 1972 to 1983

Disc Brake Caliper Mounting Pin: 1973

Reversed Disc Brake Calipers: 1973 FL/FX

FX Front Disc Rotor Screws: 1974 to 1977

1972 to 1981 Handlebar Controls

1982-up Handlebar Controls

Rear Brake Caliper: 1980 FLT

FL Rear Disc Brake Anti-squeal Spring: 1981 to 1985

Brake Line to Cylinder Banjo Fittings: 1988 Retrofit to 1982

FXR Rear Master Cylinder Plunger Recall: 1982

Front Brake Caliper Rattle: FX, FXR, FLT, XL

Brake Pad Inspection: 1982-up

FLT/FXR Front Brake Calipers: 1982 to 1983

Girling Rear Brake Caliper: 1982 to Early-1987

Front Caliper Mounting Bolt Torque: 1984

Bleeding Brakes

1966 to 1985 Shovelhead Brake Shoes/Pads and Brake Drums/Rotors

Brake Tools

My Opinion on Shovelhead Brakes

Chapter IX  Wheels

Tools for Truing Spoke Wheels

Other Wheel Tools

Wheel Bearing Spacers (Sleeves)

Wheel Bearing Shim Dimensions

Wheel Bearing Trouble

FXB Sturgis Wheel Change: 1980

FLT Wheel Bearings: 1981

FLT Wheel Bearing Upgrade: 1982

Cast Wheel Bearing Removal Tool: 1982

Spoke Maintenance

21" Spoked Wheel Lacing: 1982

Wheel Weights, Spoked Wheel Rims: 1984

Rear Axle Nut Torque: 1984

Chapter X  Tires

High Speed Riding: 1966

5.10 x 16 Electra Glide Tires: 1968

Goodyear and Dunlop Tires: 1980 to 1982

1980 to 1982 Models — Tire Fitment Table

Tire and Tube Specifications

Motorcycle Tire Fitment: 1984

1984 Models — Tire Fitment Table

Dunlop Tires and Tubes Specifications

Tire Mounting with Locking Compounds: 1985

1985 Models - Dunlop Tire and Fitment

Tire Tools

Chapter XI  Sundry Squeaks, Specifications, and Such

Squeaky Belts, Shocks, and Rotors

Speedometer Assemblies: 1:1, 2:1, 2240:60 Ratios

Evolution Engine Fitment in Shovelhead FX and FLH Frames

Saddlebags and Tour-Paks

Warranty

Specifications

FL Odds and Ends

FX Odds and Ends

FLT Odds and Ends

FXR Odds and Ends

Softail Odds and Ends

Sidecar Odds and Ends

Miscellaneous

Chapter XII  Why is the Shovelhead Better?

The Engine

The Transmissions

Oil Pumps and Filtration

New Design Primary Chaincase

Fuel Delivery

Electrics: Ignitions, Switches, Alternators, and Starter Motors

Brakes: Calipers, Rotors, and Master Cylinders

Wheel Bearings and Tires

Vibration Control

The Shovelhead Meets EPA Compliance

Need I go on? The Shovelhead is Superior!

Acronyms

Author Biography

Contents Part I of The Shovelhead: 1966 to 1985

DISCLAIMER

This book expresses the views of I Petersen and are not intended in place of, or to diagnose or resolve any issue not assessed by a qualified technician. I Petersen do not assume and expressly disclaim any liability concerning the use of, or for damages resulting from the use of any information, advice, or recommendations within. I recognize that some words, model names, and designations mentioned herein are the property of the trademark holder. I use them for identification purposes only. This is not an official publication. Reference to any product, process, publication, service, or offering of any third party by trade name, manufacturer, or otherwise does not constitute or imply the endorsement or recommendation of such by I Petersen, Harley-Davidson Inc. or Harley-Davidson Motor Company or H-D Michigan, Inc.

E. & O. E. (errors and omissions excepted)

Use of the words, Allen, Andrews, Andrews Gears, Andrews Cams, Andrews Products, Aramid, ARP, Axtell, Axtell Sales, Axtell Dyno Master Performance Product’s, Band-Aid, Bendix, Bick, Brembo, Champion, Crane, Crane Cams, Crane Time Savers, Custom Chrome, Rev-Tech, Delphi, Deltran Battery Tender, Derale, DFO, Dobeck, Doherty, Doherty Machine, iPod, MLS, Myst Free, Nano, Power Vent, Delkron, Dynojet, Edelbrock, Edelbrock Carb(s), Performer, Feuling, GESi Technology, Hayden, Hitachi, Hoover, Horsepower Inc., Hylomar, Ina, JIMS, JIMS Machining, JIMS Powerglide, JIMS Pro-Lite, Kehein, Kevlar, Knight Prowler, Kreem, Kuryakin, Lexan, Lockhart, Loctite, Mace, Magnavox, Magneti Marelli, Manley, Max Flow, Mikuni, HSR Mikuni Smoothbore, Mity-Vac, Nachi, NASCAR, Pablum, Pingel, Plastocine, Procharger, Pro Vent, Prestolite, Rivera, Rivera Taper Lite, S&S, S&S Cycle, S&S Cycle, Inc., Spinylok, Super Stock, Spirolox, STD, Sunnen, SuperFlow, SuperTrapp, Techlusion, Teflon, Thunder Jet, Tillotson, Timken, Torx, TP, TP Engineering, Trochoid, Uralite, Ultralite, VHR, Viton, Wood, Wood Carbs, Zumo, various model names and designations, and OEM part numbers and derivatives of the foregoing along with trademarks and copyrights owned by the above companies or any companies owned or affiliated to the above companies whose names are listed wholly or partly are provided solely for reference, fitment, or partial fitment and application information, and there is no affiliation between the above companies or products whose names are listed wholly or partly by I Petersen.

E. & O. E.

Use of the word Harley-Davidson, various model names and designations, and OEM part numbers along with trademarks and copyrights owned by Harley-Davidson, Inc. or Harley-Davidson Motor Company, H-D Michigan, Inc. or any companies owned or connected or affiliated to Harley-Davidson, Inc. or Harley-Davidson Motor Company, H-D Michigan, Inc. and derivatives of the foregoing are provided solely for reference, fitment or partial fitment and application information and there is no affiliation between Harley-Davidson, Inc. or Harley-Davidson Motor Company and companies owned or connected to them and I Petersen. The words Bad Boy, Buell, Cross Bones, Cruise Drive, Cyclone, CVO, Deuce, Digital Technician, Disc Glide, Duo Glide, Dyna, Electra Glide, Evolution, Evo, Fatbob(s), Fat Bob, Fatboy, Fat Boy, Fat Boy Lo, Fat Boy Special, HD, H-D, Harley, Harley-Davidson, Heritage Softail, Heritage Springer, HOG, Hog, Hawg, Hugger, Lightning, Low Rider, Night Train, Power Blend, PowerPak, PowerPak 103, Premium II, Road Glide, Road King, Road Tech, Roadster, Rocker, Screamin’ Eagle, Softail, Sport Glide, Sportster, Sport Glide, Springer Softail, Street Bob, Street Glide, Sturgis, Super Glide, TechLink, T-Sport, Tour Pak, Tour Glide, Twin Cam, Twin Cam 88, Twin Cam 88A, Twin Cam 88B, TC88, TC88A, TC88B, Twin Cam 96, Twin Cam 96A, Twin Cam 96B, TC96, TC96A, TC96B, Ultra, Ultra Classic, and Wide Glide are registered trademarks of Harley-Davidson, Inc., Milwaukee, Wisconsin, USA or Harley-Davidson Motor Company. The words: Bad Boy, Blast, Convertible, Deuce, Duo-Glide, Firebolt, Hydra-Glide, Revolution, Thunderbolt, Tri Glide, V², V-Fire III, V-Rod, XR1200, and XR1200X are trademarks of Harley-Davidson, Inc., Milwaukee, Wisconsin, USA, or Harley-Davidson Motor Company. The following model designations and any derivatives thereof for Harley-Davidson motorcycles are used in this book for reference only: EL, FL, FLB, FLFB, FLF, FLH, FLHF, FLHB FLHC, FLHF, FLHFB, FLHR, FLHRC, FLHRI, FLHRCI, FLHS, FLHT, FLHTC, FLHTCI, FLHTCU, FLHTCUI, FLHTCUTG, FLHTK, FLHX, FLHXXX, FLP, FLPF, FLST, FLSTC, FLSTCI, FLSTF, FLSTFI, FLSTN, FLSTNI, FLSTS, FLSTSB, FLSTSCI, FLSTSI, FLT, FLTC, FLTCU, FLTCUI, FLTR, FLTRI, FLTRX, FX, FXB, FXCW, FXCWC, FXD, FXD35, FXDB, FXDBI, FXDC, FXDCI, FXDF, FXDI, FXDG, FXDL, FXDLI, FXDS, FXDS-Conv., FXDWG, FXDWGI, FXDX, FXDXI, FXDXT, FXE, FXEF, FXLR, FXR, FXRC, FXRD, FXRDG, FXRP, FXRS, FXRSE, FXRS-Convertible, FXRS-SP, FXRT, FXS, FXSB, FXST, FXSTB, FXSTBI, FXSTC, FXSTD, FXSTDI, FXSTI, FXSTS, FXSTSB, FXSTSI, FXWG, GE, K, KH, VSRC, VRSCA, VRSCB, VRSCD, VRSCDA, VRSCF, VRSCR, VRSCAW, VRSCAWA, VRSCW, VRSCDX, VRSCDXA, WL, WLA, XL, XL883C, XL883L, XL883N, XL883R, XL1200C, XL1200L, XL1200N, XL1200S, XLCH, XLCR, XLH, XLH883, XLH1100, XLH1200, XLR, XLS, XLT, XLX, XLX-61, XR-1000, XR1200, and XR1200X plus any of the above that form part of the Screamin’ Eagle CVO models that will have the suffix SE or the plethora of police models that will generally contain the letter P in the model designation nomenclature.

E. & O. E.

IMPORTANT

Always think and try to evaluate when reading any technical literature including mine. Mistakes and typographical errors happen easily in a technical journal.

For example, there are two mistaken parts books (1980 Tour-Glide FLT-80, H-D 99438-80 and FXR Models 1982, H-D 99439-82) that list the H-D 34195-79A, 34195-79B shifter fork as 5th and not 4th. Furthermore, the shifter fork H-D 34193-79A, 34193-79B is listed incorrectly as 3rd/4th instead of correctly as 3rd/5th. The 1st/2nd shifter fork, H-D 34191-79A, 34191-79B is listed correctly. I checked subsequent parts books (FLT Models, 1980 to 1983, H-D 99438-83B; FLT Models, 1984 to 1985, H-D 99438-85 and FXR Models 1984 to 1986, H-D 99439-86) and the shifter forks and part numbers are correctly listed.

RULE #1 ON A SHOVELHEAD

If everything is running fine then don’t screw with it.

Acknowledgements

To the Canadian justice system, for it gave me much time to write as I sat through eleven months of Preliminary Hearing (Grand Jury) and Trial over four and a half years with innumerable pre-trial’s, conferences, and on it went. When belonging to a targeted group, in this case a motorcycle club, the system is persecutory, relentless, and obtuse. Even when those charged were acquitted by a jury of all criminal organization (RICO) offences, the overlords of this abuse still pursue for they are right and the innocent wrong. This continued with a new fight to regain seized property. It matters not that an acquittal that the membership and thus the charter were not guilty of being a criminal organization would seemingly require the State to return seized assets. They kept the seized assets including our $600,000.⁰⁰ clubhouse owned since 1978 and personal property of great sentimental, irreplaceable value.

The court was presented with much evidence that the clubhouse was sacrosanct. No criminal acts were allowed in the house or on the property. In fact nothing was allowed that might jeopardize our house. Taxes and mortgage payments were paid. City bylaws were obeyed as were fire regulations and zoning laws. The neighbors liked us and were supportive.

Soooo, how one might ask could we afford a $600,000.⁰⁰ gathering place? Well, we bought in 1978, if memory serves correct for about $80,000.⁰⁰ with a small down payment and large mortgage for us at the time. Briefly, an average of 25 members paid $25.⁰⁰ per week, which translates into $32,500.⁰⁰ per year or $1,105,000.⁰⁰ over the 34 years we owned the property.

Now, some members of my charter were convicted of some charges but the vast majority were not. Why should they lose their interest in the clubhouse even if the charged people had been convicted of a criminal organization, which they were not?

All members are beneficial owners of the house. Yet the court twisted all this like a pretzel and concluded the house was a den of iniquity and ordered it seized.

I further acknowledge my parents. After the Nazi invasion of Denmark, my parents’ homeland, they both served honorably in the Royal Canadian Air Force, emerging as officers at war’s end. I thank them for the many sacrifices they made defending freedom for future generations.

I am proud to announce that my last effort, The Twin Cam: 1999 to Present, has won the 2012 International Book Award based out of New York City

Preface

Donny’s Unauthorized Technical Guide to Harley-Davidson, 1936 to Present will be comprised of the eleven volumes listed below with The Twin Cam updated in 2012. The Shovelhead: 1966 to 1985 is split into two books. I have changed the order of the different volumes. I am not fickle, or at least hope not. I learn about writing as I go, which is a separate skill from technical knowledge. Therefore, I will cover all the traditional Harley-Davidson models from 1929-to-present Yeah I know, the main title says 1936-to-present but this whole trip is a work in progress. Also, I have now broken the Panheads, Knuckleheads, and Flatheads: 1929 to 1973 volume into three separate ones.

Volume I: The Twin Cam: 1999 to 2008 (published) 435 pages

Volume I: The Twin Cam: 1999-to-Present (published) 720 pages

(This book has won the 2012 International Book Award based out of New York City)

Volume II: Performancing the Twin Cam (published) 710 pages

Volume III: The Evolution: 1984 to 2000 (published) 730 pages

Volume IV: The Sportster: 1952 to Present

Volume V: Shovelhead: 1966 to 1985 Part I of II (published) 780 pages

Volume V: Shovelhead: 1966 to 1985 Part II of II (published) 780 pages

Volume VI: Panheads: 1948 to 1965

Volume VII: Knuckleheads: 1936 to 1947

Volume VIII: Flatheads: 1929 to 1973

Volume IX: Tech Tips

Volume X: Living the Dream

Published books are available through www.amazon.com, www.iuniverse.com, or www.donnypetersen.com amongst others.

Each volume describes, discusses, and analyzes a different technical subject within the world of Harley-Davidson except Living the Dream, which will be about my riding exotic locales on my favorite motorcycle and the Rode-Mode survival tips I learned the hard way.

I think I will eliminate the previous listed Volumes; How It All Works, Lubrication, and The H-D Technical Encyclopedia since all three subjects are carried in each of the other books.

Maybe I am fickle; I eliminated Performancing the Evolution because I thought time had passed this subject by. I receive emails all the time asking why? I was wrong…obviously there is demand. So, I guess I will be writing this performancing book as soon as this one you are reading is published. Performancing the Evolution will be relaxing since I can write this one with my eyes closed.

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1974 Shovelhead 1200cc FXE Super Glide Picture

The 1974 Harley-Davidson was a much sought after motorcycle in 1974 because it was a 74-74, which translates into a 1974 74 cubic inch (1200cc) Big Twin. Harley idiosyncrasies ruled the day. I was envious of my buddy Howard who owned a 74-74. Why? It sounds dumb as I look back but that is the way it was when men were men and women double breasted. We saw great positive symbolism in the cubic inches matching the year. Strangely, the 1980 80 cubic inch Harley was not sought after as an 80-80. No one even thought about it.

The FL/FLH had an electric start since 1965 but the 1974 FXE was the first FX electric start. Actually, the late-1973 model has this distinction. Furthermore, the manual kick start mechanism was highly desirable and no longer available on the FL/FLH Electra Glides. With some justification, we did not trust the electric start models yet.

So, how do I know this is a 1974 FXE Super Glide?

1.   The engine is a late-1970 and up Shovelhead as evidenced by the nosecone timing gear cover (25216-70, 25216-73) and the four rocker arm end plugs (17448-71, 17448-71A x 4), two per rocker box end. The chrome plugs have an Allen key fastener fitment as opposed to the 1966 to early-1970 slotted dull-cast rocker arm end plugs (17448-57 x 4) first used on the 1957 OHV Sportster models.

2.   The kick start mechanism has use on FX models from 1971 to 1985.

3.   However, 1977-and-later FX kick start arms known in Harleyese as a starter crank (33057-77, 33060-79, arm; 33074-77, 33078-80, bracket) are a much different shape and two-piece. Therefore, this FX model is between 1971 and 1976.

4.   The kick arm (33057-72) has a wider offset than the previous 1941 to 1967 FL/FLH and 1971 to early-1972 FX kick arm (33052-71). Thus, the bike ranges between late-1972 and 1976.

5.   The small rectangular circuit breaker (74589-73) located to the rear of the forward side of the battery replaces the different shaped 1971 to 1972 circuit breaker (74594-71).

6.   The 12 volt electric start battery (65991-75C, retrofit to 1973) and Hitachi starter motor (31570-73) below, obscured by the round black shiny starter relay (71463-73A) indicate a late-1973 to 1979 FXE electric start model. The years now narrow to late-1973 to 1976.

7.   The ribbed black-and-chrome air cleaner insert (29205-69) has use on 1971 to 1975 FX/FXE models. This further narrows the year of this FXE to late-1973 to 1975.

8.   The single gas tank (61214-73A), more correctly known as a fuel tank is borrowed from the Hummer, which was a small pretend Harley. This tank has use from 1973 to 1982 on FX and FXE models. Other FX models like the FXS Low Rider, FXB Sturgis, and the FXWG Wide Glide etcetera use split two piece fatbob gas tanks. This information is not narrowing the search for the year of this FXE. However, the paint scheme is. I believe the visible striping to be from a 1974 FXE Super Glide.

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1967 Shovelhead 1200cc FLHFB Electra Glide Picture

How do I know this is a 1967 Shovelhead 1200cc FLHFB? Let me explain the acronyms; the second F indicates a footshift model. The B indicates an electric start model. There are four models in the early Shovelhead years, FLB (FL hand-shift, electric start), FLFB (FL footshift, electric start), FLHB (FLH hand-shift, electric start), and FLHFB (FLH footshift, electric start). In later years, the nomenclature reduces to FL or FLH.

1.   The screw-on gas tank emblem (61771-66) was in use from 1966 to 1971.

2.   The seat referred to as a deluxe saddle is early but of no major help in determining year since it had use for many years.

3.   Neither is the frame-front fork lock at the top of the picture, which began use on 1948 FL/FLH models.

4.   However the frame (47003-65) is Electra Glide having first use in 1965. I can tell this by the straight frame appendage that the upper rear shock bolts to is not crooked-up like the pre-1965 Duo Glide frame.

5.   The rear foot brake has a hydraulic master cylinder (41761-58) so the bike is later than 1958.

6.   The foot brake lever (42402-59) has use from late-1959 to 1969.

7.   The big FL/FLH 12 volt, 32 ampere electric start battery (66006-65A) with the ribbed chrome cover (66378-65) began use in 1965 as did the 1965 to 1969 voltage regulator (74510-64) hidden under the chrome cover (74522-65) on the front side of the battery.

8.   The engine is 1966 to 1969 because it is a Shovelhead engine with a flat side (no ribs) kidney shaped timing gear cover (25216-66).

9.   The distributor (32502-66, 32502-66A) known more correctly as a circuit breaker has an automatic advance system that began use in 1965 but the overall shape indicates use between 1966 and 1969. Therefore, this bike is 1966, 1967, 1968, or 1969.

10.   The Shovelhead steel oil pump (26202-65) discontinues in 1967. The aluminum oil pump (26200-68) sees first use in 1968. Therefore, this bike is 1966 or 1967.

11.   The starter motor, visible below the battery behind the starter relay to the rear of the kicks starter is the late-1966 up Prestolite and not the 1965 to early-1966 Delco-Remy starter motor as indicated by the end cap contours.

12.   Furthermore, the starter motor end support bracket shape indicates a Prestolite bracket (31476-66) as opposed to the different shaped Delco-Remy starter motor bracket (31476-65). Therefore, this bike is a late-1966 or 1967 electric start (FLB or FLHB).

13.   The small rectangular black starter relay (71457-67) underneath the battery has first use in 1967 although manuals rightly suggest retrofitting this relay back onto 1965 and 1966 models. Therefore, this suggests the bike is a 1967 model.

14.   The kick start mechanism discontinues after 1967 although it is an option until 1969. This also suggests the year of the bike is 1967.

15.   The air big oval carburetor air cleaner (29030-66) begins use in 1967. The previous 1956 to 1966 air cleaner cover (29030-56) is smaller and round. This confirms that this is a 1967 Shovelhead but how can I tell whether it is a 1967 FLB/FLHB or an FLFB/FLHFB?

16.   Look closely underneath the frame, front fork lock behind the 1966 to 1971 braided (aftermarket) mechanical front brake cable. There is a partial view of another cable. This cable is a clutch cable that goes from the handlebar lever to the clutch mousetrap actuator. This system is used on footshift models only. The hand-shift models employ a foot clutch that uses steel rods. Therefore this bike is either an FLFB or an FLHFB model with footshift and electric start.

During these years, FL and FLH were the only Big Twin models. The FX series of Big Twins begin in 1971 with the FX Super Glide. I don’t know for sure whether this is an FL or FLH because the main differences between the two are found with internal mechanical parts such as the engine camshaft (25523-48, Standard, FL, 1948 to 1969; FLH, 1955; 35523-56, Victory, FLH, 1956 to 1969) and usually but not always transmission sprocket size (FL, 22-teeth; FLH, 23-teeth). Fuel tank size (3 ½ gallon versus 5 gallon) offers no clue as both sizes have use on either an FLFB or FLHFB. The front fender also offers no determining hints.

However, I think this is an FLHFB because of the chrome battery cover (66378-65), the voltage regulator cover (74522-65), and the white deluxe seat are usually found on the FLH although it is easy enough to put them on an FL also. The single exhaust system uses the standard pre-1970 squish pipe between motor and frame. The single exhaust has use on both FL and FLH but is more commonly found on FL models so who is really to say whether this 1967 Shovelhead is an FL or FLH model? Wait a minute! I just noticed that the rear Good Year slip grip tire has a double white wall on it instead of being a same size black wall. This also suggests an FLH model but tires get replaced all the time.

CHAPTER I

Identifying the Shovelhead Models

V ehicle identification is done with a VIN (Vehicle Identification Number). Each VIN is different from every other VIN. There is a unique VIN for each Harley-Davidson. A VIN shares common characteristics with other VIN’s of the same genre. A VIN is necessary for warranty, safety recalls, insurance, and anti-theft enforcement.

A VIN is always in the same location on the motorcycle for easy reference. The VIN is stamped into metal on all years and has an additional virtually indestructible sticker attaching to the right frame front down tube on 1981-and-later models.

The location of the stamped-in-metal VIN on 1969-and-earlier Shovelhead as well as predecessor Big Twins is on the left engine casing just above the timing hole plug.

The location of the stamped-in-metal VIN on 1970-and-later is on the frame neck and the engine casing. These are general statements. I will get into the myriad of specifics as I progress.

A Brief H-D Serial Number (VIN) and Model History

Production figures are approximate and early numbers are especially open to question. Proper statistics were not always kept, some lost, and some destroyed in fire. Over the years, Harley-Davidson has had a myriad of experimental, prototype and one-year only motorcycles. Cataloguing Harley-Davidson over the years is a daunting task that few if any can accurately accomplish. Take, for example the early first engine, which was modified. Does this count as one or more engines? More important, is it a 1901 or a 1902 engine? Certainly, it is not a 1903 engine because of the size differential but I am sure many 1901-1902 parts were used in the first 1903 engine.

In the beginning, which we all know is the year 1903; there was no designator letter since there was only a reputed three motorcycles produced. However, the first prototype was actually built in 1902, which had a 10.2c.i (167cc) single cylinder engine.

1904 models were designated 0, 1905 was 1 and on it went to 1915, which was the number 11. To calculate the year for the years 1904 to 1915 achieves by adding the model number for that year to 1904 Therefore, the model year number 0 is for 1904 (1904 + 0 = 1904) whereas the model year number 11 is for 1915 (1904 + 11 = 1915). There is no 12, 13, 14 or 15 as model years because 1916 forgot all about this mathematical exercise and designated the year by its actual year number.

1916 is the first year that the year designator actually matched the year of production. Therefore, the digits 16 mean 1916.

The letters I, O, Q, U, are not used in the Shovelhead 1966-and-up year-letter serial numbering codes because of possible confusion with digits such as 1 or 0. I do not know the reason that the U is omitted. I am sure there is a reason somewhere but the vagaries of H-D serial numbers make almost anything possible.

The year 1941 saw first introduction of the FL nomenclature that sees continuous use to the present day with the FLHT models.

1.   The Model 41F is the 1941 low compression (LC) version of the 74 cubic inch (1200cc) model.

2.   The more familiar 41FL is the 1941 high compression (HC) 1200cc model.

3.   The FL continues from the 1941 to 1947 Knucklehead FL 1200 to the 1948 to 1965 Panhead FL 1200.

4.   The FLH with higher compression and a hotter camshaft introduces in the Panhead in 1955 and continues to 1965.

5.   The FL series continues with the 1966 to 1975 Shovelhead FL 1200. This gets very confusing as the reader will see constant references to the FL beyond 1975. The FL nomenclature many times refers to FL/FLH models or is used as a short form for FLH. Furthermore, there are special fleet orders from special interest groups like the Shriners, the USA military, other country militaries, and the same with national and international police departments. Some of these fleet orders will be for post-1975 FL models.

6.   The Shovelhead FLH 1200 continues to 1980.

7.   The Shovelhead FLH 1340 (80c.i) begins mid-year 1978 and continues to the Shovelhead’s demise in 1985.

8.   The 1340cc rubbermounted Shovelhead FLT begins in 1980 and continues into early-1984.

9.   The 1340cc rubbermounted Shovelhead FLHT begins in 1983 and continues into early-1984.

10.   The Evolution FL (FLTC, FLHTC) carries the flag until 1998.

11.    The Twin Cam 88, 96, 103, and CVO 110 (FLT, FLHT) maintains the FL brand from 1999 to present day.

12.   The FX, which introduces in 1971 is a highly successful sportier (F =FL; X = XL) variation of the FL that still continues over four decades later.

The modern FL really begins with the Electra Glide born in the 1965 FL, the last year of Panhead and the first electric start.

The FL family has two main branches with only one surviving today, the FL and the FLT. Both represent touring bikes. Even the FLST Softail is the touring version of this first FXST Softail Factory chopper.

The FL is the Shovelhead big brother (1200cc/1340cc) of the first overhead valve Harley-Davidsons, which are the E and EL 1000cc Knuckleheads introduced in 1936. The L as in EL or FL originally meant high compression engine pistons but later came to mean touring with a 16" front wheel.

The original meanings of Harley-Davidson lettering nomenclature can become convoluted and complex as the years progress. As letters get taken up, it also becomes apparent that perhaps they would have been better used for other later models. For example, the FLE designated a 1200cc engine with a smaller 1000cc cam and carburetor whereas the first electric start FL became the FLB or FLHB. Therefore, an E designates a milder engine in its class while a B presumably designates a bigger battery that is required for an electric start model. Don’t let this stuff get you down. I personally ignore most nomenclature because it is too difficult to remember it all. I just concentrate on the basics and let H-D designers go nuts with the acronyms. In truth, I am learning some of this stuff for the first time by researching and writing this chapter even though I have been riding Harleys for over 40 years now. The B was dropped a long time ago in favor of more modern designations like C (Classic), R (Road King), and S (Sport).

The FL series are rigid mounted 4-speeds with the Big Twin engine beginning in the Knucklehead era, continuing through the Panhead Hydra Glide and Duo-Glide years until 1966 when the Shovelhead took over. The FL with high compression pistons; the 1200cc FLE with the 61c.i (1000cc) cam and carburetor; the FLF an FL with a footshift as opposed to a hand-shift; the first electric start, which was an FLB 1200cc Panhead in 1965 and the FLH an FL with high performance upgrades that got you nowhere fast came with a front fork (batwing) fairing and full windshield. Later years usually had a fairing/windshield but some models came only with a windshield like the FLHS Electra Glide Sport.

FX: the Cross between an FL and the XL

Harley-Davidson had no budget to give a young staff designer. However, the Factory realized that a new model was necessary the bridge the gap between the nimble XL Sportster and the heavy Electra Glide FL.

Willie G. created the FX line of motorcycles from nothing new. The 1200cc 1971 Super Glide FX 1200 was far off the mark as to what H-D riders wanted or expected from the Factory. It was Willie G.’s first attempt to bring H-D in line with the chopper boom of the time. In Willie’s defense, with no allotted funds he began by using parts from the Sportster like the narrow front forks and skinny fender to modify the heavy FL Big Twin. His custom designed the fiberglass boat-tail rear fender reputedly from European styling suffered rejection by the customizers of the day. I just realized why the fender was fiberglass instead of stamped steel…no money.

One might think that the FX Super Glide came from the F in FL and the X was taken from the XL, but officially the FX represented Factory Experimental. Harley-Davidson marketed the initial FX as the All-American Freedom Machine. Patriotism could not rescue this design. No matter how far off the mark the first FX was, successive ones gained much deserved popularity even though H-D made another styling no-no by adapting a Sprint gasoline tank instead of the popular 3-gallon Fatbobs. I must say that Harley riders of the day had no idea this gas tank was from a Sprint. I never knew until researching this book. As it was, customizers and riders including me were replacing this tank with Fatbobs or Sportster gas tanks. I think inconsequential mass-rebellion was just around the corner if this quiet secret had become known. Inconsequential is because we forgave H-D for any-and-all transgressions.

In any case, Willie G.’s initial design rightfully became a huge success in following years as the design modified into American cool. The very popular FXS Low Rider and FXB Sturgis models were direct descendants as is the rubbermount FXR Super Glide II and current FXD Dyna Glide models. Let us not forget the immensely popular 1980 FXWG Wide Glide. Willie G. is responsible for a whole line of Harley-Davidson’s that bridge the Sportster with the Big Twin highway models. This man deserves every accolade he is showered with.

The FLT series began in 1980 as a rubbermounted powertrain 5-speed progression from the FL 4-speed rigid mount. The original FLT Tour Glide has dual headlights and a frame mounted fairing/windshield. This is a progressive bike for its time but H-D traditionalist hated it because it looked so…well…Japanese. In truth the frame mounted fairings are more aerodynamic than batwing fairings allowing the bike to handle much better at speed. The T is an acronym for a three-point (3) rubber mounting system. H-D nomenclature can get really overworked and take on new meanings over time. The T in FLT or FLHT signifies that these models and their many derivatives is a rubbermounted version of the original Shovelhead Electra Glide the FL or FLH. However, the T is an acronym for three as in a triangular rubber mounting system. Present day, the FLT/FLHT series of touring bikes are not triangularly mounted but have quad mounts.

The H in FLHT once stood for High Compression to distinguish the FL from the FLH but the H now has use in differentiating a frame mounted fairing (FLT) from a fork-mount fairing (FLHT). H-D model designations are perplexing indeed.

The Second F

As we know any model nomenclature beginning with the letter F indicates the modernization of the Big Twin in 1941 with a 1200cc (74c.i) engine that progresses over the years to 80c.i, 88c.i, 96c.i, 103c.i and finally 110c.i.

However, there was also a progression from hand-shift/foot clutch FL’s to footshift/hand clutch models. Therefore, an FLF or FLHF indicated a footshift/hand clutch model from the footshift’s inception in 1952 to the early seventies when the second F letter designation fell by the wayside.

Here I go again, the second F changes meaning in 1979 to indicate a Fat Bob. The FXEF is the FX electric start with Fat Bob gas tanks. It also has a footshift/hand clutch since FX models never had a hand-shift/foot clutch mechanism. Furthermore, the hand-shift/foot clutch obsoletes after early-1979 FL/FLH production.

Electra Glide in Blue, Baretta and Life Imitating Art

The Electra Glide Shovelhead with Hi-Fi Blue paint was romanticized in the October 1973 movie starring Robert Blake as a motorcycle cop (he’s a good cop on a big bike on a bad road). Blake gains a promotion to Homicide to solve a mysterious murder. In, perhaps his most famous role, Blake portrays Baretta, a private investigator in a very popular TV series of the same name.

In later years, Robert Blake has his own problems, standing accused of murder. Acquitted of the murder, Blake was found guilty under civil law in the wrongful death of his former wife.

In any case, the early Electra Glide FLHB resurfaces decades later as the 5-speed rubber mounted FLHT with the definitive model, the 2009 6-speed FLHTCUSE⁴ Screamin’ Eagle Ultra Classic Electra Glide. Both bikes are surely the King of the Highway in their respective eras. However, the technology separating them is monumental.

The Letter S

The letter S may indicate a variety of models over the years.

The first modern use of an S indicates the use of a sidecar. This is logical but what follows confuses. Therefore, the Panhead FLS is an FL Hydra Glide (hydraulic front end) sidecar model.

However, the nostalgic FLHS, introducing in 1977 is the FLH Sport. It initially has no fairing or saddlebags. However, the saddlebags soon return to the FLHS as the riding (touring) public wants more comfort with storage.

Then, in 1984 a version of the FX begins use of the letter S to indicate an FXST where the S indicates Softail but the T does not stand for Touring or rubber mounting. Presumably the T now means tail as in rear fork. The Softail styling approximates a rigid frame but has a soft tail or a rear fork with a hidden shock mechanism.

Three H-D Identification Systems

There are 3-categories of serial numbers or VINs (Vehicle Identification Numbers) used during the Shovelhead years; 1966 to 1985.

1.   1962 to 1969; example, 66FL10221 (1966 FL 1200cc). I hearken back to 1962 since this is when the Shovelhead 1966 to 1969 serial number system originates from.

2.   1970 to 1980; examples, 2F12469H7 (1977 FXS Low Rider 1200cc), 9G71623J0 (1980 FXWG 1340cc Wide Glide, and 3G 67143H9 (1979 FLH 1340cc).

3.   1981 to 1985; example, 1HD1ADK23BY110000 (1981 {B}, FLH-80 Classic {AD}, mid-year production {2}). This type of serial number is still in use today.

The reader can see that the VIN becomes more sophisticated with more information over time.

The 1962 to 1969 H-D VIN Identification System

Raised numbers are casting numbers to identify parts. They only describe a certain part for a certain year or year’s usage. There is only one serial number with no duplicates. However, there can easily be a hundred thousand parts with the same casting number.

Nineteen sixty-two marks the first use of frame numbers as well as lower fork-crown and transmission numbers. The frame numbers usually locate on the left side of the rounded frame neck without benefit of a boss.

This numbering system is weak in that the numbers are much smaller than the engine VIN numbers and stamped lightly. Many times a coat of paint will obstruct them partially or completely. This means scraping paint to observe the identification numbers. In the hardcore world of yesteryear, H-D riders would not tolerate someone else defiling their motorcycle and it was literally fighting time if someone attempted such a sacrilegious act.

No bikes from this 1962 to 1969 era are registered by the frame number like all bikes from 1970-to-present. The pre-1970 Shovelheads, Panheads, and Knuckleheads are registered by their VIN number on the left engine casing. Later bikes are registered by their frame number.

The numbers on the frame, transmission and most times either underneath the fork crown or on the fork stop appendage are the same format, usually with four digits preceded by a letter.

These stamped numbers were originally for warranty purposes to associate this number on the three parts with the original engine VIN number. However, these numbers soon became investigative tools for law enforcement bike theft recovery.

There is a problem. The 1958 to 1961 Duo Glide Big Twin frames, fork crowns and transmissions have no such numbering system. However, the parts are identical with their serial numbered 1962 to 1964 counterparts although, the frame has a small cast-in marking on a rear down leg that wild distinguish the early frame from the later numbered one. Few know about this even though it is not a reliable indicator. Furthermore, I am sure many frames from 1962 to 1969 are missing the frame number through human error or negligence.

It was up to the early chopper riders to demonstrate to a suspicious policeman that these parts were indeed 1958 to 1961, which did not have warranty numbers like the 1962 and later bikes. In Toronto, where I live, there is an anti-tampering law that is reverse onus. This means that any serial number that had been tampered with made the bike illegal as in stolen. It did not help matters that Harley-Davidson as well as dealers, many times ground off old numbers and legitimately stamped new ones in for warranty or replacement purposes. The reverse onus part of the law makes it the bike owner’s responsibility to prove the serial or warranty numbers are legitimate. I lived through this era with many choppers and it was a real problem, especially when the policeman made assumptions about me because of my long greasy hair and beard.

Compounding this serial number mess is the addition of other indented (identification figures) numbers. These are additional warranty numbers to substantiate a part or bikes legitimacy in a subsequent warranty claim or dispute. Again, Harley-Davidson, its employees, and dealers were not consistent and did not always do things the same way. Furthermore, everything was supposedly logged by paper in the days before computerization, Internet, email or even facsimile machines.

This system is and was unreliable as protocols for re-stamping and documentation changed or was not adhered to. Furthermore, the change from paper to computer records lost much information during the transformation. Lost or discarded files along with the odd fire did nothing to help accuracy.

What Does the 1962 to 1969 VIN Signify?

1.   The first two numerals indicate the year

2.   The 3rd, 4th, and possibly 5th letters signify the model FL or FLH.

3.   The final 4 or 5 numbers indicate the number position in the production line.

However:

4.   If the sequential production number has 4-numerals, the first number will be even if the year is even.

5.   If the sequential production number has 4-numerals, the first number will be odd if the year is odd.

6.   If the sequential production number has 5-numerals, the first two numbers will be even if the year is even.

7.   If the sequential production number has 5-numerals, the first two numbers will be odd if the year is odd.

This simple policy has trapped many thieves who merrily stamped their own illegitimate numbers over legitimate ones.

Examples:

66FL4369

66 = 1966.

FL = 74" (1200cc) overhead valve (OHV), low compression engine.

4 = this number is always even in even years and odd in odd years.

4369 is a 4-digit production sequence number; therefore the first digit must be even to match the year.

69FLH11221

69 = 1969

FLH = 74" (1200cc) overhead valve, high compression engine.

11 = this number is always even in even years and odd in odd years

11221 is a 5-digit production sequence number; therefore the first two digits must be odd to match the year.

VIN Codes for Shovelhead H-D Models: 1966 to 1969

The FL has lower compression pistons than the FLH. A suffix with the letter B indicates a big battery for electric start. The bike will also be a hand-shift with a foot clutch model. A suffix with the letters FB indicates an electric start with a footshifter and handlebar hand clutch lever. I must confess that I never knew any of this B or FB nomenclature until researching this book. My first Harley was a 1966 FL police bike, which I chopped and rode for six or seven years. At the time, in 1968, I was taught that FL meant police bike and FLH was the citizen model and it pretty much was that way in my hometown Toronto. The city police bikes were hand bangers (hand-shift mounted on the left gas tank) with foot clutch while the highway police force used footshift FL models. I also thought that the difference between an FL and an FLH was mostly gearing to assist in city or highway riding. We did not know that the FLH was high compression whereas the FL was medium or low compression.

Engine Case Production Numbers

The pre-1970 engine casings have unique stamped production numbers. Their location is under the engine, hidden by the protection (skid) plate (24490-36) known in Harleyese as the crankcase guard. Furthermore, the same number is stamped opposite to each other, one on each case half where the cases join.

The number on each case must match the other but do not directly relate to the VIN engine serial number except for manufacturing information such as date and location. The exception is that an engine manufactured in late-1967 for 1968 will have 67 as the last two digits in the production number. If the engine is manufactured in 1968, after January 1, 1968, then the last two digits will be 68 matching the first two digits in the VIN, which will also be 68.

I hesitate giving this pre-1970 information as there are so many exceptions like:

1.   H-D factory workers, dealers, and a plethora of police departments restamping numbers.

2.   Legitimate restamping was not coordinated with the same system utilized by all police departments and dealers or factory workers.

3.   Many times, they did not have or use official H-D stamps, which made many casings, appear to have been stolen and restamped.

4.   Then, the same restampers often stamped over existing numbers. The big problem with this in later years is that many jurisdictions made tampering with a serial number illegal.

5.   Then, of course were the thieves who illegitimately stamped over and deface legal serial numbers. Theft in these years became a huge problem.

With all this said, another feature of legitimate serial numbers was the use of straight back 6’s and 9’s as opposed to rounded numbers as exampled in this typing font.

The 1970 to 1980 H-D VIN Identification System

1.   In 1970, Harley Davidson switches away from the use of the left engine casing for the VIN identification serial number.

2.   The VIN number is now stamped into the frame neck on the right side.

3.   However, the VIN is repeated in its entirety on the right-front of the right engine case.

4.   The VIN number begins and ends with a Posident star stamp.

5.   The engine serial number along with the fork and transmission warranty numbers now tie into the main VIN number on the frame.

6.   Frame numbers (VIN) now became larger, more defined and deeper usually on a raised frame boss on the right side of the frame neck. This is opposite to the old frame numbers (1962 to 1969) that usually locate on the left side of the rounded frame neck without benefit of a boss.

7.   Some but not all 1970 Sportsters utilize a serial number boss at the front of the right engine casing. The rest also moved to a smooth surface from the top middle of the left hand engine casing to the top front area of the right engine case. This is an example of the stuff that makes H-D nomenclature and location so confusing to enthusiasts. Furthermore, the raised boss at the top center of the left engine cases remained sans serial number.

1970: The Beginning of Consistent Vehicle Identification Numbers

In this eleven year period both the frame and the engine have the same 9-digit serial identification number. This system obsoletes and changes in 1981 whereby the 10-digit engine number is an abbreviated version of the 17-character frame VIN number.

The 1970 to 1980 numbering system is different from predecessor bikes. Record keeping improves. However, 1981-and-later VIN numbers and engine, transmission and fork numbers are the most accurate with the best record keeping, which improves each year. The 1970 to 1980 VIN numbers decipher as follows:

1.   There is now a VIN code at the beginning of the serial number after the Posident star to indicate the model instead of just using the model letters such as FL or FLH. For example, a 1200cc FL model is now designated by 1A.

2.   The last digit denotes the year and is followed by a Posident star.

3.   The year is preceded by an H on 1970 to 1979 Big Twins. For example, the suffix H0 translates to 1970.

4.   The exception is that 1980 models end with a J0 to distinguish it from the 1970 models that end with an H0.

5.   There are 5 numerals between the model designation and the year suffix, which shows the placing on the production line.

It is time to trick the thieves again.

1.   From 1970 to Dec. 31, 1977, the sequential 5-digit number begins at 10,000 and may go to 59,999.

2.   From Jan. 1, 1978 through 1980, the sequential 5-digit number begins at 60,000 and may go as high as 79,999.

3.   Furthermore, the CLE sidecar’s sequential 5-digit number begins at 80,000.

These tidbits of information have allowed the police to detect many stolen and re-stamped Harley-Davidson’s.

Pre-1970 Harley-Davidson’s serial numbering is less complicated and is easy to figure out the year and model without decoding letters and digit combinations. After 1970, this all changed. Coding meant a reference manual for interpretation. This is usually found in the first few pages of the Harley-Davidson parts book for the appropriate years and models. For example, any FX model part book from 1971 to 1980 will contain that grouping of years. The same information can be found for FL Big Twins with a parts book for any FL model from 1970 to 1980.

These new 9-letter-digit serial numbers are found on both the engine and the frame. They had a new anti-theft aspect to them with first use of distinctive Posident numeral stamping dies that encased the letter-digits at either end with a star stamp.

I rode through these years and again, the complexities and ambiguities of the haphazard numbering systems confused most especially policemen attempting to determine legality before the advent of computerization and near-instant information. The reader must remember that Harley riders of the day were viewed with disdain. Bikers became a scourge in the public psyche mostly because they were so different. Bikers were viewed as worse than hippies.

However, there were always a few specialists on the big city police forces that knew the serial numbers inside and out. They were your worst enemy if a thief but your salvation if sparking the interest of a suspicious but uninformed patrolman.

There were certain bikes that I would never buy or ride because of a built-in hassle factor that was legitimate but screamed stolen. The Factory and dealers began to avoid tampering with existing serial numbers circa-1970. The new policy to correct a mistake or indicate a warranty part, or whatever was to stamp a line through a serial number without removal so that it could still be easily read. The new correct or replacement serial number would then be stamped above or below in close proximity to the old line-stamped serial number.

One way to determine a hot bike is if the numbering boss is not of uniform height, width or length. In practice consistent height is the most telling. However, some serial numbers and/or their aluminum alloy bosses eroded by corrosion. This is common in areas adjacent to salt water and colder climates that use salt to melt snow. Therefore, legitimate corrosion can become a problem as does illegitimate grinding to deface a good number in order to replace it with a bad one. Auto Squads use an acid on the numbers to raise old defaced numbers. If there is not a different number underneath the surface one, it is likely the serial number is legitimate. Sometimes, thieves re-stamp many times over the legitimate number making it difficult if not impossible for detectives to read the legitimate