Donny’S Unauthorized Technical Guide to Harley-Davidson, 1936 to Present: Volume Vi: the Ironhead Sportster: 1957 to 1985

By Donny Petersen

Donny Petersen feels honored to share the wealth of his motorcycle knowledge and technical expertise.

He offers the real deal in understanding the Harley-Davidson. He gives workable solutions for whatever ails the 1957 to 1985 H-D (Ironhead) Sportster. Graphics, pictures, and charts guide the reader on a sure-footed journey to a thorough understanding.

Donny intersperses the technical explanations with entertaining true stories of the hard core lifestyle of these years including The Wild One, Easyriders, the Birth of Hog, Willie G., Steppenwolf, Evil Knevil, the reviled AMF, 1%ers, and who could forget Elvis Presley.

Petersens insight makes technical issues understandable even for the novice.

This is the eighth volume of twelve of Donnys technical series. Petersen is the dean of motorcycle technology. Donny examines the theory, design, and mechanical aspects of the Ironhead Sportster.

Donny has ridden hundreds of Harleys across four continents doing all of his own roadside repairs. He has acquired his practical knowledge the hard way.

Donny Petersen has the privilege of sharing his technical secrets with easy understanding. He will walk you through detailed mechanical procedures concerning the power train, electrical, fuel delivery, ignition, and the gear head favorite subject of oil and lubrication.

• Language: English
• Publisher: iUniverse
• Release date: Oct 29, 2016
• ISBN: 9781532008108

Donny Petersen

no back cover author bio or author picture.

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Copyright © 2016 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 author except in the case of brief quotations embodied in critical articles and reviews.

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ISBN: 978-1-5320-0809-2 (sc)

ISBN: 978-1-5320-0811-5 (hc)

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iUniverse rev. date: 10/28/2016

CONTENTS

Acknowledgements

Preface

Introduction

CHAPTER I When Men were Men and Women were Double Breasted

The Most Customized H-D of all Time

Small Dick Syndrome

The Sportster was the Choice of the Original One Perscenters

Wanna Rob a Bank?

Honda meets the nicest people

Evel Knievel

The Wild One: Birth of the One Percenter

Elvis Presley, Movie Stars, and Musicians

Steppenwolf

Then Came Bronson on a ’69 XLH

Easyriders: The Movie

Easyriders: The Magazine

Electra Glide in Blue, Baretta and Life Imitating Art

The Mask: 1985

Creating Loyalty like only Harley Can

Sturgis

H.O.G.

CHAPTER II The Sportster Models: Year-by-Year

What do the Model Letters X, L, C, H, R, S, and a second X Mean?

Ironhead, XL Models: Late-1956 to 1985

Ironhead Sportster Family: 1957 to 1985

1957 XL Sportster: The First Year

1958 Sportster: XL, XLH, XLCH, XLC

1959 Sportster: XLCH is Street Legal

1960 to 1964 Sportster: XLH, XLCH

1965 Sportster: 12 Volt Electrics

1966 Sportster: The Tillotson Carburetor

1967 Sportster: The Electric Start

1968 Sportster: Saving the Hogs Bacon

1969 Sportster: AMF Buys Harley-Davidson

1970 Sportster: AMF/HD Logo

1971 Sportster: York Pennsylvania Assembly

1972 Sportster: The 1000cc Engine

1973 Sportster: Front Disc Brake

1974 Sportster: Japanese Components

1975 Sportster: Shift and Braking Reverses

1976 Sportster: The Keihin Carburetor

1977 Sportster: The Geroter Oil Pump

1978 Sportster: Meeting EPA Standards

1979 Sportster: Electronic Ignition

1980 Sportster: AMF Instituted Quality Control

1981 Sportster: The Eagle Soars Alone

1982 Sportster: Excellent Handlebar Switches

1983 Sportster: The XR-1000

1984 Sportster: The Alternator

1985 Sportster: The Last Year Ironhead

CHAPTER III Identifying the Sportster Models

Three H-D Identification Systems

The 1957 to 1969 H-D VIN Identification System

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-up Engine Serial Numbers

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

Replacement Engine Casings

Researching Safety Recalls for all Years

Part Number Suffix

CHAPTER IV Sportster Maintenance

Go-to Trouble Spots

Rear Chain

Rear Chain Adjustment

Primary Chain

Adjusting the Primary Chain

XL Primary Components Picture

Changing the Oil

Harley-Davidson Recommended Fluids

Tire Pressure PSI (kg/cm2)

Spokes

Loctite and Hylomar Adhesives and Sealants

Maintenance Tools

CHAPTER V The Sportster Engine: 1957 to 1985

XL Engine Fitment Specifications: 1957

Horsepower: Are Official Figures a Generalization?

Ironhead Sportster Engine Diagram

Pushrod Engines 101

Four Stroke Engine Reality

Overhead Valve (OHV), Sidevalve, and IOE Valves

Air Cooling

Combustion Air is Separate from Internal Engine Air

Engine Compartments

Sportster Engine Description

The Demise of the 883cc (900cc) Engine

Calculating Cubic Inch Displacement

Engine Installation & Removal Tools

XR-1000

CHAPTER VI The Sportster Engine: Top End

Ironhead Top End Diagram

Cylinders, Piston Sets, Heads, Gaskets Table

Cylinders, Pistons, Rings, Heads, Gaskets: Service Bulletins

Piston, Rings, and Cylinders Table

XL Stripped Heads Picture

Servicing Piston Pins and Wrist Pin Bushings

The Valve Train

Sportster Valves, Valve Guides, Valve Springs, and Collars

Cutting Valve Seat Picture

Valve and Valve Seat Cutting + Valve to Valve Guide Fitment

Don’s Way: Valve and Valve Seat Cutting

Adjusting Ironhead, XL Lifters

XR-1000 Top End Diagram

XR-1000 Diagram Notes

XR-1000: Valves, Guides, and Rocker Arms

XR-1000 Rocker Assembly Diagram

Engine Top End Rebuild Tools

End Gap and Sideplay: Fitment Specifications & Tools

CHAPTER VII The Sportster Engine: Bottom End

The Crank and Crankcases

Ironhead Engine Casings Diagram

Crankcases: 1957 to 1985

Ironhead, XL Flywheels Diagram

Flywheel Components and Torque Specifications

Flywheel Locking Plate Elimination: 1978

Commonized Engine Shafts: Late-1981

Sportster Engine Flywheels and Shafts

Connecting Rod Components Diagram

How Tight Should Bottom End Fitment Be?

The Science of a Bearing Plug Fit and a Bearing Running Fit

The Art of a Loose or Tight Bearing Running Fit

Metallurgy, Plug Fit and Light Hand Press Fit

Race Lapping Fitment Process

Captured and Loose Roller Bearings

Crankcase Bearings

Straightening a Bent and/or Twisted Connecting Rod

Crank Pin Flywheel Washers

Sideplay Between Flywheels

Sprocket Shaft Bearings

Sprocket Shaft Endplay Specifications and Fitment: 1957 to 1985

Truing Flywheels

Flywheel Rebuild and Assembly Specifications

Engine Flywheel Assembly in H-D Truing Stand Picture

Flywheel Assembly and Truing Tools

Engine Bottom End Rebuild Tools

Reamers, Lapping, and Inline Lapping Tools

CHAPTER VIII The Sportster Engine: The Gearcase

Gearcase Timing Gears: 1957 to 1985

The Gearcase, Cams, and Gears Diagram

1957 to 1985 Camshafts

Incorrect Cam Gear Timing: 1980

Quiet Timing Gears

Sportster Pinion and Cam Gear Color Coding

Cam Gear Oiler: Mid-1984

Camshaft Endplay

XR-1000 Gearcase

Engine Gearcase Tools

CHAPTER IX The Sportster Engine: The Camshaft

How a Cam Works

Cam Lift and Valve Lift

Ironhead (P and Q) + XR-1000 (Q) Cam Specifications

Cam Lobe, Rocker Arm Ratio, Valve Lift Formulae

Cam Duration

Valve Overlap

Calculate the Lobe Centerline Angle (LC or LCA)

Calculate Lobe Separation Angle (LSA)

Why are the Cam Lobe Angles (LCA and LSA) Important?

Cylinder Pressure (Compression) and Intake Valve Closing

Degreeing a Camshaft

Generalized Cam Profile Effects on Engine Operation

The Power Band

Connecting Rod Length to Engine Stroke Ratio

Choosing a Cam

Valve Spring Harmonics

CHAPTER X The Sportster Engine: Compression

Compression: Different Names and Measurements

Engine Displacement, Compression Ratios, and Camshaft Duration

Compression Test

Cylinder Leakage Test

Attempts to Control Oil Blowby

Compression Tools

CHAPTER XI Sportster Fuel Delivery

Gasoline for the Sportster

Octane

Gasoline Additive Effects on a Harley-Davidson

Fuel Tank Cleaning, Sealing, and Storage

The Evolution of Gas Caps

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

Diagnostic Skills: Gas Overflow

Manual Fuel Valve (Petcock)

Air Filtration

The Butterfly Carburetor

Basic Sportster Carburetor Tuning

Sportster Linkert, DC Carburetor: 1957 to 1966

Sportster Linkert, DC: Front View

Linkert Carburetor Diagram

Sportster Linkert, DC: Left Side View

Sportster Linkert, DC: Rear View

Sportster Linkert, DC: Right Side View

Cleaning and Inspecting the Linkert, DC Carburetor

Linkert, DC Carburetor Passage Sizing

Tuning the Linkert, DC Carburetor

Linkert, DC Carburetors: Calibration and Adjustments

The Tillotson Carburetor: 1966 to 1971

How the Tillotson Carburetor Works

Tillotson Carburetor Diagram

Tillotson Carburetor Picture

Tillotson Carburetor: Left Side View

Tillotson Carburetor: Rear View

Tillotson Carburetor: Right Side View

Tuning the Tillotson Carburetor

Tillotson Carburetor Service Check List and Tests

Troubleshooting the Tillotson Carburetor

1966 to 1971 Tillotson Carburetor Jet Sizing

The Bendix Carburetor: 1972 to Early-1976

Bendix Carburetor Picture

How the Bendix Carburetor Works

Tuning the Bendix Carburetor

Bendix Carburetor Diagram

Bendix Main Fuel Jet and Discharge Tube Sizing

Keihin Sportster Carburetor: Late-1976 to 1985

Altitude Change Jetting

Keihin Carburetor: Late-1976 to 1985 Picture

Keihin Carburetor: Late-1976 to 1985 Front View

Keihin Carburetor Diagram

Tuning the Keihin Carburetor

Troubleshooting the Keihin

Late-1976 to 1985 Keihin Jet Part Numbers

Late-1976 to 1985 Keihin Carburetor Listing

XR-1000 Dell’Orto Carburetor Diagram

XR-1000 Dell’Orto Carburetors

Manifold O-rings Change to Flat Manifold Seals

Aftermarket Atomizers

Spark Plug Color Tuning

Carburetion Tools

CHAPTER XII Sportster Engine Lubrication

Grease

Oil has Four Jobs

A Molecular Layer of Oil Separates One Moving Part from Another

Fossil, Synthetic, and Semi-Synthetic Oil

Oil Classification: American Petroleum Institute (API)

Oil Change Intervals

Winter Lubrication

Prime the Oil Pump

Oil Consumption Rates

Oil Additives

Heat is the Enemy

Oil Coolers

Reading the Oil Bottle

Engine Oil Ratings

Early Harley-Davidson Oil Specifications

Fluid Equivalents: USA, Imperial, and Metric

The Law on Voiding Warranty

My Oil Recommendations for the Sportster

Oil Supply: Wet Sump and Dry Sump Systems

Reading the Oil Filter for Engine Damage

Improving Oil Filtration

Oil Pressure Problems and Solutions

Oil Pressure Specifications

Oil Pressure Signal Light

Oil Tank Drain Method: 1983

1957 to 1976 Gear Oil Pump Diagram

1957 to 1976 Gear Driven Oil Pump

1957 to 1976 Sportster Engine Oil Flow

Timing the 1957 to 1976 Oil Pump Breather Valve

1977 to 1985 Geroter Oil Pump Diagram

1977 to 1985 Sportster Engine Oil Flow

The 1977 to 1985 Geroter Oil Pump

Mixing Oil Pumps

XR-1000 Engine Oil Flow

1957 to 1985 Crankcase Breathing Systems

Causes and Contributors to Oil Blowby

Lubrication Tools

CHAPTER XIII Sportster Transmissions

XL Transmission Fitment Specifications: 1957

Gearbox (Transmission) Essentials

Transmission Diagram

Power Flow

Internal Transmission Gear Changing

1957 to 1971 and 1972 to 1985 Internal Shifter Diagram

Shifter Forks

Transmission Shift Stopper (Indexing)

Transmission 4-speed Gears, Shafts, Bearings

Spacing the Transmission Gears

Spacing Shifter Forks, Slider Gears, and Shifter Cam Assembly

Countershaft and Mainshaft Endplay

Final Transmission Assembly

Primary/transmission Oil

The Trap Door

Stripped Engine Primary Chaincase Picture

Check the Transmission Last for a Shifting Problem

Transmission Service Bulletins

Kick Start Location and Power Transfer

1957 to 1979 Kick Starter Diagram

Sportster Kick Start Parts Chart

Milwaukee Crippler: Kick Starting the Beast

Kick Start Gear Retrofit

Transmission & Clutch Tools

CHAPTER XIV Torque Multiplication: Reduction Gear Ratios

The Primary Reduction Ratio

The Secondary Reduction Ratio

The Final Drive Ratio

Sportster Chain Sprocket Gear Ratios: 1957 to 1985

Overall and Final Gear Ratios: Talking the Same Language

Ignore Gear Ratios at your Peril

CHAPTER XV The Drive Train

Donny’s Blasts from the Past: Cheap Petersen and a Cheap Chain

Chain: Dos and Do Nots

The Engine Compensating Sprocket

CHAPTER XVI Sportster Clutches

Clutch 101

The Main Sportster Multi-plate Clutch Components

Locking (engaging) a Sportster Clutch

Sportster Dry and Wet Clutches

Clutch Release Mechanisms

Clutch Slipping or Dragging

Finding a Difficult Neutral

Sportster Dry Clutch: 1957 to 1970

1957 to 1970 Dry Clutch Diagram

Adjusting the 1957 to 1970 Dry Clutch

Sportster Wet Clutch: 1971 to Early-1984

1971 to Early-1984 Wet Clutch Diagram

Adjusting the 1971 to Early-1984 Wet Clutch

Sportster Wet Diaphragm Clutch: Late-1984 to 1985

Adjusting the Late-1984 to 1985 Wet Diaphragm Clutch

Late-1984 to 1985 Wet Clutch with Alternator Rotor Shell Diagram

CHAPTER XVII Sportster Electrics: Ignition Systems

Protecting the Electrical System

XL Electrical Specifications: 1957

Combustion Timing Theory and Combustion Lag

Ignition and Timing Settings: 1957 to 1985

Harley Ignition Basics

Ironhead, XL Ignitions: 1957 to 1985

Magneto Ignition 1958 to 1969 Diagram

Magneto Ignition: 1958 XLC, 1958 to 1969 XLCH

Ignition Circuit Breaker (Distributor) 1957 to 1970 Diagram

Mechanical Points/Condenser Ignition Circuit Breaker (Distributor): 1957 to 1970

Ignition Timing: 1957 to 1978

Points Ignition & Advance Unit for Sportster: 1971 to 1978 Picture

Mechanical Points/Condenser Ignition Circuit Breaker: 1971 to 1978

V-Fire I Electronic Ignition & Advance Unit for 1979 Sportster Picture

Prestolite V-Fire I Electronic Ignition: 1979

Timing Marks Change: 1980

Electronic Ignition Components: 1979 to 1985

V-Fire II Electronic Ignition: 1980 to 1982 Picture

Magnavox V-Fire II Electronic Ignition: 1980 to 1982

Setting V-Fire II Engine Advance Ignition Timing: Early-1980 and Late-1980 to 1982

Service Bulletins: Detonation Control and Resistor Spark Plugs

Preliminary Diagnosis of a Suspect Problematic V-Fire II or V-Fire 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

V-Fire III Electronic Ignition: 1983 to 1985

Setting V-Fire III Engine Advance Ignition Timing

XR-1000 V-Fire III Ignition

VOES: the Vacuum Operated Electrical Switch

ECM Resistance Tests Using the KMT Multimeter

Spark Plug Heat Range Explained

Harley-Davidson Spark Plugs Table

CHAPTER XVIII Sportster Electrics: Charging Systems

Electrical Terminology

The Many Names for Conventional and Maintenance Free Batteries

Shaking Batteries

Battery Care

Boosting (Jump Starting) a Dead Battery

Battery Recharge

Recommended Battery Charging Rates

Battery Sulphation

Battery Storage

Ironhead Battery Application 1957 to 1985

Oil Tanks, Batteries, and Battery Boxes

Sportster Generator Charging System

Generators, Regulators, and Rectifier/Regulators: 1957 to Early-1984

Correct Generator Polarity: Flashing the Field Coils

1965 and later 12V Sportster Generator Diagram

Testing the Generator Charging System: Growler

Inspect, Repair, Replace Generator Brushes

Commutator Repair

Generator Cleaning and Inspection

Testing for Generator Output: 1957 to 1978

Testing Generator Field Coils: 1957 to 1981

Testing the Armature for Ground, Short, or Open: 1957 to 1981

Testing for Generator Output (Residual Magnetism): 1979 to Early-1984

Testing for Maximum Output: 1979 to Early-1984

Testing Generator Field Coils: 1982 to Early-1984

Testing the Armature for Ground, Short, or Open: 1982 to Early-1984

Ironhead Regulators/Rectifiers: 1957 to 1985

Mechanical Regulator Test Specifications: 1957 to 1977

Regulator Information for 1961 6 Volt Sportsters

6 Volt Regulator Multimeter Testing for 1959 to 1964 XLCH

6 Volt Regulator VAT 26 Testing for 1959 to 1964 XLCH

Servicing the 1965 12 Volt Bosch Regulator(1965 to 1966 XLH, 1965 to 1977 XLCH)

Testing the Bosch Regulator using the Sun Vat 26 Tester (1965 to 1966 XLH, 1965 to 1977 XLCH)

Delco Remy Regulator: 1967 to 1977 XLH

Troubleshooting the Delco Remy Regulator: 6 Volt and 12 Volt

Solid State Regulators: 1978 to Early-1984

Ironhead Alternator: Late-1984 to 1985

Late-1984 to 1985 Alternator Diagram

Troubleshooting the XL Alternator and Rectifier

CHAPTER XIX Sportster: Electric Starter Systems

The Starter Motor

How the Starter Motor Works

Starter Motor Gear Reduction

The Starter Solenoid

The Starter Relay

Troubleshooting the Solenoid

Troubleshooting the Starter Relay

1967 to 1980 Starter Shaft and Housing Diagram

Starter Shaft and Housing Components: 1967 to 1980

Isolating Starter Motor Trouble

Prestolite Starter Motor Diagram

Troubleshooting the Prestolite Starting System

Troubleshooting the Hitachi Starting System

Sportster Starter Motor Component Table

Starter Motor Run-on and Click Testing

1981 to 1985 Nippodenso Starter Motor Diagram

Troubleshooting the Nippodenso Starting System

Kick and Electric Start Covers

Handlebar Electrical Switches and Housings

Miscellaneous Electrical, Service Bulletins

Electrical Tools

CHAPTER XX Forks and Shocks

XL Front and Rear Fork Fitment Specifications: 1957

Straightening Fork Tubes

Straightening a Fork Crown (Triple Tree)

Checking Fork Crown and Stem Alignment

Sportster 1957 to 1970 USA Front Forks Diagram

Sportster 1971 to 1972 USA Front Forks Diagram

Front Fork Bushing Repair: 1957 to 1972 XL

Removing Lower Fork Leg Bushings: 1957 to 1972 XL

Installing Lower Fork Leg Bushings: 1957 to 1972 XL

Fitting (Reaming) Lower Fork Leg Bushings: 1957 to 1972 XL

Clunky Fork Rebound

Sportster 1973 to 1974 Kayaba Front Forks Diagram

Sportster 1975 to 1977 Showa Front Forks Diagram

Rear Shock Absorbers

Front Fork Tools

CHAPTER XXI Brakes

Brake & Clutch Cable Handlebar Lever Anchor Pins: 1968

Mechanical Rear Brake: 1957 to 1978 Diagram

Installing Rear Brake Drum Sprocket: 1957 to 1978

Rear Brake Shoe Defect: 1976

Disc Brake Caliper Mounting Pin: 1973

Front Disc Brake: 1974 to 1977

Front Disc Brake: 1974 to 1977 Diagram

XLCR Rear Master Cylinder Pushrod Problem: 1977, 1978

Master Cylinders, New Brakes and Brake Pads: 1978 to 1979

Front Disc Brakes: 1978 to 1985 Diagram

Five Rear Brake Control Safety Defects: 1979

Rear Brake Recalls and Rattles: 1980 to 1982

Brake Pad Inspection: 1982-up

Brake Line to Cylinder Banjo Fittings: 1988 Retrofit to 1982

Girling Rear Brake Caliper: 1982 to 1985

Ironhead Rear Disc Brakes Diagram

Front Caliper Mounting Bolt Torque: 1984

1957 to 1985 Sportster Brake Shoes/Pads and Brake Drums/Rotors

Bleeding Brakes

My Opinion on Sportster Brakes

CHAPTER XXII Wheels

Wheel Bearing Spacers (Sleeves)

Wheel Bearings

Wheel Bearing Trouble

Defective Wheel Hub: 1971

Lacing 16" Wheels: 1978

Spoke Maintenance

Wheel Weights, Spoked Wheel Rims: 1984

Rear Axle Nut Torque: 1984

Wheel Tools

CHAPTER XXIII Tires

Early Tire Data

High Speed Riding: 1966

Rear Wheel Rim, Tire, and Tube Flap: 1966 to 1969

Tapered Base Seat Rims with Safety Bead; 1970

Wheel Balancing: 1970

Rear Tire Directional Arrow: 1974

1970 to 1978 Tire Data

Tire Fitment Chart: 1978

Tire Fitment Chart for 1979 XLH/XLCH/XLS

Goodyear and Dunlop Tires: 1980 to 1982

1980 to 1982 Models: Tire Fitment

Tire and Tube Specifications: 1980 to 1982

Dunlop Tires: 1982

Motorcycle Tire Fitment: 1983

Tire and Tube Specifications: 1983

Motorcycle Tire Fitment: 1984

1984 XL Models – Tire Fitment

Dunlop Tires and Tubes Specifications: 1984

1983 to 1984 XR-1000

Tire Mounting with Locking Compounds

1985 Models - Dunlop Tire and Fitment

Tire Tools

CHAPTER XXIV Sportster Vibration

External Causes of Vibration

The Primary Cause of Internal Vibration

Flywheel Rim and Shaft Runout

Specifications: Runout, Endplay, Torque Values

Engine Balancing

Balancing: Reciprocating and Rotating Weight

Flywheel Assembly Centrifugal Imbalance

Statically Balancing Flywheel Assemblies

Dynamic Balancing

External Aftermarket Vibration Dampeners

Single Fire versus Dual Fire Ignitions and Vibration

CHAPTER XXV Sundry Topics, Specifications, and Such

Frames

Chassis

Exhaust

Speedometer, Tachometer

Throttle Cables

Warranty

XL Odds and Ends

CHAPTER XXVI Common Use Tools

Tolerance Fitment Specifications

Tools From Another Era

Common Tools Required for many Applications

Pullers

Measuring Tools

Harley-Davidson, Kent-Moore + Other Sportster Tools

CHAPTER XXVII The Ironhead Improves Every Year, Two, or Three

Acronyms

Biographical Updates

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, Band-Aid, Bendix, Champion, Crane, Crane Cams, Custom Chrome, Rev-Tech, Deltran Battery Tender, Derale, Doherty, Doherty Machine, Dynojet, MLS, Nano, Delkron, Dynojet, GESi Technology, Hitachi, Hylomar, Ina, JIMS, JIMS Machining, Keihin, Kreem, Lexan, Lockhart, Loctite, Magnavox, Manley, Mikuni, HSR Mikuni Smoothbore, Mity-Vac, MotorClothes, Nachi, Pablum, Plastocine, Prestolite, S&S, S&S Cycle, S&S Cycle, Inc., Spirolox, STD, Sunnen, SuperFlow, Teflon, Tillotson, Timken, Torx, Trochoid, Viton, 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 Buell, CVO, Duo Glide, Dyna, Electra Glide, Evolution, Evo, Fatbob(s), Fat Bob, HD, H-D, Harley, Harley-Davidson, HOG, Hog, Hawg, Power Blend, Premium II, Roadster, Screamin’ Eagle, Softail, Sportster, Sturgis, Super Glide, 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, and Wide Glide may be or are registered trademarks of Harley-Davidson, Inc., Milwaukee, Wisconsin, USA or Harley-Davidson Motor Company. The words: Blast, Duo-Glide, Firebolt, Hydra-Glide, Thunderbolt, 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, FLHS, FLHT, FLHTC, FLHTCU, FLP, FLPF, FLST, FLSTC, FLSTF, FLSTS, FLSTSB, FLT, FLTC, FLTCU, FX, FXB, FXD, FXDWG, FXE, FXEF, FXLR, FXR, FXRC, FXRD, FXRDG, FXRP, FXRS, FXRSE, FXRS-Convertible, FXRS-SP, FXRT, FXS, FXSB, FXST, FXSTB, FXSTC, FXSTS, FXSTSB, FXWG, GE, K, KH, WL, WLA, XL, XL883C, XL883L, XL883N, XL883R, XL1200C, XL1200L, XL1200N, XL1200S, XLCH, XLCR, XLH, XLH883, XLH1100, XLH1200, XLA, XLC, XLR, XLS, XLT, XLX, XLX-61, XR-750, XR-1000, XR1200, and XR1200X plus the plethora of police models that will generally contain the letter P in the model designation nomenclature.

E. & O. E.

ACKNOWLEDGEMENTS

Thanks

No one knows it all. My writings teach me how little I know.

Thanks to Padre, Boozefighters MC, for helping with what he helped with.

A special thanks to Lloyd Gadd (Mostly IronHeads Motorcycle Shop)

www.mostlyironheads.com for his help in smoothing out some rough spots.

…also to Sonny. No one made the CH more famous than he as he rode through real life and a series of early biker movies.

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

Also, that Part I: The Shovelhead: 1966 to 1985, has won the 2013 International Book Award.

Furthermore, Part II: The Shovelhead: 1966 to 1985 has also won the 2014 International Book Award.

This may seem a prodigious achievement but who else is dumb enough to do what I do.

PREFACE

I wrote in my last book, Performancing the Evolution that I might not write further technical books.

As much as I enjoy the intellectual exercise, making 7 cents per hour wears on my capitalistic spirit.

Writing takes so much time, I am beginning to feel like a hermit. I pass up wonderful experiences to sit at home or on the road and write. I think this is the problem where writing can replace real life adventure.

Those that follow my Facebook page know that I have much adventure as I seem to be drawn to danger.

I do not want to write my autobiography but I did decide on writing a non-fiction novel called Biker 101: The Life of Don, which will be finished some time after this book. It will be about a thirty year slice of my life before the year 2000. Most people will no longer be living so hopefully it shouldn’t offend anyone. I hang around with some very private people.

I started to write Biker 101: The Life of Don but something was missing. Perhaps it is too easy because I am merely recounting true stories that have happened to me or around me.

An urge began to come over me. I can’t believe I am going to subject myself to another tech book(s). I resisted to no avail as I was drawn to the Sportster. However, this project will entail three volumes; The Ironhead Sportster: 1957 to 1985; The Evolution Sportster: 1985 to 2003, and The Evolution Sportster: 2004 to Present.

The Sportster is the biggest subject within the Harley-Davidson umbrella by far.

Where to Buy my Books

My published books are available through online, or www.donnypetersen.com amongst others… iTunes has both my Shovelhead books, Performancing the Evolution, and will have this one but not my first books.

Amazon is currently the cheapest place to buy my books because of their discounting and inexpensive shipping rates. For some inexplicable reason, Amazon can buy my books cheaper than I can. Consequently, they often sell them below the publishers listed price, which I have to charge if I don’t want to lose money. Moreover, Canadian postal rates are more expensive than USA rates. Furthermore, Amazon shipping rates are the least expensive of them all. I cannot compete. The only thing I can offer is personally signed books with a short message to each buyer.

I think I will always write my monthly technical columns for a major magazine like American Iron, whom I have written a monthly column Techline since 1992.

I also write about my travel adventures for local rags like Riders Mag www.theridersmag.com and sometimes Scanbike www.scan-bike.dk. Better be able to read Norwegian for Scanbike articles, which are translated from my English submissions.

Biker 101: The Life of Don

This book has been renamed from The Watch.

The Watch

I have two watches of interest. Are the watches the subject of my next book? No, but they have their own story, which will be the final chapter. One watch was given to me as a gift from the paid ($1,000,000.⁰⁰) police informant assigned to get me and mine. It is amazing; if I did what a police stoolie does, I would go to jail forever. However, the rat gets a bunch of serious charges dropped, a new identity, and lots of dough.

This watch had a USB key built into it. The rat gave it to me so I could bring confidential information across the border. There was nothing illegal or immoral in the information but it was private and it belonged to me and mine.

This watch also had an addition…a tracking device to follow me around on my travels. I do go to captivating places and have interesting experiences. However, the police and the rat had an unanticipated problem. I do not wear a watch. Therefore, this watch never recorded anything nor did it travel anywhere. I did not learn of the tracking device until it was disclosed in my 8-month long trial.

The other watch is a Rolex and is the real subject of the book. This watch, a Rolex has followed me for over thirty years. The true accounts of violence, attempted murders (me), murder, intrigue, deception, and traitorous treachery follow. There are crooked politicians, military, and police. There a political assassination, DEA drug enforcement with setups and kidnappings. I haven’t even gotten to the bad guys yet.

It all begins on a beach in the Dominican Republic near the house of ill-repute.

Biker 101: The Life of Don will be published shortly after The Ironhead Sportster: 1957 to 1985.

Biker History by a Biker

If people who forged our lifestyle agree, I may do historical biker books, telling it the way it really happened from a biker perspective without police propaganda or media sensationalizing.

Sexism

I use terminology that may appear sexist. Some examples are actress instead of actor, policeman instead of police officer. I use the terminology of the era, knowing full well that some of it is not politically correct present day.

INTRODUCTION

I get better with each book, building on the experiences generated by the ones before.

I think this 8th book is my best effort thus far.

It’s weird. I have worked on and performanced thousands of Ironhead Sportsters and component parts like heads, cams, and bottom end flywheels. I thought I knew the subject inside and out. Writing this book has made my mechanical skills even better.

Every time I hone a skill set to its fullest, I move onto another challenge. I have no desire to wrench a Harley ever again unless helping someone on the side of the road.

If I could live my life twice with the knowledge from the first, I would be very capable on many fronts but wouldn’t we all?

I like the Sportster.

The more the modern rider may malign this Harley-Davidson, the more I feel protective of this most customized H-D of all time. It was also the fastest Harley until the arrival of the V-Rod. Consequently, it became the favored bike of the original one percenters.

Important

Manuals can be frustrating with contradictory specifications within the manual as well as with other manuals. Harley-Davidson does a good job with their manuals. The mistakes are far and between but they do occur. A thinking person will often detect a mistake or question a specification but some slide by. Please view my work in the same way.

Various manuals and service bulletins may disagree or differ slightly. It is just the way it was.

Sometimes, an early parts book will leave out some part(s) for a particular model for a year or two. I can only speculate that the writers felt it not necessary as everyone in the know, knew what was used.

1. There is overlapping of mating parts like Generator/Regulators in early Sportster years during the same model year.

2. Inventory of one mating components set (e.g. Generator/Regulator) or one mating component (e.g. a Generator or a Regulator) may have depleted temporarily forcing the use of another set of mating parts like an updated or predated Generator/Regulator set.

3. Motorcycles were hand built by loyal employees who were also enthusiasts. However, they had differing opinions on what was best and may have substituted parts on their builds.

4. Modern inventory supply and control methods did not exist.

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

CHAPTER I

When Men were Men and Women were Double Breasted

The Most Customized H-D of all Time

The Sportster (XL) has been in the Harley fold longer than any other model. As of the time of this writing, the Sporty has 59 years of history.

It is the most customized Harley of all time. This is due to its longevity for sure. It is also because more riders could afford one.

Many shorter riders prefer the XL, thinking that a smaller engine equates with an easier bike to ride. Truth is that a Softail is much simpler to ride because of its lower center of gravity. A rider sits on top of a Sportster while he or she sits in a Softail. This is due to frame configurations.

Small Dick Syndrome

Arrogant Big Twin riders drove me nuts in the eighties and nineties with their derisive girl’s bike commentaries. For the most part, these were insecure, new riders with small-dick syndrome.

One rarely or never heard these comments in the 1950’s, 60’s or 70’s. Why?… The Sportster was ridden by the hard core who let their fists do the talking.

Today, you can still hear the woman’s bike crap but less and less so.

The Sportster was the Choice of the Original One Perscenters

If you watch the early biker movies, one cannot help but notice that many of the 1%ers are riding kick start Sportsters. If your Harley starts easily as all modern ones do, you should know that this wasn’t always so.

Kick starting an early Ironhead Sportster with Magneto ignition and slipping kicker gears was a ritualistic, tribal endeavor. Exercise was the order of the day as were the cool gyrations that evolved during the starting procedure.

Riding one of these men’s bikes took determination and fortitude.

Donny’s Blasts from the Past: Biker Movie Hit in 1969

I was riding with Sonny through the Mojave Desert about 15 years ago. We stopped on the side of the highway. There was a sun bleached white wood, decrepit motel in the middle of nowhere across the highway.

Tumbleweed rolled by in a welcome light desert breeze that brought relief from the searing heat.

The one story, row structure leaned on an angle that was sure to collapse.

Ever see that movie we made in 69, his gravelly voice asked rhetorically.

Good old guy owns that motel. If you didn’t want to sleep last night, I was planning on us staying here because I know you like history Don.

What a fucking guy, Mr Energy! We rode from LA to Oakland, leaving at 9am in the morning at a steady 80 mph. We left Oakland at 9pm that night and rode another six hours to 3am.

I quietly replied that he took me from a nice warm highway up into the mountains where a cold rain sleet pelted us mercilessly, which is why I wanted a warm hotel room. We got to bed at 5:00 am. Sonny woke me at 8 am. He had generously let me sleep an extra hour while he ate breakfast at 7.

It was still cold and raining but our descent into the desert brought welcome dry heat.

His quiet, raspy voice continued, We filmed the movie out here. We stayed at this place for about a month. They bought us as many kegs of beer as we wanted.

He then changed the subject and asked if I ever heard of Edwards Air Force Base. Of course I had ...secrecy, atomic bombs, UFO’s, X-files and all that stuff. It is just up here a bit in the middle of the desert. Let’s go and I will show you what I can. It wasn’t much as the base is top secret.

Befitting the surrealistic, we rode off into a sand storm.

The cold, pelting rain was preferable to the sand storm that blasted your skin and clogged your eyes.

I was learning the hard way, another reason he uses a full face helmet.

Wanna Rob a Bank?

In the nineteen-seventies and eighties, Montreal, Canada was purportedly the bank robbery capital of North America. Some bank robbers used Sportsters for their getaway vehicles. The bikes accelerated faster than most cars of the day and were manoeuvrable, fitting through tight spaces to foil potential police chases.

The downside was if the bikes did not want to start.

Honda meets the nicest people

In 1958, Harley-Davidson’s nemesis Honda comes to America to meet the nicest people. Their enduring and effective slogan, You meet the nicest people on a Honda, provides the competition that almost destroys the already declining Harley Davidson.

This very effective mainstream catchphrase said it all to the Harley riders of the day. We were not that bad but this nice stuff was pure baby formula to us. We were tough, hardy individualists. Even if we were nice, we all had some of the old west outlaw free spirit in our soul. The problem with individualism, if there is one, is that some separation is required from the mainstream.

Honda’s exports only two motorcycles into the United States in January 1958.

Who else gets a road test in the large and respected Cycle magazine with an import of two bikes? The Honda Dream is featured in the December 1958 issue of Cycle magazine in an article titled Honda Dream Road Test. Furthermore, Yamaha also gets in the act with their own road test in the same issue titled New Yamaha Road Test.

Honda forms its American subsidiary in 1959. It imports 96-bikes for the whole year. Harley sales for 1958 were about 12,300. In no time, Honda sales reached 140-per month. Three years later in 1962, Honda sold 65,000. In 1963, Honda ramps up to 114,000 sales. In 1968, Honda celebrates its one-millionth sale in the United States. Furthermore, world sales for 1968 totaled 1,000,000 for the year.

Honda also provides the rivalry to drive Harley-Davidson to the pinnacle of excellence as both companies eventually thrive in the North American motorcycle marketplace. However, Honda did not miss a beat in its continual success whereas H-D had to get up to speed before accelerating onto a triumph of sorts. Harley has never matched Honda sales to present day.

Harley-Davidson did not need Honda to put the nails in its coffin, as their sales 10-years earlier in 1959 were only about $17,000,000.⁰⁰ with approximately 12,300 units. By 1968, Harley-Davidson was in the midst of a financial crisis. This venerable company was in dire need of help from outside resources.

Compare this to sales of $5,726,848,000.⁰⁰ with a staggering 349,200 H-D motorcycle production in 2007. However, the Great Recession was in its initial throes. H-D was lucky to survive again but didn’t stand firmly on two feet until about six years later.

The requirement for financial help in 1968 was immediate with structural reorganization an ongoing solution for the future. Although Honda became a constant threat beginning in the early nineteen-seventies, it did not precipitate H-D’s 1968 financial crisis that had been building for many years. The reader only need reference the May 15, 1951, Harley-Davidson petition to the U.S. Tariff Commission for a 40% import tax on all imported foreign motorcycles. This onerous tariff was not against Honda or the other Japanese companies, as they had not yet begun their assault. America was again fighting off an English invasion. This time it was Triumph, British Small Arms (BSA) and the likes of the Snortin’ Norton not to mention the fastest of the fast Vincent motorcycles like the 998cc Black Shadow (the non-production Vincent Black Lightning was faster than the Black Shadow).

The 1984 Evolution Big Twin and 1986 Evolution Sportster motorcycles may never have been. Harley-Davidson was in a slow decline. The venerable Motor Company had been struggling for decades lurching from year to year. I will cover much of this as the book moves along.

Evel Knievel

The venerable Evil Knievel made his first jump with a 350cc Honda. He jumped over two mountain lions and a container full of about 100 rattlesnakes.

He rode many types of motorcycles including a Laverda/American Eagle, a Snortin’ Norton 750cc Commando, a Triumph T120 Bonneville, and a Harley-Davidson XR-750.

The 1972 XR-750 received the most publicity especially with his Harley fans. The XR-750, eventually earned placement in the Smithsonian National Museum of American History.

AMF/Harley-Davidson formed a business relationship with the dare devil in 1971. Evel wrapped himself patriotically in both the American flag as well as the iconic Harley-Davidson motorcycle. Evel was a marketing guru in his own right. He in combination with Harley-Davidson personified the American Dream born out of rich history.

Evel was an opinionated person as we shall see. Regardless, he had balls, he had skill, and he went where others feared to tread.

Furthermore, Evel hated the outlaw bike culture and was not shy about expressing his opinions. H-D was always nervous about being the bike of choice for this subculture.

The Motor Company wanted to personify the Old West individualistic ruggedness and portray its motorcycle as an iron steed. However, the outlaw bikers were a little too wild for H-D’s choice of image. Evel helped express that sentiment.

Nonetheless, Harley-Davidson capitalized on the outlaw biker with the formation of Hog, which mimicked the outlaws with colors, runs, and field days etcetera but on a pasteurised level with a safe walk on the mild side.

The business relationship with Evel Knievel and Harley-Davidson evaporated in 1974 after the attempted Snake River jump on the Flash Gordon rocket. Motor Company and AMF aspirations had little to do with failure and rocketry.

During Evel’s career, he broke about 435 bones. The Guinness Book of Records listed Evel as surviving most bones broken in a lifetime.

In 1999, Knievel was inducted into the Motorcycle Hall of Fame.

Evel Knievel was a polarizing figure who did life his way. He died of pulmonary disease at age 69, in 2007.

Donny’s Blasts from the Past: The Movie

In 2002 or thereabouts, Knievel’s life story was being filmed in a B-movie a short distance from Toronto where I live. Why? I have no idea except Toronto is a movie making city where lots of movies are made and a huge film festival has developed into a Hollywood North.

Bikers work most of the Toronto movie sets as security, chauffeurs, or transport truck drivers. A friend in the industry phoned me one morning and exclaimed that I would not believe what he was watching. He said that a bunch of my fellow members were milling around the movie lot and they were going to film Evel Knievel knocking a member down and kicking him in the head. The movie script had the member throwing a beer bottle at Knievel from the crowd. Evel was there on the movie set acting as a consultant for his story.

Really?

I got in touch with the director and producer immediately with information supplied by my friend. I told them that some people would be by to pick up the fabricated, fake colors and that no representation of the membership would be allowed as it was a trademark violation. The producer said the film was historical so that the trademarks were not protected. I said that we were not going to argue about it because it was not going to happen. Furthermore, I suggested that the script be rewritten because they were not going to film Evel kicking one of my own in the head. I suggested he might want to try it for real.

I knew Evel hated bikers. He may have had good reason. I do not know.

A year or so later, I was in Oakland. The story came up in casual conversation. I couldn’t believe they would film such bullshit. A long time member told me the story was true. Evel Knievel had kicked a member in the head at the Frisco Cow Palace many, many years before. The movie version took a turn from real events though. My mentor told me they never did figure out if a beer bottle was indeed thrown at Evel to precipitate the altercation and if so, by whom. A lone member was in the crowd. He was surrounded by a large group of Evel fans and knocked to the ground. Evel ran over and kicked him in the head. Members elsewhere in the crowd came to their brother’s rescue.

The Wild One: Birth of the One Percenter

The Wild One (1953) is a loose depiction of a 4th of July motorcycle run to Hollister, California in 1947. The movie portrays a fictionalized account of the famed Hollister riots. This is not an intellectual movie like Easyriders but the first depiction of the biker threat.

The Wild One bases on a story, called The Cyclists’ Raid by Frank Rooney. It was published in the January 1951 issue of Harper’s Magazine and as part of a book The Best American Short Stories 1952. The Cyclist’s Raid is about the 1947 Hollister bike rally.

Hollister (renamed Wrightsville, California, in the movie) is an inland agricultural town just south of San Francisco. The city has been the site of organized annual bike rallies named the Hollister Independence Rally on the July 4th, weekend in its present form since 1997, the 50th anniversary of the riots. The supposed riot at the 1947 rally became the basis for the 1954 film The Wild One.

The rallies are on-off affairs mainly because of organizational financial onus placed on organizers by the town. However, the Top Hatters MC mother chapter for the statewide club is located in Hollister. The Top Hatters invariably organize a poker run on the anniversary weekend. In any case, bikers continue to arrive at Hollister every July 4th, even without vendors and sponsored, organized events. They need no permission since they view Hollister as the birthplace of the American Biker.

Life Magazine Creates the Mythology

Life magazine sensationalized the event by splaying a picture of a drunken sot laying across a motorcycle surrounded by beer bottles. Problem was that the picture was a fake. I guess the real story wasn’t all that exciting.

The 1% is Born

The American Motorcycle Association (AMA) rides to the rescue with its own media take. Ninety-nine percent of motorcyclists are decent people. The 1% cause the trouble. Never has a deflecting its not me, its them speech created such a powerful symbol for the bike clubs who wear the 1%er flashes with pride.

The media, police, and others fall all over themselves defining the 1%er as someone who lives outside the law.

Ironically, many of these labelled 1%ers were discharged soldiers from WWII back from defending the United States from the Nazis and Japanese.

The Real Story

So, what really happened July 4th, 1947?

Demobilized WWII veterans formed hundreds of small motorcycle clubs with names like the Boozefighters, 13 Rebels, Jackrabbits and the Yellow Jackets. The membership colours were club sweaters. Many called them the straightpipers for obvious reasons. These guys drank a lot, partied, and rode their bikes. At first, the AMA welcomed these clubs with open arms but not for long.

Thousands of bikes rode into Hollister from all over California and beyond. The 7-man police force decided to separate the town locals from the crowds of motorcyclists and set up roadblocks at either end of the main street.

The town’s 21 bars hit pay dirt. These veteran bikers learned to drink in the army and consequently drank more. Many thought it funny when some rode their bikes into some of the bars. The police advised the bars to close two hours early. The 3-day party overwhelmed the police as many bemused townspeople watched the show of impromptu drunken drag racing, wheelies, and burnout contests.

The local hospital treated about 60-bikers for various self-inflicted injuries. About the same number were arrested for misdemeanor disorderly conduct, public drunkeness, and reckless riding. Most were released as they sobered up. However, no one died, there were no rapes, arsons, looting, or other serious crimes. No locals were harmed.

On the Sunday about 40 California Highway Patrol (CHP) officers arrived and threatened tear gassing. The bikers dispersed and left town.

Never Get in the Way of a Good Story

How bad was it?

Five months later, Hollister sanctioned motorcycle races and the bars welcomed the bikers back with open arms. However, this was never reported as it would have gotten in the way of a good story.

In The Wild One, the BRMC (Black Rebels Motorcycle Club) roars into town with their president, Johnny played by Marlon Brando. Johnny does not ride a Harley. Brando rides his personal bike in the movie, a Triumph Thunderbird 650cc. He doesn’t look like a real biker of the day. Brando is clean cut.

Chino played by Lee Marvin is not. His character oozes reality and bases on Willie Forkner better known as Wino Willie of the Boozefighters. Chino is grizzled with a cigar stuck in his mouth. He heads up the bad guys, The Beetles MC. He and his boys ride Harley-Davidson’s… and he’s looking for trouble. I love you Johnny. I’ve been looking for you in every ditch from Fresno to here, hoping you was dead.

In another scene, the pretty small town waitress asks wide-eyed Hey Johnny, what are you rebelling against? The iconic Johnny replies, What’ve you got as he cooly taps his fingers on the counter to the jukebox jazz.

Lee Marvin studied violin as a youth. He rode a Triumph 200cc Tiger Cub in real life competing in AMA desert races.

The story goes that George Christie of Ventura California buys the red-and-white horizontally striped shirt that Chino wears in the movie. Another report in www.edwardre.com/bike/FamousBikers.aspx disagrees, saying that San Francisco biker, Frank Sadilek bought the striped shirt that Lee Marvin wore in the movie. Sadiilek wears the iconic shirt when meeting with police officials. Regardless, to this day, bikers will wear a same style shirt.

In 2012, I read about the boot suit between Brando’s estate and Harley-Davidson. It matters not that Marlon Brando did not ride a Harley-Davidson in real life or the movie. However, it appears that Marlon’s leather calf-high boots with a buckle on each one have an appeal to the modern biker.

Ahhh, why not market a Harley T-shirt with red and white stripes from Lee Marvin’s character? Wrong image. The image of a rebellious, independent soul who is really a good guy underneath it all is what we are after. Hopefully, the image depiction organizes charity runs in his middle years.

In March 2012, Brando Enterprises LP and Harley-Davidson, Inc. along with Wolverine Worldwide Inc. (the current boot manufacturer) settle a lawsuit over the unlicensed use of the Brando name on a Harley-branded boot that resembles the ones that Johnny (Brando) Strabler wore in the Wild One in 1953.

Brando Enterprises did not authorize H-D to use the name. However, Brando Enterprises has licensed other products including a Triumph representing what Marlon Brando rode in The Wild One.

Elvis Presley, Movie Stars, and Musicians

In the early nineteen-fifties, Hollywood actors could only ride up to the 750cc Harley K-models and still maintain insurance. The reason is that the 1952 to 1956 K-models were so slow! However, the public did not know this as the 750cc K was faster than the W-series 750cc.

In a brilliant marketing move, the Motor Company publishes a picture of Elvis Presley sitting astride a 1956 KH Harley-Davidson on the cover of the May 1956 Enthusiast. Elvis, an avid devotee owned and rode many Harley-Davidson’s over his career.

Elvis’s many motorcycles afforded him a choice of what to ride. One of his favorites was a Panhead Bagger but he also had a Honda Dream and a Triumph. However, his favorite was called the Harley Dessert. Elvis was fascinated with law enforcement and thus gravitated towards the police-type Harley-Davidson’s.

Elvis bought his first bike late in 1955, a new 1956 Harley-Davidson ST 165cc. It was one of his first purchases from his new rock ’n roll income. He tired quickly of this small displacement bike and moved onto bigger and cooler bikes.

In 1956, Elvis bought his first big Harley, which was a new Flathead performance K model called a KH. This displacement is not big by today’s standards but was then. He paid about $700 to Memphis Harley-Davidson after getting $440 for his ST 165cc trade-in.

Later that year Elvis had moved up to the King of the Highway. He bought a 1200cc, 1957 Harley-Davidson Panhead rigid frame. Elvis took movie star and Academy Award nominee Natalie Wood out for a three hour ride the same day. They must have had fun because 3-hours, bouncing on a rigid is hard core. At age 16, Natalie Wood gained fame as costar with James Dean (who also rode bikes) in Rebel Without a Cause in 1955. She drowned in 1981 under suspicious circumstances while on a boating trip with husband Robert Wagner (It Takes a Thief, Charlies Angels) and Christopher Walken (Catch Me if you Can, Pulp Fiction). Her controversial, night time death occurred after a heated argument with Wagner.

After Elvis returned from military service in 1960 he would buy many more bikes and remain an avid mostly-Harley motorcycle enthusiast for the rest of his life.

In 1971, Steve McQueen reputedly had a fling with actress Barbara Leigh while she was going out with Elvis. Steve McQueen rode into fame, jumping a motorcycle in The Great Escape.

Elvis’s 1972 divorce agreement with Priscilla Presley reveals that in part, she took ownership of his 1971, 1200cc Harley Shovelhead.

Many other movie stars and musicians rode motorcycles, some of which are Cher, Johnny Rivers, James Dean, Lee Marvin, Marlon Brando, Peter Fonda, Dennis Hopper, Bob Dylan, Neil Young, Alice Cooper, Gene Simmons, Willie Nelson, Duane Allman, Jimi Hendrix, and Kid Rock. The list is endless.

While Elvis was a life long biker and rode bikes in many of his movies, he never romanticised motorcycles in his music.

However, the biker allure began to generate hit music. In 1955, the Cheers’ sang the first biker culture hit song Black Denim Trousers and Motorcycle Boots.

The Shangri-La’s legendary biker song dominated the charts in 1964 with the Leader of the Pack, (He was from the wrong side of town… the leader of the pack). Rolling Stone lists this as one of the 500 greatest songs of all time.

The theme instrumental music from the biker movie The Wild Angels was titled Blues Theme by the Arrows. Blues was the lead, played by Peter Fonda. This music made it to the Billboard Top 40.

The story goes that in 1968, John Bonham, Led Zeppelin drummer rode his 25th birthday present, a Harley-Davidson through the halls of the famous LA hotel… the Chateau Marmont.

Sailcat’s Motorcycle Mama (Be the queen of my highway, my motorcycle mama, we’ll (see) the world from my Harley) was inspired by the movie Easy Rider. It became a Billboard hit (Number 12) in 1972 as well as an AM radio gold record. The album also features biker songs like Highway Rider/Highway Riff and Ambush.

Neil Young recorded his own song called Motorcycle Mama in his album Comes a Time (1978).

I could go on and on. Motorcycling is a cultural statement in movie and musician scenes. Bikes and bikers are ingrained deeply in post World War II society. Their roots are much deeper than most imagine.

Steppenwolf

The counterculture band, Steppenwolf was also responsible for the all time great biker hit Born to be Wild in 1968, (looking for adventure and whatever comes my way).

Donny’s Blasts from the Past

When I was around 15-years old, we went to dances in a local church basement in Toronto to hear many bands of the day including John Kay and The Sparrow. This band went on to play in the transitional Beatnik coffee houses to hippie hangouts, communes, and flophouses on a street called Yorkville in downtown Toronto. Think Haight-Ashbury and you have the picture.

Today, fifty years later, Yorkville is upscale and one of the wealthiest and commercially most expensive streets in the city. Sure, currently rich urban bikers, with their very safe walks on the mild side, ride their sanitary Harley’s along Yorkville amongst the Ferraris and Lamborghini’s. They replace the greasy longhaired motorcycle club members on their chopped Hawgs of the hippie era.

I gravitated from a street gang milieu into the hippie lifestyle and its peace, love and groovy philosophy. I took my motorcycle along for the ride. One day, a gang of greasers surrounded me to administer the brutal, mandatory haircut of the day. I was able to fend them off for a short while as I made attempt after attempt to turn the other cheek. Peace and love were failing miserably at resolving my problem. That day I became a biker as I fought them off. I kept my hair with the realization that peace is only possible with a big fist.

We heard John Kay and The Sparrow split from Yorkville in a beat up old station wagon for California. No one thought the car would make it. The rest is history as The Sparrow emerged as Steppenwolf a short time later.

Then Came Bronson on a ’69 XLH

Then Came Bronson was a popular TV show in 1969 and 1970. Jim Bronson (Michael Parks) is disillusioned and becomes a wandering vagabond after the suicide of his best friend Nick (Martin Sheen) and with working for the man. After Nick’s death, Bronson buys his 1969 XLH Sportster from Nick’s widow.

Each show ends with the Long Lonesome Highway sung by Michael Parks. The song was a Billboard Magazine Hot 100 hit that reached #20 in 1970.

Some believe that Then Came Bronson was a knockoff the movie Easyrider. However, the TV show was released before the movie.

Bronson wore his trademark black toque, black jeans and his dark sunglasses. He pulls up to a stoplight on his cool Sportster with a red peanut tank. His traveling bag is strapped over his headlight and his sleeping bag to the sissy bar.

Beside him is a big station wagon. The burdened family man inside wears a felt business fedora and overcoat.

Middle America looks over at Bronson and asks, Taking a trip?

Yeah.

Where to?

Oh, I dunno. Wherever I wind up, I guess.

Boy, I wish I was you.

Bronson replies as he pulls away, Well, hang in there.

Then Came Bronson was a great TV show that splayed the biker lifestyle of freedom and individuality into every living room in America. Tell me that this iconic show didn’t feed the burgeoning biker lifestyle movement?

Bronson, the cool, good guy contrasted greatly with the plethora of biker movies (Wild Angels, Born Losers, Hells Angels on Wheels etcetera) shown in movie theaters. The difference is the movies preached to the choir.

Bronson drew in the unconverted.

Easyriders: The Movie

The Marijuana smoking was real, supposedly smoking over 150 joints filming the campfire scene alone. The cocaine in the opening scene was fake because the movie budget could not afford the real drug. I will leave it to the reader to decide if LSD was taken during the graveyard scene where Peter Fonda talks to a statue as his mother.

It is a wonderful movie that explores a time in America on so many levels. I am happy that I lived through this era riding my radical Shovelhead chopper.

Reportedly, Harley-Davidson refused to provide courtesy bikes for the movie, leery of the bad image.

In total, four ex-police bikes were used in the film. The 1949, 1950 and 1952 Harley Davidson Panheads were bought at auction. Each bike had a backup to make sure that shooting could continue in case of breakdowns or an accidental wreck.

The Captain America and Billy bikes were designed from ideas Peter Fonda provided and mostly built by Cliff Vaughs and the African-American bike builder, Ben Hardy. Dan Haggerty (The Life and Times of Grizzly Adams, 1977) helped build the bikes.

One bike (Captain America) was for traveling and long shots and the other for close-ups (hero bike) for Peter Fonda’s character Wyatt.

In the campfire scene, George Hansen (Jack Nicholson) wonders what has happened to America. Billy, the locals are not afraid of you but are afraid of what you and Wyatt (Peter Fonda) represent.

Billy (Dennis Hopper) responds through a haze of marijuana smoke, Hey man, all we represent to them is someone needing a haircut.

No, Billy, what you represent to them is freedom.

What’s wrong with that?

Nothing, Billy; but talking about it and being it are two different things. Its real hard to be free when you are bought and sold in the marketplace. Billy, don’t ever tell anybody they aren’t free because they are going to get real busy killing and maiming to prove to you that they are. If they see a free individual, its gonna scare them. It makes’em dangerous.

Later that night a cowardly attack by the local red necks with axe handles beats the sleeping boys, killing their lifestyle traitor, George.

The opening scene shows Billy (Dennis Hopper) and Wyatt (Peter Fonda’s Captain America) doing a drug deal to finance their cross-country ride in search of America. Steppenwolf’s resounding God Damn the Pusher Man (God damn, God damn The Pusher man. You know the dealer, the dealer is a man with the love grass in his hand. Oh, but the pusher is a monster. The pusher don’t care whether you live or die) overwhelms the striking visuals of evil Capitalism.

The Captain America traveling bike was destroyed in the movie’s final scenes. The other three were stolen. The demolished bike was rebuilt by Dan Haggerty. It is now in the National Motorcycle Museum in Anamosa, Iowa.

Captain America was killed for being free by a freedom loving redneck protecting the American way.

Wyatt was the sensitive, intellectual biker exploring Americana. Its a tough role. I’m not sure anyone could pull it off completely. Dennis Hopper as Billy was another story. Wyatt paled with the coolness of Billy. I don’t know if Dennis Hopper was a great actor or he was just playing himself. Jack Nicholson, also had one of his great roles as the perfect foil for Wyatt’s deep thoughts and Billy’s realistic, wackey dope conversations.

The movie created a whole new wave of motorcyclists particularly of the outlaw genre. Bikers loved Billy as they did Lee Marvin in The Wild One. I couldn’t identify