1952 the Model K Sport and Sport Solo motorcycles were introduced this year. They were all new designs. They featured styling and influence that was part 125 Model S, part W 45 Sidevalve and part FL 61 OHV Big Twin, with other innovations incorporated. The Model K was an exciting and different motorcycle. It represented the most technologically advanced and modern motorcycle that Harley Davidson had produced to date. Although based on the proven 45 Side Valve formula from 1929, the engine was an all new design. It featured larger cams, carburetor, and higher compression than the W. The engine and transmission now shared the same engine cases. The transmission had four speeds and a hand operated clutch. The K was the first Harley Davidson to incorporate modern hydraulic dampened suspension on both wheels, with telescopic forks in front and a rear swingarm and shock absorber combination. The K foot-shifted on the right and braked on the left not so much as to copy the British but to lay out the controls in anticipation of flat track racing.
Facts about the 1952 Model K: The engine had a relatively high (for a Side Valve) compression ratio of 6.5 to 1. The cylinder bore was 2-3/4" with a 3-13/16" stroke for a total displacement of 45.12 Cubic Inches. It came with an 1-1/2" Bore Linkert "Bombsight" carburetor Model M-53. The engine produced 30 horsepower. The motorcycle had a wheelbase of 56". Standard tires and wheels were Goodyear or Firestone and measured 19" by 3.25", front and rear. The gas tank held 4-1/2 gallons. The oil tank held 3 quarts. The transmission oil which was separate held 1-1/5 pints. Standard sprockets were Engine-30, Clutch-59, Countershaft-21, and Rear Wheel-51 teeth. Gear ratios were 1st- 12.37, 2nd- 8.74, 3rd- 6.21 with a final 4th- 4.77 to 1. Tire pressures were recommended at 20psi front and 22psi rear for a 150 lb rider. When this weight is exceeded by 50 lbs or more increase front pressure 1psi and rear 2psi for each additional 50 lbs. Spark Plug gap with circuit breaker (distributor) should be .025" to .030". Point gap is .022" Ignition timing is 19/64" BTDC, with the spark control in the fully advanced position. Cold Valve Tappet clearance is .004"-.005" on the intake tappets and .010"-.011" on the exhaust. Adjust every 1500 miles minimum. Forks hold 4-1/2 ounces dry or add 3-1/2 ounces after draining during regular service. These specs are for most K`s and remain the same unless noted later. 1952 Model K`s were available in the following standard colors: Tropical Green, Rio Blue, Persian Red, and Brilliant Black. Special colors at a slight extra charge were Metallic Bronco Bronze, White, and Metallic Marine Blue.
1952 and 1953 K Sport Models, (not cacao), performance figures: The K was known to run the 1/4 mile in about 16.8 seconds at around 53 miles per hour and had a top speed of just over a hundred miles per hour flat out.
1953:
The 1953 K remained relatively unchanged. A faster acting throttle was installed. New saddlebags made of Royalite plastic were introduced along with a restyled Buddy Seat. Tires and wheels remained at 19" with the options being Goodyear, Firestone Champion or Firestone Sportsman with the front at 3.25" and the rear growing to 3.50" in width. A new Standard Solo Group was added to the option list which consisted of more cadmium plated and painted parts in place of chrome and subsequently a lower base price. The Model cacao was introduced which was a factory performance enhanced model. The cacao had much larger racing cams, carb modifications, head modifications and cylinder porting to match. It used the old WR racer's valves and guides and the new KR racer's lightened roller tappets. The cam set #25500-53 was also used later in the 1954, 55, and 56 KHK Super Sport Models. The standard colors for 1953 were Brilliant Black, Glacier Blue, Forest Green and Pepper Red. For a slight extra charge Cavalier Brown, Glamour Green and White were also available.
1954:
The Golden Anniversary KH Sports and KHK Super Sports were big news for Harley Davidson and the motoring public. The popular Model K now evolved into the KH and later the KHK with many improvements. Foremost was the increase in engine size from 45.12 to 54.2 cubic inch displacement. This was achieved by increasing the stroke from 3-13/16" to 4-9/16" (4.562). To the best of my knowledge these were the longest stroke factory built Harleys to date. The flywheels are still available from Truett & Osborn in Wichita, Kansas. The new flywheels utilized tapered shafts and crankpins with retaining nuts, a much stronger system than the previous straight, pressed type. New rod bearing retainers were added for greater reliability. Engine cylinders were made taller to match the stroke increase and had redesigned ports and bigger intake valves. The KH had bigger cams and the KHK had the even larger racing type cacao cams. These cams were larger than the ones in Brad Andres` 1955 National Championship KR Motorcycle. The KHKs were hand built factory Hot Rods that also benefited from extensive additional port work and head machining. The headwork increased flow and made room for the valves necessary due to the high-lift cams. Valve springs were changed to the KR racer type. A new Linkert M-53A1 carburetor was added to the package. All this translated into a motorcycle that now produced 38 Horsepower and 1/4 mile dragstrip times were over two seconds quicker than the standard K. The KH would now do the 1/4 in 14.75 seconds. I don`t have performance figures for the KHK but obviously they would be even better.
Now I would like to point out that several books often portray the K as being a sub-standard motorcycle, (in the power department), and not really even being acceptable until it received Overhead Valves and was called an XL. However a 1966 XLH took 15.5 seconds to do the 1/4, although a 1958 XLCH would run it in 14.25. The first Sportster in 1957 had only 7.5 to 1 compression and 40 Horsepower, then the 1958 was upgraded to 9 to 1 with bigger valves. Also the 58 XLCH was a lightweight stripped down motorcycle. No battery, etc. The point I`m making is that granted, the first year K was no rocket at 16.8 seconds but all the other ones, cacao, KH, and KHK Models were quite fast motorcycles. Even with its` battery, full fenders, large FL type headlight, huge gas tank and full tins the KH was only a half a second slower than the XLCH. I wonder what numbers the KHK would produce? I feel the K`s deserve a lot more recognition for performance than they ever normally receive.
To compliment the extra power the clutch was enlarged from five disc to seven. The primary cover was consequently wider. The cases were strengthened in various places. A stronger primary chain tensioner was made. Second and third countershaft gears were strengthened and received direct oiling. In 1955 countershaft 3rd and mainshaft 2nd gears were superceded to stronger ones and could be returned to HD for credit. Unfortunately due to the torque of the stroker many of them never had a chance. (Compared to state-of-art Andrews gears these early K gears look like they were formed out of a CheezWhiz can) The clutch gear was fitted with a Torrington bearing in place of the bronze bushing previously used. The cam, primary and countershaft covers were all factory polished. A one-way valve now returns excess primary oil to the crankcase. Speedster handlebars, an option in `53, come standard with the Buckhorns optional. The front forks now have rubber boots covering the tubes instead of chrome covers. The seat has been re-designed and is similar to the Model 165. The brake shoes went from aluminum to pressed steel construction. The lining-type has been changed. A new oil-pressure switch was used. With the solid engine sprocket standard, a new-design compensating sprocket was available as an option. 1952 and 53 frames were recognizable by their hollow foot peg mount tubes. For 54 they are solid. Also the rake and trail was slightly changed and the steering neck beefed up for better stability. The gas tank emblems were the same but the extra trim was all dropped. The rear shock absorbers now had chrome covers and tops in place of the Royalite plastic ones. The front fender carried a 50th Anniversary Medallion on top in front. Facts and figures on the KH: The gearing was as follows. Engine sprocket-30, Clutch- 59, Countershaft-22 and Rear Wheel-49 teeth. Gear ratios were 1st- 11.55, 2nd- 8.35, 3rd- 6.37, with a final 4th- 4.58 to 1. Standard tires and wheels were Goodyear or Firestone 19" by 3.25" front and rear. Optional at no extra charge were the same combinations in 18". For a slight additional charge you could order a Goodyear Grasshopper 18" by 4.00" on the rear only. Ignition timing was 19/64" BTDC & 11/32" BTDC for the KH & the KHK respectively, with the spark fully advanced at the twist grip. The Cold Valve Tappet Clearance is .004" intake and .006" exhaust. Golden Anniversary KHs and KHKs were available in the following standard colors: Pepper Red, Glacier Blue, Forest Green, Anniversary Yellow and Daytona Ivory. For no extra charge the tanks could of been ordered with one color and the fenders another. The new KH and KHK motorcycles were headline making motorcycles, representing the best of 50 years of Harley Davidson producing fine American motorcycles.
1955:
Hot rodding is alive and well in the USA and in 1955 Harley Davidson is right there with the KHK. Offering "Exceptional performance, that extra tremendous acceleration and that burst of power and speed the instant you touch the throttle on the KHK for 1955." Besides all the normal hand built KHK goodies the 55 offered mirror polished ports and cylinder heads, including the outside of the heads. The Factory advised to order yours early, as "A special model like the KHK is not produced in the normal channels of production. To get that extra horsepower takes time and loving care. The quantities, that can be produced, are rather limited and sufficient time must be allowed to fill orders. The extra net charge for this model is modest in comparison with its` extra performance and the joy it will bring to the fortunate owner." ($68; Some quotes from a 55 sales ads.) Sounds enticing, to say the least. To help transmit this fine power more reliably and to expedite transmission repair the 55 received stronger cases with a `trap door` design built in. This allowed complete overhaul of the transmission through the primary side without having to split the cases as with earlier models. This was actually a running change in 54. Better lubrication of the mainshaft right bearing is achieved by casting a pocket in the case to collect and feed oil to this bearing. Once again transmission gears are improved for strength. C-shaft third and M-shaft second are now forged from 4615 steel, an improvement over the previously employed 8617 bar stock. Other changes include: Stronger right side transmission case, longer shifter retaining bolt on access door holds tighter, larger starter gear retaining nut, steel wear plate installed between kicker shaft and cases and a larger key is used on the flywheel sprocket shaft. Transmission and engine specs remain the same except more fine tuning on the motor and C-shaft sprocket size went from 21 to 22 teeth. Stock wheels are now 18" with 18" by 3.50" tires std. and larger ones optional. The C 1026 steel tubing used in previous frame construction is replaced with chrome moly for 55. The frame has a slight neck angle change and for the first time re-enforced front downtubes. This was complimented with one inch shorter fork tubes resulting in one inch of increased trail. This improved handling. To keep the front fender's duck tail from hitting the front Safety Guard it was simply cut off. To help handle the massive torque the rear wheel hub was greatly increased in size and the rear spokes were up-graded to BigTwin size. Earlier wheels were being torn apart from the torque. An oil port in the clutch cable was introduced for ease of lubricating. The speedometer head size is increased for durability and accuracy. Previous speedos had short head life and bouncy action. The jewel for the pivot shaft has been increased in hardness and a spring dampener added. The entire speedo is now rubber mounted as is the internal mechanism. The steering dampener is changed with a tension spring added to hold the adjustment. The spark and tool box cover studs have been increased in size. A re-designed Buddy Seat is offered with more padding and a Royalite cover replacing the leather one. Gas tanks remain the same except the emblems now carry the HD V-`swoosh` emblems. The front fenders carry either a KH or KHK 1955 Medallion. 1954 facts and figures are carried over to 55, except noted above. The 1955 KHs and KHKs were available in the following colors: Brilliant Black, Aztec Brown, Atomic Blue, Glamorous Hollywood Green, Pepper Red, Anniversary Yellow and Silver or White for Police duty. As before, tanks can be ordered in one std. color and fenders another. For $10 extra you could get the Hollywood Green paint on the tank, fenders and spark coil cover and oil tank. The 1955 Ks were American-made middleweights with distinct features and advantages over all similar-type motorcycles.
THE HISTORY OF THE SPORTSTER
1957:
The Sportster XL was introduced as "a modern, up-to-date power plant."
55cid 7.5:1 Compression, hemi-spherical style heads, 90 degree valve angle, 4 cams
Production Information:
XL (1983), $1,103
1958:
XLH introduced with higher compression and larger valves
Camshaft gears became integrated with the camshafts, eliminating the need for a woodruff key.
Drive gearshaft was enlarged .125 in.
Drive gear and second gear support shaft was enlarged .125 in and had 8 splines (instead of 6).
Choke control lever moved from left side to the air cleaner.
Heavier clutch cover and new gasket.
New oil resistant clutch hub seal and gearshaft o-ring.
Two brush generator.
Optional turn signals and 1 in over suspension.
The XLC & XLCH (Competition/California Hot)
Larger ports and valves
High domed pistons
Light ended tappets
Magneto ignition
Production Information:
XL (579), $1,155
XLH (711)
XLC
XLCH (239)
1959:
New dual exhaust on XLH with twin mufflers.
Nacelle headlamp on XLH
5 ¾ in headlamp with eyebrow on XLCH
Trip-o-meter on XLCH
Nylon chain tensioner
Single switch ignition on left fork
Valanced front fender
End relieved connecting rod bearings
14.5 sec ¼ mile (90 mph)
Production Information:
XL (42), $1,175
XLH (947), $1,200
XLCH (1059), $1,285
1960:
New shock absorbers.
Production Information:
Sportsters (2,765)
XLH $1,225
XLCH $1,310
1961:
Creased edge on fuel tank.
Production Information:
Sportsters (2014)
XLH $1,250
XLCH $1,335
1962:
Aluminum upper triple tree.
XLR appeared for TT racing.
Production Information:
Sportsters (1998)
XLH $1,250
XLCH $1,335
1963:
Both XLH & XLCH got 1.323:1 3rd gear ratios (were 1.381)
Final ratio 5.56:1 on the H
Final ratio 5.85:1 on the CH
XLCH got "shorty duals"
XLCH got an ignition key and improved magneto/coil
14.3 sec ¼ mile (92 mph)
Production Information:
XLH (432), $1,270
XLCH (1,001), $1,355
1964:
Chrome panel for XLCH lower fork bracket.
New graphic for the XLH (oil tank).
Full width aluminum brake drum in the front.
Aluminum tappet guides.
Production Information:
XLH (810), $1,295
XLCH (1950), $1,360
1965:
XLH and XLCH received a 12 volt electrical system.
XLH got automatic spark advance.
Racing-type ball end levers.
High fidelity horn.
New shocks
3.7 gal fuel tank
Production Information:
XLH (955)
XLCH (2815)
1966:
P Cams, race developed intake ports, jumbo valves -> 60 hp
Tillotson diaphragm carb
"Ham-can" air cleaner
Carb heat insulator
Hexagonal tank badge.
Production Information:
XLH (900) $1,415
XLCH (3,900) $1,411
XLRTT (25)
1967:
Electric start option.
New shocks
Production Information:
XLH (2,000) $1,650
XLCH (2,500) $1,600
1968:
New forks (damping and travel) and the fork boots were canned.
Kick start was dropped from the XLH.
Restyled primary cover.
Peanut tank was an option on the XLH
Production Information:
XLH (1,975) $1,650
XLCH (4,900) $1,600
1969:
First use of the exhaust crossover pipe (increases hp by 5 to 58 hp) with stacked duals
New head castings.
Safety bead wheel rims.
Production Information:
XLH (2,700) $1,765
XLCH (5,100) $1,698
1970:
XLH got the headlamp eyebrow of the XLCH
Optional boat tail (again in 71)
Magneto ignition on the XLCH replaced with XLH's points/coil.
First year for XR-750
Production Information:
XLH (3,033)
XLCH (5,527)
1971:
Wet clutch with single spring.
Points and condenser moved behind plate on timing case cover.
Production Information:
XLH (3,950)
XLCH (6,825)
1972:
The 61 cid (called a 1000cc) XL replaced the 900.
Rated for 61 hp, 9:1 CR, 110+mph, 13.38 sec ¼ mile (97.7 mph), and 43 mpg.
Bendix/Zenith carb.
Wet clutch.
New oil pump.
Oil tank placed near chain
Seat is thinner w/less padding.
Production Information:
XLH (7,500) $2,120
XLCH (10,650)
1973:
First AMF production Harley
Mandatory turn signals.
New 35mm Kayaba forks, single disc front brakes.
Production Information:
XLH (9,875)
XLCH (10,825)
1974:
Throttle used return springs.
Production Information:
XLH (13,295)
XLCH (10,535)
XR (100)
1975:
Left hand side gear shifting, right hand side rear brake (Fed mandated)
New 35mm Showa forks.
Production Information:
XLH (13,515)
XLCH (5,895)
1976:
Production Information:
XLH (12,844)
XLCH (5,238)
1977:
New cases to accommodate the left side shifting.
Frame designed for removal of oil pump with engine in frame.
XLT (touring) became available
included thicker seat
3.5 gallon tank
touring handle bars
saddlebags from FLH
geared higher
windshield
XLCR was introduced at Daytona (available again in 78).
cast aluminum wheels
fiberglass tail section w/solo seat
wrinkle black engine paint
bikini fairing
black siamese exhaust
dual disc front brakes
low bars
black paint scheme [on everything]
4 gallon gas tank
68 horses, 9:1 compression, 110 mph
Production Information:
XLH (12,742)
XLCH (4,074)
XLT (1,099)
XLCR (1,923) $3,623
1978:
Cast wheels option
Front dual disc brakes
Electronic ignition
Battery and oil tank moved inboard
HD 75th anniversary model XLH
Midnight black w/gold trim
anniversary graphics
gold aluminum wheels
Production Information:
XLH (11,271)
XLH Anniv model (2,323) $3,127
XLCH (2,758) $3,370
XLT (6)
1979:
All models got the XLCR frame and exhaust (Siamese).
XLT was dropped from the product line.
Kick starter was dropped.
Disc brakes front and rear.
Hugger model available for the first time.
Last year for XLCH
New model XLS appeared:
Extended forks
16" rear wheel
siamese exhaust
drag bars on 3.5" risers
sissy bar w/leather pouch
highway pegs
2 piece seat
chromed rear sprocket
Production Information:
XLH (6,525)
XLCH (141)
XLS -(5,123)
XLCR (9) (?leftover '78's?)
1980:
A 16 in wheel replaced the XLH 18 in.
Production Information:
XLH (11,841) $5,867
XLS (2,926)
1981:
Buy back from AMF
wire or cast wheels options, 16" or 18" rear wheel options
XLS
buckhorn handlebars
shorty dual exhaust
3.3 gallon, 2.2 gallon tank optional.
XLH
shorter front forks
3.3 gallon optional.
Production Information:
XLH (8,442)
XLS (1,660)
1982:
Lighter frame
oil tank repositioned
Thicker head gasket w/lower 8:1 compression
Larger rear disc
XLS repositioned the battery
Production Information:
XLH (5,015)
XLS (1,261)
1983:
XLH:
high bars
vacuum advance (VOES?)
3.3 gallon tank option
new seat
less restrictive exhaust.
New model XLX-61: (built to sell for $3,995)
solo seat
peanut tank
staggered dual exhaust
speedo only
9 spoke wheels
vacuum advance (VOES?)
satin finish cases. {only year}
six coil springs in clutch
156 watt generator
loose output roller tranny
output shaft oil seal secured by a bolt on cover
3 generator drive gears
10" dual front disc brakes.
New model - XR-1000, based on XLX chassis
aluminum SR style heads w/intake ports on right, exhaust on left
polished and bored by Jerry Branch
helicoil inserts where rocker boxes bolt to head,
9:1, XR pistons
light aluminum pushrods
eccentric rocker shafts adjust valve lash
iron cylinders (shortened half an inch to make room for the 'Branch' heads)- w/through bolts
vacuum advance-V-fire III breaker less ignition
twin 36mm Dell'Orto carbs
satin textured cases
9 spoke cast wheels
oiled felt air filter
The XR-1000 had 71HP @ 5,600 rpm, 125 mph, 490 lbs
2.5 gallon tank, 2.5 quart oil capacity $6,995.
Production Information:
XLX-61 (4,892) $3,995
XLH (2,230)
XLS (1,616)
XR-1000 (1,018) $6,995
1984:
Diaphragm spring clutch (mid year)
Generator replaced by the alternator. (mid year)
XLH used the Peanut tank again.
XR, improved brakes, orange/black HD racing color option
XLH/X/S Single (larger) front disc.
Production Information:
XLX-61 (4,284)
XLH (4,442)
XLS (1,135)
XR-1000 (759)
1985:
Production trimmed in anticipation of the Evo XL.
Production Information:
XLX-61 (1,824)
XLH (4,074)
XLS (616)
1986:
First year of the Evo Sportster
came in 883 and 1100cc flavors
XLX frame
Aluminum heads and cylinders
hydraulic lifters
34mm fixed-venturi Keihin carb
powder coat frame paint
cast aluminum wheels
solo seat
low bars
speedo only
turn signals double as running lights
30" seat height
Upgrade package=special paint and trim.
Production Information:
XLH 883 (8,026) $3,995
XLH 883 (2,322) (upgrade)
XLH 1,100 (3,077) $5,199
XLH 1,100 (954) 'Liberty'
1987:
Sportsters 30th Anniversary
first year for the Evo Hugger:
The fork tubes were shortened 2"
revised shock angle
a softer seat at 26.75", (1.75" lower than standard)
Production Information:
XLH 883 (4,990)
XLH 883 (2,106) 'Hugger'
XLH 883 (2,260) (upgrade)
XLH 1,100 (4,018)
XLH 1,100 (600) 'Anniversary'
1988:
new 39mm Fork Tubes replaced the older 35mm unit
new 40mm constant velocity Keihin slide carb
first year for the 1200 (replacing the 1100)
Production Information:
XLH 883 (5,387)
XLH 883 (4,501) 'Hugger'
XLH 883 (1,893) 'Sportster Deluxe'
XLH 1,200 (4,752)
1989:
kickstand repositioned father rearward
price increase jumped from $3995 to $3999 for the base model 883
Production Information:
XLH 883 (6,142)
XLH 883 (4,467) 'Hugger'
XLH 883 (1,812) 'Sportster Deluxe'
XLH 1,200 (4,546)
1990:
new paper air filter and paint options
40mm Keihin carb - constant velocity w/accelerator pump
Production Information:
XLH 883 (5,227) $4,250
XLH 883 (4,040) 'Hugger'
XLH 883 (1,298) 'Sportster Deluxe'
XLH 1,200 (4,598)
1991:
5 speed tranny replaced the 4 speed
belt drive replaced chain on 883 deluxe and 1200 models
hydraulic lifters were replaced with automotive type units
oil pump given internal cast feed lines
breather system moved from the crankcase to the heads (umbrella valves)
alternator moved from behind clutch to the crankshaft
primary cover redesigned
new foot peg mounts
old Dunlop k-291 tires replaced with K402's
Self canceling signals
right side timing hole
tappet blocks, rear motor mount, oil filter integrated with case
one piece push rod tubes
Production Information:
XLH 883 (4,922) $4,359
XLH 883 (3,487) 'Hugger'
XLH 883 (3,034) 'Sportster Deluxe'
XLH 1,200 (6,282) $6,245
1992:
Hugger model made even lower
standardized hand controls
Production Information:
XLH 883 $4,499
XLH 883 'Hugger' $5,075
XLH 883 'Sportster Deluxe' $5,559
XLH 1,200 $6,400
1993:
belt drive now on all Sportster models
Production Information:
XLH 883 $4,775
XLH 883 'Hugger' $5,420
XLH 883 'Sportster Deluxe' $5,820
XLH 1,200 $6,800
1994:
Oil tank revised (visually identified by relocated oil drain line which now runs to the frame instead of nipple on underside of battery tray)
Derby cover revised from small cover over center of clutch to large 4-bolt cover (with this came a new quick-release clutch cable)
Revised rear struts with chromed steel covers.
New electrical system (wiring harness/weatherproof electrical connectors, new electrical component tray under the seat)
883s got an aluminum lower triple clamp which was previously stock on only the 1200’s
1995:
New Larger standard gas tank (3.25 gal) on 1200 models
Vacuum operated petcock added to Sportster line
Ignition switch moved to steering column (because of petcock)
Switched to electric speedo
Production Information:
XLH 883 $4,995
XLH 883 'Hugger' $5,700
XLH 883 'Sportster Deluxe' $6,120
XLH 1,200 $7,200
1996:
Switchgear revised, more rounded style
First year for 1200 Custom and Sport models
Production Information:
XLH 883 $5,095
XLH 883 'Hugger' $5,760
XLH 1,200 $7,360
XLH 1,200 '1200C Custom' $7,910
XLH 1,200 '1200S Sport' $8,360
1997:
New Larger standard gas tank (3.25 gal) on 883 models
1998:
Revised ignition system (single fire)
1200S gets dual-plug heads (along with hotter cams)
1999:
First year of the 883C
2000:
First year for sealed wheel bearings
First year for 4-piston calipers
Pressed together flywheel assembly (supposed to be stronger and hold it's trueness better)
2001:
2002:
First year for the 883R
Introduction of the bullet-style turn signals across the line
2003:
Final year for solid mount models
New style mirrors.
Special Harley-Davidson 100th Anniversary paint/badges
2004:
Engine is rubber mounted
Trap door transmission eliminated (cases must now be split to access transmission).
Oil tank is mounted further under the seat
Seat height is lowered by an inch
Rear tire width increased to 150 mm
Custom models get 4.5 gallon gas tanks
New air cleaner cover
Brake calipers, master cylinder, switch housings and handgrips replaced, now exclusive to Sportster models.
2005:
Swing arm & rear wheel re-designed to accommodate 1" rear axle.
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