HD Sportster 883-1200

[easybiker]

Vreau/vrem topic despre Sportster .

Eu sunt unul dintre fanii acestui model,nu inca si detinator. Am deschis acest topic pentru ca vreau ca cei ce ce apreciaza acest model sa aiba un topic dedicat. Date tehnice,manevrabilitate,fiabilitate diferente intre Sportster si celelalte modele. Ai rog pe cei ce au in posesie Sportster sa ne impartaseasca si noua parerile despre motocicleta pe fani deasemenea. Stiu ca sunt detinatori de Sportster pe forum ,deci va rog sa contribuiti! Vreau in decursul topicului sa facem si o mica/mare istorie a modelului,sa vedem de unde a plecat si unde a ajuns. Am sa incep eu cu primul model.

P.S. Observati titlul topicului care este exact ca cel al lui Black despre Shovel

 

Harley Davidson KHK.Mai jos este un link la articolul de pe Motorcycle Hall of Fame Museum. Mie mi se pare una dintre cele mai frumoase motociclete facute de HD vreodata.

 

Link: ---> http://www.motorcyclemuseum.org/classics/bike.asp?id=21

 

Va rog sa continuati istoria daca doriti.

[easybiker]

The King pe KHK in `56.

[cristi80]

pozele puse de tine -super,imi plac f mult,esenta motocicletei,in schimb sportsterul din zilele noastre consider ca este cel mai urat harley dupa V-ROD.bineinteles ca este gustul meu.

RESPECT,cristi

[easybiker]

Vad ca nu vrea nimeni sa continue istoria, asa ca o sa continui eu.

 

Mai jos este primul Sportster autentic (1957) celebrul Ironhead care este de fapt un KHK cu motorul schimbat.1957 este anul in care aceasta serie a primit numele de Sportster. Motorizarea este similara cu cea a KHK-ului numai cu chiulase similare cu viitorul motor Harley Shovelhead aparut in 1966.

Va urma...

[kata]

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.

 

mai vretzi?

de tradus va traducetzi voi (mi-a cenzurat K K , intzelegetzi voi)

Editat Ianuarie 30, 2007 de kata

[easybiker]

Marfa datele! Continuam si cu istoria in poze. Apropo Kata, tu mai ai Sportster-ul ala ?

[kata]

easy iaca aici frate, urmatorul pas in evolutzia sportsterului NIGHTSTER (super beton)

http://www.harley-davidson.com/wcm/Content...ry=dom_video_01

[easybiker]

Da ,l-am vazut pe Bikernet chiar in ziua cand a fost lansat. Da este super-beton. Arta ca un buldozer sport clasic.

[Blackrider]

aoleu kata,ce cearsaf ai pus aici despre sportster.....

ia pune unul si despre shovelhead,daca se poate,in topicul aferent.

10x.

 

 

B.

[valicaddy]

si poza, tot de la H-D (desktop...)

[ottogrozav]

sunt incepator. am condus pana acum o honda vfr de 500 la scoala de moto si un harley dyna fx de 1360 in america de cateva ori. dupa cum va dati seama nu am experienta.

m-am hotarat de curand sa-mi achizitionez un harley sportster 883R. vreau sa merg cu el la serviciu pe timp de vara.

intrebarile mele sunt:

ce parere aveti despre aceasta motocicleta?

se preteaza la mersul de zi cu zi in bucuresti?

este fiabila?

este manevrabila?

o sa ma pot descurca cu ea in trafic?

mentionez ca am 178 si 85 kg.

[Lilith.]

In primul rand, mai bine adreseaza aceasta intrebare la "grupul chopperistilor", iar in al doilea rand, la profil ai scris ca vrei fazer?

[ottogrozav]

In primul rand, mai bine adreseaza aceasta intrebare la "grupul chopperistilor", iar in al doilea rand, la profil ai scris ca vrei fazer?

scuze daca am postat gresit.

in leg cu fazerul: sunt indecis in momentul de fata. in procent de 90% as opta pt harley.

[Barna]

scuze daca am postat gresit.

in leg cu fazerul: sunt indecis in momentul de fata. in procent de 90% as opta pt harley.

Salut,ori sti ca vrei HD si esti sigur 1000% sau daca nu, mai bine urcate pe un Fazer si saru mana .....

Asfalt uscat ....

HD

Barna

Editat Februarie 21, 2007 de Barna

[ottogrozav]

Salut,ori sti ca vrei HD si esti sigur 1000% sau daca nu, mai bine urcate pe un Fazer si saru mana .....

Asfalt uscat ....

Barna

 

trebuie sa ma intelegi si pe mine. sunt incepator. singurele motociclete pe care am mers au fost:

1) motorul de la scoala, o honda vfr;

2) un harley dyna fx, in USA de cateva ori.

 

cand am facut scoala, am facut-o cu gandul de a-mi lua o japoneza pentru serviciu, de zi cu zi. dupa ce am condus harleyul in america, mi-am dat seama ca vreau si eu asa ceva. e ceva cu totul si cu totul deosebit, plin de traditie si legenda.

fiind incepator m-am gandit sa iau sportster, mai exact 883R. imi place cum arata dar nu am mers cu el. am vorbit cu baietii de la daytona twins si intr-o luna jumatate s-ar putea sa ajunga in tara. am lansat topicul pentru ca alti motociclisti m-au luat la rost spunandu-mi ca asta e o mobra amarata pe langa celelalte harleyuri si ca ar fi greoaie si nu se preteaza la mersul prin oras de zi cu zi.

de asta spun, vreau si eu pareri de la motociclistii versati si daca se poate de la cei care au si mers cu modelul asta.

daca chiar as fi vrea fazer maine imi iau cu 5500 unul aproape nou. am deja oferte.

[Blackrider]

eu zic sa faci cumva, sa incerci mai multe modele de moto....si abia apoi sa te hotarasti pe ce sa dai banii....japoneza sau harley.

roaga ceva amici sa te lase sa le incerci motoarele....

 

 

B.

[Barna]

trebuie sa ma intelegi si pe mine. sunt incepator. singurele motociclete pe care am mers au fost:

1) motorul de la scoala, o honda vfr;

2) un harley dyna fx, in USA de cateva ori.

 

cand am facut scoala, am facut-o cu gandul de a-mi lua o japoneza pentru serviciu, de zi cu zi. dupa ce am condus harleyul in america, mi-am dat seama ca vreau si eu asa ceva. e ceva cu totul si cu totul deosebit, plin de traditie si legenda.

fiind incepator m-am gandit sa iau sportster, mai exact 883R. imi place cum arata dar nu am mers cu el. am vorbit cu baietii de la daytona twins si intr-o luna jumatate s-ar putea sa ajunga in tara. am lansat topicul pentru ca alti motociclisti m-au luat la rost spunandu-mi ca asta e o mobra amarata pe langa celelalte harleyuri si ca ar fi greoaie si nu se preteaza la mersul prin oras de zi cu zi.

de asta spun, vreau si eu pareri de la motociclistii versati si daca se poate de la cei care au si mers cu modelul asta.

daca chiar as fi vrea fazer maine imi iau cu 5500 unul aproape nou. am deja oferte.

Blackrider are dreptate "roaga ceva amici sa te lase sa le incerci motoarele...."daca ai posibilitatea si ai prieteni,amici care au incredere in tine.Sa nu uiti niciodata ce ai scris .."dupa ce am condus harleyul in america, mi-am dat seama ca vreau si eu asa ceva. e ceva cu totul si cu totul deosebit, plin de traditie si legenda."

Barna

Editat Februarie 21, 2007 de Barna

[ApacheChief]

Barna zicea bine ce zicea... tre sa fii convins ca vrei modelul ala atunci cand iti iei un motor... cat despre cei multi care isi dau cu parerea despre HD fara sa stie ce vb si spunand raportat la ce au citit... cred ca nu tre sa-ti spun eu cat de tare tre bagati in seama.

883R e un motor f bun ptr oras, nu e greoi (acum depinde cu ce compari), e f manevrabil, are un consum bun si o fiabilitate f buna. Franele dublu disc pe fata opresc f bine sportsterul si daca ar fii sa aleg un motor de oras... as face un bobber dintr-un sportster.

gandeste-te si baga

[ottogrozav]

va multumesc tuturor pentru pareri. o sa merg pe varianta asta cu sporsterul 883R. am ales R-ul tocmai pentru dublul disc de frana pe fata si pentru motorul vopsit negru. pare cea mai agresiva din gama sporster de 883.

[kata]

daca vrei sportster negru inceaca un nightster sau ceva de 1200 daca tot dai banii pe hd. 883R ii bun daca ii faci conversie la 1200, mie 883R mi s-a parut o idee cam slab (acum ii adevarat ca si eu sunt putin cam mare pt el 100kg)

[ottogrozav]

Nu mai spune.

Intelept!

 

Daca tu il iei doar pt oras, de dus la munca, ia-l. Dar tare mi-e ca o sa vrei sa bagi si niste km prin tara, si poate o sa-ti ramana repede mic. Mie unul mi-ar placea in momentul asta ceva de peste 1000 cmc, dar neaparat chopper. Ba chiar simt nevoia.

Gandeste-te bine ce vrei. Nu sunt chiar asa radical ca si amicul Barna, dar cantareste bine!

 

Succes.

 

baieti nu ma mai provocati. raman la 883R. sun t totusi la prima motocicleta. de obicei cand imi pun in cap sa-mi iau ceva ajung sa am pretentii din ce in ce mai mari care imi depasesc si bugetul. o sa-mi iau motorul asta si pe urma mai vedem. apropo: asta poate fi considerat chopper?

[easybiker]

baieti nu ma mai provocati. raman la 883R. sun t totusi la prima motocicleta. de obicei cand imi pun in cap sa-mi iau ceva ajung sa am pretentii din ce in ce mai mari care imi depasesc si bugetul. o sa-mi iau motorul asta si pe urma mai vedem. apropo: asta poate fi considerat chopper?

 

Bineinteles ca nu poate fi considerat chopper. Este o motocicleta de fabrica. Dar la noi asa se foloseste termenul.

[Shobolanu']

Da, este la fel de "chopper" ca 99'9 % din motoarele pe care le au "chopperishtii" de aici... inca mai mult, este Harley!

Ia-l pt ca nu o sa regretzi!

Daca intr-un an o sa'tzi ramana mic, nu-i problema... costa 400 shi ceva de dulai un kit complet prin care mareshti cc de la 883 la 1200.

Bafta

P.S. Nu am intzeles faza cu FZR-ul... nu e din acelashi film!

[ottogrozav]

Da, este la fel de "chopper" ca 99'9 % din motoarele pe care le au "chopperishtii" de aici... inca mai mult, este Harley!

Ia-l pt ca nu o sa regretzi!

Daca intr-un an o sa'tzi ramana mic, nu-i problema... costa 400 shi ceva de dulai un kit complet prin care mareshti cc de la 883 la 1200.

Bafta

P.S. Nu am intzeles faza cu FZR-ul... nu e din acelashi film!

 

faza cu fzr-ul era ca la momentul cand m-am inscris eu pe forum in prezentare am aratat ca vreau fzr. dupa ce am mers in america cu un harley mi-am schimbat optiunile.

[Barna]

faza cu fzr-ul era ca la momentul cand m-am inscris eu pe forum in prezentare am aratat ca vreau fzr. dupa ce am mers in america cu un harley mi-am schimbat optiunile.