Harley-Davidson Xls Sportster 25th Anniversary

HARLEY-DAVIDSON XLS SPORTSTER 25TH ANNIVERSARY

CYCLE WORLD TEST

Still the Essence of Motorcycle After All These Years.

No motorcycle has ever exuded toughness like a Harley-Davidson Sportster. The staggered beat of its 45° V-Twin engine is a strong, powerful sound, muffled or not. All the business pieces are hung out in the open, where riders and the less fortunate get to see them. There is as little plastic on a Sportster as on any product made in this decade. Sportsters are powerful, too, with a kind of chugging, tractor-like pull occurring at every engine speed, a power that high spinning smaller motorcycles can't duplicate. Most of all a Sportster is durable. For 25 years now Harley-Davidson has been building Sportsters, starting with the 900cc ohv conversion of the KH and continuing right up to the present 25th Anniversary Edition.

It’s hard enough finding motorcycle manufacturers who were around 25 years ago, let alone models of motorcycles that have endured a quarter of a century. Twenty-five years ago the motorcycle industry was a mirror-image of its current self. Moto Guzzi was racing a V-Eight, the English and Italians were dominant, Japanese bikes didn’t exist in this country and Harley-Davidson was surviving much as it had for years. Harley’s smallest full-size motorcycle was the KH, a flathead V-Twin of 55 cubic inches. That was the basis for Harley’s racing in this country, being used for roadraces or miles or TTs. The KR-series flathead Harleys remained the racing bikes after the Sportster was born because of size limitations in most competition. The Sportster was certainly competitive, being the fastest Harley made, and that made it among the fastest bikes in the world.

Originally the source of all that speed was a well-developed primitive engine. The overhead valve engine had a 3 in. bore and 3.8125 in. stroke, decidedly undersquare dimensions necessary because of the narrow 45 ° spread between the two cylinders. In 1972 the bore was increased 0.1 88 in. to make the Sportster a 1 OOOcc bike. Lots of other changes have occurred in the Sportster’s vertically split aluminum crankcase in the past 25 years, though the basic layout is essentially the same. There’s still an enormous roller bearing crankshaft with a single crank throw. It’s still a unitized engine and transmission, with a triplex roller chain primary on the left side of the engine connecting to a (now) multiplate wet clutch. The Sportster has had at some times in its life a dry clutch, but concern with keeping primary chain lubrication out of the clutch has led to the wet clutch, which is certainly strong though it has a tendency to drag some, especially when cold. Behind the engine in the cases is the fourspeed transmission, lubricated with its own supply of oil. It’s an easily serviced transmission, with lots of parts that can be removed without pulling the engine from the bike. It, too, has undergone various changes in detail over the years and has had a variety of gear ratios available.

On the righthand side of the engine is the timing case, filled with four separate cams linked to the crankshaft by gears. Lots of different cam profiles have been used in Sportsters over the years and lots more varieties are available to make the Sportster a much faster motorcycle than it is stock. These four cams push on roller followers that in turn push the pushrods and operate the valves. Unlike the larger Harleys, the Sportsters have mechanical adjustment of the valves, though these particular units have a habit of staying in adjustment for about 10,000 mi. usually.

Outboard of the cams is the electronic ignition pickup. The Sportster has gone from a magneto to battery and points to the electronic system, including electronic advance. Adjustment is possible for advance and retard, though regular maintenance doesn’t call for anything more than checking the ignition timing. A gear-driven generator is mounted in front of the engine, and a starter is at the back of the engine, replacing the kick starter. On top of the aluminum cases are two giant, black cast iron cylinders. And on top of the cylinders are cast iron heads with rocker boxes bolted on top of those.

This year’s change to the Sportster engine is the head gasket. It’s thicker now, to reduce the compression ratio. According to the published numbers, the compression ratio has gone from 9:1 to 8:1, a substantial change. The reason for the change is to make the Sportster run on regular gas. Actually, the numbers are a bit exaggerated, as the old 9:1 ratio was more like 8.7:1 on most bikes and was rounded up to the next highest round number because people wanted to buy a high compression ratio. Sort of like calling the 730cc bike a 750. The result is an engine that can run on regular or unleaded gas, anything with 89 octane or higher on the pump, and still feel strong and powerful. This is also a change that owners of earlier Sportsters can perform to make their bikes run on regular.

Generator output has been increased this year, going from 10 amps to 1 3 amps. Other electrical system changes include a new low maintenance battery and a new halogen headlight. The battery is mounted prominently on the left side of the bike, under the seat, in plain view. On the 25th Anniversary Sportster it gets an etched metal plate around it, but there are no plastic sidecovers or plastic scoops on the Sportster. The headlight is still small in diameter, and the wattage of the bulb, 35 on low beam and 50 on high, isn’t anything to write home about. But the amount of light from that small bulb is enormous, particularly on high beam.

Opposite the battery on the Sportster is the 3 qt. oil tank for the dry sump oil system. A small spin-on oil filter is now mounted on the forward lefthand side of the frame, ahead of the engine, where it is easily accessible. The filler and dipstick of the sump are also easy to reach when the bike is on the sidestand, though draining the tank is more of a nuisance than it could be.

Gearing on the latest Sportster is higher overall than on the last model, because of a three tooth smaller rear sprocket. Engine speed is a couple of hundred rpm lower at normal highway speeds. Maximum acceleration and top gear roll-on performance isn’t quite as good with this gearing, but the 3200 rpm engine speed at 60 makes for easy cruising and relatively good gas mileage.

All of those are the minor changes, the things that only diehard Harley historians will remember 25 years from now. The important change is the frame, which is entirely new. Those big cast junctions that held the old Sportster frame together are gone, replaced by a steel tube frame made entirely of welded tubing. Weight is reduced and strength is increased, both changes that are universally appreciated in motorcycles. Other good things are designed into the new frame too, including a more laid down shock angle for greater rear wheel travel and an increase in cornering clearance from the higher ground clearance.

Some of the design features of this frame are similar to the new frame on the Super Glide II series, a frame that has also eliminated cast junctions, but the Sportster doesn’t use a rubber mounted engine. Everything is bolted together solidly, the big hunk of iron in the middle tying everything together and adding rigidity. The tubes all run in fairly conventional places, with a large single backbone extending back from the top of the steering head and a pair of double downtubes extending down from the steering head to wrap under the engine. The backbone bends down behind the engine, headed for a cross tube just above the swing arm pivot. The double lower tubes bend up under the back of the engine, hold the swing arm pivot, then bend back and hold the top of the shocks, where they fasten to double top tubes extending along from the gas tank to the rear fender.

Onto this new frame are attached suspension units with some improvements of their own. The long travel forks now get DU bushings to reduce static friction. The shock damping and spring rate are changed for a softer ride. Front brakes are carryover items, but the rear disc is a new 11.5 in. disc with a Girling caliper that reduces braking effort and provides more stopping power with longer pad life.

New controls make operating the brakes and other parts of the bike easier. Dogleg levers have pivot points arranged for a greater mechanical advantage on the front brakes and clutch. The change is most noticeable on the clutch, which is now easy to pull. Front brake effort is still way above that required on most Japanese bikes, but it has been improved. Light switches and controls have larger buttons this year for easier operation, while the traditional push-button signal lights remain, even with larger buttons.

As always, there is not just one Sportster. There are two basic models, the XLH standard Sportster and the XLS Roadster. Lots of options and colors are available for both. What we have here is an XLH 25th Anniversary Sportster, hold the options. It has maroon and silver paint with the name Sportster written across the silver sides of the 2.2 gal. gas tank. A polished cover over the battery gets a 25th Anniversary logo etched into its surface. Another 25th Anniversary badge covers the electronic ignition pickups on the other side of the bike. The last badge of honor is a small Harley-Davidson emblem on the front fender. That’s what makes a 25th Anniversary Special. The Roadster, with a softer seat, small sissy bar, larger 3.6 gal. gas tank, extended forks and black painted engine also is available in 25th Anniversary trim.

Styling touches on the Anniversary model are attractive and subdued. This isn’t a copy of the 1957 Sportster, and it isn’t a custom-looking motorcycle. It looks a lot like the original lOOOcc Sportster, but with some parts that are more modern and other parts that date back farther. The styling is as close to timeless as any modern motorcycle is going to come. No one was offended by the Sportster’s looks, though few people commented on the styling. It didn’t draw crowds or turn heads. Outside Harley shops no one noticed this was the 25th Anniversary model.

What makes the styling successful is that it is appropriate for this motorcycle. The only plastic on the bike is surrounding the round instruments. That’s it. There are no artificial sidecovers trying to look like an oil tank or a wing. There’s no giant swoop at the back of the bike to create any artificial line or imagined Vshape. Parts that should be chromed are chromed and parts that should be painted are painted. Few of the mechanical components are covered up on the Sportster. This is as it should be. Call it essence of motorcycle.

Keeping the Sportster looking like a Sportster is an important part of the new frame. The last time the Sportster frame was changed there was some resistance from customers. It didn’t look right. The latest Sportster may not look exactly like its predecessors, but it is identifiable enough not to hurt. And the improvements in handling make it all worthwhile.

Frame geometry on the Sportster is fairly typical for a modern big bike. The wheelbase is about 60 in. long, rake is 30° without a rider aboard. Weight is 515 lb. with a half tank of gas. These would be average figures for a lightweight Japanese 750. But the Sportster doesn’t feel like a Japanese 750. It feels smaller and lower. The distribution of mass is apparent as soon as a rider sits on the Sportster and picks it up off the sidestand. It balances easily, with little effort. The claimed 29 in. seat height really is 29 in. off the ground. For that matter, all the figures in the owners manual perfectly match the figures obtained with tape measure and scale, something entirely unheard of in this business. The Harley’s claimed dry weight isn’t taken with the tires and battery missing.

Keeping the rider’s weight low, along with the weight of the bike, makes for agile handling. Relatively light pressure is needed on the pull-back handlebars to turn the Sportster. It can change direction easily and quickly. Good suspension control helps make the Sportster easy to handle and stable. Spring rates are appropriate for a solo rider and the damping is stronger than on many recent bikes, resulting in less wallowing of the bike in sudden handling maneuvers. High speed stability is good, but the bike is just as willing to change direction when the speedometer is pegged. This is wonderful fun for a rider who likes quick, responsive steering, but it can be disconcerting to riders who climb off Goid Wings.

Using the good handling is easy because of the abundant cornering clearance available. It’s possible to scrape the folding pegs on the Sportster, but it doesn’t happen under anything that can be called normal riding. Éven fast mountain road riding doesn’t bring the pegs down into contact with the road until the rider makes a conscious effort to lay the Sportster down farther than usual. This isn’t just a very good handling Harley, it’s a very good handling motorcycle.

Seat of the pants sensations take on new meaning for the Sportster rider. You feel the road surface and the suspension and the vibration of the engine through the Sportster’s hard seat. It’s about like sitting on a church pew, only a lot easier to stay awake.

As uncomfortable as the seat is, it wasn’t bad enough to keep us from riding the Sportster to Daytona and back for Motorcycle Week. Okay, we know it isn’t a touring bike. There are better Harleys for riding across country. But a Sportster somehow adds something to a trip that more comfortable bikes can’t supply. There are sensations that make people feel they’re riding a motorcycle, not a high-efficiency transportation device.

Equipped with the Harley-Davidson Compact windshield, a sheepskin saddle cover, and a connection to plug in an electric suit, the Sportster was aimed at the other coast when it had 37 mi. on the odometer. The sheepskin cover cut the vibration through the seat to a manageable level. At around 60 mph or over 70 mph the vibration level was noticeable but not oppressive. At around 65 it was disconcerting. With the 2.2 gal. gas tank, gas capacity was about equal to ass capacity. Both needed some attention at 100 mi. intervals. Crossing western states means frequent stops for gas because towns often aren’t located exactly 100 mi. apart. Cruising at 70 mph the Sportster would usually run on reserve at 90 mi., but that could be stretched by slowing down. Reserve is good for about 20 mi. The standard Sportster tank is a 3 gal. peanut tank; the Roadster tank holds 3.6 gal. We managed to get where we wanted to go without difficulty, but we would rather have the larger tank. Even Sunday rides frequently need more than a 100 mi. range.

Vibration, the hard seat and the small gas supply are the shortcomings of the Sportster on the highway. It also has a surprising collection of good features for a highway machine. Geared as high as it is, the Sportster was comfortably relaxed at highway speeds. It didn’t feel or sound as though it was thrashing itself to pieces. And with 6000 mi. on the odometer at the end of the test it appears to be as sturdy as it feels. Four days after leaving California the Sportster was running just as well as it had with 37 mi. on the odometer. With the chain adjusted once en route, again at Daytona, and an oil change at Daytona (it needed one quart added between coasts) the Sportster was ready for the trip back. The large grips were especially comfortable. The throttle stop was more difficult to use than it should have been, but it was better than having to hold the throttle open all the time. The small Harley windshield kept the air blast off the rider, though it reflected light from the headlight back to the rider at night. The small, 43,000 candlepower headlight took the terror out of night riding. No stock motorcycle headlight has worked better on high beam. The combination of handlebars, low seat, forwardmounted pegs and windshield makes for a comfortable seating position. After four 700 mi. days the Sportster rider was still ready for more miles on the Sportster. There is something enchanting about the bike.

Where the Sportster works best is off the Interstates. Winding through twolane country roads in Mississippi the Sportster provided a motorcycling euphoria, and a feeling of control. It was a participant in the ride, instead of an inert mechanical carpet that so often whisks people around the country. That feeling of toughness always comes through the machine. This is a man’s motorcycle never mind the ladies who have ridden one. The sensations are strong and physical.

Part of that character comes from the power. Okay, the numbers on the last page don’t convey that power. The low 14 sec. quarter mile time does not make this Sportster one of the great dragstrip machines of all time. That time is a little slower than the last Sportster tested, reflecting the lower compression and higher gearing. Sportsters have always been low 14 or high 13 sec. bikes in the quarter. That used to be as fast as anything on wheels could go, when Sportsters were the fastest of the fast. Now small Twins provide times like that. Objectively, the Sportster is not fast. What it is, is powerful. The powerband begins as the key on the left side of the engine, below the gas tank, is turned and the button on the right handgrip is pushed. From the loping 1000 rpm idle up to the 6200 rpm redline the power feels the same. It is strong and positive and the throttle response is instantaneous. The butterfly-throttle carb with accelerator pump works perfectly. The cams are tuned for low speed and mid-range power. Harley no longer releases horsepower claims, but the power is probably around 50 bhp. Torque is a claimed 54 lb.-ft. at 4000 rpm. The torque curve could be drawn with a ruler and a pencil. The ruler would be held level.

Combined with the perfect throttle response, good low speed power and ample flywheel make for lots of lugging power. Pull in the clutch lever, push on the shift lever and listen to the clunk of the transmission move big gears around. Then let out the clutch lever. If the throttle is open a little the bike moves out faster. But it always moves out. Give the Sportster some throttle and speed picks up. It doesn’t matter what gear the bike is in or how fast the engine is spinning, there’s always the same strong push forward.

If more push is needed, there are dozens of people around the country who will sell the Sportster owner pipes with less restriction and bigger pistons and different carbs and better cams. There is virtually no limit to the amount of speed that can be pumped into the Sportster motor.

One modification any Sportster owner is likely to make is to replace the air filter.

It sits on the right side of the bike and extends back far enough so it forces the rider’s knee out into an uncomfortable position. That big breadbox of an air filter is needed to get the bike through noise tests. Fortunately Harley-Davidson knows it is inconvenient and there are a variety of smaller, less obtrusive air filters in the Harley catalog that bolt right on. And to make it all legal the catalog tells the purchaser that these air filters are intended for off-road use only. So in case your parts man asks, tell him your Sportster is only going to be used for motocross, so it’s all right to sell the filter.

Brake improvements have helped the Sportster. It is now able to stop as quickly as most motorcycles, but the effort needed for that stopping power is much higher than average. Locking the front brake is impossible for most riders because of the amount of lever pressure necessary. This does prevent the front tire from locking in panic situations, but a little easier lever effort would make the bike easier and more fun to ride.

Once upon a time the Sportster transmission was a model of perfection. It shifted easily and precisely and quietly. The transmission has been improved over the years, but it is no longer perfect. Clutch drag makes shifting into neutral difficult. When the bike first arrived it wouldn’t go into neutral unless it was rolling at least 20 mph. Gradually it was able to be shifted into neutral at a stop, but it requires much care. First and top protest when engaged. Second and third are silent, though one rider reported missing third on occasion. The transmission works best shifted fast and hard.

Modification is an important part of a Harley-Davidson. Harley makes lots of parts and accessories and H-D dealers carry hundreds of other brands of accessories for Harleys. In contrast to some other companies that go out of their way to keep owners from modifying bikes, Harley expects it. The latest Sportster fits into this nicely. Get the Roadster version for the big tank and soft saddle, put on the XLH forks for better handling, add the small round air filter and maybe the small windshield and it becomes a pleasant highway bike. Go to the performance shop for a set of Sputhe cylinders and heads, two big carbs and hot cams and you’ve got a dragstrip terror.

As delivered by the factory, the Sportster is a wonderful, big, strong motorcycle. It is fun to ride, but rewards skill in shifting and braking and steering. Ours has proved as trouble-free as any motorcycle we’ve had, while exuding a great sensation of strength. It isn’t particularly comfortable or fast, it’s not cheap with a $4670 list price, and it’s not an effortless bike to ride.

But somehow it manages to be fulfilling to ride as much in 1982 as it was in 1957.

HARLEY-DAVIDSON XLS SPORTSTER

$4670