1985 harley davidson tour glide

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Reliability of a 1985 tour glide

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I am new to the forum, and just bought my first HD a 1985 tour glide, from a HD dealer locally. The bike has 44,000 miles, ss carb, oil cooler, lots chrome, and seems to run well. My previous bikes have all been Yamaha, Honda, mostly bullet proof. Can I expect the same type of reliability and dependability from my recent purchase??? Am hopeful but have seen and heard so much differing opinions. The bike has left me stranded once since buying it 2 weeks ago....battery and or volt regulator, have not diagnosed it yet, battery new, and have only owned bike 2 weeks. looking for honest input. thanks.  

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Nice looking bike, mostly stock. It should be a good reliable bike in general. The issue you will have is it's almost 30 years old. Just the age is will be a cause of issue with wiring, connections, grounds and stuff like that. The drivetrain should be relatively solid with no major issues to speak of but for routine maintenance the lifters should be replaced. You might have a few leaks here and there with the base gaskets coming to mind first. A good going over wouldn't hurt it's reliability either. Stuff like checking the cables, fuel line, petcock screen etc. I ride a 1983 FXRT that is stock and a shovelhead with 80K plus miles and it is reliable.  

That's a nice looking old bagger.  

Yeah it looks pretty clean but for sure keep in mind it's a nearly 30 year old machine. I had a 1984 FXRS,pretty much the same drivetrain and it was one of the best bikes I ever owned. I rode it up to the 100,000 mile mark with no engine or trans work and then still running pretty good had her freshened up on the top end. The OEM alternator stators weren't the best but should go about 60K,if and when it fails the newer upgraded replacement should go a fair bit longer. That was the only semi major failure I had with my '84 in 100K miles.  

I had an 85 EVO in the recent past and it was one of the most dependeble vehicles I have ever owned ! I rode her everyday without many problems!But it had been sitting for a long time when first bought it ,So a good going thru was needed ! But affter that it ran all the time ! I had it for 18 years ! It sets the mark for my newer bike !  

Nice looking bike, congratulations. Bullet proof? Probably not. 28 years can take a toll on any machine, no matter how well cared for. But that's such a nice bike time spent updating age issues will be well worth the effort. Enjoy your bike.  

One other concern I'd have is the belt drive, if it's original or more than 10 years old even though it's a bit expensive I'd think about having a new belt put on. The early belts weren't as good as what they make now and often only made it about 50K miles, a lot of guys swapped them back over to chain drive after having an early belt failure.  

Y2K said: One other concern I'd have is the belt drive, if it's original or more than 10 years old even though it's a bit expensive I'd think about having a new belt put on. The early belts weren't as good as what they make now and often only made it about 50K miles, a lot of guys swapped them back over to chain drive after having an early belt failure. Click to expand...

It will be as reliable as the mechanic who wrenches it, is that going to be you? If not, you might have to look for a good indy, seriously doubt the dealer will do anything more than service it. Parts and manuals might be a little scarce.  

+1 to that. 85's don't have any major drive train issues. A few electrical nuisances like breakers and finicky starters. But with a scooter that old, it will depend on how it was treated 25 years ago. And it makes a huge difference as to how much weather it endured. The garaged, fair weather ridden scooters have less issues than the ones that were left out cold and wet.  

I have a very large friend, over 300, who rides a stock Evo Electra Glide. It has never broken down that I know of in the last ten years and he keeps up just fine even though I can pull away on a freeway merge, and I really have to be heavy on the throttle to do it. It rode much nicer in fact then my Twin Cam road king and was the reason I traded up to a Geezer Glide. If I owned it I might put in an Andrews cam, but maybe not. Seriously how many people hop up their Impala or Eldorado? BTW that bike is gorgeous.  

As said before, the bike is almost 30 years old so you can expect it's going to have some quirks and problems. As with any bike, especially the older models, it's all about how you maintain it. I would go through the bike from top to bottom and check every bolt and electric connection.  

That's a nice old Tour Glide, I'd love to have one. You've gotten good input from knowledgeable guys here. I'd recommend getting parts and service manuals. If you can't find 'em new, haunt ebay til they show up- be patiently tenacious. My bike's 20 years old, and the only time it's ever failed me was a bad stator. I've replaced 2 in the last 9 years. One stranded me, one didn't. They seem to fail semi-often, so that may be your issue now. joe  

From what I can see the bike looks very clean. To me that shows it probably was taken care of. That's the way I am with things. With proper maintenance at 44,000 miles there should be plenty of good miles left in it.  

What year models are they? It doesn't look like the black one has the fairing turn signals. And the red one IS purty. joe  

I have owned my 84 for just over a year now no major issues a few minor oil leaks and frt fork seals.Looking into a cam upgrade mayb next spring along with some new lifters.otherwise out riding as much as I can. been averaging 150 200 miles a week not as much as some but more then I had been doing on my old sporty.hoping to do a long distance trip with it at some point. as things are now with the bike I have no worries about going on one  

Congratulations the bike looks like it was well taken care of. There are bound to be issues that arise now and again as these guys mentioned. I myself ride an 87 tour glide as well as an 88 low rider. Like they said find your self a good HD repair manual or a good Harley Davidson mechanic and you should be happy for many many more miles . I was at a HD dealer the other day getting an inspection sticker, the guy at the parts counter told me that they no longer work on Evos or anything older.  

I saw an ad for an 88 Tour Glide just a little while ago. It's close, moderate mileage, and priced reasonable. So I guess I'll find myself compelled to take a look at it next week.  

I have the 89 ultra, even have the lower fairing. But I don't have the tour glide badge on the fairing sides, the only silver on mine was the same as yours, but they were decals with clear coat over them.  

From what I have been able to gather, HD had quite a few variants of paint combinations in 1989 on the new Ultra edition of the Tour Glide. Check out this photo of another Ultra Road Glide listed as a 1989: http://www.bikez.com/motorcycles/harley-davidson_1340_tour_glide_ultra_classic_1989.php Mine sure did not look anything like that. The silver that was on my fairing before it was replaced was not anything like the one pictured above. Also, mine did not have silver paint on the saddlebags or on the top of the front fender, only red pin striping. The only thing I can figure is that since it was a first year model, different paint and visual combos were introduced to see what the buying public liked best. As for the difference between silver paint and decals..... maybe HD went to the silver decal when they had problems with the silver paint? Mine was one of the first produced that year, who really knows what happened during the rest of that year's production run? All this was quite a while before HD went to their 'new' painting process years later.  

Some things to keep in mind: The early evo engines had some lifter problems, and if original, your engine still has those old design "a" lifters. At 44,000 miles it is time for them to go into the scrap bin. New OEM lifters from the dealer will be the "b" design, and will give you good service. Belt drive system...if still original, your bike has the old design pulley/lock/spacer. This setup had problems with the pulley nut coming loose, which can cause substantial damage to the pulley and the main drive gear (the part that the pulley mounts onto). Since the bike is 30 years old, and probably has the original belt, I suggest you replace the belt, and make sure it goes back together with the new design pulley, lock, nut, spacer and oil seal. Edit: I would love to have that bike in my garage...congratulations.  

mgiles528 said: I am new to the forum, and just bought my first HD a 1985 tour glide, from a HD dealer locally. The bike has 44,000 miles, ss carb, oil cooler, lots chrome, and seems to run well. My previous bikes have all been Yamaha, Honda, mostly bullet proof. Can I expect the same type of reliability and dependability from my recent purchase??? Am hopeful but have seen and heard so much differing opinions. The bike has left me stranded once since buying it 2 weeks ago....battery and or volt regulator, have not diagnosed it yet, battery new, and have only owned bike 2 weeks. looking for honest input. thanks. Click to expand...

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The Tour Glide / Road Glide History - a complete information guide

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I tried to make a wikipedia page, but they shot it down due to lack of references. What they don't realize, there is no references as the history has not been well documented. If you do a google search for Road Glide history, this forum is the only thing that comes up. If you have more to add or corrections, please reply and I will edit so all info is good and up to date. I would love to have listed all color choices for each year, so please help me out there where you can. Most of the initial information came from forum members RoadGlideRider and JacktheBagger - thanks for sharing your knowledge gentlemen. A lot of the missing info is going to take some of you experienced guys to fill in the blanks for me, as information is just not out there on the web. _________________________________ The Harley-Davidson '''Road Glide''' or '''Tour Glide''' is an American made touring motorcycle that was first put into production in the year 1979. The Tour Glide was different then any H-D models before, in that it had a fixed fairing that was attached to the frame and did not move with the handlebars. Today the Road Glide is one of the most popular motorcycles in the custom bagger world, and for long distance touring. The shape of the fairing is often referred to as a "Sharknose" fairing due to the resemblence of a shark. _________________________________ First years - Tour Glide The Tour Glide was introduced in 1979 and only 19 FLT's were produced that year. In the following year Harley produced 4480. The 1980 Tour Glide was the first to have the 5 speed transmission and 3 point rubber mounted engine. The motorcycle also had a rectangular steel back bone , and tubular frame, twin 10" front disc, single 12" rear disc and an enclosed final chain drive. The bike was powered by an 82ci (1338cc) Shovelhead with a bore x stroke of 89 x 108mm and had a wet multiplate clutch, 5 gallon gas tank and the bike weighed 725lbs. The 1981 model brought a VfireII electronic ignition, lower 7.4:1 C.R., longer valve guides, extra oil drain lines from the rocker boxes, revised valve guide seals, and a Girling rear brake caliper. In 1982, the FLT got new handlebars and seat, primary chain oiler, higher output alternator, and locks for the luggage. 1983 only brought a lower seat, and stiffer suspension. From 1979 to early 1984 the tour glide was powered by the Shovelhead engine. In late 1984 until 1996 the motorcycle was powered by the Evolution engine. The early 1984 models had a shovelhead bottom end with an EVO top end. There was never a Police FLT Model. Only FLHT, FXRP, XLP, and Dyna Police models. It is known that the 1984 through 1988 models (at least, maybe more) had air resivors in the crash bars for air assist to the front fork springs. The 1985 model was changed from a final drive chain to a belt. The Tour Glide came without a Radio or gauge mounting positions made into the fairing. To add a radio, you would need to purchase a Radio Caddy from Harley, or several after market companies. Some after market caddys came with the gauges mounted in the radio aaddy. To add Harley gauges, Harley sold ones that required you to drill a hole in the fairing and mount them there. Harley introduced the Radio Caddy for the Tour Glide fairing and was stock beginning with the 1986 model year. It is the same year Harley had the radio in the Inner/outer fairing on the Electra Glide. It was produced by Radio Sound. That radio was only used in the 1986/87 model years. The only major change made that didn't change the name of the model line was to move the turn signals from in the fairing to outside and attached to the lower mounting supports and this happened in 1988. 1989 the "Ultra" model was introduced along with the base FLT model. The alternator was bumped up to 32 amp for 1989 and it also had a one piece pinion shaft and right flywheel. The FLTCU model came standard with cruise control, a CB radio, intercom, front and rear sound systems, and fairing lowers, and two tone paint jobs. The standard FLTs were solid colored bikes. A sidecar option was available for the FLTCU, but only 15 were made in 1989. Total production for 1989 is believed to be 603. The Tour Glide's last year of production was in the 1996 model year, and also the first year for the fuel injection option. There was not any FLT models produced for the 1997 model year. _________________________________ Road Glide years With the introduction of the 1998 model lines, Harley introduced the FLTR Road Glide. This was using the same frame and motor assembly as the Electra Glide, as before, but with a completely redesigned fairing. It included the radio and gauges mounted in the fairing in areas that were made for this purpose. This inner and outer fairing has not changed for the entire production run of the Road Glide. From 1998 to present it has remained the same. The fairing changed slightly and this was the last year for the Evolution engine. In 1999 Harley Touring models got the Twin Cam engine that bumped the displacement up to 88". From 1999 to 2003 the motorcycle had very minimal changes. In 2000 and 2001 Harley offered CVO Road Glides, the FLTRSEI and FLTRSE2. 2004 brought the change from cassette tape to compact disc, and in 2006 the radio manufacture changed from Radio Sound to Harman/Kardon. 2007 the engine displacement increased from 88ci to 96ci and Transmission to 6 Speed, and all Touring Models became EFI standard. In 2008 the fuel tank increased to 6 Gallons. Throttle changed to Throttle By Wire, brakes changed to Brembo Brakes, and an ABS option for all Touring Models. 2009 brought the new frame, rear tire changed to 180 wide rear tire and 17 " front tire. This was the last year of the Road Glide (FLTR). After many years Harley Davidson brought back a CVO Road Glide in 2009 (FLTRSE3). _________________________________ Custom and Ultra years After many rumors that the Road Glide's last year was going to be the 2009 model year, 2010 models came out with a newly designed Road glide called the Road Glide Custom and designated model FLTRX. The bike was basically the same as a Street Glide, just with the shark nose or fixed fairing. The 2010 models was the first and only year to offer a 2 into 1 headpipe. 2010 was also introduced with 18" front tire, lowered rear end with newly designed tail lights, doing away with the center brake light in the middle of the rear fender. In 2010 Harley redesigned the fairing mounting supports. They were redesigned to move the fairing up and re-angle the fairing to make the fairing accept the vented lowers that are now being used on the Electra Glide. Before this models change, the Road Glide required a different lower fairing from and of the "Batwing" or Road King models lines. Cruise Control was made optional (controls removed from handlebars). 2011 Road Glide Custom (FLTRX) same as before with new colors and 103ci motor option and a 2/1/2 headpipe. The Road Glide Ultra (FLTRU) was introduced with a 17" front tire and has the TwinCam 103ci motor. Harley also produced a FLTR CVO Road Glide Ultra (FLTRUSE) with 110ci engine and 18" front and rear tire. 2012 saw both the FLTRX and FLTRU models return, and a FLTRXSE in 3 color offerings. 2011 was definatley a big year for the Road Glide, along with 2012 and the best kept secret in the Harley Davidson line-up, seems to be finally getting some well deserved respect in the touring community. 2013 was another great year for the Road Glide, with the Custom and Ultra returning with new color offerings. Also the FLTRXSE2 returned with addition speakers in the saddlebag lids, 2 paint offerings and the 110 year anniversary edition CVO Road Glide. The FLTRXSE2 came with Harley's new LED lighting for the Road Glides. ​  

Color options for each year according to model and Some models (mainly CVO) has the production numbers that could be found and even the country the bike went to. ---------- 1979 ---------- - FLT Vivid Black ---------- 1980 ---------- - FLT* Birch White Vivid Black Rich Red Saddle Brown Bright Blue Charcoal Grey Candy Red ---------- 1981 ---------- - FLT* Birch White Vivid Black Classic Tan Classic Creme Candy Root Beer Metallic Blue Light Red Dark Carmine Orange Olive Light Charcoal Metallic Dark Silver ---------- 1982 ---------- - FLT* Birch White Vivid Black Classic Tan Classic Creme Metallic Blue Light Red Dark Carmine Orange Brown Emerald Green Red Pewter Maroon ---------- 1983 ---------- - FLT* Birch White Vivid Black Classic Tan Classic Creme Pewter Maroon Indigo Blue Claret red Slate Grey Metallic ---------- 1984 ---------- - FLT* Birch White Vivid Black Classic Tan Classic Creme Pewter Maroon Indigo Blue Claret Red Candy Purple Rose Metallic Slate Grey Metallic ---------- 1985 ---------- - FLT* Birch White Vivid Black Classic Tan Classic Creme Candy Blue Slate Grey Metallic ---------- 1986 ---------- - FLT* Birch White Vivid Black Candy Red Slate Grey Metallic Candy Blue Candy Pearl Signal Red ---------- 1987 ---------- - FLT* ---------- 1988 ---------- - FLT* Vivid Black Bright Cobalt Candy Blue Bright Candy Plum Candy Brandywine Candy Crimson Brandywine & Crimson Bright Cobalt Blue & Brilliant Silver Candy Bronze & Creme Vivid Black & Creme Metallic Blue & Cadet Blue Metallic Creme & Champagne Gold ---------- 1989 ---------- - FLT* & FLTCU* Vivid Black Metallic Blue Candy Brandywine Bright Candy Plum Brandywine & Crimson Metallic Blue & Brilliant Silver Vivid Black & Creme Candy Bronze & Creme Metallic Blue & Cadet Blue Metallic Creme & Champagne Gold Vivid Black & Brilliant Silver ---------- 1990 ---------- - FLT & FLTCU* Burgandy & Candy Red ---------- 1991 ---------- - FLT* & FLTCU* Birch White Bright Sapphire Dark Candy Ruby Dark Sapphire Light Candy Ruby Turquoise Vivid Black Vivid Yellow White Wineberry Pearl ---------- 1992 ---------- - FLT* & FLTCU* Birch White Bright Sapphire Sunglo Charcoal Satinbrite Dark Candy Ruby Dark Sapphire Sunglo Light Candy Ruby Light Poppy Pearl Red Voyage Turquoise Vivid Black White ---------- 1993 ---------- - FLT* & FLTCU* Aqua Sunglo (canceled – replaced by Aqua Pearl in 1994) ----- Arctic White Birch White Bright Victory Red Sunglo Bright Wineberry Sunglo Charcoal Satinbrite Custom Red Custom Tan Dark Victory Red Sunglo Dark Wineberry Sunglo Mandarin Pearl Scarlet Red Silver Vivid Black ---------- 1994 ---------- - FLT* & FLTCU* Aqua Pearl Birch White Bright Victory Red Sunglo Burgundy Pearl Charcoal Satinbrite Dark Victory Red Sunglo Gold Poly Nugget Yellow Scarlet Red Silver Vivid Black ---1994 Custom--- Blue Metallic Crimson Dark Candy Ruby Dark Knight Blue Dyna Silver Knight Light Blue Light Candy Ruby ---------- 1995 ---------- - FLT* & FLTCU* Aqua Pearl Birch White Bright Victory Red Sunglo Burgundy Pearl Charcoal Satinbrite Dark Victory Red Sunglo Gold Poly Nugget Yellow Scarlet Red Silver Vivid Black ---------- 1996 ---------- - FLT* & FLTCU* Aqua Pearl Birch White Mystique Green Patriot Red Pearl Platinum Silver States Blue Pearl Victory Red Sunglo Violet Pearl Vivid Black ---------- 1998 ---------- - FLTR(I)* Birch White Lazer Red Pearl Mystique Green Platinum Silver Sinister Blue Pearl Violet Pearl Vivid Black ---95th Anniversary Colors--- Champagne Metallic Midnight Red ---------- 1999 ---------- - FLTR(I)* = 467 total production Aztec Orange = 29 ~Cali.: 3 ~CAN: 1 ~JAP: 5 ~USA: 20 Birch White Cobalt Blue Pearlcoat Diamond Ice Pearlcoat Lazer Red Pearl Mystique Green Nugget Yellow Scarlet Red Sinister Blue Pearl Violet Pearl Vivid Black ---------- 2000 ---------- - FLTR(I)* Aztec Orange Pearlcoat Birch White Bronze Pearl Chrome Yellow Cobalt Blue Pearlcoat Diamond Ice Pearlcoat Ice White Luxury Rich Red Sinister Blue Pearl Suede Green Pearl Viking Purple/Concord Purple Pearl Vivid Black White Highlight Pearl Luxury Blue - CVO FLTRISE Vivid Black/VR Racing Orange/Arctic White = 793 Three-Tone Red = 768 ---------- 2001 ---------- - FLTR(I)* Birch White Bronze Pearl Chrome Yellow Diamond Ice Pearl Jade Sunglo Luxury Rich Blue Luxury Rich Red Racing Orange Real Teal Flash Suede Green Pearl Viking Purple/Concord Purple Pearl Vivid Black White Highlight Pearl - CVO FLTRISE2 Vivid Black/Platinum Silver/Charcoal Satin Bright = 858 Sinister Blue Pearl/Diamond Ice/States Blue Pearl = 849 ---------- 2002 ---------- - FLTR(I)* Birch White Diamond Ice Pearlcoat Imperial Blue Mica/Impact Blue Mica Jade Sunglo Luxury Rich Blue Luxury Rich Red Racing Orange Real Red Real Teal Flash Suede Green Pearl Viking Purple/Concord Purple Pearl Vivid Black White Highlight Pearl ---------- 2003 ---------- - FLTR(I) Two-Tone Sterling Silver and Vivid Black Vivid Black Gunmetal Pearl Luxury Blue Pearl Luxury Rich Red Pearl White Pearl ---------- 2004 ---------- - FLTR(I) Vivid Black Sierra Red Pearl Luxury Teal Pearl Smokey Gold Pearl Impact Blue Pearl ---------- 2005 ---------- - FLTR(I) Vivid Black Sierra Red Pearl Smokey Gold Pearl Black Cherry Pearl Black Pearl Chopper Blue Pearl Yellow Pearl ---------- 2006 ---------- - FLTR(I) Vivid Black Brilliant Silver Pearl Black Cherry Pearl Black Pearl Chopper Blue Pearl Fire Red Pearl Deep Cobalt Pearl Yellow Pearl ---------- 2007 ---------- - FLTR Vivid Black Black Cherry Pearl Black Pearl Fire Red Pearl Deep Cobalt Pearl Pacific Blue Pearl Pewter Pearl Yellow Pearl Mirage Orange Pearl ---------- 2008 ---------- - FLTR Anniversary Copper and Vivid Black Vivid Black Black Pearl Pewter Pearl Dark Blue Pearl Crimson Red Sunglo Crimson Red Denim Mirage Orange Pearl Candy Red Sunglo ---------- 2009 ---------- - FLTR Vivid Black Black Pearl Dark Blue Pearl Red Hot Denim Red Hot Sunglo Mirage Orange Pearl - CVO FLTRSE3 Yellow Pearl and Charcoal Slate = 517 Electric Orange and Vivid Black = 1,605 Stardust Silver and Titanium Dust = 1,386 ---------- 2010 ---------- - FLTRX Vivid Black Denim Black Scarlett Red ---------- 2011 ---------- - FLTRX Vivid Black Denim Black Sedona Orange Cool Blue Pearl - FLTRU Vivid Black Brilliant Silver Pearl Cool Blue Pearl Merlot Sunglo - CVO FLTRUSE Rio Red & Black Ember/Quartzite Graphics = 1,338 ~USA-1,113 ~CAN-59 ~ENG-30 ~HDI-86 ~JPN-50 Charcoal Slate & Black Twilight/Quartzite Graphics = 1,213 ~USA: 985 ~CAN: 49 ~ENG: 20 ~HDI: 116 ~JPN: 43 Frosted Ivory & Vintage Gold/Quartzite Graphics = 346 ~USA: 216 ~CAN: 14 ~ENG: 20 ~HDI: 68 ~JPN: 28 ---------- 2012 ---------- - FLTRX Vivid Black Denim Black Chrome Yellow Big Blue Pearl - FLTRU Vivid Black Big Blue Pearl Ember Red Sunglo - CVO FLTRXSE = appx. 2639 total Maple Metallic/Vivid Black w/ Real Smoke Graphics = 799 ~USA: 621 ~CAN: 49 ~ENG: 04 ~HDI: 78 ~JPN: 47 Candy Cobalt/Twilight Blue w/ Real Smoke Graphics = 602 ~USA: 451 ~CAN: 37 ~ENG: 04 ~HDI: 50 ~JPN: 60 White Gold Pearl/Starfire Black w/ Real Smoke Graphics = 1,238 ~USA: 870 ~CAN: 49 ~ENG: 03 ~HDI: 231 ~JPN: 85 ---------- 2013 ---------- - FLTRX Vivid Black Denim Black Candy Orange Big Blue Pearl - FLTRU Vivid Black Big Blue Pearl Ember Red Sunglo Midnight Pearl - CVO FLTRXSE2 Roman Gold/Burnt Emerald w/ Edge Graphics Atomic Orange/Galaxy Grey w/ Edge Graphics Anniversary Diamond Dust/Obsidian w/ Palladium Graphics _________________________________________ _________________________________________ * = Only information that could be found was colors for all models, and may not be model specific. _________________________________________ _________________________________________  

hay there's my 84 TG .. Turn signal went from the fairing to the current location in 1988 .. I have yet to see proof that the TG was a 1979 , every reference I have says 1980 .. 80 also saw first rubber mount with the TG and TG was first five speed .. Enclosed chain final drive .. FWIW my late 84 TG cost under $8500 new .. My 88 TG cost under $10000 new .. 1989 first Ultra and it was a TG First FI for TG was in 1996 99 model years see TC 88 JtB  

I still have my 1980 TG which is an international model. It was built in 1979 as a 1980 model. Still have all the paperwork that came with it if any one is interested. Oh yes and it cost the equivalent of $8000 US  

One heck of a write up. Many thanks for your effort in this endeavor! Gotta be a stickey. Thanks, Beavz  

JacktheBagger, updated with your info,. many thanks.  

Great thread...Thanks  

Thanks for the great post!  

I will have the colors from 1980 thru 1999 or so tomorrow for you JtB  

The Tour Glide was introduced as a 1980 'Model Year' motorcycle. These models are generally introduced at the Summer Dealer Meeting held during the summer of the 'calendar year' before the 'model year'. Therefore it would have been introduced in the calendar year 1979.  

that has been my argument all along , a 1980 model introduced in 1979 JtB  

Very cool to have this information. Thanks for your efforts, folks.  

I just dug out "The Harley-Davidson Motor Company - An Official Eighty Year History, published in 1987. According to a glossary in the back of this book there were 19 FLT's built as 1979's and 4,480 FLT's built as 1980's.  

JacktheBagger said: I will have the colors from 1980 thru 1999 or so tomorrow for you JtB Click to expand...

BigJack said: Very cool. Wish there was more pics. Great thread Chain! Click to expand...

Nice Job Thank for sharing your time and knowledge Sent from my DROID BIONIC using Tapatalk  

I was just wondering about this. Very cool.  

2003s had cd player.  

Very cool. Wish there was more pics. Great thread Chain!  

My 1996 FLTCUI. Factory two tone paint . Came stock with Cassette four speaker stereo with tank mounted CB radio. Also had two stock fairing mounted guages the rest where inclosed in the handle bar mounted speedo/tac housing.  

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Updated,. thanks to JacktheBagger for a ton of new info!  

Great informative read. Thanks  

Great read loved learning about the history --- I am here: http://tapatalk.com/map.php?rr0qke  

Great work Chain! Why don't you submit the info to AI or AB for publication. It would be nice to see it in print.  

Once all the info is complete I may just do that. Cafepress.com, the site that we currently have the merchandise with can also print books. I may go through them and have some printed up, but we'll see.  

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1980 Harley-Davidson Flt-80 Tour Glide

1980 Harley-Davidson Flt-80 Tour Glide January 1 1980

1980 Harley-Davidson FLT-80 Tour Glide

At Last Harley Redesigns Its Big Bike and the Results Are Hard to Fault

Harley-Davidson's new FLT-80 Tour Glide still looks like a Harley. with its 80 cu. in. V-Twin engine. 16-in. tires, low seat, and full accessories. But underneath the traditional Harley styling is an all-new motorcycle with as much original thinking behind it as any new motorcycle of 1980. Except for the engine, and even it has received numerous im provements, every part of the FLT is new. All the new pieces wrapped around the traditional Twin bring Harley's touring machine much closer to the mainstream of motorcycling. The major new pieces include a frame with none of the cast junctions used on previous Harley frames, a rubber mounted engine to reduce vibration, five-speed transmission, fully-enclosed final drive chain, larger triple disc brakes, frame mounted fairing, instrument cluster mounted on the forks, rather than on the gas tank, and a front end geometry that has the fork tubes rearward of the steering head and angled differently than the steering head through the use of offset triple clamps.

The front end is the most novel piece of the motorcycle. With a steering head angle of 25° and the fork tubes mounted behind the steering head, there would normally be very little trail and a motorcycle would be unstable. But the Harley has the fork tubes offset 4° 15’ from the steering head, yielding 5.88 in. of trail, slightly more than with the previous frame and steering. The changes make the big (725 lb. dry weight, claimed ) motorcycle steer with gentle pressure and little body English. There’s also excellent balance and stability so longtime Harley riders will be right at home despite the quick handling.

In order to retain sufficient steering lock, the new frame on the FLT places the steering head far enough forward so the forks can be turned tightly without bumping into the restyled gas tank. That’s not all that’s new with the frame. Ground clearance is 2 in. greater than on the previous FLH, which increases the allowable cornering angles up to 35° with the machine loaded. The new frame has a huge rectangular steel backbone, two downtubes, no centerpost and shocks positioned in conventional manner on the new swing arm for more rear wheel travel.

One of the most noticeable changes to the machine is in the rubber engine mounts. The power train is held by a rubber biscuit at the front of the engine and at the swing arm pivots on the frame. There are adjustable locating links at the front of the motor and at the top of the motor. In all, the system is similar to the Isolastic engine mounting used by Norton.

Changes to the motor include improved valve and valve seat materials for longer life, a new exhaust system that’s quieter than previous exhausts and allows the engine to develop more power, the addition of a spin-on oil filter, and an electronic ignition with electronically-controlled ignition advance. The spin-on oil filter mounts behind the engine where it’s easy to change and unobtrusive. The ignition, manufactured by Magnavox, uses Halleifect magnetic triggering and incorporates a microprocessor to advance the ignition a maximum of 32° at 1600 rpm.

There’s still a duplex primary chain connecting the engine to the dry multiplate clutch, but there are rumors of a new belt primary drive now being developed. Gear ratios on the five-speed transmission are closer together than the ratios of the previous four-speed and the overall ratio in fifth is slightly higher than the previous top cog for a slightly lower engine speed on the highway. Engine and transmission cases are still separate so there’s separate lubricant for each and it’s also possible to remove the entire gear train (except for fifth gear) through transmission case inspection covers. The five-speed uses a drum shifter and roller bearings on all shafts.

It may be surprising to find a chain final drive on a new touring machine, but Harley-Davidson has its reasons for keeping the chain. The most important reason, of course, is that a shaft drive would cost more to design and build. A chain is a more efficient transmitter of power, and with the H-D motor positioned in the frame as it is, there would be two right angle drives reducing the efficiency of a shaft drive even more. Instead, Harley has come up with a full enclosure for the chain. The rear sprocket is encased in a two-piece aluminum cover that includes an oil level plug and oil filler cap. Connecting the aluminum cover and the transmission are rubber housings that protect the chain, keep the oil bath enclosed, and flex with the swing arm. Harley-Davidson claims a 16.000 to 20,000 mile chain life with the enclosure.

Stopping this new Harley should be less of an adventure than on previous big Harleys. There are double 10 in. discs in front and a single 12 in. disc at the rear that uses a double piston caliper. Total brake swept area is 352 sq. in., more than on any other big bike CW has tested recently. Harley-Davidson was the first motorcycle manufacturer to use metallic pads on the disc brakes for good wet weather braking performance. The hard pads meant more lever effort was needed, but the larger brake area of the new FLT reduces brake effort to normal levels, gives excellent brake power and should have the same wet weather braking ability Harleys have had for the past couple of years.

What gives the big H-D touring machines their distinctive appearance is the accessories, as much as anything else, and the FLT sports a whole bunch of new fiberglass and ancillary items. The fairing is a frame mount design with dual round headlamps. There are locking covers over storage compartments on the fairing and room for gauges and a radio-speaker accessory package that fits at the base of the windshield. Saddlebags have the same profile as previous King of the Road accessories. but they’re detachable and shaped differently so they can clear the rear-mounted battery that was moved from behind the engine. Volume of the bags is claimed at l cu. ft. each. The King Tour Pak rear box now hinges from the side so it can be opened w ith a passenger seated aboard the bike.

Even though there’s no center post for Harley’s traditional seat spring, there’s still a sprung double seat available. The standard seat mounts directly to the frame for a lower seat height. The new 5 gal. gas tank is made in one piece and doesn't have the speedometer mounted in the middle any more. Now' the gauges are mounted in an instrument cluster in front of the handlebars. Included are a speedometer, tachometer. voltmeter and idiot lights. The ignition switch mounted at the steering head includes an integral fork lock.

floorboards, accompanied by a huge brake pedal and heel-and-toe shifter remain. but the floorboards are no longer spring-mounted to reduce vibration, as the rubber mounted engine takes care of that task. The heel-and-toe shifter now is made in two pieces so the heel and toe sections can be adjusted separately to suit the rider.

At a press introduction in Ruidoso, New Mexico, an FLT was available for brief rides, but a machine hasn’t been available yet for thorough testing. A quick spin down a serpentine mountain road confirmed Harley’s claims about the lighter and more agile handling. The FLT is a big bike, no doubt about it, but it doesn’t feel as cumbersome as many of the other touring machines. The most immediately apparent change is in the new transmission that completely eliminates the labored clunk that used to accompany H-D shifting. The five-speed is a delightful addition to the motorcycle, as unnecessary as it would seem.

At idle the big 80 cu. in. V-Twin shakes the motorcycle as much as it did the FLH, but as soon as the bike begins to move the shaking is audible, but in no other way perceptible. The FLT honestly doesn’t vibrate. Amazing.

Harley-Davidson isn’t dropping the traditional FLH model touring machine with the introduction of the FLT. It remains, as the FLH-1200 and 80 Electra Glide and FLH-80 Classic along with the Sportster, Super Glide, Fat Bob, Roadster and Low Rider. The FLT should be available in dealers’ showrooms by this time at a list price of $6013.

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