Riding Vintage

1952–1969 Harley-Davidson K Model & Sportster Models | KH, XLH, XLCH Production Reference | Riding Vintage

2026-04-19T09:21:00.018-04:00

1952–1969 Harley-Davidson K Model & Sportster Models | KH, XLH & XLCH

This Harley-Davidson K Model & Sportster Era Model Reference documents Harley-Davidson middleweight twins built from 1952 through 1969, covering the flathead K, KH, and KHK models that led directly into the overhead-valve XL Sportster family. The early Sportster remains one of Harley-Davidson’s longest-running and most influential motorcycle platforms. For restorers, collectors, and anyone using the Harley VIN Decoder, this page is designed as a year-by-year reference that keeps the model data easy to scan while also showing where each year fits within the broader Harley-Davidson lineup.

The K Model line begins in 1952 with Harley-Davidson’s new unit-construction 45 cubic inch middleweight twin, grows into the 55 cubic inch KH family, and then transitions in 1957 into the first XL Sportster models. By the 1960s, the Sportster settles into the familiar XLH and XLCH pattern that defines much of the early Ironhead period. By the late 1960s, Sportsters were sold alongside Generator Shovelhead big twins. Because stamped engine numbers identify the year and model family but not every final motorcycle configuration, this page works best alongside the broader Model Reference 1903–1969 and the year-linked big-twin era pages.

Use the quick year links below to jump directly to a production year, review the K Model or Sportster listings for that year, then use the related era links to compare those motorcycles against the rest of the annual Harley-Davidson lineup. This page is focused on preserving the model-year reference data while giving first-time visitors a clear path to the VIN decoder, related era pages, and the larger identification system across Riding Vintage.

Quick Navigation

Years:
1952 | 1953 | 1954 | 1955 | 1956 | 1957 | 1958 | 1959 | 1960 | 1961 | 1962 | 1963 | 1964 | 1965 | 1966 | 1967 | 1968 | 1969

Resources:
Harley VIN Decoder | Model Reference 1903–1969

Understanding Model Listings

This page is organized by production year. Each section lists the street models for that year, then separates racing models when applicable, followed by brief model and VIN notes to help place the year in context. “Other Harley Models” links jump to the matching year on the relevant big-twin era page so you can compare the K Model or Sportster line with the rest of the Harley-Davidson lineup for the same production year.

Example: XLH 55 OHV V-Twin

XLH = model designation
55 = 55 cubic inch engine
OHV = overhead valve
V-Twin = two-cylinder V engine

Era Overview

The K Model / Sportster era begins in 1952 with the introduction of the 45 cubic inch Model K, Harley-Davidson’s new unit-construction middleweight twin. That platform evolves into the 55 cubic inch KH family, then transitions in 1957 into the overhead-valve XL Sportster line. This page keeps the focus on those middleweight models year by year while also linking outward to the Panhead and Generator Shovelhead reference pages when other Harley-Davidson models from the same production year need to be compared.

VIN Information

K Model and Sportster-era engine numbers identify the year and engine family, but not every final motorcycle configuration. The stamped number is best used to identify the engine and model family, then paired with the year-specific model sections below for broader restoration and identification work. For full engine number decoding, use the Harley VIN Decoder. To place those decoded numbers inside the full Harley-Davidson production timeline, use the Model Reference 1903–1969.

1952 Harley-Davidson K Models

Platform: First-Year K Model

K Model / Middleweight Models

K 45 Flathead V-Twin

Racing Models

KR
KRTT

Model / VIN Notes

1952 is the first year of the Harley-Davidson K Model and the beginning of the unit-construction middleweight platform that eventually leads to the Sportster.
The K uses a 45 cubic inch flathead V-twin and establishes the chassis and engine layout that Harley-Davidson develops further through the KH and XL years.

Other Models: View the full 1952 Harley-Davidson lineup.

1953 Harley-Davidson K Models

Platform: K Model

K Model / Middleweight Models

K 45 Flathead V-Twin

Racing Models

KK
KR
KRTT

Model / VIN Notes

1953 continues the 45 cubic inch K Model platform while expanding the competition-oriented side of the family.
The appearance of KK, KR, and KRTT models shows Harley-Davidson actively developing the K line for performance and racing use.

Other Models: View the full 1953 Harley-Davidson lineup.

1954 Harley-Davidson KH Models

Platform: KH

K Model / Middleweight Models

KH 55 Flathead V-Twin

Racing Models

KHRM
KR
KRTT

Model / VIN Notes

1954 is the key displacement jump year for Harley-Davidson’s middleweight line, moving from the earlier 45 cubic inch K to the 55 cubic inch KH.
The KH is the direct mechanical bridge between the early flathead K platform and the later Sportster family.

Other Harley Models: View the full 1954 Harley-Davidson lineup.

1955 Harley-Davidson KH / KHK Models

Platform: KH

K Model / Middleweight Models

KH 55 Flathead V-Twin
KHK 55 Flathead V-Twin

Racing Models

KHRM
KHRTT
KR
KRTT

Model / VIN Notes

1955 expands the KH family and shows Harley-Davidson continuing to refine the 55 cubic inch flathead platform immediately before the Sportster transition.
The year is especially useful for understanding how the K-family broadens into both street and competition forms.

Other Models: View the full 1955 Harley-Davidson lineup.

1956 Harley-Davidson KH / KHK Models

Platform: Final KH Year

K Model / Middleweight Models

KH 55 Flathead V-Twin
KHK 55 Flathead V-Twin

Racing Models

KHRTT
KR
KRTT

Model / VIN Notes

1956 is the final full year of Harley-Davidson’s KH flathead middleweight platform before the arrival of the overhead-valve Sportster.
This makes 1956 an important reference point for identifying the last pre-Sportster 55 cubic inch K-family motorcycles.

Other Models: View the full 1956 Harley-Davidson lineup.

1957 Harley-Davidson XL Sportster Models

Platform: First-Year Sportster

Sportster Models

XL 55 OHV V-Twin
XLH 55 OHV V-Twin
XLC 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1957 is the first year of the Harley-Davidson Sportster and the year the middleweight line changes from flathead K-family models to overhead-valve XL models.
The first-year Sportster lineup is already broad, including XL, XLH, XLC, and XLCH variations.

Other Models: View the full 1957 Harley-Davidson lineup.

1958 Harley-Davidson XL Sportster Models

Platform: Early Sportster

Sportster Models

XL 55 OHV V-Twin
XLH 55 OHV V-Twin
XLC 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1958 carries forward the first-generation Sportster structure introduced in 1957.
The broad early XL lineup remains intact, making 1958 a strong reference year for early Sportster identification.

Other Models: View the full 1958 Harley-Davidson lineup.

1959 Harley-Davidson XL Sportster Models

Platform: Early Sportster

Sportster Models

XL 55 OHV V-Twin
XLH 55 OHV V-Twin
XLC 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1959 is a meaningful transition year within the early Sportster family.
Source notes identify it as the last year of models S and ST and also the last year of XL in standard Sportster form.

Other Models: View the full 1959 Harley-Davidson lineup.

1960 Harley-Davidson XLH / XLCH Sportster Models

Platform: Mature Early Ironhead

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1960 simplifies the Sportster lineup to the two core models that define much of the early 1960s: XLH and XLCH.
This is a useful year for understanding the split between the road-oriented XLH and the higher-performance XLCH.

Other Models: View the full 1960 Harley-Davidson lineup.

1961 Harley-Davidson XLH / XLCH Sportster Models

Platform: Mature Early Ironhead

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1961 continues the stable XLH / XLCH structure established in 1960.
The year helps define the mature early-Ironhead Sportster pattern before the later 1960s continue that formula.

Other Harley Models: View the full 1961 Harley-Davidson lineup.

1962 Harley-Davidson XLH / XLCH Sportster Models

Platform: Mature Early Ironhead

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1962 remains part of the mature early-Ironhead period with XLH and XLCH as the core Sportster models.
For restorers and VIN research, it is another strong reference year in a stable section of the model line.

Other Models: View the full 1962 Harley-Davidson lineup.

1963 Harley-Davidson XLH / XLCH Sportster Models

Platform: Mature Early Ironhead

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1963 continues the same fundamental Sportster structure seen in the immediately preceding years.
This makes it useful for understanding continuity in the early-Ironhead XLH / XLCH period.

Other Models: View the full 1963 Harley-Davidson lineup.

1964 Harley-Davidson XLH / XLCH Sportster Models

Platform: Mature Early Ironhead

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1964 continues Harley-Davidson’s proven 55 cubic inch XLH / XLCH Sportster lineup.
By this point the Sportster family is firmly established as Harley-Davidson’s core overhead-valve middleweight platform.

Other Models: View the full 1964 Harley-Davidson lineup.

1965 Harley-Davidson XLH / XLCH Sportster Models

Platform: Final Panhead-Overlap Year

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1965 keeps the Sportster lineup centered on XLH and XLCH while the big-twin side of Harley-Davidson moves into the first Electra-Glide year.
This makes 1965 an important overlap point between the established Sportster line and the final Panhead big-twin developments.

Other Models: View the full 1965 Harley-Davidson lineup.

1966 Harley-Davidson XLH / XLCH Sportster Models

Platform: Sportster During First-Year Shovelhead

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Racing Models

XLRTT

Model / VIN Notes

1966 continues the XLH / XLCH Sportster line while Harley-Davidson introduces the first Shovelhead engine on the big-twin side.
This year closes the Panhead overlap and begins the Sportster’s coexistence with the Generator Shovelhead era.

Other Models: View the full 1966 Harley-Davidson lineup.

1967 Harley-Davidson XLH / XLCH Sportster Models

Platform: Sportster During Generator Shovelhead Era

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Model / VIN Notes

1967 continues Harley-Davidson’s established XLH / XLCH Sportster structure.
This is an important year for collectors looking for early pre-1970 Ironhead Sportsters alongside second-year Shovelhead big twins.

Other Models: View the full 1967 Harley-Davidson lineup.

1968 Harley-Davidson XLH / XLCH Sportster Models

Platform: Sportster During Cone Shovelhead Transition

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Model / VIN Notes

1968 keeps the Sportster line focused on XLH and XLCH while Harley-Davidson’s big twins move into the cone Shovelhead years.
This makes 1968 a useful reference point for owners comparing middleweight and big-twin changes happening at the same time.

Other Models: View the full 1968 Harley-Davidson lineup.

1969 Harley-Davidson XLH / XLCH Sportster Models

Platform: Final Year of the Current VIN Decoder Range

Sportster Models

XLH 55 OHV V-Twin
XLCH 55 OHV V-Twin

Model / VIN Notes

1969 closes out this K Model / Sportster reference and is the final year within the current 1903–1969 Harley VIN Decoder scope.
That makes 1969 a natural endpoint for the pre-1970 K Model and Sportster identification period.

Other Models: View the full 1969 Harley-Davidson lineup.

To continue identification and restoration research, use the Harley VIN Decoder for stamped engine numbers, the Model Reference 1903–1969 for cross-era context, the Panhead era reference for 1948–1965 big twins, and the Generator Shovelhead era reference for 1966–1969 comparisons.

Model Lifecycle Summary

K Model / KH Family

K appears 1952–1953
KK appears in 1953
KH appears 1954–1956
KHK appears 1955–1956

Sportster Family

XL appears 1957–1959
XLH appears 1957–1969
XLC appears 1957–1959
XLCH appears 1957–1969

Competition Models

KR / KRTT continue through the K-family years and still appear in the uploaded year sheets into the mid-1960s
KHRM appears in 1954–1955
KHRTT appears in 1955–1956
XLRTT appears in the early Sportster years covered here

Era Transition Summary

1952 introduces the first K Model
1954 introduces the 55 cubic inch KH
1957 introduces the first XL Sportster
1960 begins the simpler XLH / XLCH-focused model structure
1966 begins the Sportster’s overlap with the Generator Shovelhead years
1969 closes the current 1903–1969 VIN-decoder range

1966–1969 Harley-Davidson Generator Shovelhead Models | FL, FLH & VIN Reference | Riding Vintage

2026-04-12T19:17:10.451-04:00

1966–1969 Harley-Davidson Generator Shovelhead Models | FL & FLH Reference

This Generator Shovelhead Harley-Davidson Model Reference covers Harley-Davidson motorcycles built from 1966 through 1969, including the first Shovelhead big twins, FL and FLH models, police FLH variants, and the final years of Harley-Davidson’s engine-stamped VIN era. It is built as a year-by-year lookup page for restorers, collectors, traditional chopper builders, and readers using the Harley VIN Decoder or the broader Model Reference 1903–1969.

The Generator Shovelhead era begins in 1966 with the introduction of the Shovelhead top end, replacing the Panhead design while retaining the generator-based electrical system and much of the earlier big-twin architecture. Because stamped engine numbers identify the year and engine family but not every final motorcycle configuration, this page works best alongside the 1948–1965 Panhead era reference and the K Model & Sportster era reference.

Use the navigation below to jump directly to a production year, move between the Riding Vintage era pages, or open the VIN and model-reference resources that support Harley-Davidson identification work across the site.

Quick Navigation

Years:
1966 | 1967 | 1968 | 1969

Resources:
Harley VIN Decoder | Model Reference 1903–1969

Understanding Model Listings

This page is organized by production year. Each year section lists the Generator Shovelhead / OHV models for that year, the other Harley-Davidson models or support equipment that appeared alongside them, brief model and VIN notes, and available production figures. From 1966 through 1969, each year also links to the matching K Model / Sportster era page so the Shovelhead big-twin lineup can be compared directly against Harley-Davidson’s middleweight models for the same year.

Example: FLH 74 OHV Twin, High Compression

FLH = model designation
74 = 74 cubic inch engine
OHV = overhead valve
Twin = two-cylinder engine

As with earlier Harley-Davidson eras, sales-model descriptions and police designations do not always appear in a simple one-to-one form in the stamped engine number. That is why the listings below work best when paired with the Harley VIN Decoder and the year-specific notes in each section.

Era Overview

The Generator Shovelhead era begins in 1966 with the introduction of the Shovelhead top end, replacing the Panhead design while retaining the existing generator-based electrical system and much of the earlier big-twin architecture. These years still use the engine-stamped VIN system that defines the earlier Harley-Davidson reference pages. For the preceding OHV platform, see the 1948–1965 Panhead era. In 1970 Harley-Davidson moved into the alternator Shovelhead period and a more complex identification era, so 1966–1969 serves as the clean closing chapter of the pre-1970 engine-VIN system.

VIN Information

Generator Shovelhead-era engine numbers follow the same year-first format used throughout the earlier Harley-Davidson VIN system. The stamped number identifies the production year and engine family, but not every final motorcycle configuration. As with Panhead and Knucklehead models, police and equipment distinctions are not always fully represented in the stamped VIN, so the VIN should be used as a starting point rather than a complete model description. For complete engine number decoding, use the Harley-Davidson VIN decoder and serial number guide. To place decoded motorcycles within the full range of production, use the Harley-Davidson Model Reference 1903–1969.

1966 Harley-Davidson Models

Quick Links: K Model / Sportster Models

Platform: First-Year Generator Shovelhead

Generator Shovelhead / OHV Models

FL 74 OHV Twin
FLH 74 OHV Twin, High Compression
FLH Police (FLHP)

Other Models

GE Servi-Car
LE Sport Sidecar
LEC Sidecar Chassis

Model / VIN Notes

1966 is the first year of the Shovelhead engine, replacing the Panhead top end while carrying forward the familiar FL / FLH structure.
FLH remains the higher-compression big-twin designation, and police FLH variants are also part of the model picture even when police trim is not fully reflected in the stamped engine number.
For the final OHV models immediately preceding the first Shovelheads, see the 1965 Panhead reference.
Additional Shovelhead model families such as the FX series do not appear until the early 1970s.
For the same-year middleweight lineup, use the 1966 K Model / Sportster reference.

Production Numbers

FL / FLH — 5,922

1967 Harley-Davidson Models

Quick Links: K Model / Sportster Models

Platform: Generator Shovelhead

Generator Shovelhead / OHV Models

FL 74 OHV Twin
FLH 74 OHV Twin, High Compression
FLH Police (FLHP)

Other Models

GE Servi-Car
LE Sport Sidecar
LEC Sidecar Chassis

Model / VIN Notes

1967 continues the first-generation Generator Shovelhead platform with FL and FLH as the core big-twin designations.
Police FLH variants remain part of the broader sales-model picture even though police trim is not a simple one-to-one VIN reading.
The underlying VIN structure remains consistent with the earlier engine-stamped Harley-Davidson system.
For the same-year Sportster lineup, see the 1967 K Model / Sportster reference.

Production Numbers

FL / FLH — 6,276

1968 Harley-Davidson Models

Quick Links: K Model / Sportster Models

Platform: Generator Shovelhead

Generator Shovelhead / OHV Models

FL 74 OHV Twin
FLH 74 OHV Twin, High Compression
FLH Police (FLHP)

Other Models

GE Servi-Car
LE Sport Sidecar
LEC Sidecar Chassis

Model / VIN Notes

1968 represents a continuation of the generator-based Shovelhead platform with FL and FLH still anchoring the big-twin lineup.
Police FLH versions continue as a valid model variant, while sidecar and utility support equipment remain listed alongside the motorcycles.
VIN structure remains unchanged from the earlier year-first engine-number system.
For the overlapping Sportster lineup, use the 1968 K Model / Sportster reference.

Production Numbers

FL / FLH — 6,874

1969 Harley-Davidson Models

Quick Links: K Model / Sportster Models

Platform: Final Generator Shovelhead Year

Generator Shovelhead / OHV Models

FL 74 OHV Twin
FLH 74 OHV Twin, High Compression
FLH Police (FLHP)

Other Models

GE Servi-Car
LE Sport Sidecar
LEC Sidecar Chassis

Model / VIN Notes

1969 is the final year of the generator-based Shovelhead platform.
This is also the last clean year of the engine-only VIN system before Harley-Davidson moves into a more complex identification period beginning in 1970.
FL and FLH remain the primary big-twin model designations, with police FLH variants still part of the broader factory model picture.
For the final same-year Sportster overlap in the current VIN-decoder range, see the 1969 K Model / Sportster reference.

Production Numbers

FL / FLH — 7,111

To continue identification and restoration research, use the Harley VIN Decoder for stamped engine numbers, the Model Reference 1903–1969 for full production context across the entire engine-stamped VIN era, the Panhead era reference for the immediately preceding big-twin platform, and the K Model / Sportster era reference for the overlapping middleweight models.

Model Lifecycle Summary

Generator Shovelhead Big Twin Family

FL appears throughout 1966–1969
FLH appears throughout 1966–1969
Police FLH variants are part of the broader FLH model picture during this period

Support / Sidecar / Utility Models Appearing Alongside Generator Shovelheads

GE Servi-Car continues through this period
LE sidecar appears throughout the period
LEC chassis appears throughout the period

1948–1965 Harley-Davidson Panhead Models & Production Numbers | Riding Vintage

2026-04-08T22:02:00.030-04:00

1948–1965 Harley-Davidson Panhead Models | FL, Hydra-Glide & Duo-Glide Reference

This Panhead Harley-Davidson Model & Production Reference documents Harley-Davidson motorcycles built from 1948 through 1965, covering the full Panhead OHV big-twin period from the first spring-fork Panheads through Hydra-Glide, Duo-Glide, and the first Electra-Glide year. The Panhead remains one of the most desirable Harley-Davidson engines for collectors, restorers, and traditional chopper builders. For anyone using the Harley VIN Decoder, this page is designed as a year-by-year Panhead reference that keeps the model listings and production numbers easy to scan while also connecting each year to paint details, related model families, and the broader Harley-Davidson lineup.

The Panhead era begins in 1948 with the first overhead-valve Panhead replacing the Knucklehead as Harley-Davidson’s flagship OHV big twin. Across the years covered here, the platform evolves through major chassis and equipment changes, including the move to Hydra-Glide front ends, the arrival of Duo-Glide rear suspension, and the electric-start Electra-Glide transition in 1965. Because stamped engine numbers identify the year and engine family but not every final motorcycle configuration, this page works best alongside the Model Reference 1903–1969, the Paint & Emblems 1936–1965 reference, and the related era pages across Riding Vintage.

Use the quick year links below to jump directly to a production year, review the Panhead model listings and production numbers for that year, then compare those motorcycles to the matching K Model / Sportster year when applicable. Year-specific paint links and companion-era links are included throughout so this page functions as both a first-stop overview and a working restoration reference for the full 1948–1965 Panhead period.

Quick Navigation

Years:
1948 | 1949 | 1950 | 1951 | 1952 | 1953 | 1954 | 1955 | 1956 | 1957 | 1958 | 1959 | 1960 | 1961 | 1962 | 1963 | 1964 | 1965

Resources:
Harley VIN Decoder | Model Reference 1903–1969 | Paint & Emblems 1936–1965

Understanding Model Listings

This page is organized by production year. Each year section lists the Panhead / OHV models for that year, the other Harley-Davidson models that appeared alongside them, model and VIN notes, and available production figures. Quick Links point to the matching Paint & Emblems 1936–1965 anchor, and from 1952 forward each year also links to the matching K Model / Sportster era page so the big-twin Panhead lineup can be compared directly against Harley-Davidson’s middleweight models for the same year.

Example: FLHF 74 OHV Twin, Super Sport Solo with Foot Shift

FLHF = model designation
74 = 74 cubic inch engine
OHV = overhead valve
Twin = two-cylinder engine

Configuration letters and sales descriptions help identify how a motorcycle was equipped, but they do not always map one-to-one to what is stamped in the engine number. That is why the model listings below work best when paired with the Harley VIN Decoder and the year-specific notes in each section.

Era Overview

The Panhead era begins in 1948 and spans several major Harley-Davidson platform changes, including the spring-fork first year, Hydra-Glide, Duo-Glide, and the 1965 Electra-Glide transition. For the final OHV models that immediately precede the Panhead years, continue to the 1936–1947 Knucklehead era. This page serves as a year-by-year Panhead model and production reference, organized around the Panhead / OHV models themselves while also documenting the other Harley-Davidson motorcycles, sidecars, utility models, and support equipment that appeared alongside them in the annual model sheets. Continue to the 1966–1969 Generator Shovelhead page for the next evolution of Harley-Davidson big twins.

VIN Information

Panhead-era engine numbers identify the year and engine family, but not every final motorcycle configuration. The stamped number is best used to identify the engine, then paired with the year-specific model, paint, and related-era references for broader restoration and identification work. For complete engine number decoding, use the Harley-Davidson VIN decoder and serial number guide. To place decoded motorcycles within the full range of production, use the Model Reference 1903–1969.

1948 Harley-Davidson Models

Quick Links: Paint Options

Platform: Spring Fork (Pre-Hydra-Glide)

Panhead / OHV Models

EL 61 OHV Twin, Special Sport Solo
E 61 OHV Twin, Medium Compression
ES 61 OHV Twin, Sidecar Gearing (Med. Comp.)
FL 74 OHV Twin, Special Sport Solo
F 74 OHV Twin, Medium Compression
FS 74 OHV Twin, Sidecar Gearing (Med. Comp.)

Other Models

WL 45 Twin
UL 74 Twin, High Compression Solo
U 74 Twin, Medium Compression
US 74 Twin, Medium Compression, Sidecar Gearing
G Servi-Car, with Reverse Gear and Tow Bar
GA Servi-Car, with Reverse Gear less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1948 is the first Panhead year and still uses the earlier spring fork front end rather than the later Hydra-Glide setup.
The ES and FS listings identify sidecar gearing, but that sidecar suffix is not part of the stamped engine number itself.
This first-year lineup still overlaps with several non-Panhead models, including WL, U-series big twins, Servi-Cars, sidecars, and package truck components.
For the final OHV models that immediately precede the first Panheads, see the 1947 Knucklehead reference.

Production Numbers

EL — 4,321
ES — 198
FL — 8,071
FS — 334

1949 Harley-Davidson Models

Quick Links: Paint Options

Platform: Hydra-Glide

Panhead / OHV Models

EL 61 OHV Twin, Sport Solo
E 61 OHV Twin, Medium Compression
ES 61 OHV Twin, Sidecar Gearing (Med. Comp.)
FL 74 OHV Twin, Sport Solo
F 74 OHV Twin, Medium Compression
FS 74 OHV Twin, Sidecar Gearing (Med. Comp.)

Other Models

WL 45 Twin
G Servi-Car, with Reverse Gear and Tow Bar
GA Servi-Car, with Reverse Gear, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1949 is the first Hydra-Glide year, but spring fork versions were still available in certain special-use or commercial applications.
Special-order variants appear in the source material for this year, including ELP and FLP, reflecting spring-fork versions that complicate simple year-to-fork assumptions.
As in 1948, ES and FS indicate sidecar gearing rather than a distinct VIN-stamped engine designation.

Production Numbers

EL — 3,419
ELP — 99
ES — 177
FL — 8,014
FLP — 486
FS — 490

1950 Harley-Davidson Models

Quick Links: Paint Options

Platform: Hydra-Glide

Panhead / OHV Models

EL 61 OHV Twin, Sport Solo
E 61 OHV Twin, Medium Compression
ES 61 OHV Twin, Sidecar Gearing (Med. Comp.)
FL 74 OHV Twin, Sport Solo
F 74 OHV Twin, Medium Compression
FS 74 OHV Twin, Sidecar Gearing (Med. Comp.)

Other Models

WL 45 Twin
G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

The basic E / ES and F / FS naming structure continues into 1950 before later naming changes arrive.
Sidecar gearing designations remain external to the stamped engine number.
The broader lineup still includes WL, Servi-Car, sidecar, and package-truck related offerings alongside the Panheads.

Production Numbers

EL — 2,046
ES — 177
FL — 7,407
FS — 544

1951 Harley-Davidson Models

Quick Links: Paint Options

Platform: Hydra-Glide

Panhead / OHV Models

EL 61 OHV Twin, Sport Solo
ELS 61 OHV Twin, Sidecar Gearing
FL 74 OHV Twin, Sport Solo
FLS 74 OHV Twin, Sidecar Gearing

Other Models

WL 45 Twin
G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1951 changes the earlier naming pattern into combined suffix forms such as ELS and FLS.
That naming shift affects how the sales models are written, but the sidecar component of the designation still is not stamped into the VIN.
This year is a useful reminder that Harley model descriptions and engine numbers are related, but not always identical in form.

Production Numbers

EL — 1,532
ES — 76
FL — 6,560
FL — 135 [additional FL line as shown in source]

1952 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Hydra-Glide

Panhead / OHV Models

ELF 61 OHV Twin, Sport Solo—with Foot Shift
EL 61 OHV Twin, Sport Solo
ELS 61 OHV Twin, Sidecar Gearing
FLF 74 OHV Twin, Sport Solo—with Foot Shift
FL 74 OHV Twin, Sport Solo
FLS 74 OHV Twin, Sidecar Gearing

Other Models

WL 45 Twin
G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1952 introduces foot-shift variants into the Panhead naming system through the final F.
That final F is a sales/configuration suffix and is not present in the stamped engine number.
The year also preserves the sidecar-gearing variants, which continue to sit outside the VIN itself.
Compare the Panhead lineup for this year with Harley-Davidson’s first-year K Model on the 1952 K Model / Sportster reference.

Production Numbers

EL — 918
ES — 42
FL — 5,554
FLS — 186

1953 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Hydra-Glide

Panhead / OHV Models

FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift
FLEF 74 OHV Twin Foot Shift with Traffic Combination
FLE 74 OHV Twin Hand Shift with Traffic Combination

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

By 1953 the EL-series disappears from the year sheets and the OHV lineup is effectively FL-based.
Traffic Combination models become a notable part of the range and reflect police/municipal-oriented configurations.
As with the other suffix-driven variations, the traffic and foot-shift distinctions are not fully expressed in the engine VIN.
For the matching middleweight lineup, see the 1953 K Model / Sportster reference.

Production Numbers

FL — 1,986
FLF — 3,351

1954 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Hydra-Glide

Panhead / OHV Models

FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift
FLEF 74 OHV Twin Foot Shift with Traffic Combination
FLE 74 OHV Twin Hand Shift with Traffic Combination

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1954 largely carries forward the stabilized FL / FLF and FLE / FLEF structure introduced the year before.
This makes the year useful as a reference point for mature mid-Hydra-Glide Panhead naming.
For Harley-Davidson’s 55 cubic inch KH middleweights in the same year, see the 1954 K Model / Sportster reference.

Production Numbers

FL — 4,757

1955 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Hydra-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift
FLEF 74 OHV Twin Foot Shift with Traffic Combination
FLE 74 OHV Twin Hand Shift with Traffic Combination

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1955 is the key transition year for the introduction of FLH and FLHF high-compression “Super Sport” Panheads.
That change adds another layer to Panhead naming, but the configuration suffixes still should not be treated as direct VIN equivalents.
To compare the big-twin Panheads with the KH and KHK middleweight family, see the 1955 K Model / Sportster reference.

Production Numbers

FL — 5,142

1956 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Hydra-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift
FLEF 74 OHV Twin Foot Shift with Traffic Combination
FLE 74 OHV Twin Hand Shift with Traffic Combination

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

By 1956 the FLH is firmly established as a core high-compression Panhead designation.
The traffic and foot-shift versions continue alongside the regular hand-shift and foot-shift models.
The final KH and KHK middleweight year can be compared on the 1956 K Model / Sportster reference.

Production Numbers

FL / FLH — 5,806

1957 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Hydra-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1957 marks a simplified late-Hydra-Glide Panhead lineup relative to the earlier traffic-model years.
The focus narrows to the core FL / FLF and FLH / FLHF structure.
This is also the first Sportster year, so compare the big-twin lineup against the new XL family on the 1957 K Model / Sportster reference.

Production Numbers

FL / FLH — 5,616

1958 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Duo-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins

Model / VIN Notes

1958 begins the Duo-Glide years, adding rear suspension to the big-twin Panhead platform.
The core FL / FLH distinction remains intact even as the chassis evolves.
For the matching Sportster lineup in the first full Duo-Glide year, see the 1958 K Model / Sportster reference.

Production Numbers

FL / FLH — 6,038

1959 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Duo-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
LEC Sidecar Chassis, with Wheel and Fender

Model / VIN Notes

1959 adds LEC to the model sheets, expanding the sidecar/chassis-related support hardware listed alongside motorcycles.
This is another good example of Harley offering related equipment whose full designation is not mirrored in engine VIN stamping.
To compare the Panhead lineup against the same-year XL models, use the 1959 K Model / Sportster reference.

Production Numbers

FL / FLH — 5,767

1960 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Duo-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
LEC Sidecar Chassis, with Wheel and Fender

Model / VIN Notes

1960 carries forward the same basic Panhead and support-model structure seen in 1959.
These years are especially useful for comparing motorcycle models against the utility and sidecar-related listings that remained in the catalog.
The matching XLH / XLCH middleweight lineup can be compared on the 1960 K Model / Sportster reference.

Production Numbers

FL / FLH — 5,967

1961 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Duo-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
LEC Sidecar Chassis, with Wheel and Fender

Model / VIN Notes

The Panhead lineup remains structurally steady in 1961.
Differences between motorcycle and support-equipment listings continue to matter when interpreting what a VIN can and cannot confirm.
For the same-year Sportster lineup, see the 1961 K Model / Sportster reference.

Production Numbers

FL / FLH — 4,927

1962 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Duo-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
LEC Sidecar Chassis, with Wheel and Fender

Model / VIN Notes

1962 continues the mature Duo-Glide Panhead pattern with no major naming reset.
The FL, FLF, FLH, and FLHF distinctions remain the most important internal divisions of the Panhead big-twin lineup.
For the matching Sportster year, see the 1962 K Model / Sportster reference.

Production Numbers

FL / FLH — 5,184

1963 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Duo-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift

Other Models

G Servi-Car, with Reverse and Tow Bar
GA Servi-Car, with Reverse, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
LEC Sidecar Chassis, with Wheel and Fender

Model / VIN Notes

1963 still reflects the established late-Panhead pattern rather than a major new model break.
This makes year-specific supporting details especially important when trying to pin down a correct restoration.
For the corresponding middleweight lineup, use the 1963 K Model / Sportster reference.

Production Numbers

FL / FLH — 4,246

1964 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Duo-Glide

Panhead / OHV Models

FLHF 74 OHV Twin, Super Sport Solo with Foot Shift
FLH 74 OHV Twin, Super Sport Solo with Hand Shift
FLF 74 OHV Twin, Sport Solo with Foot Shift
FL 74 OHV Twin, Sport Solo with Hand Shift

Other Models

GE Servi-Car, with Electric Start (less Tow Bar)
LE Sport Sidecar for 61 and 74 Twins
LEC Sidecar Chassis, with Wheel and Fender

Model / VIN Notes

1964 stands out because GE replaces the earlier G / GA Servi-Car listings in the year sheet.
That makes it a transition point for the utility side of the Harley lineup even while the main Panhead motorcycle structure remains familiar.
For the same-year XLH / XLCH models, see the 1964 K Model / Sportster reference.

Production Numbers

FL / FLH — 5,500

1965 Harley-Davidson Models

Quick Links: Paint Options | K Model / Sportster Models

Platform: Electra-Glide

Panhead / OHV Models

FLHB
FLHFB
FLB
FLFB

1965 Model Decoding

FLHB = 74 OHV Twin, high compression, electric start, hand shift
FLHFB = 74 OHV Twin, high compression, electric start, foot shift
FLB = 74 OHV Twin, standard compression, electric start, hand shift
FLFB = 74 OHV Twin, standard compression, electric start, foot shift

Model / VIN Notes

1965 is the first Electra-Glide year and the first year electric start appears in the big-twin Panhead family.
Even here, configuration letters still should not be treated as a simple one-to-one VIN decoding shortcut.
For the matching final Panhead-overlap Sportster year, see the 1965 K Model / Sportster reference.

Production Numbers

FL / FLH — 6,930

To continue identification and restoration research, use the Harley VIN Decoder for stamped engine numbers, Paint & Emblems 1936–1965 for year-specific finish details, and the K Model / Sportster era reference for the middleweight Harley-Davidson lineup that overlaps these Panhead years.

Model Lifecycle Summary

61 OHV Panhead Family

EL appears 1948–1952
E appears 1948–1950
ES appears 1948–1950
ELS appears 1951–1952
ELF appears 1952
ELP appears in 1949 production figures and source notes

74 OHV Panhead Family Before FLH

FL appears throughout the entire Panhead era
F appears 1948–1950
FS appears 1948–1950
FLS appears 1951–1952
FLF appears from 1952 forward
FLE / FLEF traffic models appear 1953–1956
FLP appears in 1949 production figures and source notes

High-Compression / Super Sport Family

FLH / FLHF introduced mid-year 1955
FLH continues through 1965
FLHF continues through 1965
1965 electric-start equivalents are FLHB / FLHFB

Support / Sidecar / Utility Models Appearing Alongside the Panheads

WL appears through 1952 in the uploaded sheets
UL / U / US appear in 1948
G / GA Servi-Car models appear through 1963
GE Servi-Car appears in 1964
LE sidecar appears throughout the period covered here
LEC appears from 1959 onward
M / MC package truck listings appear through 1957 in the uploaded sheets

1930–1936 Harley-Davidson V-Series Models & Production Numbers | VL, VLD, 45 Twin | Riding Vintage

2026-04-08T21:59:22.403-04:00

1930–1936 Harley-Davidson V-Series Models | VL, VLD & Flathead Twins

This V-Series Harley-Davidson Model & Production Reference documents Harley-Davidson motorcycles built from 1930 through 1936, covering the flathead Big Twin V-Series models, the D-series and R-series 45 cubic inch twins, early Servi-Car models, single-cylinder machines, and the critical 1936 transition into the first OHV Knucklehead year. For restorers, collectors, and anyone using the Harley VIN Decoder, this page is designed as a year-by-year reference that keeps the model listings easy to scan while preserving the details that make the early 1930s one of Harley-Davidson’s most complicated identification periods.

The V-Series era begins in 1930 as Harley-Davidson moves away from the earlier JD period and into a new generation of flathead Big Twins. Across the years covered here, the lineup evolves through VL, VLD, VD, VFD, and related variants; the 45 twin family shifts from D-series models into the R-series; the G-series Servi-Car appears; and 1936 becomes the overlap year where final flathead V-Series models are sold alongside the first E, EL, and ES OHV Knuckleheads. Because stamped engine numbers identify the year and model family but not every final sales configuration, this page works best alongside the Model Reference 1903–1969, the Paint & Emblems 1936–1965 reference, and the related era pages across Riding Vintage.

Use the quick year links below to jump directly to a production year, review the V-Series model listings and companion models for that year, then compare those motorcycles to the surrounding Harley-Davidson eras. Year-specific paint links are included where the paint reference applies, and transition links point toward the earlier 1903–1929 reference and the following Knucklehead era so this page functions as both a first-stop overview and a working restoration reference for the 1930–1936 V-Series period.

Quick Navigation

Years:
1930 | 1931 | 1932 | 1933 | 1934 | 1935 | 1936

Resources:
Harley VIN Decoder | Model Reference 1903–1969 | Paint & Emblems 1936–1965

Understanding Model Listings

This page is organized by production year. Each year section lists the primary V-Series models for that year, the other Harley-Davidson models that appeared alongside them, model and VIN notes, racing or competition variants where applicable, feature notes, and paint information where available. In these years, Harley-Davidson model names often combine engine family, compression level, performance trim, sidecar gearing, magneto equipment, or commercial use, so the listings need to be read as model-reference data rather than simple modern VIN codes.

Example: VLD 74 Twin — High Compression, Performance Variant

VLD = model designation
74 = 74 cubic inch engine
Twin = two-cylinder engine
High Compression / Performance Variant = period model description, not always a separate final motorcycle configuration stamped in full on the engine number

Configuration letters and sales descriptions help identify how a motorcycle was listed, but they do not always map one-to-one to what is stamped in the engine number. Sidecar, commercial, racing, and equipment suffixes should be interpreted carefully. That is why the model listings below work best when paired with the Harley VIN Decoder and the year-specific notes in each section.

Era Overview

The V-Series era covers Harley-Davidson’s 1930–1935 flathead Big Twin period and the 1936 transition year, when the last major V-Series machines overlapped with the first OHV Knucklehead models. For the earlier motorcycles that immediately precede this period, continue to the 1903–1929 Early Era reference. This page serves as a year-by-year V-Series model and production reference, organized around the flathead Big Twins while also documenting the D-series and R-series 45 twins, single-cylinder models, Servi-Cars, and support machines that appeared alongside them. Continue to the 1936–1947 Knucklehead page for the next major Harley-Davidson Big Twin era.

VIN Information

V-Series-era engine numbers use a year-first format followed by the model code and production sequence. The stamped number can identify the year and engine family, and in many cases the compression or performance family, but not every final sales configuration. Sidecar gearing, commercial equipment, magneto equipment, and special-use designations should not automatically be treated as complete VIN-stamped identifiers without supporting evidence. For complete engine number decoding, use the Harley-Davidson VIN decoder and serial number guide. To place decoded motorcycles within the full range of production, use the Model Reference 1903–1969.

1930 Harley-Davidson Models

Platform: First V-Series flathead Big Twin year

V-Series Models

V 74 Twin — Medium Compression
VS 74 Twin — Medium Compression, Sidecar Gearing
VL 74 Twin — High Compression
VLM 74 Twin — High Compression, Commercial Trim
VC 74 Twin — Low Compression
VCM 74 Twin — Low Compression, Commercial Trim
VM 74 Twin — Medium Compression, Commercial Trim
VMS 74 Twin — Medium Compression, Commercial Trim, Sidecar Gearing
VMG 74 Twin — Medium Compression, Commercial / Gear Variant

Other Models

D 45 Twin — Medium Compression
DL 45 Twin — High Compression
DLD 45 Twin — High Compression, Performance Variant
DS 45 Twin — Medium Compression, Sidecar Gearing
A — 21 cu. in Single
B — 21 cu. in Single
C — 30.5 cu. in Single

Racing / Competition Models

Hill climbers and racing machines produced as special builds

Feature / Paint Notes

Drop-center wheel rims
Forged I-beam forks used on 1930–1936 VL / RL-era machines
Olive Green
Range of six colors available at extra cost on twins

Model / VIN Notes

1930 marks the beginning of the V-Series era and the move into the flathead Big Twin model structure that would define the early 1930s.
The D-series 45 twins and single-cylinder models remained part of the broader Harley-Davidson lineup alongside the new V-Series Big Twins.
Commercial and sidecar-related suffixes should be treated as period model-listing information, not automatically as complete VIN-stamped configuration data.

1931 Harley-Davidson Models

Platform: Early V-Series flathead Big Twin

V-Series Models

V 74 Twin — Medium Compression
VS 74 Twin — Medium Compression, Sidecar Gearing
VL 74 Twin — High Compression
VLC 74 Twin — Low Compression Variant
VCS 74 Twin — Low Compression, Sidecar Gearing
VMG 74 Twin — Medium Compression, Commercial / Gear Variant
VMS 74 Twin — Medium Compression, Commercial Trim, Sidecar

Other Models

D 45 Twin — Medium Compression
DL 45 Twin — High Compression
DLD 45 Twin — High Compression, Performance Variant
DC 45 Twin — Low Compression
DS 45 Twin — Medium Compression, Sidecar Gearing
B — 21 cu. in Single
C — 30.5 cu. in Single

Racing / Competition Models

Racing and hill-climber models continued as special builds

Feature / Paint Notes

“Sunburst” horn on all models except B
Schebler deluxe carburetor on twins
Olive Green
Range of five colors available at extra cost

Model / VIN Notes

1931 continues the early V-Series structure before the 1932 shift into the R-series 45 twin and G-series Servi-Car lineup.
The 1931 model list still includes D-series 45 twins and single-cylinder support models alongside the V-Series Big Twins.
The sidecar and commercial suffixes shown in model listings should be used with caution when interpreting stamped engine numbers.

1932 Harley-Davidson Models

Platform: V-Series flathead Big Twin with R-Series 45 twin and first G-Series Servi-Car listings

V-Series Models

V 74 Twin — Medium Compression
VS 74 Twin — Medium Compression, Sidecar Gearing
VL 74 Twin — High Compression
VLD 74 Twin — High Compression, Performance Variant
VCE 74 Twin — Low Compression, Magneto
VE 74 Twin — High Compression, Magneto
VF 74 Twin — High Compression, Performance
VSF 74 Twin — High Compression, Sidecar Performance
VSE 74 Twin — Medium Compression, Sidecar

Other Models

R 45 Twin — Medium Compression
RL 45 Twin — High Compression
RLD 45 Twin — High Compression, Performance Variant
RS 45 Twin — Medium Compression, Sidecar Gearing
G Servi-Car — 45 Twin, Utility Configuration
GA Servi-Car — Utility Variant
GD Servi-Car — Commercial Body
GE Servi-Car — Extended / Equipment Variant
B — 21 cu. in Single
C — 30.5 cu. in Single

Racing / Competition Models

Competition and hill-climber models available

Feature / Paint Notes

Continued refinement of flathead twin platform
No specific color list surfaced in the V-Series master reference for 1932

Model / VIN Notes

1932 broadens the V-Series family substantially with more explicit performance, magneto, and sidecar variants.
The R-series 45 twin and G-series Servi-Car listings make 1932 a key transition year for Harley-Davidson model organization.
The presence of both V- and R-family performance models makes this one of the more complex early V-Series years to decode cleanly.

1933 Harley-Davidson Models

Platform: V-Series flathead Big Twin with expanded R-Series and Servi-Car listings

V-Series Models

V 74 Twin — Medium Compression
VS 74 Twin — Medium Compression, Sidecar Gearing
VL 74 Twin — High Compression
VLD 74 Twin — High Compression, Performance Variant
VC 74 Twin — Low Compression
VE 74 Twin — High Compression, Magneto
VF 74 Twin — High Compression, Performance
VSF 74 Twin — High Compression, Sidecar Performance
VLE 74 Twin — High Compression, Magneto
VSE 74 Twin — Medium Compression, Sidecar

Other Models

R 45 Twin — Medium Compression
RL 45 Twin — High Compression
RLD 45 Twin — High Compression, Performance Variant
RS 45 Twin — Medium Compression, Sidecar Gearing
RE 45 Twin — High Compression, Magneto
RLE 45 Twin — High Compression, Magneto
RLDE 45 Twin — High Compression, Performance, Magneto
G Servi-Car — Utility Configuration
GA Servi-Car — Utility Variant
GD Servi-Car — Commercial Body
GDT Servi-Car — Commercial Body with Tow
GE Servi-Car — Equipment Variant
B — 21 cu. in Single
C — 30.5 cu. in Single

Racing / Competition Models

Racing and competition variants expanded, including RLD and RLDE listings

Feature / Paint Notes

Art Deco-style bird motif on tank, used as a one-year-only design
Reverse gear optional on R models
Buddy seat introduced as accessory
Olive Green discontinued as standard color
Singles and Servi-Car: Silver and Turquoise
Twins: range of five standard colors

Model / VIN Notes

1933 is a visually distinctive year thanks to the one-year tank motif and broader feature changes.
The model range also grows more specialized, especially in magneto and performance-oriented configurations.
Commercial and equipment descriptions for Servi-Car models should be kept separate from standard two-wheel V-Series model decoding.

1934 Harley-Davidson Models

Platform: Mature V-Series flathead Big Twin with expanded competition 45 twin listings

V-Series Models

V 74 Twin — Medium Compression
VD 74 Twin — High Compression Variant
VLD 74 Twin — High Compression, Performance Variant
VDS 74 Twin — High Compression, Sidecar
VFD 74 Twin — High Compression, Performance
VFDS 74 Twin — High Compression, Performance, Sidecar

Other Models

R 45 Twin — Medium Compression
RL 45 Twin — High Compression
RLD 45 Twin — High Compression, Performance
RLDX 45 Twin — High Compression, Competition
RLX 45 Twin — High Compression, Competition
RS 45 Twin — Medium Compression, Sidecar
RSX 45 Twin — Medium Compression, Competition
RX 45 Twin — Competition Variant
G Servi-Car — Utility
GA Servi-Car — Utility Variant
GD Servi-Car — Commercial Body
GDT Servi-Car — Commercial Body with Tow
GE Servi-Car — Equipment Variant
B — 21 cu. in Single
C — 30.5 cu. in Single

Racing / Competition Models

Competition variants expanded, including RLDX, RLX, RSX, and RX listings

Feature / Paint Notes

Airflow tail light
Diamond-shaped logo on tank
Singles: Silver/Red or Olive Green/Black
Twins: range of six standard colors

Model / VIN Notes

1934 continues the movement toward more distinct performance and competition branches across both Big Twins and 45 twins.
The feature and paint notes for this year make it one of the more visually identifiable V-Series years.
The competition suffixes in the 45 twin family should not be conflated with standard street-model VIN expectations.

1935 Harley-Davidson Models

Platform: Late V-Series flathead Big Twin

V-Series Models

VD 74 Twin — High Compression
VLD 74 Twin — High Compression, Performance
VLDJ 74 Twin — High Compression, Performance Variant
VDS 74 Twin — High Compression, Sidecar
VFD 74 Twin — High Compression, Performance
VFDS 74 Twin — High Compression, Performance, Sidecar
VLDD 80 Twin — High Compression
VDDS 80 Twin — High Compression, Sidecar

Other Models

R 45 Twin — Medium Compression
RL 45 Twin — High Compression
RLD 45 Twin — High Compression, Performance
RLDR 45 Twin — High Compression, Racing Variant
RS 45 Twin — Medium Compression, Sidecar
RSR 45 Twin — Medium Compression, Racing Variant
G Servi-Car — Utility
GA Servi-Car — Utility Variant
GD Servi-Car — Commercial Body
GDT Servi-Car — Commercial Body with Tow
GE Servi-Car — Equipment Variant

Racing / Competition Models

RLDR and RSR competition models

Feature / Paint Notes

Constant-mesh three-speed transmission on model R
New gearbox for models R and G
Beehive taillight
Range of six two-tone colors as standard
Two optional colors available at extra cost

Model / VIN Notes

1935 is the last full V-Series year before the 1936 overlap with the first OHV Knucklehead models.
The model structure is tighter than the earlier years, but the racing-oriented 45 twin family still adds complexity.
The 80 cubic inch listings shown here should be handled carefully and kept distinct from the better-known 74 cubic inch V-Series models.

1936 Harley-Davidson Models

Quick Links: Paint Options | 1936 Knucklehead Models

Platform: Final V-Series flatheads and first OHV Knuckleheads

V-Series Models

VD 74 Twin — High Compression
VLD 74 Twin — High Compression, Performance
VLDJ 74 Twin — High Compression, Performance Variant
VDS 74 Twin — High Compression, Sidecar
VFD 74 Twin — High Compression, Performance
VFDS 74 Twin — High Compression, Performance, Sidecar
VLH 80 Twin — High Compression
VHS 80 Twin — High Compression, Sidecar
VFH 80 Twin — High Compression, Performance
VFHS 80 Twin — High Compression, Performance, Sidecar

Other Models

R 45 Twin — Medium Compression
RL 45 Twin — High Compression
RLD 45 Twin — High Compression, Performance
RLDR 45 Twin — High Compression, Racing
RS 45 Twin — Medium Compression, Sidecar
RSR 45 Twin — Medium Compression, Racing
E 61 OHV Twin — Medium Compression
EL 61 OHV Twin — High Compression
ES 61 OHV Twin — Medium Compression, Sidecar
G Servi-Car — Utility
GA Servi-Car — Utility Variant
GD Servi-Car — Commercial Body
GDT Servi-Car — Commercial Body with Tow
GE Servi-Car — Equipment Variant

Racing / Competition Models

Competition variants continue alongside V-Series and new OHV models

Feature / Paint Notes

Dry sump lubrication on Model E
Four-speed transmission
Introduction of OHV Knucklehead
Range of two-toned colors for non-OHV machines
1936 E / EL / ES paint details are documented separately with the Knucklehead reference

Model / VIN Notes

1936 is the key overlap year between the outgoing V-Series flatheads and the first OHV Knuckleheads.
The E / EL / ES models belong to this transition year, but their paint details are handled separately in the Knucklehead reference.
Although 1936 Knuckleheads appear alongside final V-Series machines, they do not use the VL / RL-era I-beam springer front end.
For the OHV side of the 1936 transition, continue to the Knucklehead reference, where the E / EL / ES models are carried forward with their year-specific details.

To continue identification and restoration research, use the Harley VIN Decoder for stamped engine numbers, the Model Reference 1903–1969 for the broader production-era framework, the Paint & Emblems 1936–1965 reference for later finish details, and the Knucklehead era reference for the OHV models that begin in 1936.

Model Lifecycle Summary

74 Flathead V-Series Big Twin Family

V / VS / VL / VC and related commercial or sidecar variants anchor the 1930–1933 V-Series lineup.
By 1934–1936, the naming shifts toward VD / VLD / VDS and VFD / VFDS performance-oriented forms as the platform becomes more specialized.
The VL and VLD remain among the best-known and most collectible prewar Harley-Davidson flathead Big Twins.

80 Cubic Inch V-Series Family

80 cubic inch V-Series variants appear in the late V-Series listings, including VLDD / VDDS in 1935 and VLH / VHS / VFH / VFHS in 1936.
These models represent the final expansion of the flathead Big Twin family before the full transition to OHV development.

D-Series and R-Series 45 Cubic Inch Twin Family

D-series 45 twins appear in 1930–1931.
The 45 twin family shifts into the R-series beginning in 1932.
Performance, racing, and sidecar variants expand through the mid-1930s, especially in the 1934–1936 period.

G-Series Servi-Car Family

G-series Servi-Car models appear from 1932 onward with GA, GD, GDT, and GE utility variants listed in the source material.
These support and commercial machines remain an important part of the V-Series-era lineup even though they are distinct from the Big Twin motorcycle families.

Singles and Support Models

Single-cylinder models continue through the early V-Series years, then narrow as the decade progresses.
These smaller machines remain part of the broader factory model structure even as the Big Twins dominate the era.

1936 Transition to Knucklehead

The 1936 model year is the overlap point where final V-Series flatheads are sold alongside the first E / EL / ES OHV Knucklehead models.
This makes 1936 the closing chapter of the flathead Big Twin V-Series era and the starting point of Harley-Davidson’s modern OHV Big Twin development.

1936–1947 Harley-Davidson Knucklehead Models & Production Numbers | EL, FL Big Twin | Riding Vintage

2026-04-08T21:59:22.402-04:00

1936–1947 Harley-Davidson Knucklehead Models | EL, FL & Big Twin Reference

This Knucklehead Harley-Davidson Model & Production Reference documents Harley-Davidson motorcycles built from 1936 through 1947, covering the Knucklehead OHV engine family, the expansion of the 61 and 74 OHV twins, wartime production changes, and the transition into the post-war period leading directly to the Panhead. Today the Knucklehead is one of the most collectible and iconic Harley-Davidson engines ever built. For restorers, collectors, and anyone using the Harley VIN Decoder, this page is designed as a year-by-year reference that keeps the model and production data easy to scan while preserving the transition details that make the Knucklehead years one of the most important periods in Harley-Davidson history.

These years mark Harley-Davidson’s first sustained overhead-valve big-twin period, beginning with the 1936 EL and expanding through the arrival of the 74 OHV FL family, wartime civilian interruptions, and the post-war return that leads into the 1948 Panhead era. Because stamped engine numbers identify the year and engine family but do not fully describe every final configuration, this page works best alongside the Model Reference 1903–1969, Paint & Emblems 1936–1965, and the related Harley-Davidson era pages across Riding Vintage. Continue to the 1948–1965 Panhead page for the next evolution of Harley-Davidson OHV big twins.

Use the navigation block below to jump directly to a production year, move to the overlapping or adjacent Harley-Davidson eras, or open the VIN and reference resources that support year-by-year identification work across the full 1903–1969 engine-stamped period.

Quick Navigation

Years:
1936 | 1937 | 1938 | 1939 | 1940 | 1941 | 1942 | 1943 | 1944 | 1945 | 1946 | 1947

Resources:
Harley VIN Decoder | Model Reference 1903–1969 | Paint & Emblems 1936–1965

Understanding Model Listings

This page is organized by production year. Each year section lists the Knucklehead / OHV models for that year, the other Harley-Davidson models that appeared alongside them, model and VIN notes, and available production figures. Quick Links point to the matching Paint & Emblems 1936–1965 anchor where applicable, and the notes help clarify when sales-model descriptions, sidecar gearing, wartime categories, or other variations do not map one-to-one to the stamped engine number.

Example: EL 61 OHV Twin, Special Sport Solo

EL = model designation
61 = 61 cubic inch engine
OHV = overhead valve
Twin = two-cylinder engine

As with other Harley-Davidson eras, configuration details such as sidecar gearing, special-use trim, or wartime production categories do not always appear in the engine number exactly as they appear in sales literature. That is why the listings below work best when paired with the Harley VIN Decoder and the year-specific notes in each section.

Era Overview

The Knucklehead era spans Harley-Davidson’s pre-war OHV development, the expansion of the 74 OHV family, wartime civilian interruptions, and the post-war return that leads directly into the 1948 Panhead era. This page serves as a year-by-year Knucklehead model and production reference, organized around the Knucklehead / OHV motorcycles themselves while also documenting the 45s, side-valve big twins, Servi-Cars, sidecars, package trucks, and other support models that appeared alongside them during the same years.

VIN Information

Knucklehead-era engine numbers identify the year and engine family, but they do not fully describe every final motorcycle configuration. Sidecar gearing designations, special-use variants, and certain marketed model names are not always reflected exactly in the stamped serial number, so the VIN should be used as a starting point rather than a complete description. For complete engine number decoding, see the Harley VIN Decoder. To place decoded motorcycles within the full range of production, use Model Reference 1903–1969.

1936 Harley-Davidson Models

Quick Links: Paint Options

Platform: First Knucklehead year (transition from V-Series)

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo (first year)
E 61 OHV Twin, Medium Compression
ES 61 OHV Twin, Sidecar Gearing (Medium Compression)

Other Models

VL 74 Twin, Special Sport Solo
V 74 Twin, Medium Compression
VS 74 Twin, Medium Compression, Sidecar Gearing
VLD 74 Twin, Sport Solo
VLDH 80 Twin, Sport Solo
VH 80 Twin, Medium Compression
VHS 80 Twin, Medium Compression, Sidecar Gearing
W 45 Twin, Low Compression
WL 45 Twin, High Compression
WS 45 Twin, Sidecar Gearing
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
LE Sidecar
LS Sidecar
M Package Truck
MO Package Truck
MC Chassis Only

Model / VIN Notes

1936 is the first year of the Knucklehead engine (EL), appearing alongside the outgoing V-Series flathead big twins.
The presence of E and ES alongside EL shows that multiple compression and gearing variants were already offered in the first year.
This year represents a true overlap period where OHV and flathead big twins are both actively produced.
For the flathead side of the 1936 transition, see the V-Series reference, where these models are listed alongside the final year of that platform.

Production Numbers

E — 152
EL — 1,516
ES — 26

1937 Harley-Davidson Models

Quick Links: Paint Options

Platform: Early pre-war Knucklehead / Flathead overlap

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
E 61 OHV Twin, Solo, Medium Compression
ES 61 OHV Twin, Medium Compression, Sidecar Gearing

Other Models

WL 45 Twin, Sport Solo, High Compression
WLD 45 Twin, Sport Solo, Extra High Compression
WLDR 45 Twin, Competition Special
W 45 Twin, Low Compression
WS 45 Twin, Low Compression, Sidecar Gearing
UL 74 Twin, Special Sport Solo
U 74 Twin, Solo, Medium Compression
US 74 Twin, Medium Compression, Sidecar Gearing
ULH 80 Twin, Special Sport Solo
UH 80 Twin, Solo, Medium Compression
UHS 80 Twin, Medium Compression, Sidecar Gearing
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
GD Servi-Car, large Commercial Body, less Tow Bar
GDT Servi-Car, large Commercial Body, with Tow Bar
GE Servi-Car, large Commercial Body, with Tow Bar, Air Tank and Combination Bumper and Tire Carrier
LE Sport Sidecar for 61, 74 and 80 Twins
LS Sidecar for 45 Twin
M Package Truck with Cover
MO Package Truck without cover
LEC LE Chassis only
LSC LS Chassis only
MC M/MO Chassis only

Model / VIN Notes

1937 is the first year in this reference and shows the 61 OHV Knucklehead coexisting with a very broad flathead and utility lineup.
Sidecar gearing designations such as WS, US, UHS, and ES are model identifiers, but the sidecar suffix itself is not stamped into the VIN.
This year also includes an especially wide range of Servi-Car, sidecar, chassis, and package-truck listings.

Production Numbers

E — 126
EL — 1,829
ES — 70

1938 Harley-Davidson Models

Quick Links: Paint Options

Platform: Pre-war refinement

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
ES 61 OHV Twin, Medium Compression, Sidecar Gearing

Other Models

WL 45 Twin, Sport Solo, High Compression
WLD 45 Twin, Sport Solo, Extra High Compression
WLDR 45 Twin, Competition Special
UL 74 Twin, Special Sport Solo
U 74 Twin, Solo, Medium Compression
US 74 Twin, Medium Compression, Sidecar Gearing
ULH 80 Twin, Special Sport Solo
UH 80 Twin, Solo, Medium Compression
UHS 80 Twin, Medium Compression, Sidecar Gearing
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
GD Servi-Car, large Commercial Body, less Tow Bar
GDT Servi-Car, large Commercial Body, with Tow Bar
LE Sport Sidecar for 61, 74 and 80 Twins
M Package Truck with Cover
MO Package Truck without cover
MC M/MO Chassis only
MWC Package Truck Chassis, 57-7/8” Tread

Model / VIN Notes

1938 narrows the OHV listings to EL and ES while the surrounding flathead and commercial range remains extensive.
As in 1937, sidecar gearing suffixes are part of the sales designation rather than the stamped engine number.
The package-truck and chassis listings also expand with the appearance of MWC.

Production Numbers

EL — 2,289
ES — 189

1939 Harley-Davidson Models

Quick Links: Paint Options

Platform: Pre-war refinement

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
ES 61 OHV Twin, Medium Compression, Sidecar Gearing

Other Models

WL 45 Twin, Sport Solo, High Compression
WLD 45 Twin, Sport Solo, Extra High Compression
WLDR 45 Twin, Competition Special
UL 74 Twin, Special Sport Solo
U 74 Twin, Solo, Medium Compression
US 74 Twin, Medium Compression, Sidecar Gearing
ULH 80 Twin, Special Sport Solo
UH 80 Twin, Solo, Medium Compression
UHS 80 Twin, Medium Compression, Sidecar Gearing
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
GD Servi-Car, large Commercial Body, less Tow Bar
GDT Servi-Car, large Commercial Body, with Tow Bar
LE Sport Sidecar for 61, 74 and 80 Twins
M Package Truck with Cover
MO Package Truck without cover
MC M/MO Package Truck Chassis Only
MWC Package Truck Chassis, 57-7/8” Tread

Model / VIN Notes

1939 continues the same basic EL / ES OHV structure while preserving the wide flathead and commercial support range.
The sidecar-gearing suffix remains a model description rather than a VIN-stamped engine feature.

Production Numbers

EL — 2,695
ES — 214

1940 Harley-Davidson Models

Quick Links: Paint Options

Platform: Late pre-war

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
ES 61 OHV Twin, Medium Compression, Sidecar Gearing

Other Models

WL 45 Twin, Sport Solo, High Compression
WLD 45 Twin, Special, Sport Solo
WLDR 45 Twin, Competition Special
UL 74 Twin, Special Sport Solo
U 74 Twin, Solo, Medium Compression
US 74 Twin, Medium Compression, Sidecar Gearing
ULH 80 Twin, Special Sport Solo
UH 80 Twin, Solo, Medium Compression
UHS 80 Twin, Medium Compression, Sidecar Gearing
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
GD Servi-Car, large Commercial Body, less Tow Bar
GDT Servi-Car, large Commercial Body, with Tow Bar
LE Sport Sidecar for 61, 74 and 80 Twins
M Package Truck with Cover
MO Package Truck without cover

Model / VIN Notes

1940 is the last pre-war year before the 74 OHV FL family appears.
The 61 OHV Knucklehead remains the only OHV family listed, while flatheads still dominate the broader range around it.

Production Numbers

EL — 3,893
ES — 176

1941 Harley-Davidson Models

Quick Links: Paint Options

Platform: Peak pre-war development

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
E 61 OHV Twin, Medium Compression
FL 74 OHV Twin, Special Sport Solo
F 74 OHV Twin, Medium Compression

Other Models

WL 45 Twin, High Compression
WLD 45 Twin, Sport Solo
WLDR 45 Twin, Special Sport Solo
UL 74 Twin, Special Sport Solo
U 74 Twin, Solo, Medium Compression
ULH 80 Twin, Special Sport Solo
UH 80 Twin, Solo, Medium Compression
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
GD Servi-Car, large Commercial Body, less Tow Bar
GDT Servi-Car, large Commercial Body, with Tow Bar
LE Sport Sidecar for 61, 74 and 80 Twins
M Package Truck with Cover
MC Chassis Only for Package Truck

Model / VIN Notes

1941 is the breakthrough year for the 74 OHV FL / F family in the Knucklehead era.
The year sheet also reintroduces the lower-compression E model alongside EL, giving the 61 OHV family a broader spread.

Production Numbers

EL — 2,280
ES — 261
FL — 2,452
FS — 156

1942 Harley-Davidson Models

Quick Links: Paint Options

Platform: Transition year

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
E 61 OHV Twin, Medium Compression
FL 74 OHV Twin, Special Sport Solo
F 74 OHV Twin, Medium Compression

Other Models

WL 45 Twin, High Compression
WLD 45 Twin, Sport Solo
UL 74 Twin, Special Sport Solo
U 74 Twin, Solo, Medium Compression
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
LE Sport Sidecar for 61 and 74
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1942 still carries both 61 OHV and 74 OHV Knuckleheads, but civilian production is already being compressed by wartime restrictions.
The notes for this year also show that sidecar gearing and 45 sidecar arrangements could still be specified even when not represented directly in the serial number.
The presence of ELA and ELC in the production figures shows how wartime coding and production categories could become more complicated than the simple retail model listings imply.

Production Numbers

EL — 620
ELA — 8
ELC — 44
ES — 164
FL — 799
FS — 107

1943 Harley-Davidson Models

Quick Links: Paint Options

Platform: Wartime production

Knucklehead / OHV Models

Officially no civilian models were built in 1943
The exact civilian models are unknown

Other Models

No confirmed civilian lineup listed

Model / VIN Notes

1943 is treated as a wartime interruption year for civilian production.
The source notes acknowledge that at least a small number of civilian machines may have existed, but the exact model breakdown is not known.

Production Numbers

No civilian models produced

1944 Harley-Davidson Models

Quick Links: Paint Options

Platform: Wartime / WPB-approved orders

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
E 61 OHV Twin, Medium Compression
FL 74 OHV Twin, Special Sport Solo
F 74 OHV Twin, Medium Compression

Other Models

UL 74 Twin, High Compression Solo
U 74 Twin, Medium Compression
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1944 civilian availability is limited to WPB-approved orders rather than a normal retail lineup.
The year sheets make it clear that 45 models were not officially offered to the public, even though the possibility of extremely limited non-military examples cannot be ruled out completely.
This is another year where what was technically possible and what was publicly cataloged are not identical.

Production Numbers

EL — 116
ES — 105
FL — 172
FS — 67

1945 Harley-Davidson Models

Quick Links: Paint Options

Platform: Post-war restart

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
E 61 OHV Twin, Medium Compression
ES 61 OHV Twin, Sidecar Gearing (Med. Comp.)
FL 74 OHV Twin, Special Sport Solo
F 74 OHV Twin, Medium Compression
FS 74 OHV Twin, Sidecar Gearing (Med. Comp.)

Other Models

WL 45 Twin, High Compression
UL 74 Twin, High Compression Solo
U 74 Twin, Medium Compression
US 74 Twin, Medium Compression, Sidecar Gearing
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
LE Sport Sidecar for 61 and 74
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1945 marks the return of a fuller civilian lineup after wartime interruption.
The post-war sheets again show the familiar difference between sales/configuration suffixes and the actual stamped VIN.
The notes for this year also reflect the material and tire constraints still affecting immediate post-war production.

Production Numbers

EL — 398
ES — 282
FL — 619
FS — 131

1946 Harley-Davidson Models

Quick Links: Paint Options

Platform: Post-war stabilization

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
E 61 OHV Twin, Medium Compression
ES 61 OHV Twin, Sidecar Gearing (Medium Compression)
FL 74 OHV Twin, Special Sport Solo
F 74 OHV Twin, Medium Compression
FS 74 OHV Twin, Sidecar Gearing (Medium Compression)

Other Models

WL 45 Twin, High Compression
UL 74 Twin, High Compression Solo
U 74 Twin, Medium Compression
US 74 Twin, Medium Compression, Sidecar Gearing
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1946 reflects a more stabilized post-war civilian range built around both 61 OHV and 74 OHV Knuckleheads.
The same post-war supply and equipment realities still appear in the background notes, but the model structure itself is much stronger than in 1945.

Production Numbers

EL — 2,098
ES — 244
FL — 3,986
FS — 418

1947 Harley-Davidson Models

Quick Links: Paint Options

Platform: Final Knucklehead year

Knucklehead / OHV Models

EL 61 OHV Twin, Special Sport Solo
E 61 OHV Twin, Medium Compression
ES 61 OHV Twin, Sidecar Gearing (Medium Compression)
FL 74 OHV Twin, Special Sport Solo
F 74 OHV Twin, Medium Compression
FS 74 OHV Twin, Sidecar Gearing (Medium Compression)

Other Models

WL 45 Twin, High Compression
UL 74 Twin, High Compression Solo
U 74 Twin, Medium Compression
US 74 Twin, Medium Compression, Sidecar Gearing
G Servi-Car, with Tow Bar
GA Servi-Car, less Tow Bar
LE Sport Sidecar for 61 and 74 Twins
M Package Truck
MC Chassis Only for Package Truck

Model / VIN Notes

1947 is the final Knucklehead year before the Panhead arrives in 1948.
The model sheet shows a mature post-war lineup with both OHV and side-valve holdovers still present together.
The sidecar-gearing suffix still functions as a model designation rather than a direct serial-number element.

Production Numbers

EL — 4,117
ES — 237
FL — 6,893
FS — 401

For the next stage of Harley-Davidson OHV development and the transition to hydraulic lifters and updated engine design, continue to the 1948–1965 Panhead era.

Model Lifecycle Summary

61 OHV Knucklehead Family

E / EL / ES appear throughout the era, with EL and ES represented in production figures from 1937 onward.
The lower-compression E model is explicitly listed in the year sheets for 1937, 1941, 1942, and the post-war years.

74 OHV Knucklehead Family

FL / F / FS appear in 1941 and continue through 1947.
The arrival of the FL family marks the major expansion of the OHV Knucklehead lineup.

45 Side-Valve Family

WL-based models are strong in the pre-war years, disappear during wartime restrictions, and return after the war.

74 / 80 Side-Valve Families

U / UL / US and UH / ULH / UHS anchor the pre-war side-valve big-twin range.
These lines are sharply reduced or absent during wartime years, then return in more limited form after the war.

Utility and Commercial Support Models

Servi-Car, sidecar, chassis, and package-truck listings are strongest before the war and return selectively after it.
These support models are an important part of the Knucklehead-era catalog, even though they are not motorcycle models in the same sense as EL or FL.

1903–1929 Harley-Davidson Models & Early V-Twin Reference | Singles, F-Head & JD Models | Riding Vintage

2026-04-08T21:58:28.686-04:00

1903–1929 Harley-Davidson Models | Early Era Singles, Twins & JD Reference

This Early Era Harley-Davidson Model Reference covers Harley-Davidson motorcycles built from 1903 through 1929, including the earliest single-cylinder machines, the first V-twins, F-head engines, horizontally opposed twins, late-1920s singles, JD models, and the first flathead V-twins. It is built as a year-by-year lookup page for restorers, collectors, and readers using the Harley VIN Decoder or the broader Model Reference 1903–1969.

The early years do not follow the same clean engine-number and model-code logic used in later Harley-Davidson production, so this page keeps the reference structure simple: each production year is grouped with its listed primary models, other models, racing models, new features, paint or color notes, and model/VIN notes where those details appear in the source. For later prewar machines, continue to the 1930–1936 V-Series page, where Harley-Davidson model coding becomes more standardized.

Quick Navigation

Years:
1903 | 1904 | 1905 | 1906 | 1907 | 1908 | 1909 | 1910 | 1911 | 1912 | 1913 | 1914 | 1915 | 1916 | 1917 | 1918 | 1919 | 1920 | 1921 | 1922 | 1923 | 1924 | 1925 | 1926 | 1927 | 1928 | 1929

Resources:
Harley VIN Decoder | Model Reference 1903–1969

Understanding Model Listings

This page is organized by production year. Each year section lists the primary Harley-Davidson models for that year, then separates other models, racing models, new features, paint or color notes, and model or serial-number notes where those details appear in the source. In the earliest years, Harley-Davidson naming is much less standardized than it becomes later, so the listings are presented in a normalized year-by-year format to make the full early era easier to read and compare.

Example: JD — F-head V-Twin — 74 cu. in

JD = model designation
F-head V-Twin = engine family and cylinder layout
74 cu. in = engine displacement

Early Harley-Davidson engine numbers were not standardized in the same way as later VIN systems, and sales-model descriptions do not always map neatly to a single stamped serial format. That is why the listings below work best when paired with the Harley VIN Decoder and the broader Model Reference 1903–1969.

Era Overview

The Early Era represents Harley-Davidson’s foundational years, beginning with single-cylinder machines and progressing through the introduction of V-twins, F-head engines, horizontally opposed twins, and early flathead designs. Model naming, equipment distinctions, and serial-number structure evolved substantially across these years, which makes year-by-year reference especially important. By the late 1920s, the model lineup begins pointing toward the more recognizable structures that appear in the 1930–1936 V-Series era.

VIN Information

Early Harley-Davidson engine numbers were not standardized in the same way as later VIN systems. From 1903 through 1915, the model system is primarily numeric. Beginning in 1916, year-based identification with lettered model designations becomes more recognizable. For this reference, the source data has been normalized into year-first lines so it reads consistently with the later-era pages and the VIN decoder. Primary models on this page are V-twins and later twin families, while singles and horizontally opposed twins are grouped under Other Models. For complete engine-number decoding, see the Harley-Davidson VIN decoder and serial number guide. To place decoded machines within the full range of production, use the Harley-Davidson Model Reference 1903–1969.

1903 Harley-Davidson Models

Primary Models

First Bike — F-head Single — 24.74 cu. in

New Features

Loop frame
Larger-than-usual engine

Paint / Colors

Black paint finish

Model / VIN Notes

1903 is the starting point for Harley-Davidson production in the source file.
This first machine is treated as a single-cylinder design rather than part of a broader production family.

1904 Harley-Davidson Models

Primary Models

Model 0 — F-head Single — 24.74 cu. in

Paint / Colors

Black paint finish

Model / VIN Notes

1904 continues the earliest single-cylinder pattern.
The source still reflects a very simple early production structure with no later-style VIN logic.

1905 Harley-Davidson Models

Primary Models

Model 1 — F-head Single — 24.74 cu. in

Paint / Colors

Black paint finish

Model / VIN Notes

1905 remains within the very early single-cylinder model sequence.

1906 Harley-Davidson Models

Primary Models

Model 2 — F-head Single — 26.8 cu. in

New Features

Increased displacement

Paint / Colors

Black paint
Renault Gray optional

Model / VIN Notes

1906 increases displacement relative to the earliest machines.
The paint listing also begins to show optional finish variation.

1907 Harley-Davidson Models

Primary Models

Model 3 — F-head Single — 26.8 cu. in

New Features

“Sager” sprung fork

Paint / Colors

Renault Gray
Black optional

Model / VIN Notes

1907 introduces the “Sager” sprung fork in the source notes.
The finish options also invert the previous black-first pattern.

1908 Harley-Davidson Models

Primary Models

Model 4 — F-head Single — 26.8 cu. in

Paint / Colors

Renault Gray
Black optional

Model / VIN Notes

1908 continues the single-cylinder format with the same displacement shown in 1907.

1909 Harley-Davidson Models

Primary Models

5-D — V-Twin — 49.48 cu. in

Other Models

5-A — Single — 30.16 cu. in
5-B — Single — 30.16 cu. in
5-C — Single — 30.16 cu. in

Model / VIN Notes

1909 is the first year in the source to show a Harley-Davidson V-twin.
The single-cylinder family continues alongside it.

1910 Harley-Davidson Models

Primary Models

No Primary Models listed for 1910

Other Models

6-A — Single — 30.16 cu. in
6-B — Single — 30.16 cu. in
6-C — Single — 30.16 cu. in

Racing Models

6-E — Racing Model

Model / VIN Notes

1910 is notable in the source for including an explicit racing model entry.

1911 Harley-Davidson Models

Primary Models

7-D — V-Twin — 49.48 cu. in

Other Models

7-A — Single — 30.16 cu. in
7-B — Single — 30.16 cu. in
7-C — Single — 30.16 cu. in

New Features

Mechanical inlet valves

Model / VIN Notes

1911 introduces mechanical inlet valves in the source notes.
This is an important technical milestone in the early Harley engine story.

1912 Harley-Davidson Models

Primary Models

8-D — V-Twin — 49.48 cu. in
X-8D — V-Twin — 49.48 cu. in
X-8E — V-Twin — 61 cu. in

Other Models

8-A — Single — 30.16 cu. in
X-8 — Single — 30.16 cu. in
X-8A — Single — 30.16 cu. in

Model / VIN Notes

1912 expands the V-twin family and introduces the 61 cubic inch X-8E in the source set.

1913 Harley-Davidson Models

Primary Models

9-E — V-Twin — 61 cu. in
9-F — V-Twin — 61 cu. in
9-G — V-Twin — 61 cu. in

Other Models

9-A — Single — 35 cu. in
9-B — Single — 35 cu. in

Model / VIN Notes

1913 shows a broader 61-cubic-inch V-twin lineup with multiple lettered variants.
The single family also grows to 35 cubic inches.

1914 Harley-Davidson Models

Primary Models

10-E — V-Twin — 61 cu. in
10-F — V-Twin — 61 cu. in
10-G — V-Twin — 61 cu. in

Other Models

10-A — Single — 35 cu. in
10-B — Single — 35 cu. in
10-C — Single — 35 cu. in

Model / VIN Notes

1914 continues the established 61-cubic-inch V-twin pattern with multiple single-cylinder companions.

1915 Harley-Davidson Models

Primary Models

11-E — V-Twin — 61 cu. in
11-F — V-Twin — 61 cu. in
11-G — V-Twin — 61 cu. in
11-H — V-Twin — 61 cu. in
11-J — V-Twin — 61 cu. in

Other Models

11-B — Single — 35 cu. in
11-C — Single — 35 cu. in

Racing Models

11-K
11-KR
11-KT
11-KRH
11-KTH
11-K12
11-K12H

Model / VIN Notes

1915 is one of the richest early years in the source, with multiple V-twin variants and a large racing-model group.
It is also the last year before the source shifts into the later year-plus-letter identification style.

1916 Harley-Davidson Models

Primary Models

E — F-head V-Twin — 61 cu. in
F — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in

Other Models

B — F-head Single — 35 cu. in
C — F-head Single — 35 cu. in

Model / VIN Notes

1916 marks the beginning of the later year-based lettered designation system in the source.

1917 Harley-Davidson Models

Primary Models

No Primary Models listed for 1917

Other Models

B — F-head Single — 35 cu. in
C — F-head Single — 35 cu. in

Model / VIN Notes

1917 is sparse in the source and lists only the B and C singles.

1918 Harley-Davidson Models

Primary Models

E — F-head V-Twin — 61 cu. in
F — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in

Other Models

B — F-head Single — 35 cu. in
C — F-head Single — 35 cu. in

Model / VIN Notes

1918 returns to the familiar E / F / J V-twin grouping.

1919 Harley-Davidson Models

Primary Models

F — F-head V-Twin — 61 cu. in
FS — F-head V-Twin — 61 cu. in
FUS — F-head V-Twin — 61 cu. in (Govt. use only)
J — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in

Other Models

W — Horizontally opposed flathead twin — 35.64 cu. in

Model / VIN Notes

1919 introduces the W family of horizontally opposed twins in the source.
This year also shows sidecar and government-use suffix variation within the F-head V-twin family.

1920 Harley-Davidson Models

Primary Models

F — F-head V-Twin — 61 cu. in
FS — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in

Other Models

W — Horizontally opposed twin — 35.64 cu. in
WF — Horizontally opposed twin — 35.64 cu. in
WJ — Horizontally opposed twin — 35.64 cu. in

Model / VIN Notes

1920 continues the 61-cubic-inch F-head families and expands the horizontally opposed twin lineup.

1921 Harley-Davidson Models

Primary Models

F — F-head V-Twin — 61 cu. in
FS — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in
FD — F-head V-Twin — 74 cu. in
FDS — F-head V-Twin — 74 cu. in
JD — F-head V-Twin — 74 cu. in
JDS — F-head V-Twin — 74 cu. in

Other Models

CD — F-head Single — 37 cu. in
W — Horizontally opposed twin — 35.64 cu. in
WF — Horizontally opposed twin — 35.64 cu. in
WJ — Horizontally opposed twin — 35.64 cu. in

Model / VIN Notes

1921 is a major expansion year because the 74-cubic-inch FD / JD families appear alongside the 61-cubic-inch twins.

1922 Harley-Davidson Models

Primary Models

F — F-head V-Twin — 61 cu. in
FS — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in
FD — F-head V-Twin — 74 cu. in
FDS — F-head V-Twin — 74 cu. in
JD — F-head V-Twin — 74 cu. in
JDS — F-head V-Twin — 74 cu. in

Other Models

CD — F-head Single — 37 cu. in
W — Horizontally opposed twin — 35.64 cu. in
WF — Horizontally opposed twin — 35.64 cu. in
WJ — Horizontally opposed twin — 35.64 cu. in

Model / VIN Notes

1922 largely carries forward the expanded twin structure established in 1921.

1923 Harley-Davidson Models

Primary Models

F — F-head V-Twin — 61 cu. in
FS — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in
FD — F-head V-Twin — 74 cu. in
FDS — F-head V-Twin — 74 cu. in
JD — F-head V-Twin — 74 cu. in
JDS — F-head V-Twin — 74 cu. in
JDCA — F-head V-Twin — 74 cu. in
JDSCA — F-head V-Twin — 74 cu. in

Other Models

W — Horizontally opposed twin — 35.64 cu. in
WF — Horizontally opposed twin — 35.64 cu. in
WJ — Horizontally opposed twin — 35.64 cu. in

Model / VIN Notes

1923 adds further 74-cubic-inch variation within the JD family.

1924 Harley-Davidson Models

Primary Models

F — F-head V-Twin — 61 cu. in
FE — F-head V-Twin — 61 cu. in
FES — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in
JE — F-head V-Twin — 61 cu. in
JES — F-head V-Twin — 61 cu. in
FD — F-head V-Twin — 74 cu. in
FDCB — F-head V-Twin — 74 cu. in
FDSBS — F-head V-Twin — 74 cu. in
JD — F-head V-Twin — 74 cu. in
JDCB — F-head V-Twin — 74 cu. in
JDCBS — F-head V-Twin — 74 cu. in

Model / VIN Notes

1924 introduces one of the most complex combinations of 61- and 74-cubic-inch F-head model suffixes in the early-era source set.

1925 Harley-Davidson Models

Primary Models

F — F-head V-Twin — 61 cu. in
FE — F-head V-Twin — 61 cu. in
FES — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in
JE — F-head V-Twin — 61 cu. in
JES — F-head V-Twin — 61 cu. in
FD — F-head V-Twin — 74 cu. in
FDCB — F-head V-Twin — 74 cu. in
FDSBS — F-head V-Twin — 74 cu. in
JD — F-head V-Twin — 74 cu. in
JDCB — F-head V-Twin — 74 cu. in
JDCBS — F-head V-Twin — 74 cu. in

Model / VIN Notes

1925 carries forward the same broad F-head V-twin structure shown in 1924.

1926 Harley-Davidson Models

Primary Models

F — F-head V-Twin — 61 cu. in
FE — F-head V-Twin — 61 cu. in
FES — F-head V-Twin — 61 cu. in
J — F-head V-Twin — 61 cu. in
JE — F-head V-Twin — 61 cu. in
JES — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in
FD — F-head V-Twin — 74 cu. in
FDCB — F-head V-Twin — 74 cu. in
FDSBS — F-head V-Twin — 74 cu. in
JD — F-head V-Twin — 74 cu. in
JDCB — F-head V-Twin — 74 cu. in
JDS — F-head V-Twin — 74 cu. in

Other Models

A — Flathead single — 21 cu. in
AA — OHV single — 21 cu. in
B — Flathead single — 21 cu. in
BA — OHV single — 21 cu. in

Model / VIN Notes

1926 adds a new single-cylinder family mix that includes both flathead and OHV single designations.

1927 Harley-Davidson Models

Primary Models

J — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in
F — F-head V-Twin — 61 cu. in
FK — F-head V-Twin — 61 cu. in
FS — F-head V-Twin — 61 cu. in
JD — F-head V-Twin — 74 cu. in
JDL — F-head V-Twin — 74 cu. in
JDS — F-head V-Twin — 74 cu. in
FD — F-head V-Twin — 74 cu. in
FDL — F-head V-Twin — 74 cu. in
FDS — F-head V-Twin — 74 cu. in

Other Models

A — Flathead single — 21 cu. in
AA — OHV single — 21 cu. in
AAE — OHV single — 21 cu. in
B — Flathead single — 21 cu. in
BB — Flathead single — 21 cu. in
BAE — OHV single — 21 cu. in

Model / VIN Notes

1927 further broadens the V-twin naming structure and introduces more late-1920s suffix complexity.

1928 Harley-Davidson Models

Primary Models

J — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in
JX — F-head V-Twin — 61 cu. in
JXL — F-head V-Twin — 61 cu. in
JH — F-head V-Twin — 61 cu. in
F — F-head V-Twin — 61 cu. in
FH — F-head V-Twin — 61 cu. in
FS — F-head V-Twin — 61 cu. in
JD — F-head V-Twin — 74 cu. in
JDH — F-head V-Twin — 74 cu. in (two-cam)
JDX — F-head V-Twin — 74 cu. in
JDXL — F-head V-Twin — 74 cu. in
JDS — F-head V-Twin — 74 cu. in
FD — F-head V-Twin — 74 cu. in
FDH — F-head V-Twin — 74 cu. in
FDS — F-head V-Twin — 74 cu. in

Other Models

A — Flathead single — 21 cu. in
AA — OHV single — 21 cu. in
AAE — OHV single — 21 cu. in
B — Flathead single — 21 cu. in
BA — OHV single — 21 cu. in
BAE — OHV single — 21 cu. in

Racing Models

JDH — two-cam racing-derived variant

Model / VIN Notes

1928 is one of the most model-dense years in the early-era file.
The two-cam JDH stands out as the clearest racing-derived model called out in the source.

1929 Harley-Davidson Models

Primary Models

D — Flathead V-Twin — 45 cu. in
DL — Flathead V-Twin — 45 cu. in
J — F-head V-Twin — 61 cu. in
JS — F-head V-Twin — 61 cu. in
JXL — F-head V-Twin — 61 cu. in
JH — F-head V-Twin — 61 cu. in
F — F-head V-Twin — 61 cu. in
FL — F-head V-Twin — 61 cu. in
FS — F-head V-Twin — 61 cu. in
JD — F-head V-Twin — 74 cu. in
JDH — F-head V-Twin — 74 cu. in (two-cam)
JDF — F-head V-Twin — 74 cu. in
JDXL — F-head V-Twin — 74 cu. in
JDS — F-head V-Twin — 74 cu. in
FD — F-head V-Twin — 74 cu. in
FDH — F-head V-Twin — 74 cu. in
FDL — F-head V-Twin — 74 cu. in
FDS — F-head V-Twin — 74 cu. in

Other Models

A — Flathead single — 21 cu. in
AA — OHV single — 21 cu. in
B — Flathead single — 21 cu. in
BA — Flathead / OHV single designation family — 21 cu. in
BAF — OHV single — 21 cu. in
C — Flathead single — 30.5 cu. in

Paint / Colors

Early standard finishes include Black and Renault Gray
Later years add Olive Green and Brewster Green
Two-tone options appear in the late 1920s

Racing Models

Racing entries visible in the source set include 10 6-E and the 1915 11-K series
Late-1920s racing-derived or competition-oriented variants include JDH and related high-performance twin models

Model / VIN Notes

1929 is the final year before the V-Series transition.
It combines mature F-head twin families with the appearance of the new 45-cubic-inch D / DL flathead V-twins.
The source-level paint summary also looks back across the early era rather than isolating just this single year.

For later Harley-Davidson model development and more standardized VIN and paint systems, continue to the 1930–1936 V-Series era.

Model Lifecycle Summary

Single-Cylinder Families

Early singles dominate 1903–1908.
Lettered single-cylinder families continue through the mid-1920s and diversify into both flathead and OHV forms by the late 1920s.

Early V-Twins

The first V-twin appears in 1909.
61-cubic-inch F-head V-twins become the backbone of the line in the 1910s and 1920s.

74-Cubic-Inch F-Head Family

The 74-cubic-inch FD / JD families appear in 1921 and become increasingly complex through the late 1920s.
Performance and racing-oriented variants become more visible late in the decade.

Horizontally Opposed Twins

The W family appears in 1919 and continues through the early 1920s.

Transition Toward the Next Era

The late 1920s show Harley-Davidson moving toward the more recognizable model structures that appear fully in the 1930 V-Series era.

A Look Inside the Harley-Davidson Factory of Yesteryear

2026-04-07T22:00:00.000-04:00

This collection of Harley-Davidson factory photos contains a little bit of everything. There are pictures showing the assembly of some of Harley's earliest V-twin motorcycles, then progressively more modern motorcycles until reaching the XR-750 race bike built in the 1970's. A variety of other factory jobs are covered including drafting, frame/engine/sidecar construction, paint, testing and packaging. The factory seems to have changed over the years. You'll see the same assembly dollies with JD's, flatheads, knuckleheads and panheads rolling down the same line. It's great to see these vintage motorcycles coming together as Harley begins it's 110th Anniversary celebration.

Drafting Department

Frame Construction

Sidecar Construction

Motor Assembly

Paint

Motorcycle Assembly

Final Inspections

Parts Packaging

Motorcycle Packaging

Ready for Sale

Fonzie's Motorcycle on Happy Days | Harley Knucklehead vs Triumph TR5 | Riding Vintage

2026-04-06T17:00:00.005-04:00

Fonzie's Motorcycle on Happy Days

What happened to Fonzie’s motorcycle on Happy Days? Most people remember Arthur Fonzarelli with the silver Triumph that became part of television history, but that was not the only bike used on the show. In the earliest episodes, Fonzie appeared on a very different machine: a 1947 Harley-Davidson Knucklehead bobber that looked much closer to the stripped-down postwar Harley style many vintage riders would recognize immediately.

That change from Harley-Davidson to Triumph says a lot about both television production and the image of motorcycles in American pop culture. One bike fit the rough early look of the character; the other became the polished icon most viewers remember.

The Motorcycle Most People Remember

The motorcycle most commonly associated with Fonzie is a customized 1949 Triumph Trophy TR5 scrambler built specifically for the show. That bike became an icon in its own right, and for many viewers it is inseparable from the character.

The Early Harley-Davidson Knucklehead

If you go back to Season One, before the show moved fully into the studio, Fonzie rode a 1947 Harley-Davidson Knucklehead bobber. Those early episodes were filmed outdoors on location, and the bike reflects a much more authentic late-1940s Harley-Davidson look: stripped down, simple, and functional.

Chris Haynes, the motorcycle wrangler for that first season, later explained that Henry Winkler was never especially comfortable riding the bike. In scenes where Fonzie rode into frame, Haynes would start the motorcycle and position it before Winkler stepped in. Despite the character’s image, Winkler himself never became a confident rider.

Why the Show Switched Bikes

By Season Two, production changes led to the Knucklehead being replaced. With Haynes no longer on set, there was no one available to manage the larger Harley, and the show moved to a lighter, more manageable motorcycle. That switch introduced the silver Triumph that most viewers now associate with Fonzie.

The Triumph used on the show was built by Bud Ekins, the well-known stuntman and off-road racer. It remained in use through much of the series and helped fix Fonzie’s image in television history.

Along with the switch in motorcycles, Fonzie’s look evolved as well. The leather jacket replaced the earlier wardrobe and completed the image that would define the character. Even then, most riding scenes were carefully staged, with the bike often pushed or guided rather than actively ridden.

More Than One Triumph

Multiple Triumphs were used during the show’s run, and careful comparison of surviving images reveals differences between them. By the later seasons, additional bikes appeared, including a replacement given to Fonzie within the storyline after one was wrecked.

Why Fonzie’s Bikes Still Matter

Looking back, the motorcycles used on Happy Days show both the realities of television production and the way motorcycles were reshaped for popular culture. The Knucklehead represents a more authentic postwar Harley-Davidson bobber style, while the Triumph became the polished symbol recognized by millions of viewers. Both deserve a place in the story.

Riding with the Hells Angels

2026-04-05T17:42:00.000-04:00

An unlikely Bakersfield citizen casts what appears to be an appraising eye over the Hells Angels' Harley-Davidsons, 1965.

Photographer Billy Ray and writer Joe Bride, both from LIFE magazine, spent a few weeks with the Hells Angels in 1965. Outlaw motorcycle gangs were still something of a novelty, so neither Ray nor Bride quite knew what they were getting into. Bride had been doing a piece on Big Daddy Roth, who put him in contact with the Hells Angels. After being blindfolded and taken to a bar in an unknown location, Bride negotiated a deal with the Hells Angles to spend time photographing them over a few weeks. Neither the article or the pictures every made it into LIFE magazine, but Ray recently published a book containing them. It is titled Hells Angels of San Berdoo '65 Inside the Mother Charter.

Although Billy Ray was not the writer, he had some great quotes when asked about his time with the Hells Angels.

“This was a new breed of rebel. They didn’t have jobs, of course. They absolutely despised everything that most Americans value and strive for — stability, security. They rode their bikes, hung out in bars for days at a time, fought with anyone who messed with them. They were self-contained, with their own set of rules, their own code of behavior. It was extraordinary to be around.”

“There’s a romance to the idea of the biker on the open road. It’s similar to the romance that people attach to cowboys and the West — which, of course, is totally out of proportion to the reality of riding fences and punching cows. But no doubt, there’s something impressive about these Harley-Davidsons and bikers heading down the highway. You see the myth played out in movies, like Easy Rider, which came out a few years after I photographed the Angels. You know, the trail never ends for the cowboy, and the open road never ends for the Angels. They just ride. Where they’re going hardly matters. It’s not an easy life, but it’s what they choose. It’s theirs. And everyone else can get out of the way or go to hell.”

A teenager seems drawn, like a moth to a flame, by the Angels and their machines, California, 1965.

Hell's Angels motorcylce gang members preparing to ride to Bakersfield.

Members of outlawed motorcycle clubs hangout, Bakersfield.

Hell's Angels motorcycle gang members hanging out in a parking lot.

Hell's Angels motorcycle gang members congregating on their bikes before heading to Bakersfield.

Joe Bride and Billy Ray (with the camera)

California, 1965.

Hells Angels' "old ladies," California, 1965.

A sheriff's officer keeps an eye on the proceedings outside a bar that the Hells Angels have made their headquarters-away-from-home during their San Bernardino-to-Bakersfield run, 1965.

"Buzzard" prepares to leave Bakersfield as cops and townspeople watch, 1965.

Hells Angel, seated on his bike, 1965.

Close-up of two Hell's Angels Berdoo jackets on the backs of two riders.

Hell's Angels motocycle gang members preparing to ride from Gorman to Bakersfield.

Outside the Blackboard Cafe at night, Bakersfield, Calif., 1965.

Biker chick, California, 1965.

Hells Angels cruise north from San Bernardino to Bakersfield, 1965.

Hell's Angels motorcycle gang riding in a pack on the road.

Hell's Angels bike rider.

A Hells Angel -- with his old lady holding on tight -- pulls a wheelie in downtown Bakersfield, Calif., as his friends watch, 1965.

"Buzzard" and an old lady, California, 1965.

A Hells Angel salute, 1965.

Hells Angels, California, 1965.

Hells Angel "Hambone" poses during a ride from San Bernardino to Bakersfield, Calif., 1965.

The Bikeriders Real Photos | Danny Lyon Original Biker Images | Riding Vintage

2026-04-04T19:12:00.012-04:00

The Bikeriders Real Photos: Danny Lyon's Original Biker Images

Long before The Bikeriders reached movie audiences, photographer and filmmaker Danny Lyon spent four years living and traveling with the Chicago chapter of the Outlaws Motorcycle Club. The photographs and recordings he made during that time became his landmark 1968 book The Bikeriders, a raw and historically important portrait of 1960s American motorcycle culture.

If you came here looking for the real photos behind The Bikeriders, this gallery is a strong place to start. These images carry Lyon's original titles and preserve the atmosphere, people, machines, and roadside moments that gave the book its lasting power. Rather than treating the subject as sensational material, Lyon documented a world from the inside, which is part of what still makes the work compelling today.

There have been three editions of The Bikeriders, but copies now tend to circulate through the used market. If you can find one, it is well worth owning. Until then, this archive presents a selection of images from that body of work with Lyon's original captions beneath each photograph.

The Real Story Behind The Bikeriders

Danny Lyon was born in Brooklyn, New York, and after graduating from college in 1963 he immersed himself in the world he would later document in The Bikeriders. His photographs remain some of the best-known visual records of postwar American biker culture, not only because of their subject matter, but because they were made from personal access rather than from a distance.

That background is what makes this page valuable beyond movie interest alone. For readers interested in biker history, motorcycle culture, rare photo archives, and the real-world material behind The Bikeriders, these images still stand as one of the strongest visual documents of the era.

Crossing the Ohio, Louisville

Road Life & Runs

Route 90, Alabama

From Lindsey's room, Louisville

Field meet, Long Island, New York

Funny Sonny packing with Zipco, Milwaukee

Faces of the Outlaws

Chopper, Milwaukee

Outlaw camp, Elkhorn, Wisconsin

Cal, Elkhorn, Wisconsin

Clubhouse during the Cloumbus run, Dayton, Ohio

Renegade's funeral, Detroit

Sparky and Cowboy (Gary Rogues), Schererville, Indiana

Dave and Rawhide (Columbus Outlaws), Elkhorn, Wisconsin

Brucie, his CH, and Crazy Charlie, McHenry, Illinois

From Dayton to Columbus, Ohio

Memorial Day run, Milwaukee

Route 12, Wisconsin

Johnny Goodpaster, Hobart, Indiana

Benny, Grand and Division, Chicago

Seventeenth Annual World's Largest Motorcycle Blessing, St. Christopher Shrine, Midlothian, Illinois

Renegade's funeral, Detroit

Jack, Chicago

Corky at an Apache dance, Chicago

Andy, meeting at the Stoplight, Cicero, Illinois

Sante Fe track, Chicago

Racers, McHenry, Illinois

Racing, Roads & Side Scenes

Broken gear box spring, New Orleans

Scrambles track, McHenry, Illinois

Racer, Griffin, Georgia

Racers, McHenry, Illinois

Racer, Schererville, Indiana

Why These Photos Still Matter

Interest in The Bikeriders has brought new readers back to Danny Lyon's work, but the photographs hold up on their own as an important historical record. They document machines, personalities, events, travel, and the social world around American bikers in a way that still feels immediate decades later. They also form the foundation of this Outlaws archive series. For readers who want to go deeper, the next chapter is the collection of rare unpublished biker photos.

The Harley-Davidson Motorcycle Truck

2026-04-03T15:33:00.003-04:00

Harley-Davidson Motorcycle Truck (1913–1915)

Long before the Servi-Car, Harley-Davidson was experimenting with commercial machines built for work instead of recreation. One of the most unusual results was the Harley-Davidson Motorcycle Truck, a purpose-built cargo hauler that combined motorcycle power with delivery utility.

Although short-lived, the Motorcycle Truck remains historically important. It shows Harley-Davidson pursuing fleet sales, municipal contracts, and business transportation years before later utility machines became familiar. In many later references, this machine is also called the Forecar.

What Was the Harley-Davidson Motorcycle Truck?

The Motorcycle Truck was an early three-wheeled commercial Harley-Davidson with a steerable two-wheel cargo unit in front and a single driven rear wheel behind the rider. Instead of adding a sidecar body beside a normal motorcycle, Harley built a front-loading utility machine specifically for hauling cargo.

That distinction matters today because many people confuse it with the later Harley-Davidson Package Truck. The Package Truck used sidecar running gear and a side-mounted delivery body, while the Motorcycle Truck used an entirely different front-loader layout.

Why Harley Built It

In the early 1910s, motorcycles were already proving useful in police work, messenger service, mail delivery, and rural travel. They cost less to own and operate than automobiles, and they often handled poor roads better than early cars.

Harley-Davidson recognized that businesses also needed hauling capacity. The Motorcycle Truck was an attempt to combine the low operating cost of a motorcycle with the cargo usefulness of a light delivery vehicle.

Postal Service Testing in 1912–1913

Before production, Harley-Davidson reportedly tested prototype Motorcycle Trucks with the Milwaukee branch of the U.S. Postal Service during the winter of 1912–1913. That detail is important because it shows the concept was tied to real delivery work rather than novelty marketing. It also places the Motorcycle Truck within Harley-Davidson's broader history of postal-service motorcycles and working fleet machines.

If the machine could survive winter postal routes in Wisconsin, Harley had reason to believe it could survive ordinary business service elsewhere.

Technical Specifications

Available sources commonly describe the Motorcycle Truck as using Harley-Davidson's F-head V-twin engine of approximately 61 cubic inches (1000cc), producing around 8 horsepower. Exact period ratings vary, but the broad specification is consistent.

Power went through a two-speed transmission intended for hauling loads. Contemporary descriptions cite a 10:1 low gear and 5:1 high gear ratio, emphasizing pulling ability rather than speed.

The cargo box sat between two steerable front wheels controlled through conventional handlebars. Braking is commonly described as rear-wheel only, and surviving descriptions suggest little or no suspension compared with later commercial machines.

Engine: F-head V-twin
Displacement: approx. 61 cu in / 1000cc
Power: approx. 8 hp
Transmission: 2-speed
Ratios: 10:1 low / 5:1 high
Drive: chain
Brakes: rear wheel only commonly cited
Payload: advertised 550 lbs

Cargo Capacity and Real-World Use

Harley-Davidson advertising promoted the Motorcycle Truck as maneuverable and easy to handle. The quoted 550-pound carrying capacity was substantial for the era, especially when paired with low operating cost.

Likely users included bakers, butchers, florists, parcel carriers, grocers, and route-based trades needing small deliveries around town. The front cargo body also created a flat surface for painted business advertising, making the machine a rolling billboard. Similar municipal utility thinking would later appear in fire-service motorcycles and other working Harleys.

Why It Was Short-Lived

The Motorcycle Truck appears to have had a brief production life, generally associated with 1913 through 1915. That short run suggests Harley-Davidson quickly learned both the strengths and limits of the design.

The front-loader layout was specialized and likely more expensive to build than a sidecar-based cargo rig. By 1915, Harley-Davidson had moved toward the more adaptable Package Truck, which could use conventional motorcycles with commercial sidecar bodies.

That modular approach would have simplified manufacturing, servicing, and dealer support.

Production, Survivors, and “Walter”

The Motorcycle Truck is widely described as a very low-production Harley-Davidson. A figure of approximately 332 units is often repeated in later reporting, though exact factory totals are not easily confirmed in open records.

The best-known surviving example is a restored 1913 machine nicknamed Walter, frequently cited as the only known survivor. Whether or not additional examples surface in the future, surviving Motorcycle Trucks are unquestionably rare.

Restoration and Collector Interest

For collectors, the Motorcycle Truck combines rarity with unusual engineering. It also presents real restoration challenges. A specialized front axle, scarce transmission parts, one-off body hardware, and limited documentation make accurate restoration difficult.

That same difficulty is part of the appeal. The Motorcycle Truck is not just another early Harley—it represents a branch of company history that few people know existed.

Legacy: Path to the Package Truck and Servi-Car

Although short-lived, the Motorcycle Truck helped demonstrate that Harley-Davidson could sell work machines, not just motorcycles for personal transport. The company would continue that commercial line through the Package Truck, transitional ideas such as the Cycle Tow, and later through the long-running Harley-Davidson Servi-Car.

Seen that way, the Motorcycle Truck was an early experiment that helped open a much longer commercial chapter in Harley-Davidson history.

Final Thought

The Harley-Davidson Motorcycle Truck was produced for only a short time, but it remains one of the most fascinating machines the company ever built. With its front cargo box, unusual three-wheel layout, and direct link to later commercial Harleys, it stands as a forgotten milestone in Harley-Davidson history.

Vintage Motorcycle Field Games

2026-04-02T20:15:00.000-04:00

Field games have been around for hundreds of years, probably dating back to the domestication of the horse. Just like riders of today, ancient equestrians competed to see who was the most skillful among them. This tradition continued with the invention of the motorcycle, but with a few twists, owning to that special creativity that is only found among bikers. Many of those early field games are still played today and I personally have participated in a number of the ones pictured below.

To start with, we have a number of motorcycles lined up at one end of a field. This could be just about anything, but we'll pretend that they are getting ready for a slow race. The rules are simple, last one to cross the finish line without touching his feet to the ground wins.

For this game, all the participants remove their boots and place them in a pile behind their motorcycles. Participants wait next to their motorcycles for the starting gun and then run to the pile to find and put on their boots. Next they run back to their motorcycles, start them and race for the finish line. First one across wins.

Here's that egg in the spoon race that you probably did as a kid. Just a little bit harder. Rules are still the same, make it across the finish line without dropping your egg.

The weenie bite requires a rider and a passenger. At the start of the competition, hot dogs are hung from a string about six feet off the ground. Each team rides under a hot dog and the passenger stands up and takes a bite. Whichever passenger takes the biggest bite without the rider touching the ground wins.

This race is a lot more difficult that it appears. Boards are lined up end to end and each participant must ride down the boards keeping both tires on the boards at all time. The boards often get narrower in width the farther down the course you go. More boards can be added if multiple riders complete the first run successfully.

I've never witnessed this race, but it looks pretty self explanatory. The motorcycles are first lined up at one end of the field and then the riders line up at the other end. Bags are placed on the riders heads and at the signal they run to their motorcycles and ride them back to the starting line. Best not to play this game if you have an expensive paint job and lots of chrome.

This appears to be chugging contest followed by a short race. Probably gets more difficult after a few rounds...

A different take on the traditional barrel race. In this competition, riders must push the barrel to the end of the course and across the finish line.

This game looks to be some sort of "tag" were the passenger tries to hit the other riders with a rolled up piece of paper.

Moto-ball, the rules are similar to soccer, but your on a motorcycle.

Another race which requires riders to first race to their motorcycles on foot, before starting them and racing for the finish line.

WWII Motorcycle Training

2026-04-01T22:50:00.001-04:00

Soldiers use their motorcycles as shields in a training exercise at Camp Carson, CO, 1943.

Depending on the source, the number of motorcycles produced by Harley-Davidson during WWII can range from 50,000 to 90,000 units. Regardless of the exact number, the US Military needed to train thousands of soldiers on the operation and maintenance of these machines. Harley-Davidson stepped up and provided mechanical training at its Service Schools, but the job of teaching soldiers to ride was left to the US Military. Military bases across the US provided various types of training as permitted by their local terrain and resources to prepare troops for duty in Europe.

Motorcycle dispatch rider hands off a message to occupant of 1/2 ton, 4x4 Dodge Command Reconnaissance Car, 28 July 1941. Rider is identified as from New Jersey at the US Army maneuvers in Tennessee.

An Armored Division motorcyclist drops to the ground to take up a defensive position, Ft. Knox, KY, 1942.

Motorcycle maintenance at Ft. Knox, KY, June 1942.

Motorcycle messenger delivers to a moving M3A1 Scout Car, Ft. Riley, KS, April 1942.

Armed motorcyclist serving as a messenger for his platoon of the mechanized cavalry reconnaissance unit, Fort Riley, KS, April 1942.

Motorcycle formation for press coverage of 1st Armored Division, Observation Post 6, Ft. Knox, KY, 24-27 March 1941.

Motorcycle scout of the Motorcycle Platoon, 13th Armored Regiment, 1st Armored Division, Ft. Knox, KY, circa June 1941.

Rider draws a Thompson SMG from its carrying case on this Harley Davidson WLA solo motorcycle, 1942. Photo: Popular Science, September 1942, P119.

General check over and adjustment for one of the Army's motorcycles at Fort Knox, KY, June 1942.

Vehicles of the 107th Cavalry Regiment, Fort Ord, CA, May 1942. Harley Davidson WLA models are in front, with other motorcycles, jeeps and scout cars following.

Why Are Harley-Davidsons Called “Hogs”? Origin of the Harley Hog Nickname

2026-04-01T22:38:00.003-04:00

Why are Harley-Davidson motorcycles called “hogs”? The nickname goes back to the early racing days of Harley-Davidson’s Wrecking Crew, when a live pig was used as a team mascot and carried on victory laps. This article explains where the name came from and how it became permanently tied to Harley-Davidson motorcycles.

For more vintage Harley-Davidson history, see the History section.

The nickname “hog” goes back to Harley-Davidson’s early racing team, the “Wrecking Crew.” In 1920, the team was racing in Marion, Indiana when team member Ray Weishaar was photographed giving the team’s pig mascot a drink before the race.

Each time a rider won, they took the pig along on a victory lap. That quickly led to the nickname “Harley Hogs,” and before long “hog” stuck as slang for Harley-Davidson motorcycles.

The pig wasn’t the only animal used as a racing mascot back then. There are plenty of photos of dogs in that role, but even better is this shot of a board track racer holding a raccoon. Just as interesting as the pig—and it probably had a decent shot at becoming Harley’s namesake. A few more victory laps with that raccoon and things might have turned out very differently.

Imagine if the raccoon had taken the pig’s place. Harley-Davidsons might be known as “coons” instead of “hogs.” You’d hear riders saying “nice coon” or “I love the sound of a coon rumbling down the road.” HogTales would be CoonTales, and who knows what they would call HOG chapters. Not to mention the raccoon-themed T-shirts Harley would have made.

The impact on the fur industry would have been significant too. Coon skin caps and tails might still be standard biker gear. Maybe black masks—think Lone Ranger—replace the do-rag for riders trying to look more like raccoons. It’s easy to picture rows of bikes lined up in Daytona covered in raccoon-themed accessories and parts.

At least one modern builder might have appreciated that outcome. In the photo below, custom motorcycle builder Indian Larry is shown holding a raccoon.

For more early Harley-Davidson racing and history, see the History section.

Jim Davis - Motorcycle Racing Legend

2026-04-01T21:30:00.001-04:00

When people talk about early motorcycle racing legends, one of the first names that comes to mind is Jim Davis. His racing career spanned more than two decades, riding bikes for both Harley-Davidson and Indian as well as a few British manufacturers. He won titles under the Federation of American Motorcyclists (FAM), the Motorcycle and Allied Trades Association (M&ATA) and the American Motorcyclist Association(AMA). By the end of his career, he had won over 50 national events under the FAM and M&ATA, plus another 21 under the AMA.

Racing was in Jim Davis' blood since his birth on March 23, 1896 in Columbus, Ohio. Davis' father was a former bicycle racer and passed the love of two wheel competition down to his son. Davis attended his first motorcycle race in 1913 while accompanying his father on a business trip to Savannah, GA. Davis was so enthralled by the race, that upon returning home he convinced his father to by him a Yale motorcycle. This soon led to competing in his first motorcycle race in Lancaster, Ohio at age 14. Davis won his first victory there on a borrowed Indian twin. His prize was a pair of rubber goggles and a quart of oil. Davis continued to enter amateur events and was doing rather well. In 1915, he had a chance meeting with Frank Weschler, the head of sales for Indian. Davis just happened to be at the Columbus Indian dealership when Weshler was visiting. The owner of the dealership bragged to Weschler about Davis' racing prowess and recommended that Davis be given an Indian factory race bike. The owner must have been pretty convincing because Davis received a brand new eight-valve closed-port Indian factory race bike within a few weeks.

Davis spent the rest of that year competing in local events around his home state of Ohio. In 1916, Davis left Ohio for his first national event, the FAM 100-Mile National in Detroit. Weighing in at a mere 120 lbs and only 20 years old, Davis must have looked out of place when he lined up against the other 25 - 30 seasoned racers. Any doubt in his ability as a racer was soon dismissed as Davis lead the entire 100 mile race and came away with his first national victory. Immediately following the race, Davis headed to Saratoga, New York and won his second national race. With back to back victories under his belt, Indian soon placed Davis on their payroll and he began traveling the country to compete for the Wigwam.

Just as his career began to take off, the world was heading into World War I. Motorcycle racing took a backseat to the war effort and like many young men, Davis was drafted into the Army. Luckily, his commanding officer recognized him from the race circuit and got him assigned to motorcycle escort duty. Davis spent the war transporting officials stateside and I bet he got them to their destinations in record time.

Davis' position as an Indian factory racer ended in 1920 after he faked a telegram from M&ATA president A.B. Coffman which he used to gain entrance into an invitation only racing event. Within 24-hours of being kicked off the Indian racing team, Harley-Davidson signed Davis onto their team. Davis raced for Harley for the next 5 years, winning many notable events. The first of which was the Dodge City 300 miler. For this race, Harley-Davidson chose to run a pocket-valve version of their new Ottaway inspired "banjo 2-cam". This change came about because H-D management thought that there would be a public relations benefit to running a motorcycle which at last resembled something that was available to the general public. Up until that time, both Harley-Davidson and Indian had run purpose built race bikes, only available to factory racers.

After a successful run with Harley-Davidson, Davis was back over to Indian for the 1926 season. He won three national titles that year racing both dirt track and board track events. Davis went on to double this one year record in 1928, winning a total of 6 national titles and was named the AMA national champion. The following year brought more national titles and second AMA national champion title. Davis' last AMA victory came in 1930 at Syracuse, New York. Although he never won another national title, Davis continued to race competitively until 1936. All told, he raced 1500 events and covered 30,000 competition miles.

Even though he was retired from racing, Davis continued to be active in the sport. Ironically, he received his only serious motorcycle racing injury during this time, when he was hit by Don Evans in 1948 while waving the checkered flag.

In 1984, Davis received the Dudley Perkins Award, AMA's highest honor, for his life-long contributions to the sport. He was also inducted into the Motorcycle Hall of Fame in 1998.

Jim Davis died on February 5, 2000 in Daytona Beach, FL. He was 103 years old at the time of his death. Who says that riding motorcycles shortens your life...

Harley-Davidson Servi-Car History (1932–1973) | G, GE & Early Models | Riding Vintage

2026-03-31T23:08:00.017-04:00

Harley-Davidson Servi-Car History (1932–1973)

Built for work instead of speed, the Harley-Davidson Servi-Car became one of the longest-running and most distinctive machines the company ever produced.

The Harley-Davidson Servi-Car is one of the most unusual and longest-lived machines in Harley-Davidson history. Introduced for the 1932 model year and produced through 1973, the Servi-Car began as a Depression-era commercial vehicle for service stations and delivery work, then evolved into a familiar police, municipal, and utility machine used across the United States for more than four decades.

To casual viewers, the Servi-Car looks like an old Harley trike with a box on the back. To antique motorcycle enthusiasts, restorers, and collectors, the story is much deeper. The model changed engines, oiling systems, brakes, forks, cargo boxes, electrical systems, and starting systems while keeping the same basic purpose: a rugged three-wheeled workhorse powered by Harley-Davidson’s 45 cubic-inch flathead family.

This article covers the complete Servi-Car history from the early R-series powered models of 1932–1936 through the later G, GA, and GE machines that remained in production until 1973. It also separates well-supported facts from areas where the surviving record is less certain.

For year-by-year Harley model listings, use the Harley-Davidson Model Reference. To identify stamped engine numbers, use the Harley VIN Decoder & Engine Number Lookup.

This page also serves as the commercial vehicle anchor within Riding Vintage’s Harley-Davidson history coverage, with related Motorcycle Truck, Package Truck, Cycle Tow, fire department, and mail-delivery articles linked below.

An early Harley-Davidson Servi-Car period image showing the commercial three-wheeler in work-oriented trim.

Why Harley-Davidson Built the Servi-Car

The Servi-Car was created for practical work, not style. Harley-Davidson had experimented with commercial machines before, including motorcycle trucks and package trucks, and transitional concepts such as the Cycle Tow, but those earlier designs never became long-term successes. The Servi-Car solved a more specific problem: businesses needed a compact utility vehicle that could carry tools, supplies, or small cargo while remaining inexpensive to operate.

Service stations and car dealerships were important early customers. With a tow bar attached, a mechanic could pick up a customer’s car, bring it back to the shop, tow the Servi-Car behind the automobile on the return trip, and then ride the Servi-Car back after the customer car had been delivered. That use case made the three-wheeler especially attractive during the 1930s, when simple and economical transportation mattered.

The Servi-Car also fit police and municipal work. Its three-wheel layout made it stable at low speed. Its cargo body could carry equipment. Its reverse gear made it easier to maneuver in alleys, curbsides, garages, and crowded city environments. Over time, Servi-Cars would appear in parking enforcement, fire department work, postal service, airport duty, parades, funeral processions, and municipal fleets.

What Made a Servi-Car Different

The Servi-Car’s identity comes from its utility layout. Before getting into year-by-year changes, it helps to understand why the machine was never just a motorcycle with an extra wheel: reverse gear, a differential rear axle, a dedicated rear utility chassis, and a cargo body built for work.

Transmission, Reverse Gear, and Differential

The Servi-Car’s drivetrain is one of the reasons it should not be described as merely a WL with a box. The mature Servi-Car used a constant-mesh three-speed transmission with reverse. The gearbox, final drive, rear axle, and cargo body were all part of a commercial vehicle package.

Primary drive used an enclosed chain system, and final drive went to an automotive-style differential rear axle. The differential made the Servi-Car behave more like a small utility vehicle than a conventional motorcycle. It also added complexity that restorers must account for. A correct Servi-Car restoration is not just an engine rebuild with a box painted to match; the transmission, differential, axle, and body mounting all matter.

Frame, Rear Axle, and 42-Inch Track

The Servi-Car began with motorcycle engineering but required a dedicated rear structure. The rear axle track was approximately 42 inches, close to the wheel track of many American automobiles of the period. That allowed the machine to follow the same ruts and road tracks as cars on rough or unpaved roads.

Although the rear of the Servi-Car was rigid, the cargo body was supported on springs. This helped protect tools, supplies, and cargo from the harshness that would otherwise come from a hard-mounted rear box.

A Servi-Car with its rear utility body, illustrating the cargo-box layout central to the model’s purpose.

Cargo Body Utility

The rear cargo body was central to the Servi-Car’s purpose. It carried tools, parts, parcels, police equipment, and business supplies, but it also gave owners a flat advertising surface. For small businesses, the box could function as both transportation and a rolling sign.

Harley’s Commercial Machines Before the Servi-Car

The Servi-Car was Harley-Davidson’s most successful long-running commercial three-wheeler, but it did not appear in isolation. Before 1932, Harley experimented with earlier utility machines that helped define the company’s commercial vehicle line and showed that there was a real market for motorcycles built to work.

Before the factory Servi-Car arrived, outside firms also explored add-on utility conversions such as the Cycle Tow.

The Harley-Davidson Motorcycle Truck and Harley-Davidson Package Truck were part of that earlier history. They did not achieve the same long production life as the Servi-Car, but they help explain how Harley arrived at a practical three-wheeled commercial machine by the early 1930s.

Period image showing the Servi-Car in practical work use, tying the model to Harley-Davidson’s commercial vehicle history.

Early Servi-Cars: 1932–1936

These first machines are especially important to collectors because they document the Servi-Car before the better-known G and GE eras.

The first Harley-Davidson Servi-Cars were built from 1932 through 1936 and used the earlier 45 cubic-inch side-valve engine family associated with the R-series. These early machines are historically important because they established the commercial three-wheeler formula that Harley would refine for the next forty years.

The R-series replaced Harley-Davidson’s earlier D-series 45. Visually, one of the easiest differences between the earlier D-series and the later R-series engine family is the generator arrangement: the D-series used a vertical generator layout, while the R-series used the more familiar horizontal arrangement. Internally, the R-series also brought revisions to major engine components such as flywheels, crankcases, cylinders, pistons, rods, and oil pump design.

The earliest Servi-Cars used a motorcycle-style tubular frame with a rear utility subframe supporting the cargo body and axle. Early cargo boxes were available in different sizes, and some configurations were intended specifically for towing or shop service. The machine was heavy compared with a solo motorcycle, but its three-wheel layout, hand shift, foot clutch, and reverse gear made it useful for work that would have been awkward on a standard two-wheeled motorcycle.

Early Servi-Car Engine Reference	Details
Engine family	R-series 45 cubic-inch side-valve V-twin
Displacement reference	45 cu. in. / approximately 738cc, based on contemporary RL-family specifications
Horsepower reference	Approximately 22 bhp, based on contemporary RL-family specifications
Transmission	3 forward / reverse
Typical use	Service stations, delivery work, police work, utility duty

The displacement and horsepower figures above are used as R/RL-family reference values where direct Servi-Car-specific factory ratings are not available. The Servi-Car was heavier and geared for work, so the same basic engine family did not make it perform like a solo RL motorcycle.

A 1930s Harley-Davidson Servi-Car image representing the early R-series commercial three-wheeler period.

Early Model Codes and Cargo-Box Configurations

Early Servi-Car model designations can be confusing because some letters were reused later in different contexts. Early references identify several configurations based on box size and tow-bar equipment. These early designations should not be confused with the later GE electric-start model introduced in the 1960s.

Early Code	Configuration
G	Small box with tow bar
GA	Small box without tow bar
GD	Large box without tow bar
GE	Large box with air tank in early usage
GDT	Large box with tow bar, added in 1933

This is one reason Servi-Car identification requires care. A letter suffix used in the early 1930s does not always mean the same thing as the same letters used decades later.

Advertising, Delivery Work, and Rolling Billboards

The cargo box made the Servi-Car useful, but it also made the machine visible. Businesses could letter the flat rear panel and box sides with company names, phone numbers, services, and advertising. In that sense, the Servi-Car was both transportation and a rolling sign.

For small businesses, the appeal was obvious. A Servi-Car could carry parts, tools, newspapers, packages, or shop supplies while advertising the company everywhere it went. The shape of the box also gave the machine a distinctive look that still makes period photographs easy to recognize.

The Servi-Car’s cargo box gave businesses a useful flat surface for lettering, advertising, and delivery work.

R-Series vs. W/G-Series Servi-Car Engines

To many readers, both engines simply look like Harley 45 flatheads. The differences become clearer when viewed through ownership, maintenance, and real-world use.

The R-series and later W/G-series Servi-Car engines are best understood as two generations of Harley’s 45-inch flathead family. They are related in purpose and displacement, but they are not the same service family.

The difference that matters most in real-world use is oiling. The early R-series engine used a total-loss oiling system: oil was pumped from the oil tank through the engine, then discharged onto the primary chain for lubrication before eventually dripping to the ground. Because the oil was not returned to the tank and reused, the system was known as “total loss.”

Later W/G-series engines adopted a cleaner recirculating dry-sump system that stored used oil in a tank and pumped it back through the engine again. This basic idea of recirculating oil is the same principle used in modern engines today.

Feature	1932–1936 Early Servi-Car	1937–1973 Later Servi-Car
Engine family	R-series 45 flathead family	W/G-type 45 flathead family
Valve layout	Side-valve / flathead	Side-valve / flathead
Oiling system	Total-loss system	Recirculating dry-sump with feed and scavenger pump functions
Parts family	Scarcer pre-1937 family	Long-production 1937–1973 45 family
Practical ownership	Historically important but more specialized	Easier to support due to longer production and better parts continuity

This is the core technical point many general Servi-Car summaries miss. The later Servi-Car was not just a continuation of the early machine. It became a more mature commercial vehicle built around the long-lived W/G 45 flathead family, reverse transmission, differential rear axle, and specialized commercial chassis.

1937: The W/G-Series Turning Point

If one year deserves special attention in Servi-Car history, it is 1937.

The most important mechanical break in Servi-Car history came in 1937. From this point forward, Harley-Davidson moved the Servi-Car into the later 45 cubic-inch engine family used by W-series motorcycles. That change is more important than the casual observer might expect.

Both the early R-type engine and the later W/G-type engine were 45 cubic-inch side-valve flathead V-twins. The major difference was not overhead valves, displacement, or a dramatic horsepower increase. The major difference was the oiling system and the service family around it. For a work machine expected to idle, creep, haul, and operate daily, the later recirculating system was a major practical improvement.

There is also a useful identification nuance here. The 1937 model year marks the W-family engine transition in Servi-Car use, but some evidence suggests Servi-Car engines may not have been stamped with the G designation until the 1938 model year. For that reason, 1937 is best treated as a transition year unless a specific machine’s factory number confirms otherwise.

A Harley-Davidson Servi-Car in early commercial trim, shown here in the period style that preceded later GE machines.

Major Year-by-Year Servi-Car Changes

Harley-Davidson did not redesign the Servi-Car every few years. Instead, the company improved it gradually, which makes these change points especially useful for identification, restoration accuracy, parts selection, and judging.

Year	Technical Change	Notes
1932	Servi-Car introduced	Early commercial three-wheeler with utility body and tow-bar applications
1933	Dedicated three-speed-and-reverse Servi-Car transmission introduced	1932 machines used the earlier R solo-style transmission arrangement
1937	W-family 45 engine transition; second rear brake	Important mechanical break from earlier R-series machines
1938	Enclosed rear drive chain	Improved protection for commercial use
1939	Strengthened permanent tow bar	Reduced need to remove and carry the tow bar separately
1940	Stronger axle housing	Part of steady durability improvement
1941	Major frame and mechanical update	New frame, welded rear axle tube, higher compression, and improved front brake
1951	Hydraulic rear brakes	Replaced earlier mechanical rear brake arrangement
1958	Hydra-Glide style telescopic fork adoption	Some secondary histories say 1959; parts-fitment evidence supports 1958
1964	GE electric-start era begins	Electric start, 12-volt system, and updated electrical equipment
Mid-1967	Fiberglass cargo box replaces steel box	Steel-box machines are often more desirable to collectors
Late 1973	Six-lug rear wheels and rear disc brake update	Final-year production change before the model disappeared

The 1941 Redesign

One of the most important early updates came in 1941. Harley revised the Servi-Car with a new frame, welded rear axle tube construction, a compression increase, and a more effective front brake borrowed from larger solo models. This matters because the 1941 package established much of the basic prewar and postwar Servi-Car form that continued for years.

For restorers, 1941 should not be treated as a minor specification change. It was a meaningful structural and mechanical update that helped define the mature springer-era Servi-Car.

Factory-era Servi-Car image illustrating the commercial three-wheeler layout that continued through the mature springer period.

Cargo Box Development: Steel to Fiberglass

The Servi-Car’s box is one of its most recognizable features, and it changed over time. From 1932 through 1941, small and large steel cargo boxes were available. In 1942, Harley standardized an intermediate-size steel box that remained the familiar postwar cargo body for many years.

The mid-1960s brought the important box-material change. The strongest working description is that steel boxes remained in use until a mid-1967 transition to fiberglass. Because surviving machines, replacement parts, and service histories can blur the exact changeover, this is best treated as a mid-1967 production transition rather than a clean calendar-year break.

Collectors often prefer steel-box machines, especially when the body, fenders, and rear structure remain original and unmodified. Fiberglass-box GE machines are still historically important, but they represent the final modernized phase of Servi-Car production rather than the earlier commercial-body style.

Brake System Evolution

Brake changes are among the most important Servi-Car technical details. From 1932 through 1936, early Servi-Cars used a single rear drum brake mounted inside the rear axle housing, operating both rear wheels. In 1937, Harley upgraded the model to drum brakes at both rear wheels.

For 1951, the Servi-Car received hydraulic rear brakes. That is a key change for restorers and buyers because it marks the shift away from the earlier mechanical rear-brake arrangement. The hydraulic rear system remained in use for much of the model’s later production.

Late 1973 machines received six-lug rear wheels and rear disc brake updates. Some secondary sources describe disc brakes at all three wheels, but the safest wording is to treat the rear disc and six-lug rear-wheel change as the firmly supported final update unless factory documentation is available for a specific machine.

Springer Forks to Hydra-Glide Style Forks

Early and mid-period Servi-Cars used Harley-Davidson’s leading-link springer front end, similar in general form to the springer forks used on R-series and W-series solo motorcycles. This remained the familiar look of the Servi-Car through the classic springer era.

Beginning in 1958, the Servi-Car moved to Hydra-Glide style telescopic forks. Some histories describe the change as occurring in 1959, so the safest wording is to treat the transition as a 1958–1959 period change, with 1958 supported by parts evidence.

Carburetion and Mid-Century Engine Equipment

Carburetor details are especially useful for restorers. From roughly 1940 through 1958, Harley 45 flatheads used Linkert M-series bottom-float carburetors. Servi-Cars then used Linkert DC side-float carburetors from about 1959 through 1965. Mid-1960s machines saw additional changes as Harley updated the electrical and accessory systems during the electric-start era.

The broad point is that later Servi-Car engines remained part of the same basic 45 flathead family, but the equipment around them changed over time. A correct restoration depends on the year, not just the displacement.

1964: GE Electric Start and 12-Volt System

By the mid-1960s, Harley was updating the Servi-Car to meet modern expectations while still relying on the proven 45 flathead platform.

The 1964 model year is one of the most important late Servi-Car milestones. The GE electric-start Servi-Car arrived before electric start became widely associated with Harley’s big twins. In addition to electric start, the Servi-Car moved to a 12-volt electrical system and used updated ignition equipment including auto-advance timers.

This made late Servi-Cars easier to operate and better suited to police and municipal work, where riders might start and stop repeatedly during a shift. It also makes 1964 a major dividing line for collectors comparing earlier G/GA machines with later GE machines.

Late GE Specification Reference	Approximate Published Data
Engine	45 cu. in. / approximately 738cc side-valve V-twin
Power	Approximately 22 bhp
Transmission	3 forward / reverse
Front end	Telescopic forks
Weight	Approximately 598 lb
Top speed	Approximately 65 mph

That comparison is striking: the basic 45 cubic-inch flathead output remained modest, while the Servi-Car itself became a heavier, more specialized utility vehicle with electric start, reverse, differential, and late-model equipment.

Police Servi-Cars and Left-Hand Throttles

Police departments were among the Servi-Car’s best-known customers. Parking enforcement was one of the most common jobs. Some police Servi-Cars were equipped with a left-hand throttle and right-hand shifter so officers could mark tires with a chalk stick while controlling the machine with the left hand.

This detail is easy to overlook, but it explains a real-world feature. The Servi-Car was not designed only around mechanical theory; it was adapted around the actual tasks police departments and municipal workers needed to perform.

A period police Servi-Car image, reflecting one of the model’s best-known municipal and enforcement roles.

Unusual Police and Municipal Adaptations

Because the Servi-Car was a utility platform, departments sometimes modified it for unusual jobs. One of the more memorable examples involved police K-9 transport, where the rear body could be adapted to carry dogs behind the rider. In other uses, the same basic rear body carried tools, signs, enforcement equipment, or municipal gear.

These adaptations show why the Servi-Car lasted so long. Harley-Davidson did not need the model to appeal to every rider. It only needed to remain useful to the customers who had a specific job for it.

An early police-market Servi-Car image showing the utility platform that departments adapted for enforcement and municipal work.

How to Identify the Major Servi-Car Eras

A quick visual and mechanical identification guide helps separate the major Servi-Car periods:

Era	Key Identification Points
1932–1936	Early R-series powered Servi-Cars, early box configurations, Depression-era commercial styling
1937–1940	W/G-family transition period, added rear braking, enclosed chain and tow-bar improvements
1941–1950	Updated frame and axle construction, springer front end, steel cargo body
1951–1957	Hydraulic rear brakes with springer front end
1958–1963	Telescopic fork G/GA machines before electric start
1964–mid-1967	GE electric-start machines, 12-volt system, still generally steel-box period
Mid-1967–1973	Fiberglass box GE machines, late electrical equipment, final 1973 rear-wheel/brake updates

Period Literature and Factory Material

Period literature is valuable because it shows how Harley-Davidson presented the Servi-Car to customers. The machine was not marketed as a novelty. It was promoted as practical equipment for people who needed to move goods, tools, or personnel efficiently.

The following period pages preserve that commercial context and help explain why the Servi-Car was taken seriously by business and municipal buyers.

Period Servi-Car literature cover preserving the way Harley-Davidson presented the three-wheeler as practical commercial equipment.

Servi-Car period literature page 1, included to preserve factory-era commercial context.

Servi-Car period literature page 2, showing additional period sales material for the commercial three-wheeler.

Servi-Car period literature page 3, preserving more of Harley-Davidson’s original commercial presentation.

Servi-Car period literature page 4, part of the factory-era material included with this history.

Servi-Car period literature page 5, completing the period literature sequence preserved in the article.

Details That Still Need Factory Confirmation

A serious Servi-Car history should be clear about what is known and what still needs factory-source confirmation. The most important open questions are:

1958 vs. 1959 fork transition: parts evidence supports 1958, while some narrative histories say 1959.
Fiberglass box changeover: mid-1967 is the strongest working date, but individual machines and replacement boxes can blur what survives today.
Late 1973 disc brakes: rear disc brake and six-lug rear-wheel updates are the safest confirmed wording; all-three-wheel disc claims should be verified before being stated as universal.
Complete annual production totals: several individual figures are usable, but a full 1937–1973 table should wait for direct factory or trusted data-book confirmation.

Why the Servi-Car Matters Today

Machines that survive for decades usually do so because they solved a real problem. The Servi-Car is a perfect example.

The Servi-Car lasted because it worked. It was simple, durable, adaptable, and useful to customers who needed something a solo motorcycle could not provide. It carried tools, hauled supplies, towed behind cars, patrolled streets, marked parking violations, appeared in parades, and served municipal fleets long after most early commercial motorcycles had disappeared.

For collectors, the appeal is just as strong. Early R-series machines document the beginning of Harley’s successful three-wheel commercial line. Springer-era G models preserve the classic flathead workhorse look. Hydraulic-brake and telescopic-fork machines show the gradual modernization of the design. Late GE machines represent the final production chapter of Harley-Davidson’s 45 flathead legacy.

The Servi-Car was never Harley-Davidson’s fastest or flashiest motorcycle, but it may be one of the company’s most honest machines. From its Depression-era beginning to its final 1973 GE models, its long production run, unusual engineering, police history, commercial bodywork, and 45 flathead power make it one of the most distinctive motorcycles Harley-Davidson ever built. For collectors today, it represents a side of Harley-Davidson history built around usefulness, durability, and honest work.

1961–1964 Panhead 12-Volt Coil Upgrade | Dual Points Duo-Glide Coil Conversion | Riding Vintage

2022-12-16T21:00:00.021-05:00

1961–1964 Panhead 12-Volt Coil Upgrade

Finding a pair of 12-volt ignition coils small enough to fit under the stock cover on a 1961–1964 Harley-Davidson Panhead Duo-Glide turned out to be a lot harder than I expected. The dual circuit breaker ignition needs the right coil arrangement, and simply converting the motorcycle to 12 volts does not mean the parts will still fit neatly where Harley intended them to go.

I wanted my 1964 Duo-Glide to stay a reliable rider without looking like a collection of workarounds, so the goal was simple: use compact 12-volt coils that would work with the dual-points system and get everything back under a proper stock Panhead coil cover.

For more Panhead electrical and workshop articles, see the Panhead Tech section. Because this coil work was part of keeping my 1964 Harley-Davidson FLH Duo-Glide reliable without advertising the upgrade, it also fits into the larger Duo-Glide project. If you are also finishing the plug wire side of the ignition system, the related cloth covered spark plug wires for Panhead and Duo-Glide article covers fitting and crimping custom-length wires.

Electrical note: Verify coil resistance, wiring polarity, grounds, charging-system output, and point condition before powering any vintage ignition system.

The completed 12-volt coil conversion hidden under a stock-style Panhead coil cover.

Why the Stock Coil Setup Becomes a Problem

The 1961–1964 Harley-Davidson Duo-Glides used a dual circuit breaker ignition system, often referred to as a dual points ignition, with a manual advance. This arrangement meant that each cylinder had an individual circuit breaker that was timed to fire that cylinder’s spark plug. This also meant that there were two 6-volt ignition coils, one for each circuit breaker.

One common upgrade for motorcycles from the 1960s and earlier is to change the electrical system over from 6 volts to 12 volts. When I purchased my 1964 Duo-Glide, the original owner had already made this conversion, but had used a set of 12-volt ignition coils from a Volkswagen. This arrangement worked fine, but the larger coils needed a “custom” oversized cover to hide them from view.

The motorcycle had already been converted to 12 volts, but the Volkswagen coils required an oversized custom cover.

Finding Coils That Fit Under the Original Cover

In keeping with my goal of creating a motorcycle that retained as many correct parts as possible, yet was a reliable rider, I decided to try and install the correct coil cover. I purchased an OEM cover on eBay and then started hunting for the right size coils to fit under it. The original 6-volt coils were 4 inches high and 2 inches in diameter and looked very much like a miniature version of the 12-volt coils used on most cars in the 1970s and 1980s. I searched the web for part numbers for a correctly sized replacement, but information on this upgrade seemed to be non-existent.

A stock Panhead coil cover was the goal, which meant finding compact 12-volt coils that would fit underneath it.

Next I decided to give Bosch a call, figuring they could just look up what I needed in their vast selection of ignition coils. This turned out to be a waste of time, because they could only search for coils based on the make and model of a vehicle. A couple more calls to Bosch Racing and some of their distributors also yielded nothing, so I contacted Dynatek.

Dynatek did not have a coil that was the same profile as the original 6-volt unit, but they did make a pair of compact 12-volt coils with 5-ohm resistance that would work with my dual circuit breaker ignition. Realizing that this was probably my best option, I decided to take a chance and ordered the Dyna DC10-1 coil set.

The Dyna DC10-1 coil set provided a compact 5-ohm 12-volt option for the dual circuit breaker ignition.

Mounting the Dyna DC10-1 Coils

Once the new Dyna coils arrived, I removed the “custom” coil cover, the old blue coils, and the coil bracket from my motorcycle. I played around with positioning of the new coils until I found a way to mount them which would allow the stock cover to be used. Basically, I positioned the coils using the original mounting bracket, but with the spark plug wires exiting behind the bracket.

The new coils were positioned in the original bracket with the spark plug wires exiting behind the bracket.

Since the front spark plug wire exited very close to the rear cylinder and the rear spark plug wire exited very close to the oil tank, I added a nut and washer to the mounting studs of the coil mount to space it out roughly 1/4 inch from the motorcycle.

A nut and washer on the coil mount studs spaced the bracket out about 1/4 inch for better wire clearance.

I also felt that the coils did not mount as securely as they should and was concerned about vibrations causing one of them to slip out from under the coil bracket. Using some 1-inch aluminum bar stock, I cut two brackets to bolt the upper and lower mounting tabs on the coils together. This really made a big difference in how the coils felt when mounted in the stock bracket.

Simple aluminum brackets tied the upper and lower coil tabs together and made the coils feel more secure.

Wiring the Ignition Coils and Plug Wires

With the mounting complete, I rewired the ground and power connections, attaching them to the coils with the included ring terminals. I soldered these connections which should help them stand up to vibrations better than just crimping on the terminals.

The final step was to cut two custom length spark plug wires. A quick tip on making custom spark plug wires is to check with your local auto parts retailer. In my case I stopped by AutoZone and picked out two of the longest single spark plug wires which had the correct ends for my application. The cost per wire was only $5.99. When I got home, I carefully removed the terminal from one end of the spark plug wire, cut it to the length, and crimped the terminal back on.

Custom-length spark plug wires completed the functional side of the 12-volt coil installation.

The final touch was to install the correct coil cover and fasten it in place.

With the stock cover fastened in place, the 12-volt conversion no longer looks like an obvious workaround.

Grundle Run 4

2022-11-17T07:48:00.005-05:00

Wild times in Ranger, Georgia at the Grundle Run.

Harley Pogo Seat Adjustment | Panhead Seat Post Spring Tightening Guide | Riding Vintage

2022-11-08T07:57:00.009-05:00

Harley Pogo Seat Adjustment

Last time I took my Panhead up to the mountains, I had problems with the seat bottoming out when riding through the twisties and hitting bumps. Now that I have added auxiliary lights under the seat, I am more concerned about bottoming out. Before I buy a set of stiffer springs, I thought I would try tightening the current springs to see what difference that makes.

On a vintage Harley pogo seat, that means pulling the seat post assembly, adjusting the spring preload, and making sure the lower rod nut seats correctly when everything goes back together. This work is part of my 1964 Harley-Davidson FLH Duo-Glide project, and more Panhead repair articles are collected in Panhead Tech.

Removing the Seat Post Assembly

To tighten the springs, you first have to remove the seat post assembly. Pull the seat pin and flip the seat forward to get it out of the way. Then look under the bike and find the 7/8-inch nut that holds the bottom of the assembly in place. It is called the post clamp nut.

The post clamp nut holds the lower end of the pogo seat post assembly in place.

Remove the nut and use a rubber mallet to tap the end of the seat post assembly up through the seat post tube. Once the assembly is loose, pull it straight up out of the frame tube.

After the lower nut is removed, the seat post assembly can be driven upward and pulled out of the frame tube.

Now you will have a greasy seat post assembly, ready to adjust. Make sure you have a spot ready on your bench where you can set it down and not get grease all over the place.

The removed pogo seat post assembly is greasy, so have a clean bench spot ready before pulling it out.

Adjusting the Spring Tension

At the lower end of the assembly there are four different nuts for either making adjustments or locking them in place.

The lower end of the seat post assembly has the adjustment and lock nuts.

To tighten the springs, you will need to adjust the 7/8-inch nut that is up against the springs. Use a 9/16-inch wrench to hold the shaft steady with the lower lock nut. Having a thin 7/8-inch wrench will make this part much easier.

Hold the shaft with the lower lock nut while adjusting the 7/8-inch nut against the springs.

Reinstalling the Seat Post Assembly

Once the adjustments are finished, tighten down the lock nuts and reinstall the assembly. Make sure to note that there is a flat side on the lower rod nut that fits into a flat spot on the bottom of the seat post frame tube. This keeps the entire assembly from twisting, so it is important to make sure it is seated correctly in the frame.

The last steps are to tighten the seat post clamp nut, fold down the seat and pop the seat pin back in.

War Run 2

2022-11-03T08:23:00.001-04:00

With War Run 6 right around the corner, I thought it would be fun to look back to 2017 and War Run 2.

Panhead Engine Breather Bypass Install | Belt Drive Conversion | Riding Vintage

2022-11-01T08:16:00.013-04:00

Panhead Engine Breather Bypass Install

One of the first upgrades I made to my 1964 Harley-Davidson FLH Duo-Glide was to change my primary drive from a chain to a belt. This upgrade provides two major advantages over the stock chain drive: less vibration at higher speeds and less maintenance. My main motivation was less vibration to make highway riding a bit more enjoyable. The less maintenance is also a big plus because adjusting the chain drive is a long process. If you haven’t adjusted a chain drive on a vintage bike, it’s hard to imagine it is a big deal, but on these older bikes there is not a primary chain adjuster like on late model bikes. Instead, you have to adjust the position of the transmission to adjust the primary chain. After you finish adjusting your primary chain, then you have to readjust your clutch and rear chain.

On a stock bike, the primary chain is lubricated by engine oil that is sprayed into the primary by an engine breather. To keep excess oil from building up in the primary, there is a drain at the bottom of the primary which allows the oil to drain out and down a tube onto the rear chain, thus lubricating it as well. This is one of the reasons old bikes seem to be constantly leaking oil, but it’s actually not a leak; it’s a self-oiling chain system. I filed this in the broader Panhead Tech section because it deals with the kind of practical change that comes up when a rider Panhead is converted from the stock primary-chain arrangement to a belt drive.

Since you cannot just block off the engine breather, I decided to reroute it around the new belt drive, using a variety of copper plumbing fittings that I picked up at the local hardware store. If you know how to solder copper pipe, this is a very easy way to make a breather bypass. If you’ve never soldered copper pipe, then I would suggest checking out some of the “Do It Yourself” type websites before starting this project.

Breather bypass installed inside the primary for the belt-drive conversion.

Parts Used

To get started, you’ll want to pick up the following:

1′ length of 1/2″ ID copper pipe
two 1/2″ ID copper 90 degree elbows
two 1/2″ to 1/4″ ID copper reducers
6″ length of 1/4″ ID copper pipe
2′ length of 1/4″ OD copper tubing
6″ length 1/2″ ID rubber hose
two hose clamps
standard tools and materials for soldering copper pipe

Fitting the Breather Bypass Inside the Primary Cover

Now comes the fun part, getting all of this to fit inside your primary cover. It took a lot of trial and error until I got everything to fit just right. Before you start cutting pipe, you’ll want to remove the small elbow on the end of the engine breather, so that you are left with just a straight piece of pipe running into the primary.

The first step is to cut about 1/4″ off the large end of each reducer. Without this step, the reducer plus the 90 degree elbow will be too long to fit inside the primary cover.

Trim reducers by at least 1/4"

Next I cut two pieces of the 1/2″ ID pipe to fit in between the reducer and the 90 degree elbow. You’ll want the reducer and elbow to fit together flush to eliminate as much extra length as possible. Once ready, you can solder the two joints together and set them aside to cool.

At this point you can save a little time fitting the main length of pipe, if you can get someone to give you a hand. Basically just hold the two finished reducer/elbows at the correct locations and have your helper measure the distance between them. Once you have a rough measurement, you can start fitting the pipe, trimming as necessary, until the top reducer lines up with the engine breather and the lower reducer lines up with the drain hole. Make sure you do not solder the main pipe to the reducer/elbows until you finish the next step.

The last piece to fit is a short section of 1/4″ ID pipe. This will fill the gap between the lower reducer and the drain hole. It is essential that this piece fits exactly. If it is too long, the lower elbow will not clear the primary cover. If it is too short, the inside of the lower elbow can contact the belt.

Here are all the pieces, cut and ready to assemble

With the last two pieces of pipe cut, dry fit everything together and mark the rotation of the elbows on the main pipe. Fit the primary cover back on the bike and make sure that nothing is coming in contact with the belt and that you can screw the cover down. I used a pair of channel lock pliers to slightly crush the lower elbow to gain more clearance between it and the belt. When you are satisfied that everything is going to fit, solder it all together.

Soldered and ready to install

Routing Oil Back to the Rear Chain

Bending the length of copper tubing which will go from the primary drain to your rear chain is the next step. It took three attempts for me to bend one that I could cleanly route to the rear chain.

Copper tubing used to route oil from the primary drain to the rear chain

Keep in mind that the copper tubing will have to be soldered to the lower reducer after it has been installed on the bike. I chose to maximize the distance to the first bend, so that I could have the copper tubing stick a few inches outside of the primary for assembly. Make sure you use something to protect your belt while soldering this last joint. I covered mine with a welding glove and made sure to work as quickly as possible with the torch.

Copper tubing positioned to oil the rear chain

Final Installation

The last step is to cut a short piece of rubber hose that you will use to attach the upper reducer to the engine breather. The distance here is critical, so make sure that the reducer butts up against the engine breather when fitting the rubber hose. A couple of clamps will hold it all together and then your breather bypass is complete.

Engine breather bypass installed and ready for primary cover to be mounted

1930 - 1936 Harley-Davidson VL Springer Rebuild | I-Beam Front End Guide | Riding Vintage

2022-10-25T07:54:00.015-04:00

1933 Harley-Davidson VL Springer Rebuild: I-Beam Front End Guide

If you are restoring a 1933 Harley-Davidson VL, the I-beam springer front end is one of the most visible and mechanically important assemblies on the motorcycle. This guide documents a complete 1933 Harley-Davidson VL springer rebuild using the original project photos and firsthand notes from my own machine.

The Harley-Davidson I-beam springer was used on sidevalve-era Harley models from 1930 through 1936, including VL, RL, and related machines. Although Knuckleheads debuted in 1936, they used a different springer design, so the parts and assembly details shown here apply specifically to the earlier sidevalve-style front end.

This article fits into the larger VL Tech chassis and control build. After the springer assembly is rebuilt, the next related job in this project is the front brake assembly.

Starting Point: A Spray-Painted VL Springer

For some reason, the previous owner of my springer decided to paint the entire thing with tan spray paint. Springs, fork legs, rockers, Alemite fittings, and even the inside bearing surfaces all got a good coat of paint. I wanted to return the front end to a more correct look, which meant parkerizing the springs and giving the remaining parts a coating of black enamel.

I am not much of a painter, so I sent the black parts out for powder coating while I tackled the springs myself.

The original 1933 Harley-Davidson VL springer front end before refinishing and rebuild work began.

Removing Old Paint and Cleaning the Parts

The good thing about spray paint is that a little lacquer thinner and a Scotch-Brite pad will usually remove it fairly easily. I filled a glass container with lacquer thinner and let the parts soak for ten to fifteen minutes before scrubbing them clean with the Scotch-Brite pad. Make sure you wear gloves during the entire process.

The springer parts after the first round of paint removal using lacquer thinner and Scotch-Brite.

Here is how the parts looked after scrubbing. There was still some primer and old black paint left in spots, so everything went into the blasting cabinet for final cleaning.

Cleaned springer parts after blasting, ready for refinishing before final assembly.

Parkerizing the VL Springer Springs

Once the springs were clean, it was time to parkerize them. I already put together a separate article on the entire process here: How to Parkerize Motorcycle Parts.

The VL springer springs after parkerizing for a durable period-correct finish.

Installing New Spring Rods and Buffer Springs

In the meantime, my other parts came back from being powder coated. Before I started reassembling the front end, I replaced the spring rods using new rods from Colony Machine. Installation is very straightforward: insert the rods through the tapered holes on the spring fork and tighten them in place with the supplied hex nuts.

My original hex nuts had been welded to keep them from loosening, so I used Loctite on the new hex nuts to make sure they did not loosen up on the road.

New spring rods installed through the tapered holes in the VL spring fork.

Once the spring rods were in place, I slid the buffer springs down onto the spring rods. They are held in place with flat check springs, which fit into a flat section milled into the spring rod.

Buffer springs and flat check springs installed on the spring rods before the larger cushion springs.

Installing the Cushion Springs

Next came the largest springs, known as cushion springs. These slide down the spring rods and over the buffer springs. With the cushion springs in place, the entire spring fork can be installed on the rigid fork. I covered the rigid fork legs with a towel to make sure I did not damage the finish during assembly.

The larger cushion springs installed over the buffer springs as the spring fork is fitted to the rigid fork.

A Safer Method for Compressing Springer Fork Springs

After slipping the spring rod bushings onto the spring rods, it was time for the hard part: compressing the springs. This step can be potentially dangerous since the cushion springs are very strong and need to be compressed a good deal to finish the installation. Many people use large clamps on the cushion springs, but if something slips, parts can end up flying around your shop.

I came up with a slightly different installation method that felt safer and did not require any heavy-duty clamps. Instead of compressing the larger cushion springs, I compressed the upper fork springs first. I inserted zip ties into the spring on both sides so they could be tightened on the middle coils of the spring. Then I compressed the spring using a Quick-Grip hand clamp. While the spring was compressed, I tightened both zip ties, making sure they were spaced equally on both sides of the spring. Once the zip ties were tightened, I released the clamp and slid the springs onto the spring rods.

The upper spring compressed with a Quick-Grip clamp and secured with zip ties before installation.

I also used another Quick-Grip hand clamp to keep the cushion springs lined up correctly while I was putting on the spring rod upper end nuts.

A second clamp helps align the cushion springs with the spring rods during springer assembly.

Once the upper spring rod nuts had been threaded onto the spring rods, I removed the zip ties from the upper fork springs and released the Quick-Grip. The final step to complete the spring installation was to add the upper spring rod lock nuts.

Upper spring rod lock nuts installed after the springs were seated and the zip ties removed.

Rebuilding the Rocker Plates and Bushings

Next I installed the rockers at the lower end of the fork. Previously I had replaced all the rocker plate bushings using a custom tool, which I detailed here: Do It Yourself Tools for Rebuilding Harley-Davidson Springer Front Ends.

Using the tool, I pressed out the old worn bearings and pressed in new replacement bearings from Colony Machine. I then reassembled the rocker plates using the following layout. Note that the rocker plate with the offset goes on the right-hand side of the motorcycle.

The rocker plate layout, with the offset rocker plate installed on the right-hand side of the motorcycle.

Here is what the rocker plates look like on the outside of the fork.

Outside view of the rebuilt VL springer rocker plates installed on the fork.

Here is what they look like on the inside of the fork.

Inside view of the rebuilt VL springer rocker plates and lower fork assembly.

Completed 1933 VL Springer Rebuild

The last step was to install new Alemite fittings and bend in the tabs on the nut locks. That completed the front end rebuild and the springer was ready to install on the frame.

The completed 1933 Harley-Davidson VL springer front end after refinishing and reassembly.

Parts Used

Colony Machine
7606-26 Complete Rocker Rebuilding Kit
9862-8 Springer Spring Rod Kit
9417-4 Springer Spring Retainer and Top Nut Set
7706-2 Springer Spring Rod Bushings

Backroad BBQ Run 2

2022-10-20T07:33:00.005-04:00

Throwing it back to May 2019 and the second installment of the Backroad BBQ Run down in Trenton, NC. Some of these photos were originally published in issue 384 of American Iron Magazine. Enjoy the memories...

Harley 32E Generator Rebuild & 2-Brush Conversion | VL & Early Knucklehead Tech | Riding Vintage

2022-10-17T20:06:00.014-04:00

Harley 32E Generator Rebuild and 2-Brush Conversion

The Harley-Davidson 32E generator was used on V-series models and early Knuckleheads, making it one of the key charging-system components on prewar big twins. This article documents a complete Harley 32E generator rebuild along with a practical 2-brush conversion by Perry Ruiter, showing the brush holders, field coils, armature setup, regulator modification, and final testing.

The 32E began as a 3-brush generator. Converting one to a regulated 2-brush setup gives better charge control for a motorcycle that is actually ridden, especially when using lights or a sealed battery. The goal here is not to change the character of the motorcycle, but to make the charging system more predictable while retaining the early generator appearance.

This article stands on its own inside the VL Tech archive, but it also supports the larger 1933 VL build. Related electrical and control work includes the VL horn button.

Completed Harley 32E generators after rebuild and 2-brush conversion work.

The Harley-Davidson V-series engines began using the Model 32E 3-brush generators in 1932. I assumed that I would be using a rebuilt 32E for my build and went about looking for a reputable builder who hopefully could supply me with a completely rebuilt unit as I did not have a core to rebuild from. After a little searching I found out about Perry Ruiter who rebuilds 32E generators up in Canada. I sent him a brief email telling him what I needed and what I wanted to do with the motorcycle and he quickly recommended that I go with one of his rebuilt 32E's that had been converted to a 2-brush model. Perry went the extra mile and not only educated me on the difference between the 3-brush and 2-brush set ups, but also took pictures of the entire rebuild process explaining each step.

Why Convert a 32E Generator to 2-Brush?

So why convert a perfectly good 3-brush generator to a 2-brush? As you can see from the chart below, a 2-brush generator starts to charge earlier, gets up to maximum output faster and the output doesn't drop off as speed increases. Not evident from the chart, one of the main advantages of a 2-brush conversion is that the generator's output is always matched to the demand. If the battery needs a bit of a charge, output increases until it is charged then drops down. When you turn the lights on, output increases, when you turn them off, output drops down. With a 3-brush generator the position of the third brush determines the charge rate and you're stuck with what you've set it to.

Charging comparison showing the difference between a 3-brush generator and a regulated 2-brush generator.

The other main advantage to a 2-brush conversion is you can run a sealed battery. You must use a wet battery in a 3-brush system. In a 3-brush system, the battery is responsible for voltage "regulation" (such as it is, the old bulbs are rated 6-8 volts since voltage bounced all over the place). A modern sealed battery needs a well regulated charge rate. This is provided by a modern solid state regulator. You might get away with a sealed battery in a 3-brush system if all you do is run the grand kids around the block once a month, but hop on the bike and run at highways speeds for a day and you'll have destroyed the battery. It's not uncommon for them to actually explode in this situation. They just can't take a charge from a 3-brush system.

Now let's look at the steps Perry takes to rebuild a 32E and convert it to a 2-brush system.

Commutator End Casting and Brush Holders

Commutator end casting, brush holders, insulating papers, bearing, and hardware laid out for 32E generator assembly.

The generator assembly starts with the commutator end casting and brush holders. Colony's terminal kit is used along with their generator frame screws. Perry swaps out the star washers for parkerized ones and uses custom made brush holder insulating papers which are correct. Fresh cadmium plating, parkerizing and glass beading ensure the appropriate finishes. New fillister head screws, a quality sealed Japanese bearing and a NOS bearing shield washer round things out.

Continuity check on the 32E generator brush holder assembly before final assembly.

Once the brush holders are installed, Perry checks to ensure the negative brush holder is grounded and that both terminals are isolated from each other and from the end casting, but still have proper continuity with their respective brush holder and terminal. Note that the multimeter is set to ohms for checking continuity/resistance.

Completed commutator end casting assembly set aside until final generator assembly.

The completed commutator end casting assembly is set aside until needed for final assembly.

Field Coils, Pole Shoes, and Generator Body

32E generator body with field coils, pole shoes, bearing, and pole shoe screws for the 2-brush conversion.

Here is the generator body with field coils and pole shoes. Since we're converting the generator to 2-brush, these field coils are from a 58-64 Panhead generator supplied by Eastern Motorcycle Parts. You can also convert to 2-brush with the stock 32E field coils by changing how they're connected. See Harley Service Bulletin 418 for more details. Pole shoe screws supplied by Colony. Again quality sealed Japanese bearing at the drive end too. Astute readers will note this is a later generator body that takes the neoprene seal. This style body came into use during the last couple years of Knucklehead production and continued on with the Panhead. It results in a nice little upgrade that is invisible when installed.

Field coil terminals modified and one lead extended before installation in the 32E generator body.

Since the field coils were originally intended for a later generator, Perry changed the terminals and extended one lead prior to their installation in the 32E body.

Pole shoes tightened with a Snap-On impact driver and custom screwdriver tip to avoid damaging the screw heads.

Perry snugs up the pole shoes using a Snap-On impact driver with a custom shaped screwdriver tip from Brownells. This lets him get the pole screws dead tight without damage to the screw heads.

Final Generator Assembly

Gear, spring, oil deflector, brushes, armature, and bakelite washer parts prepared for final assembly.

Now the generator is ready for final assembly. The gear, spring and oil deflector are supplied by Eastern Motorcycle Parts. The new brushes and reproduction armature come from Dixie Distributing. Perry made a batch of the armature bakelite washers to ensure they are the correct size.

Custom bench block supporting the armature while the roll pin is driven into the generator gear.

When installing the roll pin in the gear, Perry uses a custom made bench block to support the armature and to ensure that it is not accidentally bent when the roll pin is driven in. Note that most reproduction gears have a 3mm rather than a 1/8 inch hole. To compensate Perry uses 3mm roll pins. Perry says, "You can't drive a 1/8 roll pin into a 3mm hole!" In the above photo, you can also see how Perry parkerizes the generator body prior to painting. This helps keep rust at bay should the generator get a scratch or a rock chip.

Motoring and Polarizing the Generator

Fully assembled 32E generator being motored from a battery to verify direction and provide initial polarization.

Once the generator is fully assembled a battery is hooked up to motor it. The generator should motor in a counter-clockwise direction when observed from the gear end. If it rotates the other way you have your field coil leads reversed. Motoring does two things, it verifies that the generator is assembled properly and provides an initial polarization for the pole shoes. The generator relies on residual magnetism in the pole shoes for initial excitement each time the engine is started.

The assembled generator showing the empty third brush holder after conversion from 3-brush to 2-brush operation.

Recall we converted the 32E from being a 3-brush generator to a 2-brush generator. In the photo above you can see that the third brush holder sits empty in the assembled generator.

Regulator Conversion and Load Testing

Modified Vtronic 6-volt regulator with a two-post outward appearance correct for the VL series.

Since the generator has been converted to 2-brush, a regulator is required. The natural choice is a solid state Vtronic 6V regulator supplied by RetroCycle (also available in 12V). Unfortunately the manufacturer only supplies this unit in a 38 to 57 three post style. Perry has developed a modification of the Vtronic unit to give it a two post outward appearance which is correct for the VL series. The third post is hidden on the underside.

Generator and regulator being tested together under load on Perry Ruiter's vintage generator tester.

Although he has a Sun generator/alternator test bench, Perry has a strange affection for this ancient generator tester rescued from an old Harley dealer years ago. The generator support is a piston pin push tool. Here the generator is being run at speed to verify that it and the regulator are working together as they should. A Cycleray headlight, just visible on the lower left, is periodically hooked up to provide a load and verify that the regulator and generator respond to the increased demand and then drop back down when it is removed. All of these tests are performed using a multimeter to accurately measure changes in the generator's output. The meter is set to amps for this test.

Finished Harley 32E generator with regulator cover, original tag, and period aftermarket chrome cover.

To finish things out, Perry added a cover on the regulator, a nice old original tag and a period aftermarket chrome cover to complete the generator. The duo is now ready to provide many miles of trusty service.

Parts Used

Colony Machine
30012-32 Generator Screws
2126-12 Terminal Kit
9520-4 Pole Screws

Eastern Motorcycle Parts
A-31035-31 Oil Deflector
A-31070-30 Generator Gear
A-31040-31 Spring
E-1007 Field Coils

Retrocycle
0478506 Vtronic 6Volt Regulator

Dixie Distributing - 937 322 0033
Brushes
Armature

Harley Service Bulletin 418 reference image for owners researching 32E generator conversion methods.

Twin Rivers Chopper Campout 2

2022-10-13T19:21:00.002-04:00

Throwback to September 2018 and the second Twin Rivers Chopper Campout held down on the shores of the New River in Crumpler, NC. Some of these photos were featured with an article I wrote for American Iron Magazine Issue 372, the rest are mostly unpublished photos that were getting tired of hiding on my hard drive. If you were there, take a few minutes to scroll through and see if you spot an old bike, you should have kept or some old friends you haven't seen in a few years.