Like bell bottoms and disco, the motorcycles produced by what was then America's only domestic manufacturer were beloved style icons cursed with more than their fair share of detractors. Many riders remember the 1970s as a time when designers at the Harley-Davidson Motor Company began incorporating some of the radical styling cues that continue to appeal to bikers today. The 1971 model year saw the introduction of the first FX 1200 Super Glide, a groundbreaking motorcycle combining the frame and motor from one of Harley's FL touring models with the slender frontend of a Sportster. With its oddly-shaped boat-tail rear fender and patriotic red, white, and blue paint, the first-year Super Glide was considered the world's first true factory custom and its success cleared a path that soon saw the emergence of the FXS Low Rider, the FXB Sturgis, the sporty FXRS (or Super Glide II), and today's popular Dyna models.
With a young Willie G. Davidson at the drafting board, the firm also ventured into unknown waters with the moody black XLCR Caf Racer of 1977. Aimed at claiming a piece of the caf racer craze that was then sweeping Europe, the XLCR's boxy, performance-oriented styling failed to catch on with American customers, but has since become one of the most sought-after used XLs of all time. As the "Me Decade" drew to a close, Harley-Davidson showrooms were having trouble keeping another new model, the new FXS Low Rider, in stock. This Super Glide-dressed up with a blacked-out motor, raked forks, drag-style handlebars, mag wheels, highway pegs and a 27-inch seat height-proved an instant hit with customers, many of whom exalted in riding a stock Hog that appeared to have already been extensively customized. These bikes were well-received and have taken on classic status among The Faithful for good reason: for years, hardcore Harley enthusiasts were puzzled by the aesthetic gap separating the types of bikes that they favored (stripped-down, powerful, chromed and stylish) and the relatively staid offerings (bland paint, sedate performance, and styling that hadn't changed since the 1950s) rolling out of Milwaukee each year. By the end of the 1970s, Harley-Davidson had not only introduced several new models, they'd even developed a 1,340cc (or 80 cubic inch) version of their shovelhead motor. In the process, Harley had changed its outdated image for good.
But even as Harley-Davidson's new models were greeted with enthusiasm by customers, there were some serious complaints being lodged against the black and orange when it came to reliability. Many historians blame the questionable quality of Harleys produced during this period on a bowling equipment manufacturer known as American Machine Foundry. Harley-Davidson entered into a manufacturing partnership with the firm in January of 1969 and soon doubled their yearly output of new machines. In 1970, H-D manufactured just 16,000 Sportsters and Big Twins; six years later, that number had skyrocketed to over 48,000. As a result, there were labor walk-outs and many trained technicians and assembly line employees left the firm in protest. Quality seemed to disappear as the number of new bikes increased.
Luckily for used bike buyers, nearly all 1970s Harley-Davidsons still rolling today have had their most common mechanical problems addressed by previous owners. Among the principal manufacturing flaws were brakes that didn't do their jobs, primary covers that seldom sealed properly with engine cases, and parts that just seemed to vibrate free of their mountings at the worst possible moment. Most used H-Ds from these years will have received upgraded carburetors, brakes, electrical systems (particularly upgrades from a points /condenser ignition to electronic ignitions), and seats. Only the XLCR Caf Racer, a popular bike among vehicle collectors, can be found in stock form, but these are rare bikes that demand top dollar. "These weren't the most reliable motorcycles that Harley-Davidson ever made, but if they've been taken care of by a competent mechanic, they should be reliable enough for regular use," opines Kim Krummel, chief instructor at Orlando, Florida's Motorcycle and Marine Mechanics Institute. The shovelhead engines that powered Big Twins during this period were notorious for top-end problems, including faulty exhaust valves and leaky rocker box gaskets. Lifter failure wasn't unknown, nor was internal oil problems that could foul plugs and cause ring problems. The old ironhead Sportsters also suffered from oil leaks, poor-quality rectifiers, and voltage regulators and starters that could run on even after the engine had turned over. "By now, most bikes will have had all that stuff replaced," Krummel says, noting that a used 1970s Hog that blows blue smoke when the throttle is twisted will need a top-end job. Unless you're a mechanic or close friends with one, this may not be the bike for you.
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