Chicks Rule, Woman Rider, I Ride My Own, Women and Harley-Davidsons? David Uhl contemplates his latest project for Harley-Davidson?s 100th Anniversary and suddenly he is overcome with angst. Realizing that this must be a monumental painting, the pressure mounts as his deepest desire is to be able to say, ?I saved the best for last.? A solitary image is stuck in his mind and that is of a woman sitting on her bike reading Enthusiast magazine. The photo was from Harley-Davidson?s archives. Thus the original concept is born.

The harrowing part is constructing the image from the ground up. All the pieces of the puzzle have to fit. Out for a cruise on a spectacular day, she stops by the Post Office to pick up the latest edition of Enthusiast and decides to kick back for a bit. ?Part of what the painting is saying is that Harley-Davidsons and sunshine are like two peas in pod. “The good feeling is indescribable,? Uhl states. ?People who ride tend to prefer the sunny side of life.? At this point we notice the date on the magazine, 1953, which happens to be Harley-Davidson?s 50th Anniversary. Our eyes begin to explore the rest of the scene.

The beauty of this painting is in capturing all the significant detail of the foreground with light. Illumination accentuates the main subjects and frames the focus of the painting. The technique is called ?Classic Light and Shadow.? Although the background is significant to the story, Uhl portrays it subtly or as a suggestion while colors dance in the shadows and bleed into atmospheric shapes.

Uhl says: “I’m very pleased that the painting came off as good as it did; every brushstroke was a major challenge. Knowing that all of the artists associated with the 100th Anniversary raised the bar to the highest level, I felt this painting had to reach that peak. The jury may be out but I feel I gave it my all.” David Uhl continues to connect us with what Harley-Davidson is and has always been about. I think every enthusiast will relate on some level with this painting and realize that we’ve got a pretty good thing going on.

See More From Segal Fine Motorcycle Art

It's been a hell of a summer. A twisted journey I could have never imagined,a series of sky highs and surreal lows. For those out there who read myarticles on Bikernet and in The Horse and see only a person who does highprofile paintwork, goes to bike events, and gets magazine covers, believeme, it was not always like that.

There were many years of near horrificpoverty.

I say, horrific because, to live each day with your stomach inknots because worry is eating you alive feels horrific. Worry about what?Mainly about paying bills, the rent, gas, phone, and then trying to keep abusiness alive. Much of it was my own fault. Bad decisions, screwed uppriorities.

It was no picnic. 13 years ago, all I wanted was to get a “real”job, doing welding or parts inspection, some kind of manufacturing job thatwould give me the security of a weekly paycheck. A successful paintingcareer was a far off pipe dream.

Sure it wasn't all hell. There wereadventures mixed in, breaks from the reality of what my life had become.There were those rare moments when I'd be able to see clearly through thehaze and see the beauty of life in this world. The two men who had hoped Iwould achieve some kind of stability or success in my life both died beforeit finally happened.

As hard as I tried, I began to think it would neverhappen.

I would get close and then an event in my personal life would derailthe momentum and I was forced to start over again and again and again. Andup until last year, it was like that. In the middle of some crisis, I wouldthink back to the few years of steady employment, basking in the memory ofworking a set amount of hours each week, then doing whatever I wanted,whether it be riding motorcycles, hiking or cleaning the house.

ThenSturgis 2003 happened and it all changed. Suddenly all the pieces began tofall into place and all those years in hell began to mean something.

That's how it happens. For some fortunate people, it happens early in life.But for others, it happens late. And that's how it happened for Indian Larry.Most people, including me had never heard of him prior to The MotorcycleMania Show on Discovery. I was completely blown away by the bikes he built.But to him it was always a team effort. I especially admired the paintworkon his bikes and he was quick to give Robert Pradke the credit. “He justcomes up with this stuff,” Larry said. “It blows me away.”

I only met Larry a little overa year ago at the Smoke Out. But I was just another face in the crowd. Itwasn't until Myrtle Beach of this year, that Larry became someone who gaveme a hug each time I saw him. I was staying with Sam Morgan and the ThrillArena stunt riding crew. Looking back on that sunny, quiet morning when heshowed up at the drome, I knew then what a treasure that time was. In factthat whole weekend trip was priceless. But then that's what Larry tried totell me a few months later in Sturgis.

Sturgis wore onLarry hard. He'd been mobbed wherever he went. So he began to take breaks atAmerican Motordrome Company's compound. It was a relaxing hideout where hecould sit back and BS with Jay, Sam and the rest of the crew. I know he hada few good talks with Sam. She and I are very similar in our backgrounds. Iwas fortunate enough to see him there a few times as I had been using it asa refuge too.

Located on Main St, it was perfectly situated. I could ridedown the back streets, bang a left into an alley and park my bike right atthe drome. I never waited in traffic. You never knew who'd you'd runinto there. I'd pull up and see certain bikes parked and could tellwho was hanging out.

It was at Michael Lichter's bobber bike show that Ispent the most time with Larry. I knew he was busy but wanted to tellhim something and next thing I knew, it was a half hour later that ourconversation finally ended. I felt bad for taking up so much of his precious time buthe was on a roll, asking me questions, explaining things to me. It was thekind of advice a father gives.

My dad has been gone nearly ten years. I hadnot bothered to take his advice seriously when he gave it, as I was youngerand “knew more than him.” And now that I am older, I sorely miss hiswords. So it was with great interest that I listened to Larry, trying tofile each and every word away, so I could remember it forever.

“Never take a moment for granted no matter how bad it feels. Life is soprecious and it goes by so fast,” Larry said.

He explained that the days I had spent inhell made me into the person I am now. “Without going through that, youwouldn't be who you are. You had to go through that to get here, where you're standing right now,” He said.

“But,” I explained, “I'd probably wouldn't have such a bad attitude.”He looked at me with a slight smile on his face, shaking his head. “And allthat makes you a survivor. You can handle situations a lot of people couldn't deal with. I know, believe me, I know,” Larry said.

His words that day will stay with me forever. I will honor Larry by tryingto live by that advice. I'll try and be more patient with people. I won'ttake a single moment of life for granted, wishing things had gone different.That's just a waste. Instead I'll put my emotions, dreams, and wishes intomy writing and painting. And if I succeed in my career, that's great. Ifnot, I gave it a hell of a try and it was an awesome ride that let me meetincredible people and took me to fantastic places. Hopefully Larry met my dad. I know my dad would have loved Larry's bikes. Maybehe can tell him that I didn't turn out to be such a hopeless mess after all.

Thanks,

–JoAnn
Crazy Horse Painting

Here's a shot of the bagger mentioned in the article. You'll run across another shot of it below.

Below is mostly the words from an article written by Wilburn Roach for American Rider on Ron Finch's first dresser project. You'll enjoy it and it covers much of what Ron is up to. He's a classic cycle artist.–Bandit

It was my first Bagger,” Ron admitted as if he was confessing to an affair. He's a noted high-priest chopper builder. Baggers denote the anti-Christ to a life-long chopper rider.

“I can't use custom manufactured frames,” Ron said, sparks dancing off the concrete deck around his feet. “I never know where the gas tank will end up.” He barked in a gravely voice referring to his latest rolling metal-art-sculpture coupled to a strong handmade chrome moly frame. “The frame is light,” Ron said, “I could run smaller O.D. tubing and no-one builds a pure swingarm frame anymore. They're all goddamn Softails.”

“We hard mounted the bags,” Ron said, “but they leaked so we tested rubber mounting.” The front third of the handmade aluminum bags contain fuel. They hold 4 gallons total which will power the light frame and 120-inch Keck motor for over 100 miles. “That's enough for me. I'm ready for a beer stop,” he added.

Ron rode this Keck driven twisted sculpture to Milwaukee from Pontiac, Michigan and to Myrtle Beach 1,200 miles from home. Ron's twisted steel for over 38 years and continues to rock the custom industry with one-of-a-kind creations. In 1965, he created Finch's Custom Styled Cycles, in Pontiac. In 1972, with an expanding clientele, Ron and his wife Ruth, moved to Auburn Hills, Michigan. With a dedicated crew, an artistic eye, genius for sculpting rod and wild painting techniques, he's still behind the torch. “I tig weld,” Ron said describing his welding choice. “I usually have a helper to hold pieces together and prefer team work.

It takes three of us to bend, mark, cut and weld. I tack most of my material and have someone back-up my welding. It don't trust myself.

Hell, I would prefer to braze everything.”

I asked him for the notion behind this concept and he coughed, “I always have a design in my mind,” Ron said, “but I never draw anything. I just go for it.” He made the handlebars by hand, the headlight out of cut 2-inch tubing chunks, and modified the Milwaukee Iron fenders. “We widened the rear fender and cut slots in the front which I framed in 3/16-inch tubing.” He built the battery box out of a threshold door vent. “The first battery would barely turn over that big engine,” Ron said, “I finally scored an Odyssey and installed compression releases. My partners hated push-starting me. As soon as the Keck fired it blasted away leaving them lying in the street.”

He recently sold his shop of 25 years to Home Depot, gathered up all his tools and metal art and moved it into the building behind his house. “We shut the retail shop down,” Ron said, “I build bikes, paint and get to ride more.” He also actively builds metal art sculptures and appliances for whoever wants his artistic touch in their home or office. METALife is the company title. Building everything from plants, animals, gates, bed frames, furniture, fences, even railings, a bridge and a deck, Ron is using his mastery of metal-working toward art. “I'm designing racks and art in a couple of doctor's offices right now,” Ron said. “They're nuts, but if they like my shit, they'll get it.”

When he told me this was the last bike he built for himself, it begged the question, “You're last bike?”

“No goddamnit,” Ron snapped, “Of course not. It took me a while to move my shop, but I'll start another project before long. I'm still building several bikes for customers. Now get off my back.”

I hung up the phone, took another look at this acid trip metallic concoction on wheels and sought solace in the garage behind dark welding glasses, the spark of a surreal torch flame and a cold beer. Inspired to build another ashtray with a burnt piston and an old cam shaft, I snapped the spark lighter. If you want to reach Master Finch, don't grab the phone. He won't answer it. Try his web site: finchscustoms.com.

Just recently Ron competed with Jesse Rooke in a Biker Build-off. “The ride was incredible until we hit the Delaware Bridge,” Ron told me. “My rear wheel bearings blew out.” Original productions was paying $5,000 an hour for helicopter footage and they needed a set of bearings quick. It wasn't the wheel manufacture's fault. As they assembled the bike in record time for the Build-Off competition Ron hammered the rear axle in place only to jar a bearing race out of wack.

They contacted Hallcraft for new bearings and were informed that any standard bearing would work. That wasn't the case and the bearing shop wasn't able to replace the set, so they contacted the nearest custom shop, two hours away. “No Problem,” was the response, but when they arrived the parts weren't available.

“But a customer, with the same wheel, came to my rescue,” Ron explained and they were on the road again to the show where Ron and Jesse competed for top honors. Can't tell you what the results are until the show airs.

Rumor has it that he scheduled for another Build-Off in the near future. Hang on.

–Wilburn Roach

What hit the American Motorcycle industry like straight pipes and tire sizzling burn-outs, at 4 in the morning? Television, in the form of Motorcycle Mania one and two. The introduction of chopper building skills and rebel attitude, unleashed broadband, to citizens all over the country, rocked the biker world. Then chopper heaven in the form of Biker Build-offs struck with round two. Who was responsible for this Tsunami boon to our lifestyle? It was Hugh King, the producer/director/writer and editor at large of Original Productions.

Hugh felt the crisp freedom and wild wanton wickedness of the chopper industry in 1947 as a Milwaukee youngster, with his nose pressed against his living room window. An older neighborhood wildman, Billy Brody, screamed down the street on a bobbed ’46 Indian Chief. He tore across his folk’s lawn and slid to a stop on the front porch ignoring the driveway and garage alongside the house. That scene, on the Oak shrouded street, was emblazoned in Hugh’s expanding creative mind for years to come. In fact he added a wild black and white scene of a biker burning into a bar, to his documentary resume while living off grants and making social action films.

In 1989 he hauled ass to California and scrambled for a position cutting Easyriders Home Videos.

Through the reams of vast, rough-shot, motorcycle footage he learned the Harley biker industry, from event coverage, to land speed record attempts. Hired by Original Productions he produced reality shows. Then one fateful day, while warm California rays graced his small Original Productions, office, Tom Beers, his boss, wandered in.

“Discovery Channel called,” he said. “They want a feature on the custom motorcycle industry. You’ve experienced the motorcycle world. It’s your assignment.” Since the offices were located in Burbank, California, Hugh investigated valley shops and called motorcycle mag editors. A mystery connection was made, and an old crocked finger pointed toward West Coast Choppers. “And the rest is history,” Hugh said.

“Discovery didn’t billboard the first Motorcycle Mania episode,” Hugh said. “They only mentioned it one-half hour before it aired, but by act 4 they knew we had hit a home run.”

By Motorcycle Mania two, Jesse became a star. “Viewers wanted to talk to him,” Hugh said of growing audience. “We filmed it for the average Joe and sensed immediately that people wanted to reach out and touch tools. There was a deep longing for the ability to make something out of nothing.”

Jesse smacked a cord in young American viewers with a ballpeen hammer against a flat sheet of aluminum. Fans witnessed pure raw alloy shaped into sleek gas tanks. “The footage of metal being annealed was graphically inspiring,” Hugh said. At that stage he was the producer, director, writer and editor (Tom Beers was the executive producer).

Discovery was rocked and wanted more, so Hugh directed the first four Monster Garage segments, then kicked off the Build-Off series.

“We shot Borget versus Billy Lane and Discovery ordered three more,” Hugh said. “It was another grand slam.”

Life kicked into high gear for Hugh and again Original Productions was approached by Discovery Channel to make Motorcycle Mania III or “Jesse James Rides Again” starring Jesse James and featuring his buddy, Kid Rock. Jesse worked with wheelwright, Fay Butler, in Massachusetts to learn the intricacies of copper fabricating. Fay manipulates old yoders like an artist’s brush shaping copper. Yoders were used in WWII to fashion sheets of metal for fighter fuselages and wings. Jesse and Fay worked together to shape the copper chopper gas tank.

The MMIII film endeavor raised the bar for Hugh. “I had the opportunity to work with high def film and top quality camera equipment,” he said. “We got to use the highest standard automobile commercial equipment like a Shot Maker and Chapman cranes for dramatic rolling angles.” His life hit overdrive as he filmed the building of the Copper Chopper for Jesse, American Bad Ass Chopper for Kid Rock, and they hit it to Mexico. “Nothing went according to plan,” Hugh said. “We changed the itinerary constantly. The people of Mexico were terrific as we shot from El Paso, Texas and Juarez, Mexico, in 125 degrees, through 350 miles due south to Chihuahua.”

Hugh filmed spectacular footage of the two riders passing smoldering sand dunes, sweeping vistas and lumbering Iguanas crossing the rugged roads toward Copper Canyon.

“We suspected trouble from Federales,” Hugh said, “but Jesse and the Kid befriended the law. They stood alongside the smoldering highway and blasted sand dunes with the cops’ weapons.”

Having the time of their lives they rode south to Chihuahua, a growing city, and searched through the old market place. Riding west they climbed 6,000 feet to Copper Canyon, in the middle of the Sierra Madres, which is six times longer than the Grand Canyon. They slept in a small village on the lip of the gorge, in a town of 65.

Jesse and the Kid accomplished their goal of escaping fame and fortune as they continued West toward the coast over torturous curved roads through blinding lightening storms and over a territory where the only vocation is hijacking. “We slept in the camera van,” Hugh said, “since there was no place to stay, until we reached the white sand beach on the Sea of Cortez. It was a transcendental experience.”

Motorcycle Mania III will experience limited theatrical release later this year, followed by Discovery Channel airing. Hugh has a year and a half invested in the film while directing Biker Build-offs with Billy Lane, Dave Perewitz, Roger Borget, Paul Yaffe, Indian Larry and currently with Yank Young, Chica, Eddie Trotta, Russ Mitchell, Arlen and Cory Ness. “Choppers have turned my life upside down,” Hugh said. Although the family man doesn’t own a bike, he rides constantly. “I’ll jump anything the builders let me straddle,” Hugh said. You can see the motorcycle mania fever boiling in his gaze.

What’s the future hold for Hugh King? The Biker Build Off series is rockin’ through another chrome and flamed season and even hotter segments are headed for next year. “We kicked off the series with Billy Lane and Roger Borget,” Hugh said. “Initially it was intended as an elimination competition, but no builder can manufacture one ass-kickin’ bike after another, every 30 days. We currently pick builders by regions and diverse styles.” In 2005 he hopes to throw a massive live finale in Las Vegas and take the bike voting interactive.

At 65, Hugh ramped into an all-time high with custom bikes. He’s riding it for all it’s worth and the entire industry benefits.

HUGH KING SIDEBAR:

THE LAUGHLIN BUILD-OFF– On April 20th ten of the world’s greatest bike builders thundered into Laughlin, Nevada. For 72 hours in a secret desert shop they worked non stop to create BBO X, a one-off 124 cubic inch, rigid, right side drive, black and chrome, spear-like chopper. Then they presented it to Hugh King, producer of Discovery’s Great Biker Build Off. The geniuses who came together to make this awesome steed were Arlen Ness, Cory Ness, Russell Mitchell, Eddie Trotta, Mitch Bergeron, Kendall Johnson, Matt Hotch, Joe Martin, Chica and Hank Young.

Chica hand fabricated the gas tank. Hank Young made the oil tank. Kendall Johnson was responsible for assembling and tweaking the 124 cc. S&S motor and the Baker 6 speed transmission, Mitch Bergeron was responsible for the frame and the billet down tube (in which was cut in the Roman Numeral X and the Discovery planet), Matt Hotch fabricated the fenders, Joe Martin built the pipes and did the pin striping, Russell Mitchell and Eddie Trotta built the front end and Arlen Ness and Cory Ness were responsible for the paint and the overall supervision of the project.

A special guest appearance was made by legendary seat maker, Danny Gray who fabricated a black leather seat with a zebra stripped manta ray inset.

On Saturday night, April 24th, before thousands at the Laughlin River Run, BBO X was unveiled and formally presented to Hugh King.

Each of the ten builders had competed in Bike Build Off before. Their ten bikes were on display at the Discovery both where the people voted on which motorcycle they thought was best in show.

Matt Hotch’s low slung, blue beach cruiser took the prize. Watch every Monday night for a new Build-Off on Discovery.

Some mirrors produced by Aeromach, the Santee, California manufacturer could be considered objects of art. This effect is created by an incredible amount of design time that goes into every mirror and arm that Aeromach makes.

Richard Fouhy, Aeromach's owner, and a machinist for almost 30 years, started out in a 400-square-foot rented space in someone else's shop. He used rented machines tomanufacture aerospace pieces for the then prospering industry. That was fourteen years ago. Two years later he was working out of his own 2500-square-foot facility fabricating parts for M-l tanks and space shuttle components from a variety of materials includingalumimum, stainless steel, and composite alloys. When the Space Age went bust, he crossed over to the commercial arena, creating specialty parts for medical, radar and laser optical devices.

It was a 1981 Wide Glide, which Richard raked and painted with skeletons that was the turning point in his range of products. “I wasn't happy with the mirrors on my bike, so I went to the big Del Mar bike event to check out what the competition had to offer. I looked around, and thought to myself, 'Hey, I can do better than that. I've got the machines, materials and experience in aerospace quality'.” In November of 1993, Richardmade his first mirror. “It was just for myself, and it probably cost me $3,500 considering all the R&D time.”

That same degree of intense design consideration still goes into all Aeromach mirrors, and there are quite a few of them including the hot Flame Mirror with Flame Arm and the cool Extreme Oval Mirror. All of Aeromach mirrors can be individually customized in as much as a customer can mix and match the various stem designs, in long and shortlengths, with the various mirror body components. Such “swapping” can create a whole new look from bar hopper to classic chopper, to aggressive sport racer in minutes.

The show quality mirrors are cut from 12-foot lengths of extruded billet, then highlypolished before being shipped to plating. Before the show quality finishing touches are applied, a great deal of thought goes into their prototyping.

“One of our first concerns is clarity of vision,” Richard added. “A mirror is just a clump of metal attached to your handlebars if you can't see a clear image in it. There's the obvious safety consideration, too.Our mirrors provide 40 percent less vibration which translates to a much clearer reflected image.”

Asyou probably noticed with stock mirrors, they shake, vibrate and eventually come loose.”How do you get 40% less vibration? We get that question at every bike show. We accomplish this through the use of our Beta Testing Program, while manufacturing a prototypeand running it through our harmonics testing software,” Richard explained. They also use stainless steel components inside their mirrors so once you adjust and tighten the screws, they stay tight. “We had a test run from Los Angeles to Daytona with one of our mirrors,” Richard said. “It didn't even require a single minor adjustment.”

Fork Axle Covers

They check out the aesthetics and most importantly bolt it on a bike for extended test rides using his old Shovel and a new Twin Cam as well. They shoot for a clear window of vision between 40-70 mph, the most frequently used speeds. The key to maintaining clarity of image, and thus a safe scan of the world behind the rider, is to keep the mirror steady as the engine moves up through the powerband where gear changes and R.P.M. fluctuations can work mischief on a less balanced mirror.

Today 100 percent of Aeromach's production is motorcycle related components. With a recent relationship with Orange County Choppers to design and produce mirrors for theirtheme bike projects, Aeromach has been forced to take mirror designing to the next level.

T-shirts available on their website.

“Our relationship with OCC began with a chance meeting with Paul Sr. at a dealer show a few years back. Our outrageous mirrors took big Paul back and we werestruck by the creativity of their bikes,” says Jeff, Aeromach product designer. “Since thatmeeting, we have been asked to machine some challenging theme mirrors while meetingPaul Jr.'s strict attention to detail and originality.”

Metal shavings ready for recycling

The mirrors are all “user-friendly”. Meaning they come with all of the necessary hardware to install and only require a Phillips screwdriver, 1/4 and 1/2-inch wrench.

Replaces OEM Hand Control Clamps for H-D.

For more information contact:

Aeromach Manufacturing
11423-B Woodside Ave., Santee, Ca. 92071,
(619) 258-5443
(800) 990-9392

Click For More Information

A view of the inner workings of the new Sportster driveline and the new rubber mounts.

Blending 47 years of hot rod tradition with a host of technological updates, the Harley-Davidson Sportster platform is all-new for 2004. Since it was introduced in 1957 as a raw-boned, high-performance hot rod, the Sportster has become an icon on the American road, always evolving yet staying true to its roots.

“The all-new 2004 Sportster artfully blends beautiful styling and exciting new technical features, yet retains the character that has been the soul of the Sportster family since 1957,” said Bill Davidson, Harley-Davidson director of marketing, motorcycle product development. “This new motorcycle is narrow and agile in the Sportster tradition, but takes the Sportster family to a new level of performance and comfort.”

Four Sportster Models for 2004

The 2004 Sportster family includes four models: the affordable and classic XL 883 Sportster 883, the sleek XL 883C Sportster 883 Custom, the powerful XL 1200C Sportster 1200 Custom, and the new and aggressive XL 1200R Sportster 1200 Roadster. Each is powered by a redesigned Sportster Evolution powertrain, now rubber-mounted in a new frame that is 26 percent stiffer than the previous Sportster frame, and features a lower seat height than previous Sportster models. Sixteen color choices will be available for 2004 Sportster models including standard, pearl and two-tone color schemes. Additionally, more than 180 Genuine Motor Parts & Accessories are available for new Sportster models, including Screamin’ Eagle performance parts.

Famous American Rider editor, Buzz Buzzelli, road-testing the new Sportster.

The New Evolution

The XL Evolution V-Twin, that has powered the Sportster since 1986, is completely redesigned for 2004. The engine retains its traditional 45-degree cylinders, and the bore and stroke of the two engine models is unchanged, at 3.0 inches x 3.8 inches for the XL Evolution 883 and 3.5 inches x 3.8 inches for the XL Evolution 1200.

To enhance engine cooling, new cylinders and heads have larger fins while new oil jets are directed at the bottom of both pistons. New pistons have an improved high-speed ring pack designed to help extend upper-end life. Lighter pistons and connecting rods boost the Evolution 1200 redline from 5500 rpm to 6000 rpm. Many engine covers and gaskets have been changed to improve sealing. A new timing system uses the flywheel to determine engine speed timing, reducing engine complexity and enhancing calibration and spark delivery. The traditional XL Evolution timing cover is retained for styling purposes.

The XL Evolution 1200 engine has high-flow cylinder heads with an oil drain-back feature. The XL Evolution 1200 engine is also fitted with high-performance cams for enhanced torque output. Compression ratio is 9.7:1.

The XL Evolution engines have also been restyled, with a new look for the primary, sprocket and derby covers and a new shape for the classic oval air cleaner cover. New two-piece rocker box covers set the Evolution engines apart. The exhaust cross-over pipe is now hidden behind the mufflers to provide an uninhibited view of this beautiful engine.

The XL Evolution 883 engine is rated at 53 peak horsepower at 6000 rpm and 51 ft. lbs. of torque at 4300 rpm. The XL Evolution 1200 engine is rated at 70 peak horsepower at 6000 rpm and 79 ft. lbs. of torque at 3500 rpm, an increase of more than 15 percent over the previous XL Evolution 1200 engine.

2004 Sportster pushed through mountain corners.

Rubber-Mounted for Comfort

The updated XL Evolution engines are mated to a new frame with rubber engine mounts replacing the traditional Sportster rigid mounts. Rubber engine mounts isolate the rider from engine vibration at all speeds, improving long-distance comfort. The new twin-cradle, steel frame and swingarm were designed to deliver precise handling. Three stabilizer-links also connect the engine to the frame. The result is a new frame and powertrain combination that’s 26 percent stiffer than that of previous Sportster models.

The new frame locates both the battery and oil tank under the seat, with symmetrical covers on each side, a change that enhances styling and also permits a more comfortable riding position. The new oil tank has a push-button dipstick in a new location. In addition, the frame now incorporates a cylinder steering head lock. Seat height on Sportster Custom models is now just 26.3 inches, almost an inch lower than the seat on the 2003 883 Hugger model.

The Sportster 883 Custom and Sportster 1200 Custom models feature a new 4.5-gallon fuel tank that offers more range and yet retains the “peanut” profile of the traditional 3.3-gallon Sportster tank. All 2004 Sportster models also have a wider rear fender covering a new 150mm rear tire that replaces the 130mm rear tire used on the 2003 models. A new braking system reduces initial lever effort and includes standard single front and rear disc brakes on all models except the Sportster 1200 Roadster, which has dual front disc brakes. New handgrips on all models are 1 1/8-inch diameter compared to 1-inch on previous models, to enhance comfort and to reduce the reach to hand controls. Finally, all new Sportster models are equipped with a serial BUS-type electrical system making the Harley-Davidson security systems available as an option on all 2004 Sportsters.

XL 883 Sportster 883

With its redesigned engine and new chassis, the Sportster 883 sets a new standard for middleweight custom motorcycles. The lower seat height (27.3 inches), reduced clutch lever effort and rubber-mounted engine help make the Sportster 883 more comfortable and easier to ride, but its stiffer frame and enhanced brakes mean it still delivers the agile handling that is the heart and soul of a Sportster.

XL 883 Sportster 883 features:
Rubber-mounted XL Evolution 883 engine
Lighter 883 clutch springs reduce lever effort by 25 percent
Silver powder-coated engine with polished covers
Low-rise handlebar
Classic solo seat
Chrome staggered shorty dual exhaust
Mid-mount foot controls
Classic-look 3.3-gallon fuel tank

XL 883C Sportster 883 Custom

The bold new Sportster 883 Custom offers fresh, swept-back styling. The rubber-mounted engine and extra-low seat (just 26.3 inches) make this a bike you can ride all day. The new fuel tank holds 4.5-gallons yet retains the “peanut” profile of the traditional 3.3-gallon Sportster tank. Pull-back handlebars and a new swept-back riser, move the grips 1.5 inches further back, while new foot controls are also 1.5 inches back, compared to the 2003 model.

XL 883C Sportster 883 Custom features:
Rubber-mounted XL Evolution 883 engine
Lighter 883 clutch springs reduce lever effort by 25 percent
Silver powder-coated engine and covers
Chrome pull-back handlebar riser
Laced front wheel, disc rear wheel
One-piece, two-up seat
Forward foot controls
New-look 4.5-gallon fuel tank

XL 1200R Sportster 1200 Roadster

A new model designed to pay tribute to the no-nonsense style and performance of the original 1957 XL Sportster, the Sportster 1200 Roadster offers wide, polished handlebars, 13-spoke wheels and a timeless fuel tank design. Dual front disc brakes and tachometer are standard.

XL 1200R Sportster 1200 Roadster features:
Rubber-mounted XL Evolution 1200 engine
High-compression, high-flow cylinder heads
High-performance cams
Silver powder-coated engine and covers with black powder-coated cylinders and heads
Triple-disc brakes
Tachometer
13-spoke aluminum wheels
Wide polished handlebar
Classic-look 3.3-gallon fuel tank

XL 1200C Sportster 1200 Custom

Long, lean and mean, the Sportster 1200 Custom was built to rule the street. The new 4.5-gallon fuel tank retains the classic “peanut” profile, and the new riser and pull-back handlebars lend a swept-back style. Handlebars and foot controls are 1.5 inches further back for 2004. The new Evolution 1200 rubber-mounted engine makes it more comfortable; a generous dose of chrome makes it stunning.

XL 1200C Sportster 1200 Custom features:
Rubber-mounted XL Evolution 1200 engine
High-compression, high-flow cylinder heads
High-performance cams
Black powder-coated engine with chrome covers
Laced front wheel, slotted disc rear wheel
Forward foot controls
Chrome pull-back handlebar riser
Chrome bullet headlight
New-look 4.5-gallon fuel tank–

Harley-Davidson continues to set the standard for factory custom style and performance with a four-model Dyna Glide line for 2004. For the first time, each Dyna Glide model will be offered with a choice of carburetor or electronic fuel injection on the 1450cc Twin Cam 88 V-Twin engine.

New on all 2004 Dyna Glide models are restyled fuel tanks that are longer than the previous tanks. The restyled tanks are topped with new, full-length consoles. The ignition cover and electrical panel covers have also been redesigned.

The EFI is a closed-loop system identical to that used on the Softail and Touring lines. It automatically adjusts for changes in air temperature and elevation, and offers fast, easy starts, hot or cold, with no choke. An idle air bypass system monitors engine speed and delivers a consistent idle that is scan-tool adjustable from 800 rpm to 1250 rpm. A knock-detection feature senses engine knock by monitoring ion sense, and retards spark to protect the engine should knock occur. A heat-management system automatically adjusts the engine speed and fuel delivery rate to help the engine run cooler and enhance rider comfort, especially when the bike is operating at low speeds or in a stop-and-go situation. A new returnless fuel system reduces fuel lines from two to one. EFI-equipped engines offer outstanding driveability in all environmental conditions, yet retain the traditional Harley-Davidson Big Twin sound.

FXD/I Dyna Super Glide

An outstanding value, the FXD Super Glide is priced to make extensive customization an affordable option. Its traditional custom styling offers a clean canvas on which the owner can exercise his or her imagination with Harley-Davidson Genuine Parts and Accessories. Of course, you can just enjoy it the way we built it.

FXD/I Dyna Super Glide features:
Vibration-isolated Twin Cam 88 engine
Silver powder-coated engine and polished covers
Top-mounted speedometer
New style fuel tank and console
Cast aluminum wheels

FXDX/I Dyna Super Glide Sport

The FXDX Dyna Super Glide Sport offers a tough, competition-inspired style in the custom profile, with alloy wheels, black-on-black engine, chrome exhaust, and sport suspension. The Super Glide Sport offers nimble backroads agility and excellent lean angle capability.

FXDX/I Dyna Super Glide Sport features:
Vibration-isolated Twin Cam 88 engine
Black-on-black engine and covers
Low sport seat
Triple-disc brakes
Premium adjustable sport suspension
Top-mounted speedometer and tachometer
Black headlight and instrument trim
Alloy spoke wheels

(The FXDXT Dyna Super Glide T-Sport has been discontinued for 2004.)

FXDL/I Dyna Low Rider

The FXDL Dyna Low Rider offers a long, low profile with a raked out fork–styling that’s favored by many riders. Its 25.2-inch seat height, easy-to-reach pull-back bars, mid-mount foot controls and a low center of gravity make it a great choice for shorter riders, but this is a bike any rider will enjoy.

FXDL/I Dyna Low Rider features:
Vibration-isolated Twin Cam 88 engine
Black powder-coated engine with chrome covers
Low-profile suspension
Low-slung custom seat
Raked-out fork
Pull-back handlebars
Mid-mount foot controls
Tank-mounted speedometer and tachometer
Frame-mounted highway pegs (not available in all markets)

FXDWG/I Dyna Wide Glide

The FXDWG Dyna Wide Glide is a practical interpretation of the classic California custom chopper, from its raked fork and laced, 21-inch front wheel to the Bobtail rear fender and stepped seat with sissy bar. The new style fuel tank and console greatly enhance the look of the 2004 model.

FXDWG/I Dyna Wide Glide features:
Vibration-isolated Twin Cam 88 engine
Black powder-coated engine with chrome covers
Wide, raked-out fork
21-inch laced front wheel
Ape-hanger handlebar
Bobtail rear fender
Stepped, chopper seat
Chrome sissy bar with backrest
Forward foot controls
Large, tank-mounted speedometer–