1980 harley davidson tour glide fairing

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1980 Harley-Davidson Flt-80 Tour Glide

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

1980 Harley-Davidson FLT-80 Tour Glide

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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