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1990 Harley Davidson FXRP FXRT Police- $18500

Possibly considering selling my 1990 Harley Davidson FXR. The bike is my interpretation of if you could own one bike that in the club bike style of Northern California was fast & tall & narrow enough to ride in the city, be able to leave coast to coast on a moments notice and get there reliably and be able to cruise at 90 the whole way comfortably and be able to walk at the end of a 1000 mile day. I have a large collection of FXR parts and this bike got the cream of the crop when it came to what went on.

 

The bike was totally rebuilt to the condition you see it in. Started life as a 1990 EM Code (FXRS-Con) Convertible with a built motor from zipper's with 10k on it and 33k on the actual bike. The bike was just rebuilt this year as you see it. New this year was a totally custom S&S/Zipper's performance engine. Zipper's $4000 big billet heads, 55.5mm g2 s&s super g carb with thunderjet, .656v2 zipper's redshift cam.

 

The bike is TERRIFYINGLY fast. We have not dyno'd it yet but easily in the 140s at the wheels. Previously was a 1990's flame and billet special. This was desirable to start a build on for a few reasons. It came with the same frame with the correct bungs for a fixed fairing as a p & t, was a 90 so it got the later trans/ primary/ starter/ & clutch (very desireable) as well as the factory 2" longer fork tubes on a dual disc front end (same as a 1988-on FXRT, FXRP, FXRS-SP). Fork lowers are gloss black. 13.5" Progressive rear shocks. It also has a numbers matching neck with a clean and clear PA title in my name. The bike was taken down to the frame. Everything was painted, cleaned, polished, or powdercoated. The wheels are 1998 1200s sportster 13 spoke mags in gloss black with brand new metzler me 888 tires. The Pulley is gloss black. The front rotors are 1998 1200s floating sunstar 11.5" rotors. The rear is a new old stock HD Sunstar fixed rotor with 12 point arp hardware. The Calipers are stock single pistons that are all freshly rebuilt with new pads. New wheel bearings. The wheels are 84-99 Timken bearing still so nothing crazy with the wheel spacers, everything lines up as it should vs a earlier 9 spoke mag. The side covers are arlen ness. The entire tin set was freshly repainted Harley Birch White. The fairing is an original 1990 NJ highway Patrol fairing. It is the cleanest/nicest fairing I have seen in the last ten years. No cracks, nothing missing, all factory brackets, light pods, pursuit lights, headlight all accounted for. The headlight cover is a clearview smoked unit with a nos gasket to seal it with new well nuts and hardware. The windscreen is a factory fxrp 50/50 black and clear trimmed down. The risers are 8" gloss black with biltwell tracker bars. 1996-on Harley factory switches wired internally in the bars. Black mirrors. Black avon contour grips. New brake fluid in both front and rear. Has a thunderheader 2-1 performance exhaust (almost $1000.00) that sounds and performs excellently. The factory mid controls are there and in great shape. The air cleaner is gloss black. The seat is the ultra rare 93-94 tuck and roll pleat seat. Its the most comfortable seat on the market for an fxr and commands a premium. The bags are off my 1990 FXRT and are original clamshells. The brackets are fresh gloss black. The bags are in so so condition but function well and have new latches on both sides. The dash is an original convertible/fxrs-sp dash with rare fuel gauge that functions.

All in all the bike is exactly what you would want if you were only able to own one bike. Handles insane, stops insane, very controlled but fast and smooth and have the ability with tank size and wind protection to do 1000 mile day trips. I travel between Philadelphia, PA and Huntington Beach & San Francisco, CA regularly and can bring the bike to California with me easily.

1977 Harley Davidson XLCR

 Taking this bike out for a ride to shoot some photos of it was a absolute pleasure. Considering this is a 39 year old bike it rode so well and smooth. I guess I need to consider that there is less the 10k miles on it so it is relatively new even though it has been around for since 1977.

Taking this bike out for a ride to shoot some photos of it was a absolute pleasure. Considering this is a 39 year old bike it rode so well and smooth. I guess I need to consider that there is less the 10k miles on it so it is relatively new even though it has been around for since 1977.

john sender .jpg

–      1977 Harley XLCR.. This is a very rare bike by Harley standards. This bike is Gorgeous and has to be seen in person to appreciate it. When Harley decided they wanted to go fast in the 70s this is what they built. Over 2k in maintenance in the last 6 months after the bike had been in a collection for some time and not run. Feature in American Iron Magazine in January 2010..

This particular bike features:

–      New Tires

–      Fluids changed

–      Master cylinder front and rear flushed and new fluid

–      All new charging system

–      Rebuilt Carburetor

–      New Battery

–      Also comes with: extra tank badges, manual, and reflectors for from fork

The condition of the bike can best be classified as 8 out of 10 bike. It has a few blemishes but a extremely clean bike for its age. Mileage is 9940..

john sender.jpg 1977 XLCR
1977XLCR.jpg john sender fxrfever

The XLCR was produced in three model years, 1977 (1900 units), 1978 (1200 units) and 1979 (fewer than 10 units left over from 1978 year). The all black steel tank and fiberglass tail piece coupled with the unique black siamese exhausts (1978 mufflers were larger than 1977) made the XLCR arguably the most attractive bike of it’s era. The “Cafe Racer” was the first Harley with triple disc brakes.

1977 XLCR john sender .jpeg fxrfever fxr fever

Some History  

In an attempt to capitalize on the café-racing trend that was sweeping the country in the mid-1970s, Harley-Davidson ventured back into the world of customs to bring out the XLCR. Although the 1977 Harley-Davidson XLCR motorcycle was an attractive machine, competition from Japanese bikes was too fierce for the XLCR to be highly successful in the American marketplace.

It applied a small “bikini” fairing, skimpy front fender, angular fuel tank, solo seat with fiberglass tail section, triple disc brakes, and special “siamesed” two-into-two exhaust headers to a standard 1000-cc Sportster, and then cloaked the whole affair in black.

The problem was that although the XLCR was claimed to be “the most powerful production cycle Harley-Davidson has ever built,” that wasn’t saying much; Japanese competitors were quite a bit quicker and cheaper to boot.

Furthermore, the typical Harley buyer seemed to take little interest in joining the road-racing crowd, so sales never took off.

What was in fact a very interesting motorcycle (and quite soon, a very collectible motorcycle) faded

1977 XLCR.jpg john sender fxr fever

More details:

The Harley-Davidson XLCR1000 is unique in the range of models built by the famous Milwaukee, Wisconsin, company, in that it is definitely not built on the same ‘laid back’ lines as its tourer stable-mates. In fact the CR part of the title stands for Cafe Racer, and the Harley is unquestionably one of the most aggressive looking cafe racers available. Although outwardly different from the other Harleys, the XLCR still has the famous V-twin engine which, with very undersquare dimensions of 81 mm X968 mm, displaces 997-5cc.

A45degree unit, the engine features a 9:1 compression ratio, simple pushrod operated valves, a single 38 mm Keihin carburetor and all the reliability one could possibly need. Unsophisticated it may be, but the engine could pull a house down with its 68 bhp at 6200 rpm and, although undisclosed, probably around 60 lb ft of torque. Although the torque figure is not quoted by the company they do say that the ‘secret amount’ is produced at 3500 rpm, well down the rev scale but just the thing for instant acceleration in any of the XLCR’s four gears. An electric start is the only concession to modern times in the engine and it copes surprisingly well with getting the engine under way. Unlike a silky smooth Japanese multi, one is very well aware of when the Harley’s engine is running. It has an off-beat exhaust note, it rumbles and shakes and leaves the rider in no doubt as to its capabilities.

The engine, wet-multi-plate clutch and gearbox are mounted in a very narrow duplex frame to which is attached a rear end similar to the famous long-track Harley racers. Conventional springing is used, by courtesy of Showa of Japan, with neat alloy wheels built by Morris. Kelsey Hayes disc brakes are fitted all round. Lowered bars are fitted, there is a neat little windscreen, a 4gal fuel tank and a combined single-seat/rear fairing added to the machine, and just about everything is black, from the tinted wind screen and fairing to the matt-finish exhaust system. When first astride the XLCR one is aware that it is smaller than it looks as it weighs a trifling 485lb (low by Harley standards) and is as slim as a pencil. One’s hands are greeted by two enormous grips that feel seven sizes too big and one settles into the comfortable saddle, which is quite low at 30-5ins from the ground. Once the carb has been primed with the throttle and the carburetor-mounted choke lever pulled out, the engine will fire immediately and settle down to a 900 rpm idle. The clutch is extraordinarily heavy and the gearchange is vague, but once first has been selected one can rocket away from a standstill with the quarter mile coming up in just over 13secs.

There is really little point in taking the engine above 6000 rpm and even changing gear at 4000 rpm allows rapid progress. The bike’s top speed is really governed by its low gearing as the red line speed of just over 110 mph in top can be reached with no fuss at all. Vibration and a deafening roar are other factors that make approaching the red line of 6500 rpm of little value. With grippy Goodyear tyres and a long wheelbase, the Harley handles and corners well, with plenty of feel of the road being transmitted to the rider. In fact, on bumpy surfaces it would be fair to say that the ride can be quite jarring, but that is worth trading for a Harley that handles. Braking is ‘fair to middling’ in the dry, but just about non-existent in the wet, and waiting for the discs to work in the rain is hair-raising to say the least. On the other hand, the Goodyear A/T covers cope well in most conditions and the XLCR is a lot less of a handful than most of its stablemates on wet roads. FYI.. I did not write this,, but don't remember where I pulled this from a few weeks ago..