The 1980 model year introduced the new 80 cubic inch FLT Tour Glide with a five-speed transmission, oil-bath-enclosed rear chain and a vibration-isolated engine. Also introduced were the 80-inch Wide Glide factory custom and the Sturgis; the latter of which was fitted with a twin belt drive, reintroducing belts to power the rear wheel after a several-decade absence.
In the early eighties, rumors began circulating that Harley-Davidson didn’t fit in AMF’s long-term plans. The problem was, nobody wanted to buy the Harley-Davidson company. After one year of looking, the only people interested were the HD people themselves. Current CEO Vaughn Beals put together a leveraged buyout plan, and then on February 26, 1981, a group of senior Harley-Davidson executives signed a letter of intent with AMF to purchase the motorcycle company. During a press conference at Daytona Beach on March 3, 1981, Beals talked about the positive aspects of the AMF and HD association, “From 1969 through 1980, AMF’s substantial capital investment in the motorcycle and golf car businesses permitted Harley-Davidson revenues to grow from $49 million to $300 million…” He went on to say, “AMF helped the Motor Company through a critical stage of growth… the most tangible evidence of their success is the company’s ability to now stand on its own once again and to look to the future with pride and expectation.” The deal was completed on June 16, 1981 as the shareholders celebrated the event with a York-to-Milwaukee ride, proclaiming “The Eagle Soars Alone.”
In 1982, the new company, $85 million in debt, found demand for the 651+ cc machines drop as the bottom fell out of the motorcycle market. Harley production was down to 41,000 bikes and employees were laid off to bring production and inventories in line with demand. At the same time, the company was committed to improvements in manufacturing and quality became more than just a slogan. Harley-Davidson relied on the loyalty of hard-core customers to carry them through these hard times.
In 1983, the company started a new campaign aimed at getting Harley-Davidson owners more involved in the sport of motorcycling. The Harley Owners Group (H.O.G.), the only factory-sponsored motorcycle club in the world, was formed. H.O.G. played a major role in the company’s revitalization as it refocused attention to customer satisfaction after the sale.
In 1984, Harley introduced the 1340cc V2 Evolution engine on five models. The Evo engine produced more power at every speed and was lighter, cooler, cleaner running, and extremely oil-tight.
New models like the FXST Softail and the XR1000 were also introduced in 1984 and did a great deal to help increase sales.
Harley-Davidson also won the California Highway Patrol contract in 1984. This was the first time in ten years that a HD motorcycle was able to meet the high standards of the CHP. The contracts repeated in 1985, 1987, 1988, and 1989, increasing the number of Harley-Davidsons in the CHP fleet.
The big news for 1986 was the introduction of the V2 Evolution Sportster 883. The 883cc aluminum V-Twin game Harley its first entry in ten years into the smaller than 1000cc market.
A new addition to the FL family emerged in the Heritage Softail, a motorcycle with the timeless look of the 1950s with the technology of the 1980s. The Heritage front end sported a wide front fender and a front suspension that looked like the first telescopic fork from the 1949 Hydra-Glide. The rear end of the Heritage Softail had no visible suspension due to the concealed gas-charged, horizontally-mounted rear shocks.
In 1985, CFO Rich Teerlink negotiated a loan-refinance package that put the company on a firmer financial footing. This lead Harley-Davidson to an IPO on the American Stock Exchange with two million shares of common stock. Then on July 1, 1987, Harley-Davidson, Inc. was approved for listing on the NYSE. According to Vaughn Beals, this “provided Harley-Davidson with improved market liquidity and visibility and will bolster our stature as a broadly-diversified, international company.”
Four new motorcycles were introduced in 1987. The FLHS Electra Glide Sport, FLSTC Heritage Softail Classic, the FXLR Low Rider Custom and the 30th Anniversary 1100cc Sportster. The 30th Anniversary Evolution Sportster marked the first time the XL engine received the chrome and black engine treatment found on many FL and FX models today.
The 1988 product line featured the largest Sportster ever. The Sportster 1200, with it 74 cubic inch engine and 40mm constant-velocity carburetor, put out 12 percent more horsepower and 10 percent more torque than the 1987 1100cc Sportster. The 1200 Sportster also featured a 39mm front fork and a revised rear suspension.
Four bikes sported the special 85th Anniversary graphics in celebration of HD’s 85th birthday. One model created especially for this celebration was the FXSTS Springer Softail. The “Springer” front-end was the subject of more computer-aided design and finite elements computer analysis than any other component in Harley-Davidson history.
Harley-Davidson closed out the decade by introducing a new line of touring motorcycles called Ultra Classics. The Tour Glide and Electra Glide Ultra Classics featured cruise control, fairing lowers with built in glove compartment, an 80-watt four-speaker stereo system with volume and tuning control for the passenger, built-in CB, self-canceling turn signals, and special silver and black paint. The eighties was the decade of Harley-Davidson as the company prospered and grew, and ultimately became the very image of success itself. Branded as the turn-around kid, Harley-Davidson was back.
Bolfert, Thomas. The Big Book of Harley-Davidson: Official Publication by Harley-Davidson Motor company; Centennial Edition. Milwaukee: Harley-Davidson, 2002.