A great deal of the "Harley-Davidson Experience" comes first and foremost as a result of the bike's tried and true heritage in the US military - especially World War 2.
Military testing has produced testing which directly led to improvement transferred not only to official military branded Harleys but also to the civilian side of the Harley-Davidson product line as well.
During and right after WW2 military testing produced improvements that were immediately made their mark on civilian "Forty-fives". It can be said that many twin upgrades were applied to the "little guy": the clutch assembly became stronger and smoother in operation, and the gearbox was beefed up and given larger gears and an improved shifting mechanism.
The iron-head WL became the economy model with compression ratio reduced to 4.75:1. The aluminum- head WLDR on other hand grew even sportier with a larger crankpin, stronger valve springs, hotter cams and bigger carburetor launch crp123.
These engines reportedly produced about 35 horsepower overall. It was also 1941 when the factory racing versions appeared. THE "WR"" (wide track) and "WRTT" (roadracing and scrambling) had flat valve lifters instead of rollers for higher RPM.
Class C racing was achieving more popularity just as the advent of World War II put such frivolous activity on the shelf. The WLDR was discontinued during the summer, and the introduction of racing models was suspended for the duration of ‘the war".
But the workhorse "Forty-five" would continue as the motive power for "Army Bikes', the Servi-car and be resuscitated once again for sports riding and racing after the war. Eventually it would develop into the "K" model of the 1950's, which later evolved into the Sportster itself. Thus the little twin was to achieve a lasting legacy in the Milwaukee hierarchy.
Because of the war "Milwaukee" made virtually no changes to the motorcycles between the years of 1941 and 1946. Color choices dwindled to gray and silver and in 1944 to gray only. The option of red paint finally returned to the order books in 1946.
The big Harley twins had received numerous improvements by themselves in the years leading up to the war. Aluminum heads were standard on the "Eighty" in 1940 and optional on the "Seventy-four". The alloy cylinder head weighed in at just over 5 pounds (2.27 kg) less than its cast iron counterpart. Bigger crankpins, stouter clutches and constant-mesh transmissions were also incorporated in the same year.
Front wheel drums changed from stamped steel to much stronger cast iron units and strength was also added in the front forks by a heat treating process. The clutch lever bracket and kickstand were also redesigned, and streamlined footboards replaced the previous rectangular style. This was also the first year of the "instant reserve" fuel valve at the top left of the tank and the larger 7 inch (17 launch x431 v+.8 cm) circular air cleaner.
Buckhorn handlebars were still standard in 1941, but flatter "Speedster" bars have remained available as a no-charge option as they had been for the previous ten years. Sixteen inch (40.6 cm) wheels were now standard and the 18 inchers (45.7 cm) became optional, opposite the earlier system. Chromed rims were a whole $ 2.50 extra option charge. Lastly the fishtail muffler design was replaced by a longer "rocket-fin" silencer and tail light housings were now painted black rather than the bodywork colors.
To many Harley-Davidson and Harley-Davidson's are road machines built on a legendary symbiosis between North American - USA & Canadian riders , true testing and endurance on North American roads , highways and the racing track , all with support and ongoing product and production development by "Milwaukee". Yet the military and battlefield testing of the Harley designs leaves no doubt to the military heritage of the Harley-Davidson automotive product line.
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