Harley Davidson 1986-2003 XL/XLH Sportster. Service Manual — page 2

NOTE

To ensure that the fastener threads are not
mismatched or cross-threaded, start all fas-
teners by hand. If a fastener is hard to start or
turn, determine the cause before tightening
with a wrench.

The length (L,

Figure 6

), diameter (D) and number of

threads per inch (TPI) (T) classify U.S. Standard screws
and bolts. A typical bolt may be identified by the numbers
1/4–20×1-1/2. This indicates the bolt has a 1/4-inch diame-
ter, 20 threads per inch and the length is 1-1/2 inches.
Sometimes thread count is noted as either course or fine.
Always measure bolt length as shown in L,

Figure 6

to

avoid purchasing replacements of the wrong length.

Markings on top of the fastener (

Figure 6

) indicate the

strength of U.S. Standard screws and bolts. The greater the
number of head markings, the stronger the fastener. Un-
marked fasteners are the weakest.

Many screws, bolts and studs are combined with nuts to

secure particular components. To indicate the size of a nut,
manufacturers specify the internal diameter and the TPI.

The measurement across two flats on a nut or bolt indi-

cates the wrench size.

Torque Specifications

The materials used in the manufacture of the motorcycle

may be subjected to uneven stresses if the fasteners of the
various subassemblies are not installed and tightened cor-
rectly. Fasteners that are improperly installed or work loose
can cause extensive damage. It is essential to use an accu-
rate torque wrench, as described in this chapter, with the
torque specifications in this manual.

Specifications for torque are provided in foot-pounds

(ft.-lb.), inch-pounds (in.-lb.) and Newton-meters (N•m).
Refer to

Table 6

for general torque specifications. To use

Table 6

, first determine the size of the fastener as described

in this section. Torque specifications for specific compo-
nents are at the end of the appropriate chapters. Torque
wrenches are covered in this chapter.

Self-Locking Fasteners

Several types of bolts, screws and nuts incorporate a sys-

tem that creates interference between the two fasteners. In-
terference is achieved in various ways. The most common
types are the nylon insert nut and a dry adhesive coating on
the threads of a bolt.

Self-locking fasteners offer greater holding strength than

standard fasteners, which improves their resistance to vi-
bration. Self-locking fasteners cannot be reused. The mate-
rial used to form the lock becomes distorted after the initial
installation and removal. Discard and replace self-locking
fasteners after their removal. Do not replace self-locking
fasteners with standard fasteners.

Washers

There are two basic types of washers: flat washers and

lockwashers. Flat washers are simple discs with a hole to fit
a screw or bolt. Lockwashers are used to prevent a fastener
from working loose. Washers can be used as spacers and
seals, or to help distribute fastener load and to prevent the
fastener from damaging the component.

As with fasteners, when replacing washers make sure the

replacement washers are of the same design and quality.

Cotter Pins

A cotter pin is a split metal pin inserted into a hole or slot

to prevent a fastener from loosening. In certain applica-
tions, such as the rear axle on a motorcycle, the fastener
must be secured in this way. For these applications, a cotter
pin and castellated (slotted) nut are used.

To use a cotter pin, first make sure the diameter is correct

for the hole in the fastener. After correctly tightening the

GENERAL INFORMATION

5

1

U.S. Standard

Metric

60°

60°

5

6

Grade marking

T

L

D

fastener and aligning the holes, insert the cotter pin through
the hole and bend the ends over the fastener (Figure 7). Un-
less instructed to do so, never loosen a tightened fastener to
align the holes. If the holes do not align, tighten the fastener
just enough to achieve alignment.

Cotter pins are available in various diameters and

lengths. Measure length from the bottom of the head to the
tip of the shortest pin.

Snap Rings and E-clips

Snap rings (Figure 8) are circular-shaped metal retaining

clips. They are required to secure parts and gears in place
on parts such as shafts, pins or rods. External type snap
rings are used to retain items on shafts. Internal type snap
rings secure parts within housing bores. In some applica-
tions, in addition to securing the component(s), snap rings
of varying thickness also determine endplay. These are usu-
ally called selective snap rings.

Two basic types of snap rings are used: machined and

stamped snap rings. Machined snap rings can be installed in
either direction, since both faces have sharp edges.
Stamped snap rings (Figure 9) are manufactured with a
sharp edge and a round edge. When installing a stamped
circlip in a thrust application, install the sharp edge facing
away from the part producing the thrust (Figure 10).

E-clips are used when it is not practical to use a circlip.

Remove E-clips with a flat blade screwdriver by prying be-
tween the shaft and E-clip. To install an E-clip, center it
over the shaft groove and push or tap it into place.

Observe the following when installing snap rings:

1. Remove and install snap rings with circlip pliers. Refer
to the

Tools

section in this chapter.

2. In some applications, it may be necessary to replace
snap rings after removing them.

3. Compress or expand snap rings only enough to install
them. If overly expanded, they lose their retaining ability.

4. After installing a snap ring, make sure it seats com-
pletely.

5. Wear eye protection when removing and installing snap
rings.

SHOP SUPPLIES

Lubricants and Fluids

Periodic lubrication helps ensure a long service life for

any type of equipment. Using the correct type of lubricant
is as important as performing the lubrication service, al-
though in an emergency the wrong type is better than not
using one. The following section describes the types of lu-
bricants most often required. Make sure to follow the man-
ufacturer’s recommendations for lubricant types.

Engine oils

Engine oil is classified by two standards: the American

Petroleum Institute (API) service classification and the So-
ciety of Automotive Engineers (SAE) viscosity rating. This
information is on the oil container label. Two letters indi-
cate the API service classification. The number or sequence
of numbers and letter (10W-40 for example) is the oil’s vis-
cosity rating. The API service classification and the SAE
viscosity index are not indications of oil quality.

The service classification indicates that the oil meets spe-

cific lubrication standards. The first letter in the classifica-
tion,

S

, indicates the oil is for gasoline engines.

6

CHAPTER ONE

7

Correct installation
of cotter pin

8

Internal snap ring

Plain circlip

External snap ring

E-clip

When selecting an API classified oil, make sure the clas-

sification is correct (Chapter Three, Table 3) and the circu-
lar API service label does not indicate the oil is for
ENERGY CONSERVING. This type of oil is not designed
for motorcycle applications. Using oil with the incorrect
classification can cause engine damage.

In addition to the API classification, some oils carry the

Japanese Automobile Standards Organization (JASO) clas-
sification for use in motorcycle engines. These motorcycle
specific oils (JASO T 903 Standard) with the MA
(high-friction applications) designation are designed for
motorcycle applications.

Always use an oil with a classification recommended by

the manufacturer. Using an oil with a different classifica-
tion can cause engine damage.

Viscosity is an indication of the oil’s thickness. Thin oils

have a lower number while thick oils have a higher number.
Engine oils fall into the 5- to 50-weight range for sin-
gle-grade oils.

Most manufacturers recommend multi-grade oil. These

oils perform efficiently across a wide range of operating
conditions. Multi-grade oils are identified by a

W

after the

first

number,

which

indicates

the

low-temperature

viscosity.

Engine oils are most commonly mineral (petroleum)

based; however, synthetic and semi-synthetic types are be-
ing used more frequently. When selecting engine oil, fol-
low

the

manufacturer’s

recommendation

for

type,

classification and viscosity when selecting engine oil. Re-
fer to Chapter Three, Table 3.

Greases

Grease is lubricating oil with thickening agents added to

it. The National Lubricating Grease Institute (NLGI)
grades grease. Grades range from No. 000 to No. 6, with
No. 6 being the thickest. Typical multipurpose grease is
NLGI No. 2. For specific applications, manufacturers may
recommend water-resistant grease or one with an additive
such as molybdenum disulfide (MoS

2

).

Brake fluid

WARNING

Never put a mineral-based (petroleum) oil
into the brake system. Mineral oil will cause
rubber parts in the system to swell and break
apart, resulting in complete brake failure.

Brake fluid is the hydraulic fluid used to transmit hydrau-

lic pressure (force) to the wheel brakes. Brake fluid is clas-
sified by the Department of Transportation (DOT). This
classification, DOT 5 for example, appears on the fluid
container.

Each type of brake fluid has its own definite characteris-

tics. Do not intermix different types of brake fluid as this
may cause brake system failure. DOT 5 brake fluid is sili-
cone based. DOT 5 is not compatible with other brake flu-
ids or in systems for which it was not designed. Mixing
DOT 5 fluid with other fluids may cause brake system fail-
ure. When adding brake fluid,

only

use the fluid recom-

mended by the manufacturer. Refer to Chapter Three,
Table 5.

Brake fluid will damage any plastic, painted or plated

surface it contacts. Use care when working with brake fluid
and clean any spills immediately with soap and water.

Hydraulic brake systems require clean and moisture free

brake fluid. Never reuse brake fluid. Keep containers and
reservoirs properly sealed.

Coolant

Coolant is a mixture of water and antifreeze used to dissi-

pate engine heat. Ethylene glycol is the most common form
of antifreeze used. Check the motorcycle manufacturer’s
recommendations (Chapter Three, Table 5) when selecting
antifreeze; most require one specifically designed for use in
aluminum engines. These types of antifreeze have additives
that inhibit corrosion.

GENERAL INFORMATION

7

1

10

Direction of
thrust

Full support
areas

9

Direction of thrust

Rounded edges

Sharp edges

Only mix distilled water with antifreeze. Impurities in tap

water may damage internal cooling system passages.

Cleaners, Degreasers and Solvents

Many chemicals are available to remove oil, grease and

other residue from the motorcycle. Before using cleaning
solvents, consider how they will be used and disposed of,
particularly if they are not water-soluble. Local ordinances
may require special procedures for the disposal of many
types of cleaning chemicals. Refer to

Safety

in this chapter

for more information on their use.

Use brake parts cleaner to clean brake system compo-

nents, contact with petroleum-based products will damage
seals. Brake parts cleaner leaves no residue. Use electrical
contact cleaner to clean electrical connections and compo-
nents without leaving any residue. Carburetor cleaner is a
powerful solvent used to remove fuel deposits and varnish
from fuel system components. Use this cleaner carefully, as
it may damage finishes.

Generally, degreasers are strong cleaners used to remove

heavy accumulations of grease from engine and frame com-
ponents.

Most solvents are designed to be used with a parts wash-

ing cabinet for individual component cleaning. For safety,
use only nonflammable or high flash point solvents.

Gasket Sealant

Sealants are often used in combination with a gasket or

seal and are occasionally alone. Follow the manufacturer’s
recommendation when using sealants. Use care when
choosing a sealant different from the type originally recom-
mended. Choose sealants based on their resistance to heat,
various fluids and their sealing capabilities.

One of the most common sealants is RTV, or room tem-

perature vulcanizing sealant. This sealant cures at room
temperature over a specific time period. This allows the re-
positioning of components without damaging gaskets.

Moisture in the air causes the RTV sealant to cure. Al-

ways install the tube cap as soon as possible after applying
RTV sealant. RTV sealant has a limited shelf life and will
not cure properly if the shelf life has expired. Keep partial
tubes sealed and discard them if they have surpassed the ex-
piration date.

Applying RTV sealant

Clean all old gasket residue from the mating surfaces.

Remove all gasket material from blind threaded holes; it
can cause inaccurate bolt torque. Spray the mating surfaces
with aerosol parts cleaner and then wipe with a lint-free
cloth. The area must be clean for the sealant to adhere.

Apply RTV sealant in a continuous bead 0.08-0.12 in.

(2-3 mm) thick. Circle all the fastener holes unless other-
wise specified. Do not allow any sealant to enter these

holes. Assemble and tighten the fasteners to the specified
torque within the time frame recommended by the RTV
sealant manufacturer.

Gasket Remover

Aerosol gasket remover can help remove stubborn gas-

kets. This product can speed up the removal process and
prevent damage to the mating surface that may be caused
by using a scraping tool. Most of these types of products are
very caustic. Follow the gasket remover manufacturer’s
instructions for use.

Threadlocking Compound

CAUTION

Threadlocking compounds are anaerobic
and will damage most plastic parts and sur-
faces. Use caution when using these prod-
ucts in area where plastic components are
located.

A threadlocking compound is a fluid applied to the

threads of fasteners. After tightening the fastener, the
fluid dries and becomes a solid filler between the threads.
This makes it difficult for the fastener to work loose from
vibration, or heat expansion and contraction. Some
threadlocking compounds also provide a seal against
fluid leaks.

Before applying threadlocking compound, remove any

old compound from both thread areas and clean them with
aerosol parts cleaner. Use the compound sparingly. Excess
fluid can run into adjoining parts.

Threadlocking compounds are available in different

strength, temperature and repair application. Follow the
manufacturer’s recommendations regarding compound se-
lection.

TOOLS

Most of the procedures in this manual can be carried out

with simple hand tools and test equipment familiar to the

8

CHAPTER ONE

11

ENGINE LOWER END

205

5

21

OIL HOSE ROUNTING (1994-2003 MODELS)

Filler cap
and dipstick

Oil tank

Transmission

Gear case cover

To “A”

Return

Vent

Feed

Oil pump

Starter

Oil filter

22

LOWER ENGINE MOUNT

1. Bolt
2. Washer
3. Flange nut
4. Bolt
5. Right mounting plate

6. Left mounting plate
7. Washer
8. Bolt
9. Clip

these major components was replaced, a dif-
ferent thickness shim may be required.

c. Install the top center engine mount onto the engine.

Insert the two engine mount bolts through the frame
so that the shim does not fall off.

d. Place the nut plate into position (Figure 31) and

thread the engine mount bolts into the nut plate hand
tight.

e. Install the VOES.
f. Tighten the engine bolts to 25-30 ft.-lb. (34-41 N•m).
g. Tighten the frame bolts to 30-35 ft.-lb. (41-47 N•m).

14. Install the top front engine mount bracket (Figure 32)
as follows:

a. Install the front upper mounting bracket and fasten-

ers. Tighten all of the bolts hand-tight only.

b. Tighten the engine bolts to 25-30 ft.-lb. (34-41 N•m).
c. Tighten the frame bolts to 30-35 ft.-lb. (41-47 N•m).

CAUTION

Be sure the oil hoses are properly connected
in Step 15. Refer to the

Oil Tank and Oil

Lines

in Chapter Four.

15. On 883C and 1200C models, install the footrest assem-
blies as described in Chapter Seventeen.

206

CHAPTER FIVE

23

24

25

26

REAR ENGINE MOUNT

1986-1996
models

1. Locknut
2. Washer
3. Frame
4. Bolt
5. Ground wire
6. Nut
7. Bolt
8. Bolt
9. Lockwasher

1997-2003
models

16. Slide a new hose clamp onto the oil feed, return and
vent hoses and connect the hoses to the oil tank.
17. Connect the battery ground wire to the crankcase bolt
(Figure 23).
18. Connect the battery positive cable and the starter relay
wire to the starter (Chapter Twelve).
19. Reconnect the regulator/rectifier electrical connector
at the alternator stator connector. See Figure 17
(1986-1993 models) or Figure 18 (1994-2003 models).
20. Reconnect the ignition timer plate wires at the wiring
harness connectors (Figure 16, typical).
21. Reconnect the neutral switch electrical connector at the
neutral switch (Figure 15).
22. Connect the oil pressure switch electrical connector at
the oil pressure switch (Figure 14).
23. Reconnect the clutch cable at the handlebar. Adjust the
clutch as described in Chapter Three.
24. Install the intake manifold as described in Chapter Ten
or Chapter Eleven.
25. Install the carburetor and reconnect the throttle and
choke cables to the carburetor as described in Chapter Ten
or Chapter Eleven. Adjust both cables as described in
Chapter Three.
26. Install the choke knob bracket (Figure 4).
27. Install the rear chain or drive belt (Figure 13) onto the
front sprocket.
28. Install the rear sprocket cover as follows:

a. Install the rear sprocket cover (A, Figure 11) to-

gether with the rear brake pedal and linkage assem-
bly.

b. Install the rear sprocket cover mounting bolts and

washers; tighten the bolts securely.

c. Reconnect the brake linkage to the master cylinder

(Figure 12).

d. Install the rear master cylinder bolts (B, Figure 11)

and washers and secure the master cylinder to the
sprocket cover.

e. Secure the brake line with the clip and screw (C, Fig-

ure 11).

29. Adjust the rear brake pedal as described in Chapter
Three.
30. On all models except 1998-2003 1200S models, con-
nect the VOES vacuum hose to the fitting on the carburetor
(Figure 2) and connect the VOES electrical connector to
the ignition module.
31. Reinstall the ignition coil bracket and the throttle cable
clip (where equipped).
32. Install the ignition coil as described in Chapter Twelve.
33. Install the hom as described in Chapter Twelve.
34. Reconnect the spark plug wires.
35. Install the air filter backplate (Chapter Ten or Chapter
Eleven).
36. Install the exhaust system as described in Chapter Ten
or Chapter Eleven.

ENGINE LOWER END

207

5

27

28

29

30