Classic and Classy Motorcycles Ltd

Historical Context

The 1982 Harley-Davidson XLH 1000 Sportster represents one of the last iterations of the classic Ironhead line before it was replaced by the Evolution engine in 1986. Built during Harley’s AMF era, the XLH was the electric-start-equipped version of the Sportster—aimed at riders wanting classic V-twin power with more convenience. The Ironhead engine, in use since 1957, had become a symbol of Harley’s middleweight lineup—torquey, mechanical, and unapologetically raw. By 1982, the model had seen several refinements and was more reliable and rideable than earlier versions, but still retained the unmistakable edge that made the Ironhead a cult favorite.

Technical Specifications and Performance

• Year: 1982
• Make: Harley-Davidson
• Model: XLH 1000
• Engine Displacement: 997cc (61 cubic inches)
• Engine Type: Air-cooled OHV 45° V-twin (Ironhead)
• Compression Ratio: 9.0:1
• Carburetion: Keihin carburetor
• Ignition System: Electronic (solid-state)
• Transmission Type: 4-speed manual
• Final Drive: Chain
• Cooling System: Air-cooled
• Fuel Capacity: Approx. 3.3 gallons
• Braking System: Disc front and rear
• Dry Weight: Approx. 525 lbs
• Top Speed: Around 105 mph

Technical Advancements

By 1982, the Ironhead engine had matured into a solid powerplant with several years of factory improvements behind it. The XLH came with electric start as standard, electronic ignition, and front and rear disc brakes. The 4-speed gearbox was unchanged, but the shifting was smoother than earlier 1970s versions. While still a rigid-mount engine prone to vibration, many riders viewed that as part of the bike’s authentic charm. The bike featured a traditional steel frame, peanut-style tank, mid controls, and a low seat height—making it a solid all-rounder for solo riders who wanted a true Harley experience without stepping up to the heavyweight models.

Evolution of the Model

The 1982 XLH was near the end of the Ironhead’s long production life. While the engine architecture was still based on 1950s design, small upgrades in the late ’70s and early ’80s—like improved wiring, upgraded switches, and electronic ignition—helped bring the bike up to more modern standards. The XLH was sold alongside the kickstart-only XLCH in earlier years, but by 1982, the XLH was the mainstream electric-start version. Just a few years later, in 1986, the Ironhead would be replaced by the smoother and more advanced Evolution engine, making the early ’80s Ironheads the final expression of this legendary motor.

Competitors in the Market

In 1982, the XLH 1000 faced growing pressure from Japanese V-twin cruisers like the Yamaha Virago 920 and the Honda CX500 Custom. These bikes featured shaft drive, liquid cooling, and refined performance. However, the Harley held its ground with heritage, torque, and customization potential. Riders didn’t buy the XLH for smoothness—they bought it for the look, the feel, and the sound. It was a machine that stood for something—and delivered a riding experience that felt honest and connected to the road.

Legacy and Appeal

As a barn find or restoration project, the 1982 Harley-Davidson XLH 1000 is a strong candidate. It’s modern enough to ride regularly with basic upgrades, yet old enough to retain that old-school Harley character. Its Ironhead engine, while more temperamental than later Evos, has a loyal following and plenty of available parts. Whether restored to stock or turned into a stripped-down custom, the XLH delivers raw, mechanical charm that’s hard to replicate. For collectors and riders alike, it marks the end of a distinct Harley era—loud, gritty, and proudly American.