One of the rarer and collectible US made Harley Davidson vintage classic motorcycles are the post War F and FL series.
These bikes are circa 1946.

Even though production of the F-series “Knuckleheads” jumped from fewer for 1945 to more than 4,000 for 1946 and rose to 7,000 for the succeeding year it seems that there never was enough volume to fill the demands out there for American and other Harley riders and enthusiasts. It seemed in retrospect the “Seventy-four” was outselling the “Sixty-one” by more than a significant overall margin and margins.

The stylish cat’s eye instrument panel made its last and final appearance in 1946. The speedometer face was two tone rather than silver with the numerals matching the color of the inner circle. The three color combinations offered were black/ silver in a design known as an “airplane style”. Speedometer.

Unfortunately this would be the last installment of the well known and Harley distinctive taillight arrangement. Again Harley Davidson purists noted that overall this was more evidence yet again that design inputs were changing and that this was a hallmark of the finality of the Art Deco influence overall and influences were waning in favor of what were considered more “modern” squarish designs. As they say life moves onwards and upwards.

Even after the war time period in the US in 1946 it was still a situation that war time materials shortages were still a matter of fact and appearance. Grey and red were the only color options available to buyers and those putting in an order until about mid or even later in 1946 , early 1947. At these points late 46, early 47 additional color options from the factory returned when skyway blue and black were offered yet again for road enthusiasts and buyer. Chrome tank badges and stainless steel trim were also absent from earlier models and likewise for chromed shift levers and gates, headlight rims and gas caps.

Few more than 2,000 ohv models had been produced in Milwaukee during the war, and most were for the military. But testing and development continued during this period as the Harley-Davidson looked ahead to the prospects in the post-war market. Work on the first hydraulic telescope front fork was underway and a prototype was fitted to a Knucklehead in 1945. The Hydra-Glide fork would appear on production models in 1949.

The first indication of hydraulic damping for the front wheels appeared on the big twins in 1946. A Monroe shock absorber adjoined the fork, replacing the rudimentary Ride-Control friction device. No corresponding cushioning occurred at the rear wheel, which remained solidly bolted to the frame. Suspension advances in Milwaukee evidently would be addressed strictly one end at a time.

The Knucklehead itself was on the road to history by 1946. Notwithstanding their reputation for caution in developing new models Milwaukee recognized that motorcycling would be changing. That more riders would be demanding smoother oil-tight engines that started easily and were reliable (even for the mechanically inclined and tinkerers) as well as transmissions that shifted without the removal of a hand from the handlebar.

These and other items were most certainly on Harley-Davidsons agenda as the United States shifted to a peacetime economy. The tussle between Springfield and Milwaukee was renewed in the then growing motorcycle marketplace and on the race track itself. The Daytona 200, the traditional season opener, was not resumed until 1947 and it went to “Indian” brand motorcyclist Johnny Spiegelhoff. And in 1948 former Harley rider Floyd Emde switched to Indian and won the prestigious competition.

Yet Harley Davidson design and engineering soldiered on forwards.

Author Bio: Toni I. Williams Winnipeg Truck Traders Camrose Alberta Used Car Dealerships Automotive