Sponsored by Hannum's Harley-Davidson of Sellersville

1942 Harley-Davidson XA

Blame the Jeep.

That’s why this bike never made it into full production—and why, incidentally, military motorcycles of any kind fell out of favor during World War II. But that’s getting ahead of the story.

Back in the early 1940s, the U.S. Army asked Harley-Davidson to design a next-generation military motorcycle. The company was already producing the WLA, based on its traditional 45-degree V-twin. But the army wanted a bike with one feature the WLA didn’t have: shaft drive.

For its target, Harley chose another well-developed military bike — BMW’s R75, then in use by the German army. Harley’s version, the XA, was a near duplicate, right down to the flat-twin engine.

The army ordered a test batch of 1,000 XAs. At the same time, the military also asked Indian to make a 750cc shaft-drive twin, and it came up with a 90-degree V-twin design much like recent Moto Guzzis.

The idea was to put both new machines through their paces, and award a lucrative military contract to the winner.

The XA prototypes, like this one owned by Frank Degenero of Eastlake, Ohio, had a few significant developments beyond the copied engine. Breaking with H-D tradition, the throttle was on the left end of the bars and the hand clutch on the right, as specified by the army. A massive rear rack would carry a then-lightweight 40-pound radio. And, starting in 1943, the XA also sported the company’s first telescopic fork.

Mechanically, the large cooling fins stuck straight out in the breeze, reportedly keeping the XA’s oil temperature 100 degrees cooler than a standard Harley 45. At 4,600 rpm, the side-valve engine put out a claimed 23 horsepower.

While the army dragged its feet on picking a winner between the Harley and the Indian, the H-D factory looked for other potential uses for the XA motor, including sidecar rigs, snowmobiles, and even powering a 1,000-pound mini version of the Jeep called the Peep. None of the projects worked out.

Eventually, the army finished its testing, and decided that neither new bike would be built. Instead, they bought several thousand more Harley WLAs. Mostly, though, the U.S. military decided to hitch its hopes to a vehicle that could go through anything, didn’t tip over, and required very little training to operate — the Jeep.

The XA motor, despite its workable design, fizzled.

Thus ended the Harley XA project — and the idea of a tactical military motorcycle.

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SPECS:
XA specs:45.04ci, (738cc), flathead horizontally opposed, 3.125″ x 3.125″ bore/stroke, 5.7:1 compression, dual Linkert carbs, 23hp @ 4,600 rpm, 4 speed, gear primary and shaft final drives, double downtube, 58.7″ wheelbase, 538 lbs, 4.1 gallon fuel, 2 qts oil, 65mph, $870.35. The fork was a longer WLA model, and the fork scabbard carried a Thompson submachine gun.

Other changes for this year are almost nill. Universally, the oil pump and tappet guides were painted white. The W series Army models, lamps were blacked out, and the horn and headlight switched places. The servicar got shocks, and box cover ribs parallel to rear bumper.

Flathead 45ci, 3 speed
#
Price
WL Solo, high compression
142
$350
WLD Special Sport Solo
133
$365
Servi-Car, 45ci, 3 speed and reverse
G, tow bar
138
$525
GA, without tow bar
261
$510
Specialty models
XA, 45ci flathead
1011
WLA, 45ci (USA army)
13,460
WLC, 45ci (Canadian Army)
9,825
WLS sidecar, 45ci, 4.75:1 compression

Sidecars & Chassis:
· LE – Sidecar single passenger
· LEC – LE chassis
· LS – sidecare for 45ci
· LSC – LS chassis
· LLE – left hand LE
· LLEC- LLE chassis
· LLS – left hand LS
· LLSC- LLS chassis
· M – Side van w/cover
· MO – Side van w/o cover
· MC – M chassis
· MWC- chassis w/57-7/8″ tread
· LMC- left hand chassis

Option Groups:
Sport Solo, Deluxe Solo, Utility Solo, Standard Police, Deluxe Servicar, Utility Servicars, Utility for sidecar or package truck, Deluxe sport sidecar. Price ranges from $12 to $60.

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