Yep...a Superglide is a Dyna, An Electraglide is a Bagger......maybe you were drunk when you made those miss informed statements earlier..lol.
The Harley-Davidson Super Glide is a motorcycle made by the Harley-Davidson Motor Company. It is reputed to be the first factory custom motorcycle. It originated Harley's FX series of motorcycles.
From 1934 to 1970, with the exception of the Servi-Car, there have been two distinct lines of V-Twin Harley-Davidson motorcycles, the small twins and the big twins. However, individual bikers would sometimes customize bikes by changing parts around or cutting and rewelding frames and other components to suit their tastes.
Harley-Davidson styling director Willie G. Davidson was aware of this phenomenon and decided to design a motorcycle for production that would offer the look of the custom bikes. To accomplish this, he started with the frame and rear suspension (but not the electric starter) from the FLH Electra Glide, to which he then mated the smaller telescopic forks from the XLH Sportster. This combination was referred to as the FX chassis, to denote an FL frame with XL forks. The drivetrain and engine accessories were from the FLH, the front headlights and brakes were from the XLH. To complete the Super Glide, he added buckhorn handlebars and a "boattail" tail/fender unit similar to those being used on the XLH Sportster.
The production FX Super Glide was released in 1971 to a lukewarm reception. Particularly not well received was the "boattail", which also proved to be unpopular on the Sportsters that had it. Sales of both models improved when less radical rear styling was made available.
In 1974, the FX was joined by the FXE, a version of the Super Glide with an electric starter. Both versions also got an exclusive one-piece tank instead of the Fat Bob tank used by the FL.
In 1977, the FXS Low Rider was introduced. The Low Rider had alloy wheels front and rear, two disc brakes on the front wheel, extended forks with a 32° rake, and a 26" seat height.  Unlike the Super Glide, the Low Rider was an instant hit; outselling all other Harley-Davidson models in its first full year of production. All three FX models returned to using Fat Bob tanks, but with a special centre divider that included a tachometer.
The base, kickstart-only FX was discontinued in 1979. In that year, the FXEF Fat Bob was introduced.. The following year would bring the FXB Sturgis, an all-black Low Rider with primary and secondary belt drives, and the FXWG Wide Glide, a Low Rider with wide forks and a flame pattern painted on the tank.
In 1983, the Low Rider was converted from chain drive to belt drive and given the designation FXSB, at which point the FXB was discontinued. In the same year, the FXDG Disc Glide was introduced. This model had a disc-type rear wheel instead of the wire-spoked wheel of the Super Glide or the solid-spoked wheel of the Low Rider.
The FXE Super Glide was discontinued in 1985, with the FXEF Fat Bob becoming the base model.
In 1986, all FX-based bikes except the Wide Glide were supplanted by FXR-based bikes. The Wide Glide was discontinued the following year. 
The FXR Super Glide II was introduced in 1982 and sold alongside the existing FX models. The FXR chassis was essentially an FLT Tour Glide chassis with lighter frame tubes and a more conventional design around the steering head. As such, it offered a rubber-mounted engine and a five-speed transmission, as opposed to the solid mounting and four-speed transmission of the original FX chassis.
The FXR range was expanded in 1984 by the introduction of the FXRT Sport Glide, a Super Glide variant with a fairing and saddlebags, and the FXRS Low Glide, which was the FXR equivalent of the FXSB Low Rider. Upon the discontinuation of the corresponding FX-based models, the FXR Super Glide II became the FXR Super Glide and the FXRS Low Glide became the FXRS Low Rider. The Wide Glide was discontinued because the FXR frame was not suitable for the wide forks. 
The 1984 Disc Glide as it was known was a very rare motorcycle it had the first offering of the "Chrome Package" meaning it came with chrome rocker boxes, nose cone, and primary cover. It was called the FXRSDG.
Design work began on the replacement for the FXR chassis shortly after the first FXR bikes were offered. The Dyna chassis was introduced in 1991 with a limited-production FXDB Sturgis model. The engine mounting system was more vibration-resistant than that of the FXR.
The Sturgis was followed in 1992 by the limited-edition FXDB Daytona which featured a bobtail fender unlike the normal rounded steel fender offered in 1992. Also introduced in 1992 was the FXDC Dyna Glide Custom. Apart from the paint scheme, the Dyna Glide Custom was virtually identical to the Daytona. Dyna Customs were all painted black and silver, and the early models featured a silver powder coat on the frame. Later production units featured a black frame.
In 1993 the faired and bagged FXRT Sport Glide was discontinued and the FXRS Low Rider was displaced by the FXDL Dyna Low Rider, although the FXRS-Conv Convertible and the FXRS-SP Low Rider Sport continued to be offered. The FXDWG Dyna Wide Glide was introduced in the same year. The Low Rider Sport was discontinued in 1994.
Between the 1991 introduction of the Dyna chassis and the end of the 1994 model year, all Dyna models had a 32° rake. In 1995 the FXD Dyna Super Glide and the FXDS-Conv Dyna Glide Convertible were introduced. These Dynas had a 28° rake and replaced the FXR Super Glide and the FXRS-Conv Low Rider Convertible, which were the last FXR models in regular production.
The FXD Super Glide, and the FXDL Low Rider have been in production ever since.
The FXDX Super Glide Sport was introduced in 1999, featuring improved suspension components and triple disc brakes. The FXDX-T Super Glide T-Sport, with a fork mounted fairing and improved detachable saddlebags, replaced the FXDS-Conv Dyna Convertible in 2001, and was discontinued in 2003.
The FXDC returned to the line in 2005 as the Super Glide Custom.
In 2006, a new Dyna chassis was introduced along with a new six-speed transmission. In the same year, the base FXDI Super Glide became a single-seat motorcycle, the FXDBI Street Bob, a minimal, single seat Dyna Glide motorcycle was added to the lineup, the limited edition FXDI35 35th Anniversary Super Glide was offered, and the FXDX Super Glide Sport was discontinued.
In 2007, the Twin Cam 88 engine was replaced by the 1584cc Twin Cam 96 engine across the Harley-Davidson Big Twin lineup, including the FXD series. The 35th Anniversary Super Glide from 2006 became the 2007 Super Glide Custom..
The FXDF Fat Bob was introduced in 2008. In the same year, the FXDWG Wide Glide was offered as a limited edition 105th Anniversary model before being retired.
Rider's view of a 2008 Harley-Davidson FXD Superglide
Lookin' good stix.
will be good to see what she goes like once you get used to her.
I know i should know this but i don't spend much time in harley dealers now, but like all the new Harley, just whats a Street Bob?
I know what the Street bob is now, Frazers run two of them in Screamin Eagles chopped off rear gard.
Stix i was looking at the pic's of heads your useing, the intake valve looks a bit on the small side for a motor with that bore size to me. have you still got the MVA heads?
Stix, i stuffed up m8, looked at Ando's heads, thats what ya get just looking at pic's.
First i heard of r&r heads was on US sights people saying they had r&r heads. i think thats the king of cubes? am i right? if so he has been around a long time, i saw shovel cases with real high decks to take big bore barrels years ago. we always thought in the old days he just made motors for show bikes.
Cow just finished a 147" with John Treese bottom end, John Treese design twin cam cases Cams knife edge flywheels, but the guy used billit heads from USA 2.2 intake valves, Billit barrels from USA too don't know who's heads but i would have liked it better with John Treese heads the intake on John's own design heads are different to anything else i've seen. this guy getting a frame made now for racing.
Ando, looks like you chopped a Chooks head off useing these heads as a chop block
Finally made a start on the engine swap today.
Pulled everything off the Bob, ready to go up on the lift.
Primary off, all looked good.
Compensator looked like it could do another 55,000 Km's, nut was still tight too!! Clutch plates still have plenty of meat, basket is still in great shape also. Chain tensioner had some wear, but could go again, I ordered new SE clutch plates and tensioner today anyway.
Have had a slight oil leak for the last year or so, narrowing it down now. Had to order the correct socket for the drive sproket nut today from Georges Garage, so I can do the chain drive conversion. Both the crank drive and g/box main shaft were in great shape also.
The three front/forward bolts on the oil pan were loose, also obvious when the engine was pulled that there has been very slight movement between the mating surfaces of the engine and gearbox, the top mating surface in one area had been "rubbed" very smooth. My guess is the oil leak was a combination of these two things. We'll see.
One bit of advice I'll give to others, that was given to me by one of the better known USA builders, whenever replacing engine components(cams,top end, full build), it always pays to drop the oil pan and clean thoroughly, before running new oil into a new build. New gasket and re-torque should help that oil leak.
Engine out, took me 8 hrs to get to the point I'm at now, actually got the 120 in and nipped up, but lost interest in the camera before then, gotta wait for a few more bits to arrive from the sSates in the next week or two. Should be able to fire her up in a fortnight I hope. Have 5.3gps injectors, HPI fuel pressure regulator and Exotx air filter on the way, just ordered SE clutch plates, new primary chain tensioner, starter O-rings and drive sprocket socket. Nearly there.
Hey Stix, great to see it's getting close.
i would not use SE clutch plates or that SE hi Po clutch m8 if your going to give it the stick as we had a guy ( still have him ) at the track with a hard runing 113inch twinky, he broke the steels on that Se clutch, put him out of a elimination round when he was infront, he went to S&S Clutch and has now run his first 10 second pass 10.97 120mph, hey Daddyracer did a 11.007 120mph pass on Frazers 103" EFI.
i think and Cow's the one made me think this way long ago. it's better to get the best clutch there is , than have to buy two. but your useing stock clutch, so thats ok, just letting you know if you go to buy a full clutch hub and the full thing go with S&S worth it in long run, but the stock HD with the VP pressureplate is good!
Stix, that kit your talking about is good, i have a mate that runs one and he races and they give him good advice and help with his set up. they have helped his sixty foot times a lot too.
Daddyracer is a hard runner for sure mate, lucky his ol lady feeds him well as he is now 65KG in leathers but at one time he was 55KG. and he sure knows how to ride, great guy too always ready to help out
faarrrrrkkkkkkkk,,, and here is me worried about my 80kg
Only thing holding it back now is the chain drive conversion, that's okay, I've waited this long. LMAO. coulda got it going today if I wasn't goin chain drive.
All good things come to those that wait , I guess. photos are shite, but ya get that.
The Boarzilla exhaust looks shithot. me thinx.
D&D performance perforated baffle, appearances only, LMAO.
Waiting for the drive sprocket socket from Georges Garage, frustrating?? NOT!! Yeah, yeah, shit photo's, I know.
Axtell, R&R power, yeefuggnhaaaaa!!!!
Horsepower Inc 5.3gps injectors and fuel pressure regulator turned up today, just gotta wait for the rest of the primary drive to turn up and away we fuggn go ladies and gentlemen.