Quantcast
Channel: Musings Of A Motorcycle Aficionado........
Viewing all 704 articles
Browse latest View live

'34 Ford Roadster

$
0
0

The 1930's were hard to beat when it came to perfect proportion and design.  Think about all of the great motorcycles and cars that came out of this era.  Knuckleheads, VL's Harley WLDR's,  Indian Fours, Sport Scouts, Brough Superiors, the first Vincents, Norton International racers, Velocette KTT's and on and on..................... This is not even speaking of the aero space designs that were happening.

Art Deco Car

Art Deco Helmet on Silodrome Site

The Blastolene Indy Car

Jay Leno's Tank Car Blastolene

Reed White, Very Talented Artist Indeed !

$
0
0

1934 Harley Davidson by Reed White
 
I really like this painting, if I had a ton of money I would own fine art to hang over my fully restored Vincent Black Lightning !!
 
By Tanner Kent
The Free Press
NORTH MANKATO — A 1947 Harley Davidson “knucklehead” motorcycle changed everything for Reed White.
The iconic machine is highly sought-after because it was the last year that Harley manufactured the distinctive knuckle-shaped valve covers.
White, however, isn’t as interested in owning one, restoring one or driving one — as he is in painting one.
During a career as a commercial artist and web developer, White has learned a variety of artistic styles and techniques. But nothing felt as gratifying as when he began painting vintage motorcycles a little more than a year ago.
Now, White has several paintings hanging in motorcycle museums in Ohio and Iowa, and he’s launched a Kickstarter campaign to create a series of prints based on his paintings (see accompanying story).
“Half of art is figuring out what you want to paint,” he said. “I could paint motorcycles until I die and never get bored.”
To be sure, White’s talent isn’t confined only to motorcycles.
His career began as a cartoonist and art director for the University of Minnesota campus newspaper. He then worked as a freelance illustrator, designing storyboards for companies like BMW, Arctic Cat, Coca-Cola, Holiday Inn and Northwest Airlines. A flash animation he designed aired on MTV and he’s won multiple awards for his designs.
Along the way, White had been encouraged to paint by family and friends. But he never found himself particularly inspired. That is, until he was compelled to create a piece of art as a gift to a friend.
Spurred on by hearing his wife tell someone that she wished he would paint, White asked his friend, an avid motorcycle historian, to give him a photo of his 1947 Harley Davidson knucklehead.
With that, White began painting.
“I imagined a little 8-by-11 of me sitting on my motorcycle,” said Jon Louis, the friend who received White’s first motorcycle piece — which actually measured closer to 3-feet-by-4-feet. “When I saw it, I was absolutely astounded. I said, ‘You could make a living doing this.’”
To prove the point, Louis took White to the Antique Motorcycle Club of America swap meet in Davenport, Iowa, hailed as one of the largest in the world. White set up a live painting booth, and was an immediate hit.
Not long after, White was approached about providing a trio of paintings for an upcoming exhibit at the American Motorcyclist Association Hall of Fame Museum in Pickerington, Ohio. He also provided a pair of paintings for the National Motorcycle Museum in Anamosa, Iowa.
In addition, White displays his paintings at Wheels Unlimited in North Mankato. Chad Pasbrig, who owns the Harley-Davidson dealer, said the highly detailed and richly colored paintings “fit in with the decor” and have even attracted a few buyers.
Such swift attention has caught the otherwise low-profile White off-guard. He said he enjoys a certain amount of anonymity as an artist and has always been somewhat hesitant to promote his own work.
Still, White said he’s been energized by the response.
“Everyone loves motorcycles — even people who don’t ride motorcycles,” said White, a burgeoning enthusiast himself who has a vintage Triumph as well as his very own rat bike to show for it. The latter won first prize at the Bearded Lady Motorcycle Freak Show, earning him a tattooed pig fetus in a glass jar as a trophy.
“They are a slice of Americana.”

Got My Triumph Back...............

$
0
0


I sold my 1958 Triumph project to a gentleman in Texas last year.  He was battling cancer when he bought it but really wanted to build a motorcycle.  I shipped the project in boxes and the day it was delivered he went in the hospital and never came home.  His widow contacted me because she had no idea what it was or what to do with it.  I bought it back from her so here we go again.  I never intended to build a bobber out of it, I always intended to build a motorcycle to take to El Mirage or Bonneville. 

It has real nice '58 cases with a 9 bolt unit top end.  There are no guts in the engine but that was by design.  I do have lightened timing gears, etc.  It has a nice transmission with clutch and a bunch of parts. 

The frame is titled and has a David Bird 4" stretch hart tail.  There is an early Triumph front end and spool wheel.

I am not sure what I am going to do with it but will entertain offers in the $3k range or trade for Harley VL parts.

Here is an early Triumph I saw at Born Free 5 that really works for me...like I said, we'll see................

Howdah Pistol

$
0
0



ENGLISH .577 HOWDAH PISTOL BY "WHISTLER, LONDON"

.577-2" caliber, steel smooth bore double barrels, back action casehardened and engraved locks with hammers. Underlever round action and checkered pistol grip stock. In superb original condition retaining 97-98% barrel blue, nearly all of the casehardened finish on all parts. Excellent wood and checkering.

This is a tool every man should own, basically a sawed off double rife.  They were dubbed Howdah guns because you carried one as back up when hunting tiger in India.  Tigers were hunted from the back of an elephant and the hunters rode in a basket on the elephants back called a Howdah..  When Sahib messed up with his long rifle and the tiger decided to join you in the basket, a real good tool to have on hand would be a Howdah gun to repel the offending invader.  They were built to high standard as your life depended on it and if you could jaunt off to India to pick up a tiger or two, you could afford this kind of quality.  This one is chambered in .577 - 2" which would pack a nice punch.  I always wanted one, but alas it has not worked out.       

 

Burt Munro

$
0
0

This man was amazing, his story is much more interesting than the movie.  He took a 1920 Indian Scout and over the tears he got almost 200 mph out of it.  I have seen and heard what was supposedly the original bike and it was impressive.


Suicide Legion

Martin Luther King Jr.

$
0
0

Martin Luther King Jr. is one of my personal heroes, I grew up in the 1960's and early 70's and never understood the hatred one person would have for another because our skin had different pigmentation.  It constantly amazes me that the same ignorant mentality still exists today, especially in the biker community !  He had a dream of racial equality that has somewhat taken place....is America a melting pot or a salad bowl ?

"Nothing in the world is more dangerous than sincere ignorance and conscientious stupidity"
Quote by
Martin Luther King Jr.


Sugar Bear

$
0
0
 
This man has been building custom choppers longer than most of the current chopper heroes have been alive.  He is famous for his long bikes..."if it isn't long it's wrong"
The now famous Counts Kustoms out of Las Vegas uses his front ends on most all their long bike builds.
 
 
Gorgeous

Craigs' Harley Davidson JDH Bobber

$
0
0

I met Craig yesterday while trying to sell my '58 Triumph project.  I saw a 1945 UL engine he had for sale and I inquired to see if he might want to do some swapping.  I don't know if that will happen but I was real glad to meet him.  He is a local motorcycle restorer and painter as well as the president of the LAAMCA.
We got to talking and I asked him if he had any old JD's and he said he actually has 2 JDH's !   To me these rank way up the list in the coolest bikes ever built. Two-Cam Harleys, also known as the JDH, first appeared in 1928 in 61- and 74-inch engine sizes. They were bred from H-D racers and featured domed Dow magnesium alloy pistons that allowed for higher compression.

To up the cool factor, Craig inherited this motorcycle from his grandfather !  This is not a bike for a purist as it runs a British four speed tranny and disc brakes.  Back in the day guys just built what they wanted and rode them as intended.


World's Fastest VL ? 103 mph

$
0
0



I came across this 1934 VL on Steve Slocombe's VLHeaven site, I had no idea that a VL could be made to go over 100 mph.  The more I look at these old bikes the more impressed I am with their performance and from what I am finding out, their handling and reliability.

The description below is from the VL Heaven site.  Steve has this bike for sale.

"World's Fastest VL? This is the bike electronically timed on an airfield at 103 mph, and that was before putting on the high compression aluminium heads and the bobber seat. Matched 1934 cases with ported and relieved cylinders, bored and stroked to 1350 cc, titanium valves, racing valve springs, street/race cams with more lift and duration, period M2 Linkert carburettor with 1 1/8" venturi, racing muffler, cadmium wheel rims, Avon street / race tyres, brakes actually rather good after numerous quarter-miling sprint sessions down the track, and with the mighty 27 tooth drive sprocket for relaxed high speed cruising. The bike is street legal during daytime in the UK and comes with UK registration papers."

1934 Harley Davidson VL Project Begins

$
0
0




Well I finally got all the '34 VL parts I bought in one place, my shop !  It took forever to get the engine parts and some were damaged due to poor packing by the seller, never the less I am moving forward.  I know it's a pretty meager beginning but all good projects start with an idea anyway.

I am looking for a good VL frame and front end that are not all pitted from being stored behind the barn.  I see quite a few go through E Bay but they have not been as clean as I would like.  The frame is the whole structure that holds all the parts together so I want one that has seen some care.

There isn't a whole lot I can do until my arm heals up but hoard parts so that is what I am slowly doing.  My goal is to use original parts as much as possible but I am going to use all Replicant sheet metal to avoid the hassle and expense of using old beat up tin work.

Back In The Day !!

$
0
0















These old pictures capture a different era which in some ways was much better than now and in some ways not so much.  With my recent stint in the hospital, I am thankful for modern medicine.  The other area that wasn't cool at all was the status of civil rights in this country.

William B. Johnson, 1st African American Harley Davidson Dealer

$
0
0



William B. Johnson
 
William Johnson broke down barriers as both the first African American Harley-Davidson dealer, and as the first African American licensed to compete in national motorcycle racing events. Born in Baltimore in 1890, Johnson moved with his wife in about 1917 to Somers, N.Y. (about 60 miles north of New York City), and found work as a chauffeur and handyman. The couple later bought a house in town. William converted a small blacksmith shop on the property into a general repair garage. A reliable and skillful mechanic, Johnson did well for a time, but when the business declined, he decided to become a motorcycle dealer.

Though records don't pinpoint the exact year, Johnson signed on with Harley-Davidson sometime in the 1920s, operating Johnson's Harley-Davidson out of the converted blacksmith shop that would house the dealership for nearly 60 years. Jim Babchak, the author of a 2009 story about Johnson for American Iron magazine, first visited the dealership in 1969, when he was a teenager seeking parts for an old Panhead.

"Johnson's Harley-Davidson had the intimate feel and smell of a small-town motorcycle dealership," recalls Babchak. "Parts were hanging from the walls, bikes were stuffed into the showroom with little space to walk, and the parts books rested on a glass counter. The place was permeated with a glorious mixture of gas, oil, and exhaust fumes. If he wasn't in back working on a bike, Mr. Johnson was there to greet all who entered."

Hillclimb racing was beginning to boom in the 1920s, and a steep slope in Somers behind Ivandell Cemetery was an inviting venue. A deal was struck between the land owner and the American Motorcyclist Association to lease the site for a competition, on the condition that the local favorite, William Johnson, could compete. Like most of American society at the time, the AMA was segregated, but Johnson knew how to play the game - he simply told the AMA he was an American Indian, according to a story retold to Babchak by Pat Creamer, a Harley dealer in Brewster, N.Y. That was good enough for all involved until 1932, when Johnson was challenged by an official at an AMA National event that barred "colored" riders. Johnson proudly produced his AMA membership card, and then won the race. Johnson raced successfully well into his 40s at hillclimb events across New England.

Friendly and generous to a fault, Johnson maintained his small dealership through the cycles of the rural economy, the changing times, and the shifting population of the region.

"I enjoyed going to dealership because of Mr. Johnson's embracing personality," recounts Babchak, "and it was one of the few dealerships in my area that was not intimidating. It was open to all who rode, with no pretense or airs, and just a wonderful old rural dealership, steeped in history and regarded as a Somers landmark."

Johnson continued to work in the shop, assisted by his son, Nelson, until he was well past 80 years old. He died in 1985, at the age of 95, and Johnson's Harley-Davidson closed for good.

William S. Harley

$
0
0

Biography of William Sylvester Harley
"Loyalty of a fellow worker is the biggest thing in the game" -- W. S. Harley

Introduction
The year was 1943 and World War Two was raging. The United States -- and Harley-Davidson -- were deeply involved in the war effort. William S. Harley, chief engineer and co-founder of the Harley-Davidson Motor Co. in Milwaukee, had not missed a day at the office. He was working on several military projects and was being assisted by his older son William J. Harley. His younger son, John E. Harley, had joined the armed forces and was training soldiers to ride motorcycles at military bases around the country.

After working on the morning of the 18th of September, a Saturday, Mr. Harley remarked to then company president William H. Davidson, "It's such a lovely day I think I'll go out and shoot a round this afternoon. I haven't played for a long time." At the Milwaukee Athletic Club where he was a longtime member, Mr. Harley played a game of golf and then had a light dinner there. Afterwards, in the lobby he purchased cigars and was about to go home when he suddenly felt ill and collapsed. Rushed to County Emergency Hospital he was pronounced dead of heart failure there at age 62 years and nine months of age. Three days later William S. Harley was buried in Milwaukee's Holy Cross cemetery, thereby ending an unbroken chain of motorcycle invention and adventure going back to the year 1901 and even earlier.

In this more than century of the Harley-Davidson motorcycle that is known and celebrated today as a world-wide icon of classic American design and freedom, it seems proper to review the life and work of this one man without whom there would have been no Harley-Davidson motorcycle or legend and whose family name has become synonymous with Milwaukee Iron: "Bill" Harley.

Harley Family Origins
The Harley family originated in the fenland and farming country near the English village of Littleport, about 75 miles north of London. The name Harley stems from the Middle English, hara ley, and means "clearing in the woods."

William S. Harley's father, also named William, was born in 1835. In 1857 he married Susan Scotting. In 1860 they immigrated to the United States and in 1864 William enlisted in the New York Heavy Artillery. This military tradition has carried down in the Harley family for five generations to the present day.

In 1868, a daughter, Katherine, was born to the Harleys. At that time Susan Scotting Harley may have died in childbirth. Shortly thereafter, William Harley married Mary Smith, and in 1870, a son, Joseph Harley was born to them. The family then moved from New York state to Milwaukee, Wisconsin located on the western shore of Lake Michigan. There William Harley found employment as a railway engineer. Five more children, two boys and three girls, were born between 1872 and 1882. Only one of them survived childhood: William Sylvester Harley, who was born on 29 December 1880.

Until around 1896, the Harley family lived at 222 Ninth St. Nearby at 232 Ninth St. lived another family by the name of Davidson. Arthur, their youngest son, became William S. Harley's boyhood pal. This friendship would last a lifetime and would help spark the building and impetus of the Harley-Davidson motorcycle.

Pennington's Motor Cycle
In 1895, these two boys may have seen their first motorized bicycle. For that summer, Edward Joel Pennington, the American inventor and promoter, had his fabulous new device he had trade-named "The Motor Cycle" on display and perhaps running up and down Wisconsin (Grand) Avenue just a few blocks from where young Harley and Davidson lived. It seems likely that these boys heard of and probably attended Pennington's exhibition and the sight, sound, and smell of a bicycle that ran on "vapor power" may have instilled the "dream" these boys (then grown men) recalled years later of building a motorized two-wheeler of their own long before they had the actual means to do so.

In 1896 the Harley family moved to Milwaukee's north side on Burleigh Avenue. There William (now age 15) found employment at the Meiselbach bicycle factory. He was employed as a "cycle fitter" there and learned important manufacturing and construction details about this high-tech device of the 1890s. With its precision bearings, ultra lightweight but strong tubular frame, and magically balanced wire-spoke wheels running on pneumatic tires the bicycle used the most advanced materials and fabrication techniques of the day. Out of the 1890s bicycle craze the modern motorcycle would emerge.

These early events would help set the pattern for the rest of Bill Harley's life. In 1901 a third factor entered the picture: the internal combustion engine.

Power Bicycle
In the summer of 1901 then 21 year old William Harley drew up plans for a small gasoline engine meant to propel an ordinary pedal bicycle. This dated and signed drawing was titled "Bicycle Motor" and drawing #2 from the original series survives today. By 1901 young Harley had become an apprentice draftsman at the Barth Mfg. Co. in Milwaukee and his Bicycle Motor was apparently outside work. Legend holds that help with this first motor came from a fellow worker at Barth, a German-born draughtsman who had learned something of the lightweight de Dion-Bouton engine in Europe. It should be noted that all early successful motorcycles engines were based on this French motor design. Parts for Harley's first engine were made by Bill and Arty at the home of Henry Melk, the so-called "north side friend," who lived down the street from the Harley family on a lathe probably owned by Henry's father Johann Melk. For those who might visit Milwaukee, the Melk home still stands today.

Progress on the original Bicycle Motor project was slow. Almost two years later in April of 1903 it was still not completed when Arthur's older brother Walter came home from his job in Kansas to attend the wedding of their oldest brother, William A. Davidson. But Walter was intrigued enough to stay in Milwaukee to help finish it. At least we assume it was finished because there is no good evidence either way and in any case it would have been too small and underpowered to be successful even on Milwaukee's very modest hills and the boys would shortly abandon it. One additional reason being that by 1903 advanced second-generation motorcycles were appearing on Milwaukee streets; modern designs like the advanced second-generation Merkel motorcycle that made Harley and Davidson's motorized bicycle project obsolete.

By this time (1903) Harley had finished his apprenticeship at the Barth Mfg. Co. and was now working as a draftsman at Pawling & Harnischfeger. During this same pivotal year the creative vision of young William S. Harley came to the fore. He now realized that propelling a bicycle with a tiny engine was an out-of-date notion and that a true motorcycle was a unique device with its own demands and characteristics. Young Bill Harley seems to have grasped that revolutionary notion as well or better than anyone else of the time. As a result he set to work evaluating the motorcycles available on the American market and then combined what he considered to be their best features while introducing ideas of his own. This resulted in a new and competent design that in a few years would become the early industry standard.


Loop Frame Prototype
While many other builders had patterned their machines after market leader Indian, Bill Harley rejected Indian's dated bicycle-like design and adopted instead the more modern and advanced loop-frame chassis pioneered on the 1903 Milwaukee-built Merkel motorcycle. Although loop-frame motorcycles in the USA went back to 1901 with the short-lived Oxford and Pattee designs, Joe Merkel (later of Flying Merkel fame), gave it new popularity. Shrewdly, however, while Harley closely followed the Merkel chassis, he adopted a larger displacement engine than the one found in the Merkel and larger than most others used at the time. At about 440cc the new Harley-Davidson motor was about one-third larger in size and power than the 255cc Merkel and the 260cc Indian, although it was considerably smaller than the 630cc monster "Mile-a-Minute" Mitchell built in nearby Racine.




In his quest for a reliable, almost industrial-grade engine, Harley may have been assisted by another gasoline-sniffing pioneer of old Milwaukee. This was Ole Oleson Evinrude, later of outboard boat motor fame. In 1903 this Norwegian-born mechanical wizard was building engines of his own design on Milwaukee's Lake Street. Long a friend of Arthur Davidson, big hearted Ole may have encouraged Bill Harley to draft plans for an air-cooled cycle motor from the larger, water-cooled Evinrude design. A case of one great man helping another get his start.

With the parameters of this big-bore, loop-frame design established, young Harley then developed a simple yet effective belt-tightening device of his own invention that allowed a quick disconnect of power to the rear wheel. This was a decided improvement over the dangerous and difficult to operate direct-drive motorcycles that were common back then. Together these elements made the early Harley-Davidson motorcycle an excellent machine that might even be described as a "super bike" of the day.

First Appearance in Historical Record
The prototype of this new 2nd model loop-frame design was finished and running by 8 September of 1904. We know this historic moment in time from a Milwaukee race newspaper clipping that contains the first known appearance of a "Harley-Davidson" in the historical record. In this race the "Harley" (as the brand soon became known) went up against a Mitchell ridden by Frank X. Zirbes of Racine. While beaten in that race the Harley-Davidson motorcycle had come to stay. Ten years later Bill Harley recalled the launching of the Harley-Davidson motorcycle in another way when he said, "You should have seen the spark plug -- as big as a door knob. And they cost us $3 each...I have had a good many laughs since whenever I think of those door knob spark plugs."

College Years
Production of Harley-Davidson motorcycles began in the spring of 1905. By that time, however, young Bill Harley was in college, having packed his shirt two years earlier and enrolling at the University of Wisconsin, Madison for a degree in mechanical engineering. He realized that a real education was needed in order to succeed in this brave new world of vapor power and explosive engines. Working his way through school he was employed in a Madison architect's office and he also waited tables at the Kappa Sigma frat house alongside future Milwaukee mayor Daniel Hoan, who was the cook there. When a steak fell on the floor -- as Mr. Harley recalled years later -- Dan put it back into the pan and Bill would serve it.

A good student, Harley's surviving college work shows careful attention to detail and a good head for mathematics. His mechanical abilities were noted by Prof. Jastrow, who asked Bill Harley to construct testing apparatus for the psychology department. In his senior year Harley took part in an eleven day field trip and steam turbine test in Chicago.
At the time Bill Harley attended college the gasoline engine was so new that there was just one part-time course on the subject. This was taught by Prof. Thorkelson, who also headed the steam engineering department. During his college years, Harley stayed in close touch with his partners back in Milwaukee and designed his first V-twin engine, as a prototype was finished by late 1906 and shown at a motorcycle show in Chicago in February of 1907.

But college wasn't all work and no play. When Arthur Davidson came out to visit they would go to Hausman's brewery and fill Artís suitcase with beer. At the local hangout, "The Hub" they called him "Sylvi" Harley. To his pals back in Milwaukee he was sometimes known as "Buck" Harley.



Becomes Chief Engineer
In June of 1907, Bill Harley graduated from the university with a degree in mechanical engineering. There not yet being enough work at Harley-Davidson to occupy his talents full time, he took an engineering job at the Wisconsin Bridge and Iron Works in Milwaukee. He also retained the role of consulting engineer for the little motorcycle factory on Chestnut Street (now West Juneau Ave.), and evenings, weekends, and holidays found him hard at work there. When the formal incorporation of the Harley-Davidson Motor Co. took place in September of 1907, William S. Harley was given the dual positions of engineer and treasurer. Years later, when asked why he was made treasurer he replied simply, "I really don't know."

In June of 1908 Harley resigned from his job at the Bridge and Iron Works and devoted all of his time and energy to Harley-Davidson. In the process his paycheck dropped from $110 a month to $18 a week. But he forged ahead and for the 1909 model year he redesigned the Harley-Davidson motorcycle from the ground up. For 1911 he developed an improved V-twin model that was so good it stayed in production for some eighteen years with only moderate changes and updates. By 1910 the fame of the Milwaukee brand was spreading far and wide and Mr. Harley had begun patenting his motorcycle improvements and inventions. His first patent was for a "Motor Cycle Stand" that was granted on January 11, 1910. After that date hardly a year or two would pass without another Bill Harley patent being applied for or issued.

Also in 1910 Bill Harley was married to a Milwaukee girl named Anna Caroline Jachthuber. Three children were born to them: William J. (1912), Ann (1913), and John E. (1915). For many years the family lived at 4906 West Washington Blvd. Several grandchildren and great grandchildren of William S. Harley still live in the Milwaukee area and some of them remain ardent motorcycle enthusiasts to this day.

As the Harley-Davidson Motor Co. thrived and grew, the Engineering Department kept pace. These were exciting years for Bill Harley to be a motorcycle designer. From the single cylinder, one-speed, belt-drive, rigid-fork 1905 "Model One" original, the Harley-Davidson would grow into a heavy V-twin, three-speed, chain-drive, kick-start machine with "Full-Floting" seatpost and comfort-producing spring fork by the time of the world war.

Motorcycles for War
During the First World War the durability of the Harley-Davidson motorcycle was tested on French battlefields and proved itself worthy. Even before the U.S. entered that terrible conflict, Bill Harley had developed the "fighting motorcycle" for use against Pancho Villa and his revolutionaries along the Mexican border. In 1916 he designed a machine-gun sidecar outfit, gun-carrier sidecar, ammo sidecar, and medic sidecar. Mr. Harley's war-time work led to his selection as head of the Society of Automotive Engineers Committee on Standardized Military Motorcycles. The war ended, however, before the full extent of this "Liberty Motorcycle" program could be carried out. As a tribute to Harley's reputation fame, buyers of surplus war material were said to have bid first on used Harley-Davidsons before bidding on machines of rival makes that were still brand new in the crate.

The 1920s
During the 1920s Bill Harley and his assistants designed several new machines. These included the smooth-running Sport Model, racing bikes and hill climb models, new single cylinder lightweights, and the venerable "45" inch V-twin side-valve model. He also refined the 61 inch and 74 inch Big Twin "J" models with continual improvements, better electrics, and styling updates.

In the light of the competition, Bill Harley's engineering stood up very well. By 1920, Harley-Davidson could state with confidence that their Big Twin crankpin bearing was good for more than 20,000 miles without an overhaul.

Behind the scenes Bill Harley and his assistants worked on several other projects that never went into production. These included a four-cylinder motorcycle, a futuristic Sport Model, a shaft-drive V-twin, an all-aluminum racing motor, industrial engines, and probably others that were drawn on paper with some making it to the prototype stage but proceeded no further. Unfortunately, the market for motorcycles in the USA wasn't strong enough to produce these more exotic creations and always conservative and cautious Harley-Davidson stuck to its proven formula. This has led some critics to say that Mr. Harley's work was "plodding" and "unimaginative" although nothing could be further from the truth. The extent of his skills and creativity is demonstrated by the 86 known patents issued in his name plus four others done in collaboration with others. This impressive record is almost certainly unmatched in the field of American motorcycle design and possibly worldwide.

Harley the Man
For all his great work, William S. Harley remains something of a mystery. He was not a demonstrative man. He rarely spoke about himself or his accomplishments. Considering his long career there are not many photos of him. Once, when told his family may have royal ties in England, he scoffed and called it, "a bunch of malarkey."

Each year there are fewer men still around who knew or worked with Bill Harley. Because he stayed in his own bailiwick, most workers at Harley-Davidson didn't come into close contact with him. His inner circle has largely passed away, but others who met or knew him paid him the following tributes. "Bill Harley was an all around sportsman," said the late William H. Davidson. "He was a crack rider in the early days. Not only did he engineer [the motorcycles] but he rode them too. He checked them out on his own. One thing I always admired about Bill Harley was that he treated you as an equal. We were a generation apart, but he never looked down at me as a little kid."

Arthur Davidson II recalled him this way: "Bill Harley liked to hunt and fish, then he became an etcher, which he was extremely good at. My cousin Bill Marx had one of [Mr. Harley's etchings] of his father hunting at Lake Poygan. His father used to fall asleep in the skiff. He snored so loud it was actually like calling ducks in. One time he had ducks climbing up on his skiff and swimming around him. Bill Harley made an etching of that which hung in my cousins office for many years."

Henry Fuldner, who roomed at college with Bill Harley's son, William J., recalled another side of William S. Harley: "Young Bill [Wm. J. Harley] got sick and hired a private room and nurse. The next day the old man showed up. He fired the nurse and the fancy room."
Christian Spexarth, who worked in the engineering department from the 1930s to 1972, remarked: "Bill Harley took us out of the side-valve engine and into the overhead-valve engine. He was a great man."

Knucklehead Masterpiece
Throughout the 1920s the Harley-Davidson Big Twin held direct descent from the original "Model One" of 1905 and the successor 1911 V-twin model. Then in 1930 Bill Harley introduced the first full makeover of these earlier designs with the 74 cubic inch side-valve VL model.

While an improvement over previous Big Twins, the VL didn't fully satisfy Chief Engineer Harley. By the 1930s, the rapidly improving highway system, higher octane gasoline, and riders' expectations were all racing ahead of what the desperately under-oiled and over-heated VL side-valve engine could deliver. In this scenario and within the larger drama of the Great Depression Bill Harley brought forth the finest achievement of his career: the 1936 Model EL -- or "61 OHV" -- more commonly known today as the Knucklehead.

Of the many motorcycle engineers America had seen by the 1930s, Bill Harley's experience ran the deepest and was most sustained. The engineering department at Harley-Davidson was his world and separated from other parts of the factory by a locked door. Even if you got through that you still had to pass under the watchful gaze of Mr. Harley's personal secretary, Joe Geiger, who was in charge of all drawings and records and who scrutinized anyone requesting entry into this inner sanctum of American motorcycle design. The drafting room was connected to Mr. Harley's office and he could observe it through a large plate glass window. His office -- filled with experimental parts and drawings -- was likened to "a mothers bedroom overlooking the nursery of her children." This was where Mr. Harley felt most content and at home in the plant. This is where he communicated with his team of engineers and draftsmen and where he appointed tasks, suggested changes, approved work, and put his own hand to the drawing board. During the Knucklehead's developmental stage Bill Harley was also a frequent visitor to the experimental department where he consulted with foreman Ed Kieckbusch and observed this masterpiece of design come into being with more attention and care lavished upon it than any other motorcycle in the history of the Harley-Davidson Motor Co.

On the 1936 EL model or 61 OHV Bill Harley invested the cumulative experience of a lifetime in an outstanding and even radical design. Not that he didn't have plenty of help because by the 1930s the engineering and experimental departments included plenty of talented guys who had grown up with the motorcycle just like Bill Harley and the Davidsons had done. But it was Mr. Harley who called the shots on the Knucklehead project and approved everything on it. Almost certainly it would not have developed like it did without him.

The extent of William S. Harley's contributions to the 1936 EL can be seen in the three patents covering the model and that were issued in his name and assigned to the Harley-Davidson Motor Co. These include: "Instrument Mounting" (2,091,682), "Oil Tank and Battery Assembly" (2,109,316), and recirculating "Lubrication System" (2,111,242). These patents show the extent of Bill Harley's creative thinking and prove that the "Sixty-One" was his baby along with its bored and stroked 74 OHV big brother that was introduced in 1941, just two years before his passing.

The Harley Legacy
From the Knucklehead's first unveiling in late 1935, a new era in American motorcycling was born. This, the age of performance, is still with us. With easy breathing overhead valves, a generous reliable lubrication system, and a look unmatched in mechanical beauty anywhere, the American rider discovered a motorcycle in the 61 EL Knucklehead that could go a thousand miles in a day provided the rider did his part. In 1937, Joe Petrali's Daytona Beach speed record and Fred Ham's 24 hour endurance record both accomplished on 61 OHVs nailed down this reputation for performance and durability for all time.

The 61 OHV was the last completely new motorcycle designed by and under the auspices of William S. Harley and built by the original four founders of the Harley-Davidson Motor Co. This model would be successful beyond their wildest dreams and in a stunning parallel the 1936 Knucklehead equaled and perhaps surpassed the importance of Bill Harley's original 1905 Model One.



As he had done once before in 1904-05, William S. Harley essentially re-invented the American motorcycle again in 1936. This proves that lightning does strike the same place twice. And while Bill Harley died in 1943 and with his passing went all his knowledge, skill, and experience, his influence lives on, witnessed by the fact that his 1936 EL/1941 FL model never went out of production but only updated with mechanical and cosmetic changes since that time. Key elements of the original Knucklehead still serve as essential design, styling, and engineering cues for all of the air-cooled Big Twin Harley-Davidson motorcycles produced since that time. The subsequent Panhead (1948-65), Shovelhead (1966-83), Evolution (1984-1998), and Twin Cam (1999-present) big twin engines are essentially the same power plant that Bill Harley introduced in 1936 and that continues to carry the torch for Harley-Davidson to the present day.

This is William Sylvester Harley's greatest legacy. That his direct influence still beats in the heart of every air-cooled big twin Harley-Davidson on the road today. The mystique and spirit of Mr. Harley lives on as an intangible ghost in the machine and his Promethean presence looms large and continues to influence motorcycle design today.
=================================
Patents of William S. Harley
1910: Motor Cycle Stand
1910: Belt Tightener for Motor Cycles
1910: Variable Speed Gearing
1910: Vehicle Frame
1910: Spring Seat Post
1910: Lubricator System
1911: Silencer for Intake Valves
1912: Friction Clutch
1912: Spring Seat Post
1912: Seat Support (1)
1912: Seat Support (2)
1913: Stand Latch for Motorcycles
1913: Frame for Motor Cycles or Like Vehicles
1913: Variable Speed Gearing
1914: Internal Combustion Engine of the Compression Type
1914: Motorcycle Oil Tank
1914: Three Wheel Truck
1914: Transmission Gearing for Motor Propelled Vehicles
1914: Engine
1914: Transmission Gearing
1914: Bearing
1914: Oil Distributing Mechanism
1914: Footboard Attachment for Motorcycles
1914: Muffler
1915: Transmission Gearing
1915: Engine Starter
1916: Compression Reliever for Crank Cases
1916: Motor Starter
1916: Motor Cycle Frame
1916: Interchangeable Wheel Hub
1916: Vehicle Body
1917: Gear Wheel
1917: Sidecar for Motor Cycles
1917: Shock Absorber
1917: Circuit Breaker
1917: Pedal
1917: Transmission Gear
1918: Spring Motor Cycle Fork
1918: Oil Distributing Mechanism
1918: Side Car for Motor Cycles
1918: Rear Fork Construction
1918: Shock Absorber for Handle Bars
1918: Vehicle Frame
1918: Counterbalanced Crank Shaft
1918: Fly Wheel
1918: Front Fork Construction
1918: Motor Cycle Frame
1918: Spring Frame for Motor Cycles & Like Vehicles
1918: Cycle Frame
1919: Motor Cycle Frame Structure for V-Type Motors
1919: Motor Cycle Frame
1919: Compression Relieving Mechanism
1919: Side Car Body Method
1919: Motor Cycle Lubrication System
1919: Case Hardening Materials
1919: Magneto Circuit Breaker (1)
1919: Magneto Circuit Breaker (2)
1920: Automatic Voltage Control
1920: Combined Intake and Exhaust Manifold
1920: Engine Construction
1920: Motorcycle Windshield
1923: Distributor Cap or the Like
1923: Rivit Remover
1923: Engine
1924: Ignition Apparatus
1924: Hub Bearing
1924: Brake
1924: Motor Cycle
1924: Cooling Means for Internal Combustion Engines
1925: Shock Absorber
1925: Disk Clutch
1925: Lamp Bracket
1925: (Aluminum) Cylinder
1926: Power Impulse Equalizer
1926: Spring Suspension for Vehicles (with Arthur Constantine)
1926: Electric Switch
1926: Hub Protector
1926: Distributor Cap
1926: Storage Battery (with George Appel)
1928: Cycle Support (with Arthur Constantine)
1930: Pump
1931: Motor Cycle Front Fork...Assembly
1932: Steering Damper
1934: Motorcycle Protecting Guard
1934: Motorcycle Saddle Structure (with Frank Trispel)
1937: Instrument Mounting for Motorcycles
1938: Radio Carrying Attachment for Bicycles and Motorcycles
1938: Oil Tank and Battery Assembly
1938: Lubricating System for Internal Combustion Engines
1939: Piston
=========

86 patents in Wm. S Harley's name
4 patents in collaboration with others


90 patents total !!!!







All text from Herbert Wagner's book " At The Creation"

The Four Founding Fathers

$
0
0

 Founders of Harley-Davidson;
 William Davidson, Walter Davidson, Arthur Davidson and William Harley

1936 EL

$
0
0


These look like Company pictures of the new 1936 Harley Davidson EL.  It must have really rocked the motorcycling world in its day...it still does !!
Viewing all 704 articles
Browse latest View live