Читать книгу American Iron Magazine Presents 1001 Harley-Davidson Facts - Tyler Greenblatt - Страница 12
Оглавление126 The Enthusiast is published by Harley-Davidson for the first time in 1916 and provides H-D owners with a real, personal connection to the brand. It also provides The Motor Company with a marketing tool to showcase the latest products and accessories directly to its increasingly loyal consumers. The Enthusiast, distributed only to registered owners and dealers, was an immediate hit and, in 1919, it became a monthly publication. The Enthusiast bears the title of the longest continuously produced motorcycle magazine in the world.
127 Following the success of the Quartermasters School during World War I, Harley-Davidson changed the name to the Service School, and authorized dealership employees were invited to attend. The Service School succeeded on the civilian side as well, bringing dealership techs from all over the country up to date on mechanical procedures and motorcycle operation. The Service School exists today as Harley-Davidson University.
Harley-Davidson has instructed hopeful technicians in the intricacies of its motorcycles for 100 years. Uniform and consistent repair procedures and knowledgeable techs have helped make the purchase of a Harley-Davidson stress-free. Shown here is the small Service School in operation in 1920. (Photo Courtesy Harley-Davidson)
128 Most motorcycle brands at the turn of the century began as bicycle manufacturers. They transitioned into bicycles with motors fixed to their frames, which finally gave way to the full-fledged motorcycle. Harley-Davidson did things the opposite way, starting first as a motorcycle company and then, in 1917, launching a line of foot-pedal bicycles. It commissioned the Davis Machine Company in Dayton, Ohio, to build its bicycles, hoping to bring more customers to the brand and then to eventually sell more motorcycles. Three models were available including the standard diamond frame version for men, a step-through version known as the Ladies Standard, and a youth model called the Boy Scout. Sales were disappointing and production ceased in 1923.
129 By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world with more than 2,000 dealerships in 67 countries. It took the brand just 17 years after selling its first motorcycle to achieve this status.
130 Remember that young advertising executive, Walter Dunlap, who helped his friends publish their first catalog on credit when they didn’t have any cash available? The Harley-Davidson Motor Company was now one of the largest advertisers in the country with an annual budget of $250,000, all going to Dunlap’s firm.
131 Although its origin is from racing, the term Hog has become synonymous with the Harley-Davidson motorcycle as well as the Harley Owners Group (H.O.G.) and the New York Stock Exchange ticker symbol. The name was first used in 1920 when the H-D factory race team became known as the Hog Boys. It wasn’t just their farming background that garnered the nickname; they actually brought a live pig to events as their mascot. After each of their frequent victories, the winning rider put the hog on his bike and took a victory lap.
Do you ever say that you’re going for a ride on your “hog”? The name seems synonymous with Harley-Davidsons today, and is even the name of the company’s owners group: Harley Owners Group, aka H.O.G. But how did it start? You guessed it, with a pig. (Photo Courtesy Harley-Davidson)
132 By the end of 1917, motorcycling was clearly in favor of the V-twin. Of the total 18,522 motorcycles that The Motor Company sold, only 730 were singles.
133 Unfortunately, even with its incredible engineering, the W Sport Twin didn’t sell well, and production ceased in 1923. Several factors have been attributed to the demise of the well-engineered machine including its price, which was only 10 percent less than that of a full-size twin. It just never caught on with the younger riders for whom it was designed. The nail in the coffin may have been the 1920 launch of the Indian Scout that was faster, more comfortable, and had a traditional design.
134 In 1919, Harley-Davidson was hit by a legal blow that could have easily destroyed a poorly managed company. The Eclipse Company sued H-D for infringing on the patent of its clutch design. Eclipse was awarded a $1.1 million settlement that had to be paid within two weeks. Fortunately, The Motor Company had enough money stashed away in government bonds to meet its obligation.
135 The first Harley-Davidson dealers’ convention was held November 13–15, 1919. The convention, which has been held every year since, provided a convenient way for dealers to meet and discuss company business with H-D executives. It also has always functioned as a way for corporate staff to find out about trends and concerns occurring at the dealership and consumer levels. In addition, these conventions allow dealers to have the first look at the motorcycles for the upcoming model year. Today, two meetings are held each year, but they’re now called Dealer Meetings, possibly to clarify to the IRS that it falls under the business category.
136 In 1928, Harley-Davidson sent a notice to the dealerships that a great way of encouraging customers to take advantage of the maintenance and repair services at the dealership was to equip technicians with bright white “service coats.” The coat, which more closely resembled something that a doctor might wear rather than a Harley-Davidson mechanic, had the Bar & Shield logo on the left chest and Harley-Davidson script stitched on the back. The Motor Company informed its dealers that wearing these coats made it clear to customers that the dealer shop was a factory-affiliated facility.
137 The Harley-Davidson headquarters was not always at the now-famous Juneau Avenue address; it was originally on Chestnut Street. Prior to 1926, the one street had two names: it was Chestnut Street east of the Milwaukee River and Division Street west of the Milwaukee River. The City of Milwaukee thought this was too confusing. It wanted to name a significant street after Milwaukee’s founder and first settler, Solomon Juneau. “Avenue” was more fashionable than “street,” and so Chestnut/Division Streets became Juneau Avenue.
138 By 1916, Harley-Davidson had so many dealers and was producing so many motorcycles that it became impossible for Arthur Davidson to maintain successful contact with all of them. Therefore, he divided the country and global markets into regions, each with its own representative. Arthur continued to maintain personal relationships with individual dealerships; he also oversaw the factory representatives who provided more in-depth contact with the dealers in their region. This is the same way that The Motor Company’s dealer network is set up today, albeit with many more regions.
139 During World War II, Harley-Davidson, like every other automotive company, halted all civilian production to focus on the war effort. During World War I, however, The Motor Company continued to build and sell civilian models. Indian took a different approach and relied solely on the military for its income during the war years. Although Indian didn’t go out of business until much later, many people believe that those years of not building any machines for the public sent a significant amount of business to Harley-Davidson, a decision from which Indian never fully recovered.
140 In late 1918, construction began on a massive 600,000–square-foot factory at Juneau Avenue to keep up with the incredible demand for motorcycles. The L-shaped structure was divided into 96 unique departments; it had enough room for 2,400 full-time employees. Upon completion of the new factory, Harley-Davidson’s company was now physically larger than Indian’s and had a greater production capacity.
141 In 1923, a secret meeting took place between the three major motorcycle brands: Harley-Davidson, Indian, and Excelsior. By today’s standards, its legality was questionable. This meeting led to the agreement that dealerships should be required to represent only one brand. The different manufacturers could no longer influence dealers to sell motorcycles from different companies. Consumers didn’t like the new organizational strategy because they couldn’t study different makes side by side or test several makes at a time to find the one best suited to their needs. This strategy, whether intentional or not, essentially wiped out all of the small-time motorcycle manufacturers that could no longer effectively maintain a dealership network.
142 Amid the economic downturn of the early 1920s, Harley-Davidson cut output by almost two-thirds and laid off half of its employees. Arthur Davidson knew that the dealerships would play a pivotal role in keeping the entire operation in business. He sought to improve brand loyalty through the new dealership strategy. He also implored dealers to host rides, meetings, and competition events to increase the amount of fun that people had on their motorcycle and to encourage others to take up the sport. In addition, it was at about this time that a new pay-as-you-ride program began, now known as Harley-Davidson Financial.
143 Harley-Davidson produced nearly three times fewer motorcycles for the U.S. government during World War I than Indian. But the fact that it did supply army bikes gave The Motor Company the opportunity to advertise its part in supporting the war effort.
144 Racing is expensive at any level and sponsors weren’t as engrained in the sport in first half of the 20th Century as they are now. To give you an idea: Harley-Davidson spent only $250,000 on the 1920 race season. If The Motor Company had kept and maintained its old race bikes through the years, it could have proven quite profitable. Factory racers from the 1920s have sold at auction for up to $420,000, and private sales often fetch far more than that!
145 In 1920, $250,000 was a lot of money, even for mighty Harley-Davidson. However, it had sold only 11,000 motorcycles in 1920, so at the end of the 1921 season, it cancelled the racing program. The team found out about the disbanding only after the races in Phoenix, Arizona. The Motor Company gave everyone money only to cover food and hotel expenses, but no salary or money for the trip home. Only the mechanics received their salaries and trip money to Milwaukee, with the understanding that they would take the motorcycles, tools, and any other equipment back with them. Legend has it that the racers had to borrow money from the local Harley-Davidson dealer to get home.
146 Many people know about the wartime production restrictions during World War II, but did you know that the United States used similar measures during World War I? In addition to Harley-Davidson’s military contracts, it was allowed to continue producing civilian models as well, which were seen as efficient modes of transportation for industrial and government workers. Bill Harley was a member of the Motorcycle War Service Board and pushed to give two-wheelers a B-4 classification, meaning that it was an essential industry.
147 Harley-Davidson assisted the war effort by supplying thousands of motorcycles to the U.S. army and its allies’ armies, and 312 H-D employees volunteered and served in the military. Three made the ultimate sacrifice for their country. At the war’s end, The Motor Company invited every employee who served to return to their jobs at the same standing that they had before they left.
148 To introduce the 1924 models, Harley-Davidson released an advertisement that featured images of President Walter Davidson and Bill Harley enjoying a sidecar-equipped JD in a variety of ways. Each photo was captioned describing the activity and showed how the founders used their products in much the same way as those who bought them. Walter penned a personal letter for the ad in which he invited the reader to step into the nearest dealership to explore the new machines. Interesting, the letter states, “Bill Harley and I and my brothers have ridden motorcycles, built them, and lived with them for 21 years.” Because the ad was released for the 1924 models, Walter’s letter suggests that the first motorcycle was built in 1903.
149 By the early 1920s, Harley-Davidson had developed its first complete line of branded clothing and riding accessories. The line included sweaters, jerseys, gloves, goggles, and waterproof gear. It wasn’t until 1928, however, that a leather jacket made its first appearance in the H-D clothing line. 1929 was the first year for decorative accessories and jewelry intended for off- and on-motorcycle use, a concept that has continued to present.
150 Headwear appeared in Harley-Davidson’s parts and accessories catalog as early as 1915 with the introduction of riding goggles that kept dust and wind out of a rider’s eyes at high speeds. Following that, the catalog featured knit caps, hats, and a Tourist Hood that provided protection for long, fast rides. It wasn’t until 1921 that the first “protective” headwear became available through the catalog: the $8 Leather Touring Helmet and the $3 Tourist Helmet. They are advertised as a way to keep wind and dirt out of the rider’s hair without losing the shape.
151 Harley-Davidson beefed up its frames for 1916 so they were better suited for sidecar use and also to handle the additional power output of the V-twin. A new front fender featured more curve to match the 28-inch wheel and more protection for the rider and machine. The fender used front and rear flat mounting struts that are body colored and bolted to the underside of the fender. The old fender used a basic round metal bracket in the rear only; the fender had a tendency to shake around. A wider front end and larger steering head bearings were added to handle the added width and weight. The wheelbase was lengthened to 59.5 inches.
152 The 1916 models received a more-rounded, larger gas tank to go with the updated frame. It now carried oil and gas on the left side, but still only gas on the right side. Fuel capacity increased to 2.75 gallons but oil capacity was cut from 4 quarts to 5 pints. The color changed from Renault Gray to Harley-Davidson Gray for the 1915 and 1916 models; 1916 was the last year of the traditional gray paint scheme.
153 By 1916, Harley-Davidson’s model naming system had become confusing. The model numbers trailed the year by four, and after 13 years in business, those new to the brand couldn’t figure out why. Because of this, The Motor Company changed the system to match the model number with the year, meaning that 1916 model numbers started with “16.” The year was stamped into engine numbers until the mid-1970s, but the practice of using the year in the model name soon ended.
154 Even though The Motor Company offers numerous paint options today, that wasn’t the case during the company’s first 30 years. Customers were limited to the company’s choice of color. Beginning in 1917, because so many of its machines were serving military duty, the official color became Military Drab, which is basically Olive Green. Rumor has it that this color remained even after the war because The Motor Company had a massive oversupply that it didn’t want to waste.
155 One of the most popular options in the early years was a luggage rack that mounted above the rear axle and to the front of the rear fender. It allowed for the easy mounting of throwover saddlebags or any type of equipment. The retail price of the rack in 1921 was $6. Today, an original luggage rack is worth about $900.
156 Even though the Olive Green paint was changed to the darker Brewster Green in 1922 and 1923, Harley-Davidson didn’t offer multiple color options until the 1926 model year. The standard color went back to Olive Green, but buyers could opt for white or cream paint.
157 The timeless form of the Harley-Davidson motorcycle first appeared in 1925. The seat height was reduced 3 inches to provide the rider with the “in the bike feel” that separates cruisers from other machines today. The huge reduction in seat height provided a massive feeling of control and additional comfort to the rider while also lowering center of gravity for ease of handling. Even though the seat was now 3 inches lower, engineers actually managed to increase the length of the spring inside the seat post from 9 to 14 inches for a cushier ride. A new frame brace underneath the engine, between the downtube and seat post, held the engine lower and more solidly.
158 Because of the lower seat height, which would have impeded the 1924’s gas tank, H-D introduced a streamlined, teardrop tank, the basic style of which is used today. To go with the lower seat height and the increasing sportiness of its machines, The Motor Company stopped using the straight pullback handlebars in favor of bars that stayed tighter to the front end and curved down slightly; they resemble modern handlebars. A pair of smaller 27-inch wheels with wide 3.85-inch tires also helped to modernize the appearance and performance of the 1925s. Tipping the scales at just over 400 pounds, the redesigned J models needed the extra load-bearing ability.
159 Did you know that Harley-Davidson produced an opposed Flathead twin for public use in 1919? Many fans know of the XA produced for use in World War II, but The Motor Company actually experimented with an opposed twin more than 20 years earlier. The 19W Sport Twin weighs only 257 pounds, has a low center of gravity, and vibrates much less than its V-twin counterparts. It was advertised as a dependable commuter, targeted at women and younger riders. The 19W’s goal was to compete for sales with Indian’s Model O and it succeeded with twice the engine capacity and only 25 percent more weight. Its effectiveness was proven when professional racer Hap Scherer set two endurance records on it: Canada to Mexico and New York to Chicago.
160 Harley-Davidson’s first use of a dashboard and ignition key was in 1926, although it used two keys, not just one. The left-side key provided the simple on/off ignition connection while the right key controlled the electric headlight and taillight with positions for on, off, and dim.
The dash on this 1928 H-D is the same one used since 1926 and is branded with a Bar & Shield logo with the proud proclamation of “MADE IN U.S.A.” The company idiot-proofed its new dash by labeling positions on the top and bottom of the switches. This view also shows the oil tank cap and pump, as well as the two gas caps.
161 Although H-Ds had been in production for more than two decades, it wasn’t until 1928 that a front brake was included as part of the motorcycle. By this time, the bikes were heavy and powerful enough that a front brake was necessary to provide sufficient stopping power. It’s also possible that the addition of a front brake was timed with the launch of the high-performance two-cam engines, also in 1928.
Riders can be thankful that The Motor Company has updated the brakes through the years. In 1928, this first drum brake operated with a leather-sheathed cable. This motorcycle has obviously been ridden, based on the wear of the newer Avon tires and the dirt on the inside of the fender.
162 The 1929–1930 Harley-Davidsons sported a lean, sporty-looking pair of 4-1/2-inch headlights, which lowered the bike’s overall height while providing additional lighting capability. However, riders of these models discovered the drawback to this design the hard way. At night, the headlights looked like automobile headlights that were a quarter-mile away. It went back to its single headlight setup for 1931.
163 With the handful of electrics now on their motorcycles, Harley riders needed a way to monitor the electrical current. For 1929 models, an ammeter was included as part of a redesigned, rounded dash with the gauge tucked between the two switches. The ammeter used a needle to show either a charge or discharge up to 10 amps in either direction. A small update from the 1926 dash is the word “park” instead of “dim” on the right light switch.
The updated dash on this 1929 DL has a little light that shines on the ammeter at night. This rider’s view also shows the two-year-only twin headlights as well as the new brake lever perched on the left side of the handlebar. The button on the left (near the brake lever) is for the horn and the button on the right is the kill switch.
164 Harley-Davidson began its special color program in February 1927, even though colors other than the usual Olive Drab were rarely ordered. For a surcharge of between $6 and $13, depending on the model, a new owner could have his (or her) motorcycle painted Azure Blue, Maroon, Police Blue, or Coach Green. In addition, pinstriping and a two-tone option of Fawn Grey or Cream could be added. Actually, special paint finishes were technically available in 1926, but dealers were instructed not to publicize it. In 1928, colors other than Olive Drab were available as standard fare, and special combinations and colors were still available for a surcharge.
165 Throughout the years, Harley-Davidson kept improving the cushioning effect provided by the springer front fork. From 1916 until the redesigned, I-beam springer on the Flatheads, H-D springers used 41 feet of tempered steel spring wound up inside the fork legs.
166 The first Harley-Davidson to use external fork springs was the Model W Sport in 1919. The overall girder-style design was actually closer to the style that Indian was using, except that The Motor Company tightened up its version by using a very short leaf spring for compression and a large single coil spring for rebound. In 1922, H-D added a pair of external springs to the center of the forks.
167 What would you do if it was 1916, and your motorcycle broke down at night, with no streetlights or cell phone lights? The answer is easy if your bike had electric lights. On H-Ds with an electric system, the rear taillight was easily detachable from its housing and could be used as a roadside emergency light. The long wire allowed the light to reach anywhere on the bike.
168 In 1926, Harley-Davidson made roadside wrenching a little easier by using a hinged rear fender. The rear section of the fender could be unbolted from its stay and swung up and over the main section so that the wheel could simply slide out the back while the bike was on the rearstand. Previously, the rear of the bike had to be lifted higher than the rearstand allowed to drop the wheel out from under the bike. To riders’ delight, hinged fenders were used on varying models until 1980, when once again, changing a wheel required lifting the entire bike up.
169 To provide the largest possible space for fuel, Harley-Davidson began using a “cutout” gas tank in 1915. Remember the pocket valves that sat on top of the engine? The rocker arms and grease fittings actually protruded high above the cylinder head and into part of the space that could be occupied by a fuel tank. It was an easy fix for the designers to form rounded cutouts on the right side of the gas tank; the rocker arms tucked into these cutouts. This allowed the gas tank to sit low above the cylinder heads, but it still allowed room for the intake valve to function properly. This design was used through 1929, although the cutouts were updated through the years as gas tank styles changed. What was certainly a practical measure at the time is today a classic and defining feature of Harley-Davidson’s F-head motorcycles.
170 In the early days of motorcycling, long before the buddy seat, how did riders carry passengers without having to bolt a huge sidecar to the side of their bikes? Harley-Davidson had them covered then, just as it does now. A complete passenger seat attachment sat above the rear fender. Using a series of mounting brackets, the passenger seat, which was nearly identical to the rider’s seat, was mounted directly to the bike’s frame rails and axle plates. Like the rider’s seat, it, too was sprung, except that it used a pair of reverse-coiled springs on either side of the fender. Some of the earliest examples actually had a small handlebar for the passenger to hold; later models use a grab rail at the front. With this setup, two people could more easily and comfortably enjoy motorcycling.
171 Because Harley-Davidsons and other motorcycle brands were used primarily as transportation in the early years, they were used year-round, regardless of weather. Nothing hampers the ability to use a motorcycle like ice and snow, so a popular modification for owners who lived in snow country was to attach stabilizing skis to either side of the frame. The skis kept the motorcycle upright and going straight but they were just high enough so they wouldn’t scrape if the ground were dry.
172 Before Harley-Davidson developed separate front and rear braking systems, Commonwealth countries and territories required motorcycles to be equipped with a dual rear brake system. The rear brake had to be controlled by the standard right-side brake pedal but also by a lever on the right side of the handlebar. Presumably, this was to aid in stopping and starting on hills. Many export models that show up at auctions and shows today retain their originally handbrake, although it takes most viewers a few moments to realize that there’s no front brake!
173 The Troxel Mfg. Co., based in Elvira, Ohio, supplied Harley-Davidson’s seats beginning in the 1917 model year. Two versions were offered. The Jumbo was the more popular because of its large, comfortable size; the Wizard was smaller and more closely resembled a racing or bicycle seat.
174 Something that you don’t always see when you’re looking at an early sidecar-equipped Harley-Davidson is the third footboard. As you know, 1914 was the first year of the rider footboard, and as sidecar travel became more and more popular, passengers wanted a comfortable place to rest their feet. They also wanted something to use as a brace when going fast. The Motor Company simply took one of the rubber-topped footboards (with Harley-Davidson written across it), and stuck it inside the front of the sidecar. Mounted perpendicularly to the bike (unlike the parallel-mounted rider footboards), there’s plenty of room to position both feet on the rubber surface.
175 In 1926, The Motor Company introduced an option that didn’t make the bikes ride any better, but made them a whole lot easier to park: the Jiffy Stand. Mounted on the left side of the frame, underneath the footboard, the spring-loaded Jiffy Stand allowed the rider to easily pull the stand forward with a foot and set the bike over on it instead of having to pull the bike up onto the rearstand every time. Little details such as this greatly furthered the ease and accessibility of motorcycles as daily transportation that required little effort to operate. Wonder why it was called the Jiffy Stand instead of a kickstand or sidestand? The H-D execs wanted to stress how fast and easy it was to operate the stand, and they thought that “jiffy” was the best word for it. To this day, all references to the kickstand/sidestand in H-D’s service or parts and accessories materials refer to it as a Jiffy Stand.
176 Harley-Davidson said good-bye to the last remnant of the motor bicycle era when it launched the 1916 3-speed models (twin and single) with a kickstarter on the right side in place of the pedals. It was no longer a significant workout to start the motorcycle; just step down on the kicker pedal and watch the motorcycle fire to life. Single-speed singles and twins did retain the bicycle pedals. The 1916 and later models lack the hole on the primary cover for the pedals. Simply for the practicality, some 1915 owners who ride their machines regularly have installed 1916 transmissions on their 1915s.
The differences between the one-year-only 1915 3-speed pedal-start transmission (left) and the 3-speed 1916 kickstart transmission (right) that Harley-Davidson used going forward are very clear.
177 Until World War I, Harleys used German-made Bosch magnetos. As you’d expect, that became a slight problem after the war; The Motor Company switched to magnetos made by Dixie and other American manufacturers until the magneto became obsolete. In 1917, H-D gave its street V-twin the powerful four-lobe cam that it used in the eight-valve racers. That, along with timing and lift adjustments allowed the 17J to make 16 hp.
178 The popularity of sidecars continued to grow, and Harley-Davidson improved the hack ownership experience by recommending a 14-tooth countershaft sprocket with a higher gear ratio. Naturally, top speed decreased, but ridability at regular speed ranges improved. For the owner who also liked to ride solo, the 14-tooth sprocket worked fine. Both regular and sidecar gearing were available.
179 Indian introduced the 350-cc Prince model in 1925; Harley-Davidson responded quickly and powerfully with a pair of 350-cc singles for the consumer and for the racetrack. The 1926 Model A was the first sidevalve engine produced since H-D dropped the horizontally opposed W. At 344 cc (21 ci), it used a vertical cylinder like the older pocket-valve single, except that this one had a flat removable combustion chamber that housed the spark plug, similar to the W. It produced about 8 hp and was available with a magneto (AA) or a battery (AB).
180 As part of the response to the Indian Prince, Harley-Davidson also released an overhead valve (OHV) version of the Model A, dubbed the Model B, which marked the first time that an OHV Harley-Davidson was sold to the public. Many people mistakenly give the 1936 Knucklehead that glory. Designated as the BA (magneto) or BB (battery), the OHV single produced 12 hp; racers and sporting riders purchased most of them. Compared to the side-valve, of which 4,000 were built, only 722 OHVs were produced.
181 The W Sport Twin, produced from 1919 to 1923, was Harley-Davidson’s first attempt at selling a horizontally opposed twin. It pioneered engineering technology that wasn’t seen for another decade at The Motor Company; it didn’t release another Flathead twin until the 1929 D. The 36-ci 6-hp W uses a sidevalve, or Flathead, engine design that eliminates all moving parts from the cylinder head and rocker arms. Fewer parts make it more durable and run cooler. The construction of the engine differs from what we usually picture, which is the BMW design. The cylinders go front to back; that is, the front cylinder points toward the front wheel and the rear cylinder points toward the rear wheel. This kept the package narrow and well-balanced, but it did remove the cooling advantage associated with perpendicular opposed twins.
The intake and exhaust manifold on the model W Sport Twin looks more like something that you’d find on a GM small-block than on a Harley-Davidson! In addition to the completely awkward design, the hot exhaust pipes run alongside what should be a cool air intake tract.
182 Another first for Harley-Davidson is the Sport Twin’s unit construction. This means that the transmission is actually inside the engine case, as it is on a modern Sportster. This efficient design wasn’t seen again in a Harley twin until the 1952 K model. It was also the first to use an air cleaner to keep particles out of the carburetor. The 19W is the only H-D known to use an external flywheel (covered by a metal shroud) and the first to use a fully enclosed drive chain. The overall design eliminated several key areas known for oil seepage, making the W a very clean motorcycle to own and ride.
183 Harley-Davidson introduced its first 74-ci engine in the JD (battery) and FD (magneto) models for the 1921 lineup to compete with the power of the 4-cylinder models available from other manufacturers. The company actually looked into building a 4-cylinder version, but increasing the Big Twin’s displacement made more sense. The new 74-ci V-twin sported a 3.42-inch bore with a 4-inch stroke to produce 18 hp. The 74-ci engine went on to be one of the most common for Big Twins until 1978.
184 Both the OHV and the sidevalve singles used newly designed removable heads developed by British engineer Harry Ricardo. Ricardo discovered that more turbulence in the combustion chamber allowed the air and fuel to mix better, thereby creating better combustion, which not only provided more power but better fuel economy and a cleaner engine. Ricardo achieved this greater turbulence by offsetting the cylinder head so that the head is within 1 mm away at top dead center (TDC) over part of the piston. This “squish band” shoots the air/fuel mixture into the larger combustion chamber at an intense speed, sending the mixture into a turbulent frenzy.
185 In 1929, The Motor Company introduced its zany four-muffler exhaust system on all twins. This particular exhaust system, which was used only in 1929, used a dual, side-exiting design that piggybacked one muffler on top of the other on either side. The entire system was quiet but heavy. In 1930, it decided to drop the left-side mufflers in favor of a pair of mufflers on the right. By 1931, a single, albeit larger, muffler was used, which was fed by both cylinders.
186 Harley-Davidson introduced the model JDH (74 ci) and JH (61 ci) in 1928 essentially as race-ready street bikes. The engine was a two-cam design based on what the H-D factory team campaigned to great success throughout the 1920s. They used F-head pocket-valve cylinders that housed Dow metal pistons, which were manufactured using magnesium alloy. With a price tag of $370, the JDH was the first Harley street bike capable of achieving 100 mph. The Two-Cam engines are immediately recognizable by the kidney-shaped cam cover that comes up in the back to cover the magneto. It is one of the most collectable Harley-Davidsons today; examples have sold for more than $100,000 at auction.
187 Even though the recirculating oil system was still nearly a decade away, The Motor Company realized that most riders didn’t want to have to keep up with oiling their machines differently at different engine loads and throttle settings. The engineers came up with a way to automatically adjust oiling based on throttle position. They ran a cable to the oil pump, which then operates off the throttle linkage on the carburetor. More oil flows through the pump on the cam cover as the throttle is opened wider. An additional hand pump on the oil tank was still used for excessive uphill or sidecar loads. This system was in place until 1937, when all Flatheads were converted to recirculating oil.
188 Sure, Harleys are a great way to travel, but some times even the narrowest of motorcycles can’t sneak through a traffic jam. So why don’t you take to the air? In 1927, a do-it-yourself kit available through Popular Mechanics included an adapter that mounted to the primary sprocket shaft of a JD engine to which a builder then attached an airplane propeller and used that setup to power a homemade aircraft.
189 Another interesting propeller-driven variant is the ice glider kit available through the Mead Glider company. Unlike the aircraft propeller, the Mead kit ran a chain off the stock primary sprocket to turn the propeller, which was placed on the ice glider’s chassis toward the top of the cylinder heads. The company advertised its kit to Harley-Davidson owners with the recommendation that they could build the ice glider easily. Then, during the winter, transfer their motorcycle engine into it.
190 When initially purchasing a motorcycle in the 1910s, it was important to mention whether or not it was for sidecar use. H-Ds meant for solo use arrived from the factory with a 15-tooth engine sprocket, which was well matched for the weight and acceleration versus top-speed needs. A sidecar rig with that gearing accelerated at a much slower rate while also putting too much pressure on the clutch, especially on hills. In addition, the added weight and running gear couldn’t propel the machine to top speeds. Therefore, a 14-tooth engine sprocket was offered for sidecar customers so they could get the most out of the heavier machine.
191 In 1924, Harley-Davidson hired Ace’s chief engineer, Everett DeLong, on a six-month contract to develop a 4-cylinder engine for The Motor Company. Ace had been successful with this type of engine for many years. Initially, he worked one of his inline-4 Ace designs into a JD chassis, but the production version would have required too much expensive tooling at the factory. His next prototype engine wouldn’t have added much to the budget. He mounted two JD V-twins side by side, connected at the crankcase. The displacement of both engines would have to be reduced to end up with an 80-ci total displacement, but this design created no new cooling issues and required little factory tooling. In the end, Harley-Davidson vetoed the project, not wanting to diversify with risky models that might tarnish the brand.
192 Harley-Davidson solved a serious lubrication problem with the JD valvetrain in 1924 when it began fitting Alemite grease fittings into the heads. Using a standard grease gun, a bike’s owner could easily lubricate all of the valvetrain bearings in the heads, greatly reducing noise and heat. In addition, the chassis included ten other Alemite grease fittings. New JDs were actually sold with a grease gun and a can of grease.
193 Harley-Davidson’s first automatic oil pumps were built right into the cam cover on 1915–1919 H-Ds; they contained a sight glass so that the operator could ensure that oil was moving through the system. As bikes got faster and more complicated, it became unreasonable to ask the operator to continuously pump oil into the crankcase by hand. That’s why these automatic systems evolved. However, the hand-pump was standard equipment until 1937, just in case the engine was under more stress than the oil pump could cover.
194 Today’s big–cubic-inch Harleys and many heavily modified V-twins use compression releases mounted to the cylinder heads. They reduce compression when starting the engine for less strain on the starter motor. In 1916, when “step-starters” were introduced, they employed a similar, yet slightly more complex system for easy starts. A series of intricate linkages went from the kicker to the engine’s exhaust valves that, upon kickstarting the bike, lifted the valves and reduced compression for less resistance.
195 Have you ever looked at an old H-D engine and wondered why all of the metal fuel and oil lines are coiled? The coils were used because the lines come from a solid point on the bike (such as the gas tank and oil tank) and go to a moving, vibrating part of the bike (the engine). If the metal lines went from Point A straight to Point B, they’d crack and break very quickly because of the stress. By putting a coil in the line, they can shake, rattle, and roll all they want without snapping because of the flex that is built in.
196 Although earlier Harley engines had the intake pocket valve mounted directly on top of the cylinder, later engines used a true Intake Over Exhaust (IOE) design by positioning both valves on the side of the cylinder, which creates a wider combustion chamber. Not only did the later valve design allow easier maintenance and adjustment on the intake valve, but it also allowed the engineers to use a shorter rocker arm, which was more dependable and easier to articulate.
197 In 1927, Harley-Davidson introduced its first “wasted spark” ignition system: A circuit breaker and a single ignition coil fired both spark plugs at the same time. In one cylinder, the air/fuel mixture was ignited, while the spark had no effect in the other cylinder. This system allowed the removal of the distributor and the second coil. In 1929, Flathead twins and IOE twins shared the same ignition spark coil.
198 In 1926, Harley-Davidson offered an exhaust cutout system that, for the first time, deflected gases away from the rider when it was open. The 1926 exhaust system uses a rear-facing deflector, which is positioned directly over the muffler’s cutout exit to force exhaust gasses rearward. An otherwise identical exhaust system was actually used in 1925; when the cutout was open, a simple hole in the side of the muffler allowed hot exhaust gases to exit in every direction, including up toward the rider. Because 1925 and 1926 models are otherwise identical, taking a peek at the exhaust system is a good way to identify the year without getting down on your hands and knees to read the engine number.
199 The legendary Two-Cam street engines of 1928 and 1929 received a significant dose of detuning compared to the factory racers from which they were derived. However, some unique go-fast parts made it through to production. The most unique aspect of the Two-Cam compared to the standard single cams was the use of a direct valve gear system to operate the valves. Tappets, rather than roller arms, guided the cam lobes, which, in addition to stronger intake valvesprings, allowed the Two-Cam to rev higher and reach higher power numbers more reliably.
200 In 1924, The Motor Company introduced its line of aluminum-alloy-piston motorcycles with the E series. This series included the JE solo, JES sidecar, as well as the JDCA solo, and JDSCA sidecar. A Harley-Davidson advertisement in the October 1923 edition of Popular Mechanics gives insight into the practical use of aluminum-alloy pistons. The ad claims that aluminum-alloy pistons allow the rider to “hit up any speed and hold it, all day long if you want to, and the 1924 Harley-Davidson won’t overheat.” The ad also claims that the lightweight pistons “cut vibration in half” and are “far more durable.”
201 Effie Hotchkiss and her mother, Avis, cemented their names into history in 1915 by becoming the first women to ride from coast to coast on a motorcycle. They traveled from their home izn Brooklyn, New York, to San Francisco, California, on a 1915 Harley-Davidson with a sidecar. The journey took two months to complete, and served as an inspiration to women motorcyclists then, as it still does today! Effie and Avis added to their legend by carrying a small bottle filled with water from the Atlantic Ocean. When they arrived at the Golden Gate Park beach, they emptied the bottle into the Pacific.
202 A 1926 Peashooter was featured on the September 5, 2013, episode of Velocity’s “What’s In The Barn.” Dale and Matt Walksler of Wheels Through Time museum uncovered one of these bikes in an old military surplus warehouse near the museum in North Carolina.
203 In 1918, Seattle dealer Harry Trainor gave Vaudeville star Trixie Friganza a ride in a 61-ci JD with sidecar. A famously portly woman, the press covered the ride around hilly Seattle, and portrayed the Harley-Davidson as a powerful and durable machine.
204 According to a 1929 Harley-Davidson advertisement, “Now comes the quiet motorcycle! Noise has gone out of fashion. The public has been demanding a more and more quiet-functioning mechanism.” While that part about the public demands might be true today, “smooth, quiet, purring power” is not particularly fashionable today, even though it was apparently a hot selling feature in 1929.
205 Harley-Davidson ran an ad in 1920 featuring German-American dancer Gertrude Hoffman astride her model W Sport Twin. It’s difficult not to love the early advertising material. The language and art has improved through the years, but the general concept has not. This particular ad states, “The Woman’s Out-Door Companion. GERTRUDE HOFFMAN owns a motorcycle. It is the feature-refined, woman-kind Harley-Davidson.” It goes on to say, “the Harley-Davidson responds to the guiding hand of a woman as did the kindest tempered steed of old.”
206 Harley-Davidsons were competing everywhere by the 1920s, and one of the most exciting areas was in off-road exploration. On January 16, 1921, John Edwin Hogg completed the first successful motorcycle ride to the bottom of the Grand Canyon and back out again on a Harley-Davidson model W Sport Solo. The trip took him four days to complete and he claimed to have used only 2-1/2 gallons of fuel and 2 quarts of oil and “never touched a tool to the little Sport model.” The Sport Solo itself was mostly stock. Hogg completed the Grand Canyon attempt after riding the machine from Los Angeles to Arizona.
207 What’s the best fuel mileage you’ve ever pulled on an H-D? 50 mpg? 45? Those are certainly respectable numbers, but they hardly compare to the record that John F. Greenawalt set in 1913 aboard his H-D V-twin. In the Nomad Motorcycle Club economy test that year, Greenawalt massaged 19 miles out of his bike using only 23 ounces of gasoline, which worked out to 105 mpg! He set the world record for fuel economy, beating the previous year’s record of 62.2 mpg.
208 Most automotive and motorcycle enthusiasts are familiar with actor Steve McQueen’s car- and motorcycle-collecting passion, and may even be familiar with some of the stunning vehicles that once bore his name on the title. They tend to be very beautiful and very fast. And then there’s his 1917 J with carrier that was used for transporting carrier pigeons during World War I. It’s a cool machine, no doubt, but it certainly lacks that particular McQueen brand of sexiness that his other motorcycles exude.
209 What’s the best way to get out and see the world? General Sales Manager Arthur Davidson and his wife, Clara, certainly had the right idea when they began traveling to the far reaches of the globe to promote the product and expand the dealer base. Arthur and Clara took a trip to the South Pacific in 1917 to recruit international dealers in Australia, American Samoa, New Zealand, and Tasmania. They made several international explorations throughout the 1910s and 1920s, all to increase the international reach of The Motor Company.
210 Long known as one of the best states for hunting, fishing, and general outdoor activities, Wisconsin has a way of breeding enthusiastic outdoorsmen. Bill Harley and Arthur Davidson were no exception. Remember, they originally wanted motorcycles to get to their favorite fishing spots faster. They accomplished their mission and were known to go fishing at Beaver Lake in nearby Waukesha, just outside Milwaukee, and as far away as Pine Lake, which is near Michigan’s Upper Peninsula. Are either of those are your favorite fishing spots? Think of them when you ride your Harley there to catch a walleye!
211 The October 19, 1916, issue of Motorcycle Illustrated ran a blurb announcing that Danish Prince Axel was a motorcyclist. Even cooler than that, however, is that the report states that he purchased a 3-speed Harley-Davidson with an electric headlight on September 8 from The Motor Company’s Copenhagen representative, C. Friss-Hansen & Co. Prince Axel previously rode an A.J.S. long-distance, but decided that a Harley-Davidson better suited his needs.
212 On July 11, 1919, Jack Fletcher rode his 1919 Sport Model to the top of Mount Baldy (also known as Mount San Antonio), the highest point in Los Angeles County, California. He completed the 10,080-foot climb in 3 hours 42 minutes, setting a world record for mountain climbing. The total route consisted of 7-1/2 miles of loose rock and crumbling granite, and some very steep grades. According to the June 16, 1919, issue of MotorCycling and Bicycling magazine, “The trip was made without experiencing any difficulty with the machine.”
213 In 1919, “Hap” Scherer set the speed record for the New York City to Chicago run with a time of 31 hours 24 minutes on a Harley-Davidson Sport Model, 10 hours 56 minutes faster than the previous record. He averaged 32 mph on muddy, slippery roads from rain that also caused dense fog throughout the trip. Even still, Hap completed the 1,012-mile journey more than an hour ahead of schedule on a machine with a displacement of only 36 ci! Legend has it that Hap didn’t eat a single bite of food throughout the entire trip. Like Jack Fletcher’s trip, Hap had no difficulty with his machine either. In fact, the motorcycle’s primary tool kit was sealed at the starting line, and, upon Hap’s arrival in Chicago, the tool kit was still sealed. The only tools Hap was allowed to use were tire tools and a valve nut wrench (two, most likely) for adjusting the pushrods, which has to be done about every 200 miles.
214 The Sport Model, still very early in its production, was actually a failure on the showroom. “Hap” Scherer’s record-setting run caused quite a bit of fanfare in the motorcycling world. Waiting for him at the finish line in Chicago was Harley-Davidson’s advertising manager, Chicago dealer C. H. Lang, and the editor of MotorCycling and Bicycling. A “moving picture operator” was present to record the finish. Of course, Hap’s wife was also there waiting for him.
215 What do you do if you want to take the whole family for a motorcycle ride but there’s not enough room in the sidecar? Simple! Do what “Xen” Critchfield did and mount two sidecars, one on each side of his bike. Remember, many exported sidecar rigs had a left-side sidecar as opposed to the right-side fitment used in the United States. However, Xen took his double-sidecar rig to a much higher standard. He used flexible sidecars, from the Flxible Co. These undulating sidehacks didn’t become famous until 1920 when they were first used for racing. By using flexibles, he could lean his Harley side to side and the sidecars leaned right along with it! In addition to the extra sporting nature, the flexibles were used primarily so that the motorcycle could keep both wheels on the ground at all times, even if the sidecar hit in the road.
216 Harley-Davidson wasn’t just the racing motorcycle of choice in the United States; it excelled anywhere that motorcycle riders were going head to head against competitors or the clock. On December 26, 1919, H-D riders in Australia won two competition events and another set an endurance record. Claude Sainty took home the first-place trophy in the Senior Australian Tourist Trophy race in Goulborn, followed by Joe Mostyn who took first in the Junior class. That same day, Australian Fred Yott completed the Launceston-Hobart run in a sidecar in 3 hours 8 minutes, beating Erwin “Cannonball” Baker’s record.
217 In an extremely rare occurrence in cinema history, a 1929 Harley-Davidson JDH Two-Cam appeared in Disney’s 1991 film, The Rocketeer. Unfortunately, the beautiful green twin-headlight machine only has a couple of scenes when Cliff (actor Billy Campbell) rode it. Fun personal fact: my friend, Bob, who sold me my first Harley-Davidson, went on to produce the critically acclaimed 2013 film, Copperhead, starring Billy Campbell and another well-known cinema biker, Peter Fonda.
218 Motorcyclists of today might think that Howard Hughes’ 1930 film, Hell’s Angels, is about a motorcycle club, but they’d be wrong. It’s actually about the fighter pilots of World War I, in particular, a pair of British brothers who enlist in the Royal Flying Corps. In the movie, the brothers ride a Harley-Davidson J with sidecar into town to let off some steam on the eve of their top-secret suicide mission. Not only was the use of the motorcycle historically correct as to what pilots used at the time, but it also allowed Hughes to show a different side of the main characters that only a Harley with a sidecar can do!
219 The Motorcycle & Allied Trades Association (M&ATA) was founded in 1916 as a vessel through which American motorcycle manufacturers could shape the perception of the sport of motorcycling. Before the M&ATA was transitioned into the American Motorcyclist Association (AMA) in 1924, one of its principal goals was to improve the professionalism of all dealers to make motorcycles more relatable to the public. Another goal was to promote civically responsible riding among the riding population. This includes maintaining a safe speed, being courteous, and maintaining use of quiet factory exhaust systems. The greatest fear that the OEMs had was that motorcycling would become a cult sport and would be banished in lawful society.
220 Leslie “Red” Parkhurst, Harley-Davidson’s first factory racer, was quickly thrust into the national spotlight when he appeared in many ads for The Motor Company. He became friends with one of his biggest fans, iconic boxer Jack Dempsey, who held the World Heavyweight Championship title from 1919 to 1926. The two even got into a “fight” that was covered in the newspapers. Whether or not Dempsey was interested in Harley-Davidsons before he met Parkhurst is unknown, but he was photographed sitting on a single-cylinder Harley while training for a fight in Colorado. Later, The Motor Company used Jack Dempsey’s name in a 1934 ad comparing his “fighting heart” to the 35-hp 74-ci V-twin available that year.
221 In May 1923, record-setting aviator Charles Lindbergh bought his first airplane, a Curtis JN-4 “Jenny,” for $500 and, one week later, took his first solo flight in it. Guess what he rode to Southern Field, near Americus, Georgia? That’s right, a Harley-Davidson. Unfortunately, it’s believed that he traded that bike for part of the plane, in which he left the airfield.
222 Disabilities rarely stop a Harley rider from saddling up. In fact, history has shown that some of the toughest, most enthusiastic riders out there are disabled. One of the earliest examples of someone modifying an H-D to work for his specific needs is Alfred LeRoy, who lost both of his legs and half of his left arm when he was struck by a train at age 15. So, he built a Harley-Davidson with a left-side sidecar. The leather-padded sidecar was built to be comfortable for him, and he made a series of modifications to the motorcycle to allow him to operate it from there. He modified the handlebar to include a long tiller with a throttle on the end so he could steer and control speed. He affixed a speedometer to the sidecar and it’s believed that the bike’s brake was controlled by a lever located where the seat would otherwise be. The best part about his rig might just be the miniature sidecar that hung off the left side of his sidecar for his dog to ride in.
Did you think that custom Harleys weren’t available until the 1960s? Well, think again. Riders have been customizing these motorcycles since the very beginning for a variety of reasons. Alfred LeRoy was no different, and proved that anyone can ride a Harley-Davidson. (Photo Courtesy Harley-Davidson)
223 In episode 111 of The Andy Griffith Show (appropriately titled “Barney’s Sidecar”) Barney Fife buys a military surplus H-D sidecar rig. Even though the motorcycle was supposed to be from World War I, it’s actually a 1927 JD painted in the familiar Olive Drab. Stuntman and actor George Dockstader owned the bike and modified it to fit in with the required theme. Dockstader did not actually serve as Barney’s stunt double for the episode because of their different body sizes. Jerry Brutsche, another famous stunt double, did the riding scenes.
224 Easter Walters was an early 1920s silent film actress who rode her Harley-Davidson Model W all around Hollywood, and was a well-known sight. She performed all of her own stunts in her movies, which included 1919’s The Tiger’s Trail and 1920’s The Devil’s Riddle. Many today consider her early and very public use of a motorcycle to have had a pioneering effect for other women motorcyclists. Cris Sommer Simmons mentions Walters in her book, The American Motorcycle Girls: 1900 to 1950.
225 In 1928, legendary aviation stuntman and racer Charles W. “Speed” Holman bought a Harley-Davidson from his local Minneapolis, Minnesota, dealer, George Faulders. Speed won the 1927 National Air Races, and apparently wanted a machine that felt just as fast on the ground as what he was used to in the air. The bike itself is a 1928 single-cam JD, as evidenced by an image showing a front brake, single headlight, and straight cam cover. Speed gained fame in a variety of air races, and by doing a number of wing-walking and parachuting displays for spectators. Orville Wright signed his first pilot’s license, and he later became the first commercial pilot for Northwest Airlines. Holman Field at the St. Paul Downtown Airport is named after him, as is Holman St. in St. Paul.
226 Harley-Davidson introduced its eight-valve racer in 1916 to compete with eight-valve Indians and Excelsiors. The potent engine originally used a 1915 11-K bottom end with redesigned cylinders and hemispherical heads with high-domed pistons. The biggest change is immediately visible on the outside in that instead of the standard pocket-valve design for which the F-heads are known, the eight-valve uses four overhead valves per cylinder. The same two pushrods per cylinder are used, and a linkage connects the rockers that operate two valves at the same time. The other defining feature of the engine is the dual exhaust pipes coming out of each cylinder head. It’s believed that about 30 eight-valve racers were built and that less than 10 exist today.
227 Many people are familiar with the widespread use of Harley-Davidsons in World War I, but that was actually the second time that the military approached The Motor Company for a purpose-built motorcycle. The first official U.S. military order was in 1916 when General John “Blackjack” Pershing requested 12 units to join his modern, mechanized brigade in the fight against Mexican revolutionary Pancho Villa. The total number of motorcycles built for the expedition doubled to 24. The most notable of these motorcycles have to be those equipped with a sidecar gun carriage, which was developed by William S. Harley personally.
228 The United States officially entered WWI in 1917. During 1917 and 1918, the army took approximately 15,000 Harley-Davidson motorcycles to Europe, one-third of The Motor Company’s total production for those two years. Early military versions were simply civilian model Js painted Olive Drab, which led to all motorcycles being delivered with the standard Olive paint until 1932. Later, H-D developed the FUS and LUS military-specific models, which were more effective in off-road, combat use thanks to their high, flat fenders. All military motorcycles from all brands used an Army-required gas headlamp instead of the standard electric lamps with which they were originally fitted. Military motorcycles were largely used as messengers, but many of them also saw front line action with sidecar-mounted machine guns or stretchers to ferry one or two wounded soldiers off the battlefield. 7,521 FUS models were built.
229 To provide support for the thousands of machines it built for use in World War I, Harley-Davidson opened the Quartermasters School to teach the repair and operation of its motorcycles to military mechanics. The first class was held in Milwaukee in July of 1917, lasted three weeks, and was attended by nine corporals from Fort Sam Houston in San Antonio, Texas.
230 One of the most famous photographs from World War I is of Corporal Ray Holtz of Chippewa Falls, Wisconsin, entering Germany on a Harley-Davidson as a line of awestruck soldiers on horseback turned their heads to look at him. Several days before the armistice treaty, Corporal Holtz and his captain were captured during a night mission in Belgium. Then, when his captors received word of the treaty, they and their motorcycle were released and sent on their way. They went back to the allied base on the Belgian border to check in. The following day, Corporal Holtz rode back into Germany on his H-D as the first American to occupy the territory.
The story of Corporal Ray Holtz riding the first Harley-Davidson to enter Germany at the end of World War I is incredible. Even more extraordinary is that 20 years later he discovered this image of himself in The Enthusiast, went down to the H-D offices, and simply asked to buy extra copies of the magazine. This was when the rider was finally identified; his story could finally be made public. (Photo Courtesy Harley-Davidson)
231 The eight-valve racer had a 51-1/2-inch wheelbase and a seat mounted as tightly as possible to the gas tank and rear fender to drop the center of gravity. It used a shortened keystone frame that was open near a loop underneath the engine. The engine was mounted directly to the frame in the front with large brackets underneath that spanned the open distance. This made the engine a stressed member of the frame, which improved rigidity and saved weight. Low-slung handlebars let the rider lean forward over the small 1.43-gallon gas tank to reduce wind resistance and maintain more control of the bike at speed, which was important because eight-valves were capable of going well over 100 mph. The boardtrack race version had no brakes.
Harley-Davidson’s keystone racing frame design allowed mounting of the engine as low as possible to improve handling and maneuverability. This 1924 JDCA racer shows how the keystone plates surrounded the engine case rather than cradling it from beneath. As you can see, the bike doesn’t have a lot of ground clearance, but that wasn’t important on the flat track.
232 The practice of homologation in racing dates as far back as motorcycle racing itself and Federation of American Motorcyclists (FAM) rules stated that racing motorcycles must be made available to the public for sale to render them legal on the racetrack. Harley-Davidson complied, and it priced the eight-valve racer at $1,500, all but ensuring that no privateer challenged the factory’s dominance. No records exist of any being sold and raced anywhere, although some have turned up through the years. Harley-Davidson had a very different philosophy to Indian, which priced its eight-valves similarly to its other twins and encouraged the public to own and race them.
233 The Motor Company built three eight-valve racers in 1916 and each used a different lubrication system. One used a manual oil pump, one used a mechanical oil pump, and the third used both. Obviously, the racing department still had some real world experimenting to do. The company’s promotional materials advertise that a “buyer” of the $1,500 machine could have his choice of the three lubrication options.
234 To conserve weight, eight-valve racers had no starting system such as pedals or a kicker. To start one, it had to be towed by a car or another motorcycle and when it fired, the rider undid the rope and was on his own. Because boardtrack racers only needed one speed, “fast,” they didn’t have transmissions, either.
235 The AMA’s smallest class was 350 cc in 1926, but even in that small-displacement division, Harley-Davidson and Indian competed ferociously and built machines that neither could have imagined just 10 years earlier. The Motor Company’s big player in the little class was the S model OHV single, affectionately known as the Peashooter; its name came from the staccato popping exhaust note. Only about 25 were built in 1926. Because single-cylinder Harleys were extremely popular overseas, more than half were sent to Australia, New Zealand, and Europe to be raced.
