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==1900s: Early Days== | ==1900s: Early Days== | ||
In 1903, it must have seemed to Mr. and Mrs. Davidson that their three sons had gone their separate ways. None had followed their father into the carpentry trade, but all were holding down jobs in engineering. William, the eldest, had already done well for himself, well established as a foreman with the Milwaukee Road railroad company; | In 1903, it must have seemed to Mr. and Mrs. '''Davidson''' that their three sons had gone their separate ways. None had followed their father into the carpentry trade, but all were holding down jobs in engineering. William, the eldest, had already done well for himself, well established as a foreman with the Milwaukee Road railroad company; Walter, the middle one, had moved away to Kansas to work as a machinist; and young '''[[Arthur Davidson]]''' remained in Milwaukee, earning his crust as a patternmaker at the Barth Manufacturing Company. Arthur, in particular, seemed to have a bright future ahead of him: he was an outgoing, personable young man with a lot of drive, not to mention a good friend named [[William Harley]]. The Davidson brothers' parents had immigrated to the USA from Scotland in around 1871. While, Bill Harley's parents had come over from the North of England. All chose to settle in Milwaukee, Wisconsin. | ||
Walter, the middle one, had moved away to Kansas to work as a machinist; and young [[Arthur Davidson]] remained in Milwaukee, earning his crust as a patternmaker at the Barth Manufacturing Company. Arthur, in particular, seemed to have a bright future ahead of him: he was an outgoing, personable young man with a lot of drive, not to mention a good friend named [[William Harley]]. The Davidson brothers' parents had immigrated to the USA from Scotland in around 1871. While, Bill Harley's parents had come over from the North of England. All chose to settle in Milwaukee, Wisconsin. | |||
It was hardly surprising that Bill and Arthur were soon turning their considerable energy towards the internal combustion [[engine]]. The world they grew up in was one of optimism and belief in fast-developing technology. Steam power had transformed Europe and North America, and now electricity and the small petrol engine promised to do the same. | It was hardly surprising that Bill and Arthur were soon turning their considerable energy towards the internal combustion [[engine]]. The world they grew up in was one of optimism and belief in fast-developing technology. Steam power had transformed Europe and North America, and now electricity and the small petrol engine promised to do the same. | ||
Where it all began: the [[Harley-Davidson Motor Company]]'s first “factory”. | Where it all began: the '''[[Harley-Davidson Motor Company]]''''s first “factory”. | ||
After centuries of reliance on horse or steam power, mankind was on the brink of discovering a new age in transport. Maybe it was no coincidence that, in 1903, the Wright brothers tested their first powered aircraft, the Model A Ford hit the roads, and the first Harley-Davidson [[motorcycle]] was sold to a paying customer. | After centuries of reliance on horse or steam power, mankind was on the brink of discovering a new age in transport. Maybe it was no coincidence that, in 1903, the Wright brothers tested their first powered aircraft, the Model A Ford hit the roads, and the first Harley-Davidson [[motorcycle]] was sold to a paying customer. | ||
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==1910s: Rapid Expansion== | ==1910s: Rapid Expansion== | ||
Meanwhile, the motorcycle had hardly been changed since 1903. It was now nicknamed the Silent Gray Fellow (it was quiet, and came in only one | Meanwhile, the motorcycle had hardly been changed since 1903. It was now nicknamed the Silent Gray Fellow (it was quiet, and came in only one color) but was much improved by the addition of sprung leading-link forks, which Bill Harley designed while at college. Incidentally, the same basic design of forks was used by the company until 1947, and was even reintroduced (in modernized form) in the late 1980s. Soon after, the 25ci (4 Wee) engine was enlarged to 35ci (575cc), housed in a larger, longer wheelbase frame. Walter proved the latest version by winning the Long Island Endurance Run in 1908, and consolidating it with an economy run win the week after. | ||
But though the 5-35, as it was officially known, could top 50mph (80km/h), it still wasn't enough for the emerging motorcycle riders and the huge distances they travelled in America. Like all its rivals, Harley-Davidson needed a bigger bike. | But though the 5-35, as it was officially known, could top 50mph (80km/h), it still wasn't enough for the emerging motorcycle riders and the huge distances they travelled in America. Like all its rivals, Harley-Davidson needed a bigger bike. | ||
Strange as it may now seem, Bill Harley did not invent the V-twin: when he paired two existing singles onto a beefed- up crankcase, he was merely doing the same as everyone around him. The V-twin was a relatively quick and easy way to build a more powerful engine using existing parts. Though, Harley's first prototype seemed hardly that. Still hampered by an [[Atmospheric Inlet Valve|atmospheric inlet valve]] (opened by piston suction. rather than positively via a camshaft and pushrod), it was no faster than the single - the 49-ci (803-cc) twin was quickly withdrawn from sale, and Bill went back to the drawing board. | Strange as it may now seem, Bill Harley did not invent the V-twin: when he paired two existing singles onto a beefed- up crankcase, he was merely doing the same as everyone around him. The V-twin was a relatively quick and easy way to build a more powerful engine using existing parts. Though, Harley's first prototype seemed hardly that. Still hampered by an [[Atmospheric Inlet Valve|atmospheric inlet valve]] (opened by piston suction. rather than positively via a camshaft and pushrod), it was no faster than the single - the 49-ci (803-cc) twin was quickly withdrawn from sale, and Bill went back to the drawing board. | ||
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It must have seemed so to loyal riders and dealers when the new [[Harley-Davidson VL|VL]] was unveiled in 1929. This replacement for the long-lived [[Harley-Davidson FL|FL]] models was almost all-new, the bore, stroke and capacity being all that remained the same on this side-valve V-twin for which the factory claimed a 15 to 20 per cent power improvement. Unfortunately, the real increase was just one horsepower, and to make matters worse the VL weighed a whole 120lb (54kg) more than the FL. In a bid to overcome this lethargic performance, the engine had been given relatively small flywheels which did allow good acceleration up to 50mph (80km/h) or so, but that was about it. Top speed and hill-climbing ability were sorely lacking on this big twin, and the light flywheels also caused finger-numbing vibration. Some customers wanted the FL and Two Cam reinstated; others wanted their money back. | It must have seemed so to loyal riders and dealers when the new [[Harley-Davidson VL|VL]] was unveiled in 1929. This replacement for the long-lived [[Harley-Davidson FL|FL]] models was almost all-new, the bore, stroke and capacity being all that remained the same on this side-valve V-twin for which the factory claimed a 15 to 20 per cent power improvement. Unfortunately, the real increase was just one horsepower, and to make matters worse the VL weighed a whole 120lb (54kg) more than the FL. In a bid to overcome this lethargic performance, the engine had been given relatively small flywheels which did allow good acceleration up to 50mph (80km/h) or so, but that was about it. Top speed and hill-climbing ability were sorely lacking on this big twin, and the light flywheels also caused finger-numbing vibration. Some customers wanted the FL and Two Cam reinstated; others wanted their money back. | ||
As with the 45, Milwaukee had to come up with answers, and fast. After much burning of the midnight oil, the solution came in bigger, heavier flywheels and modified cams. This did the trick, but the bigger flywheels needed bigger | As with the 45, Milwaukee had to come up with answers, and fast. After much burning of the midnight oil, the solution came in bigger, heavier flywheels and modified cams. This did the trick, but the bigger flywheels needed bigger [[crankcase]]s which in turn demanded a larger frame. In other words, every VL made up to that point (there were 1,300 of them) had to be completely rebuilt. It cost Harley-Davidson $100,000 in new parts, caused much heartache to the dealers (who were expected to do the rebuilding at their own expense), and did much damage to the hard-won reputation for reliability. Better was to come, but there were more hard times to get through first. | ||
==1930s: Slump to Recovery== | ==1930s: Slump to Recovery== | ||
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Their origins lay in the Rapido, a 7-ci (125-cc) commuter bike that was unveiled in 1968. But as the TX 125, it wore trendy off-road clothes, knobbly | Their origins lay in the Rapido, a 7-ci (125-cc) commuter bike that was unveiled in 1968. But as the TX 125, it wore trendy off-road clothes, knobbly tires and oil injection. An 11-ei (175-cc) version soon followed, and a 15-ci (250-cc) in 1975. On paper, they looked the business: oil injection two-strokes with CDI ignition, five-speed gearbox and authentic trail bike looks. And for a while they sold well with over 11,000 250s alone in 1975; but it was short-lived success. It was a measure of how fast the Japanese were progressing that the Harley-Davidson-badged trail bikes were looking a little crude and unfinished by 1976. Question marks remained over Aermacchi quality, and in 1978 Harley-Davidson pulled out of 1taly altogether, selling the Varese factory to [[Cagiva]]. 1t has never sold a small motorcycle to the public since. | ||
So what was AMF, the new owner of Harley-Davidson, up to all this time? It had a clear goal: the motorcycle market was booming, but Harley-Davidson wasn't making many bikes. The AMF plan was to boost production dramatically, thus generating the money needed to fund much-needed new models. They certainly succeeded in boosting production, moving bike assembly to York, Pennsylvania, and more than doubling the output of engines and gearboxes at Juneau Avenue in three years. But, as Rodney Gott later admitted, it was all pushed through too quickly with little regard to quality. As a result, AMF-era Harleys soon gained a reputation for poor quality, while a surfeit of 'top-down' management meant that the long-term Harley-Davidson employees were being ignored. | So what was AMF, the new owner of Harley-Davidson, up to all this time? It had a clear goal: the motorcycle market was booming, but Harley-Davidson wasn't making many bikes. The AMF plan was to boost production dramatically, thus generating the money needed to fund much-needed new models. They certainly succeeded in boosting production, moving bike assembly to York, Pennsylvania, and more than doubling the output of engines and gearboxes at Juneau Avenue in three years. But, as Rodney Gott later admitted, it was all pushed through too quickly with little regard to quality. As a result, AMF-era Harleys soon gained a reputation for poor quality, while a surfeit of 'top-down' management meant that the long-term Harley-Davidson employees were being ignored. | ||
Things weren't going as planned, so AMF man [[Ray Tritten]] made a thorough study of the whole business, finding a lack of professionalism (in both engineering and marketing), complacency with regard to the Japanese, and inefficient production. | Things weren't going as planned, so AMF man [[Ray Tritten]] made a thorough study of the whole business, finding a lack of professionalism (in both engineering and marketing), complacency with regard to the Japanese, and inefficient production. | ||
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Rubber block mounts at the front and the swinging-arm pivots, plus adjustable locating links at the front of the engine and the top were master strokes, they allowed vibration through when idling, but virtually eliminated it when the bike was on the move. One magazine road test likened it to the gentle thrumming one might feel through the deck of a steamship. It was a huge step forward, which has since been applied to nearly every Harley model and played a big part in increasing their acceptability to non-Harley riders. | Rubber block mounts at the front and the swinging-arm pivots, plus adjustable locating links at the front of the engine and the top were master strokes, they allowed vibration through when idling, but virtually eliminated it when the bike was on the move. One magazine road test likened it to the gentle thrumming one might feel through the deck of a steamship. It was a huge step forward, which has since been applied to nearly every Harley model and played a big part in increasing their acceptability to non-Harley riders. | ||
The bike's geometry saw innovative thinking too: the forks were mounted off¬set to the steering head, which allowed a steepish steering-head angle (for quicker steering) with long trail (for stability), | The bike's geometry saw innovative thinking too: the forks were mounted off¬set to the [[steering head]], which allowed a steepish steering-head angle (for quicker steering) with long trail (for stability), | ||
There were a few changes to the Shovelhead in the form of electronic ignition and a quieter exhaust system, while the gearbox acquired a fifth speed. The twin headlamp fairing was new, as was the twin disc front end, the enclosed chain and 5-gallon (22-litre) fuel tank. The [[Harley-Davidson FLT|FLT]] was really another of Harley's milestone bikes, and is still part of the range, 20 years on. Later that same year came the Sturgis, which introduced another innovation - [[belt drive]]. 1t was the first production motorcycle to offer both primary and final drive by toothed belts, and the advantages were many. Belts need no lubing and have a 20,000-mile (3220-km) life; they are quieter and smooth out the drive; they allow a dry (and thus leak-free) chain case, which gives the clutch an easier time. So successful was the system that, like the rubber-mounted motor, it has since been applied to every Harley-Davidson you can buy. | There were a few changes to the Shovelhead in the form of electronic ignition and a quieter exhaust system, while the gearbox acquired a fifth speed. The twin headlamp fairing was new, as was the twin disc front end, the enclosed chain and 5-gallon (22-litre) fuel tank. The [[Harley-Davidson FLT|FLT]] was really another of Harley's milestone bikes, and is still part of the range, 20 years on. Later that same year came the Sturgis, which introduced another innovation - [[belt drive]]. 1t was the first production motorcycle to offer both primary and final drive by toothed belts, and the advantages were many. Belts need no lubing and have a 20,000-mile (3220-km) life; they are quieter and smooth out the drive; they allow a dry (and thus leak-free) chain case, which gives the clutch an easier time. So successful was the system that, like the rubber-mounted motor, it has since been applied to every Harley-Davidson you can buy. | ||
It is odd, however, that the new belt-equipped FXB-80 Sturgis was nm designed as a tourer (surely the first market for a clean, long-lasting final drive) but was the | It is odd, however, that the new belt-equipped FXB-80 Sturgis was nm designed as a tourer (surely the first market for a clean, long-lasting final drive) but was the | ||
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But it was the final year of the century that saw Harley's biggest news for a long lime. The new Win Cam 88 motor was unveiled, at first for certain models only, but clearly intended to replace the | But it was the final year of the century that saw Harley's biggest news for a long lime. The new Win Cam 88 motor was unveiled, at first for certain models only, but clearly intended to replace the | ||
Evolution in time. At 88 cubic inches (1450cc), hence the name) it was the largest production Harley engine yet, though the company had evidently decided it wasn't going to get into a cubic-inch war. [[Victory]] (92ci/1507cc [[Yamaha]] (98ci/1(t02cc) and [[Honda]] ( 110ci/1800cc) all announced even bigger V-twins soon afterwards. | Evolution in time. At 88 cubic inches (1450cc), hence the name) it was the largest production Harley engine yet, though the company had evidently decided it wasn't going to get into a cubic-inch war. [[Victory]] (92ci/1507cc [[Yamaha]] (98ci/1(t02cc) and [[Honda]] ( 110ci/1800cc) all announced even bigger V-twins soon afterwards. | ||
Despite its name, the Twin Cam didn't have twin overhead cams, but two cams on the shaft: in fact, it was still air-cooled and certainly contained no radical changes. But although it looked similar to the Evo, the Twin Cam was very different inside, with a bigger bore/shorter stroke, reshaped [[combustion chamber]], new ignition and lubrication systems, oil-cooled pistons, redesigned breathing and die-cast | Despite its name, the Twin Cam didn't have twin overhead cams, but two cams on the shaft: in fact, it was still air-cooled and certainly contained no radical changes. But although it looked similar to the Evo, the Twin Cam was very different inside, with a bigger bore/shorter stroke, reshaped [[combustion chamber]], new ignition and lubrication systems, oil-cooled pistons, redesigned breathing and die-cast [[crankcase]]s, It was claimed to be stiffer, stronger, more powerful and more oil-tight than the old engine. Harley-Davidson also claimed that only 21 parts had been carried over from the Evolution, 'most of them screws', according to the brochure. The Twin Cam was still rubber-mounted, but for 2000 the 8813 was launched, with twin contra-rotating balance shafts for what must be the smoothest Harleys yet. | ||
So as the 21st century got underway, Harley-Davidson was facing it with a new confidence after 15 years of almost uninterrupted growth. There was record production, record sales and record profits and it seems a fair bet that it will reach the 100th anniversary of Bill Harley and Arthur Davidson's first prototype in good shape. | So as the 21st century got underway, Harley-Davidson was facing it with a new confidence after 15 years of almost uninterrupted growth. There was record production, record sales and record profits and it seems a fair bet that it will reach the 100th anniversary of Bill Harley and Arthur Davidson's first prototype in good shape. | ||
[[Category:Harley-Davidson]] | [[Category:Harley-Davidson]] | ||
[[Category:Motorcycle history]] | |||