Difference between revisions of "Harley-Davidson history"

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 colour) 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.

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 colour) 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.

When it reappeared as the F-type in 1911, it was clear that he'd been working hard. It now had a mechanical inlet valve.    So it could rev higher and produce more power, and the drive belt was tensioned to prevent slippage (another problem with the prototype). In some ways, the F-type, with its fixed belt drive and gravity-fed lubrication, seemed little advanced on the early pioneer motorcycles, hut this was about to change. The years 1910 to 1915/16 saw a brief flurry of innovation from the American motorcycle makers which, for a while, put them ahead of the Europeans: and Harley-Davidson was right in the thick of it. A basic clutch in the rear hub allowed the rider to stop and restart with stopping and restarting the motor. That was soon overtaken by a proper multi-plate clutch and chain drive with a two-speed gear in the hub. This was a real breakthrough. which Harley followed up in Harley-Davidson's image was somewhat different in the early days, as illustrated by this solid and reliable [[sidecar]] tug 1915 with a three-speed gearbox and automatic engine oil pump. Also that year (they must have been working nights) was the option of electric lighting and fitted with this, the F-model became the J. using a gear-driven magneto-generator.

When it reappeared as the F-type in 1911, it was clear that he'd been working hard. It now had a mechanical inlet valve.    So it could rev higher and produce more power, and the drive belt was tensioned to prevent slippage (another problem with the prototype). In some ways, the F-type, with its fixed belt drive and gravity-fed lubrication, seemed little advanced on the early pioneer motorcycles, hut this was about to change. The years 1910 to 1915/16 saw a brief flurry of innovation from the American motorcycle makers which, for a while, put them ahead of the Europeans: and Harley-Davidson was right in the thick of it. A basic clutch in the rear hub allowed the rider to stop and restart with stopping and restarting the motor. That was soon overtaken by a proper multi-plate clutch and chain drive with a two-speed gear in the hub. This was a real breakthrough. which Harley followed up in Harley-Davidson's image was somewhat different in the early days, as illustrated by this solid and reliable [[sidecar]] tug 1915 with a three-speed gearbox and automatic engine oil pump. Also that year (they must have been working nights) was the option of electric lighting and fitted with this, the F-model became the J. using a gear-driven magneto-generator.

Harley-Davidson's success mirrored these technical leaps forward, and production continued to soar: over 3,000 bikes were sold in 1910, over 5,000 the year after and 9.000 the year after that, while over 16,000 left the factory the year war broke out in Europe and 22.000 as the decade came to a close. Only ten years after that first prototype first hit the road, Harley-Davidson had established itself as number two in the American motorcycle market: the longer-established Indian still led, with Excelsior a poor third. In fact, it was the start of an intense, sometimes bitter, rivalry between Indian and Harley-Davidson, which lasted for the next 25 years. Harley-Davidson certainly did better out of the First World War than its rival. In a fit of patriotic fervour, Indian turned over its entire production to military needs with the result that there were many disgruntled Indian dealers with no bikes to sell; Arthur Davidson lost no time in persuading them to change sides.

Harley-Davidson's success mirrored these technical leaps forward, and production continued to soar: over 3,000 bikes were sold in 1910, over 5,000 the year after and 9.000 the year after that, while over 16,000 left the factory the year war broke out in Europe and 22.000 as the decade came to a close. Only ten years after that first prototype first hit the road, Harley-Davidson had established itself as number two in the American motorcycle market: the longer-established Indian still led, with Excelsior a poor third. In fact, it was the start of an intense, sometimes bitter, rivalry between Indian and Harley-Davidson, which lasted for the next 25 years. Harley-Davidson certainly did better out of the First World War than its rival. In a fit of patriotic fervour, Indian turned over its entire production to military needs with the result that there were many disgruntled Indian dealers with no bikes to sell; Arthur Davidson lost no time in persuading them to change sides.