Difference between revisions of "Harley-Davidson history"

One thing that restricted dealers' freedom was that Indian and Harley were the only two manufacturers selling bikes in large numbers. And despite the fierce rivalry between them, the two actually met regularly to fix prices.  It was of course illegal, and had to be done in secret, but in 1922 [[Frank Weschler]] (of Indian) and Arthur Davidson met and agreed to sell at the same price the following year; it became an annual event in their respective diaries. But Harley-Davidson was really in better shape than Indian by the early 1920s, whether or not they were selling more bikes. It was more efficient, had a tighter grip on its dealers and a simpler model range.

One thing that restricted dealers' freedom was that Indian and Harley were the only two manufacturers selling bikes in large numbers. And despite the fierce rivalry between them, the two actually met regularly to fix prices.  It was of course illegal, and had to be done in secret, but in 1922 [[Frank Weschler]] (of Indian) and Arthur Davidson met and agreed to sell at the same price the following year; it became an annual event in their respective diaries. But Harley-Davidson was really in better shape than Indian by the early 1920s, whether or not they were selling more bikes. It was more efficient, had a tighter grip on its dealers and a simpler model range.

Available in 61ci (1000cc) and 74ci (1200cc) forms, it wasn't cheap ($50 more than the equivalent 1 cam) but it was said that a good 74 would reach 100mph (161km/h). No longer need Harley-Davidson riders be embarrassed on club runs! In fact, the Milwaukee machines, despite their earlier racing success, had gained a reputation as old men's machines - reliable and dependable, but without the performance of an Indian or [[Excelsior]]. The 45ci (750cc) [[Indian Scout]] was a particular problem for Harley dealers, and the Founders' response (which Walter Davidson had promised to shareholders in 1927) was the model [[Harley-Davidson D|D]], better known as the 45. Like the Scout, it was a 45ci side-valve V-twin. Unlike the Scout, it was slow and gutless, unable to reach 60mph (97km/h) where the Scout could top 75. A carburetor kit had to he rushed into production to improve power, and to add salt to the wound, the distinctive vertically-mounted generator was prone to failure. The 45 had clearly been rushed into production without proper testing.  In time, it developed into a thoroughly reliable machine, powering the wartime WLA and the three-wheel Servicar.  But it was a long way from the care and diligence with which the first single had been developed. Was Harley-Davidson losing its way?

Available in 61ci (1000cc) and 74ci (1200cc) forms, it wasn't cheap ($50 more than the equivalent 1 cam) but it was said that a good 74 would reach 100mph (161km/h). No longer need Harley-Davidson riders be embarrassed on club runs! In fact, the Milwaukee machines, despite their earlier racing success, had gained a reputation as old men's machines - reliable and dependable, but without the performance of an Indian or [[Excelsior]]. The 45ci (750cc) [[Indian Scout]] was a particular problem for Harley dealers, and the Founders' response (which Walter Davidson had promised to shareholders in 1927) was the model [[Harley-Davidson D|D]], better known as the 45. Like the Scout, it was a 45ci side-valve V-twin. Unlike the Scout, it was slow and gutless, unable to reach 60mph (97km/h) where the Scout could top 75. A carburetor kit had to he rushed into production to improve power, and to add salt to the wound, the distinctive vertically-mounted generator was prone to failure. The 45 had clearly been rushed into production without proper testing.  In time, it developed into a thoroughly reliable machine, powering the wartime WLA and the three-wheel Servicar.  But it was a long way from the care and diligence with which the first single had been developed. Was Harley-Davidson losing its way?