American Iron Magazine Presents 1001 Harley-Davidson Facts. Tyler GreenblattЧитать онлайн книгу.
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