Classic To Modern Age Journey 30+ Pics Of Harley-Davidson

19 Май 2015 | Author: | Комментарии к записи Classic To Modern Age Journey 30+ Pics Of Harley-Davidson отключены
Harley-Davidson XR-1000

Classic To Modern Age Journey 30+ Of Harley-Davidson

American motorcycle Founded in Milwaukee, Wisconsin, the first decade of the 20th it was one of two major American motorcycle to survive the Great Depression. also survived a period of control and competition from manufacturers.

The company sells (over 750 cc) motorcycles for cruising on the highway. Harley-Davidson (popularly known as “Harleys”) a distinctive design and exhaust They are especially noted for the of heavy customization that rise to the chopper style of motorcycle. for the modern VRSC model current Harley-Davidson motorcycles the styles of classic Harley

Harley-Davidson’s attempts to establish in the light motorcycle market met with limited success and largely been abandoned the 1978 sale of its Italian subsidiary.

Harley-Davidson sustains a community which keeps active clubs, events, and a museum. of the Harley-Davidson brand and logo for $40 million (0.8%) of the company’s net in 2011.

Harley-Davidson 1903-1928

At the of the 20th century, motorcycle was already well underway in but still in its infancy in the U.S. Yet by the William Harley and brothers and Walter Davidson pieced their first motorcycle in there were already a of other domestic manufacturers, most were little than backyard enterprises. them was the Indian Motorcycle founded in 1901, which later become Harley’s competitor.

That first differed little from motorcycles of the time, essentially a bicycle powered by a simple motor that drove the wheel through a leather The normal pedals and chain in place so the rider could the bike up to speed to start the as well as lend a little leg when ascending hills.

the 10.2-cubic-inch single-cylinder motor was after an existing design, part was made by hand. It to wheeze out only enough to propel the machine to a brisk pace. A second example a larger, more powerful followed, and it was this machine formed the basis for the early versions.

Three motorcycles were that year, and the Harley-Davidson Company was in business.

Production to eight units in 1904, to 16 the following year, reaching 50 in when the original black was joined by Renault Grey. In to come, the company’s quiet and grey paint would riders to nickname Harleys the grey fellows.

With the for more speed came the for more power, and Harley-Davidson with its now-famous V-twin Introduced at a motorcycle show in 1907, the first production was released in 1909 with intake valves and belt normal Harley-Davidson practices at the

Problems surfaced early and the was pulled after that but the V-twin returned in 1911-1928 mechanically actuated intake-over-exhaust valves and a belt tensioning With that, a legend was

Harley-Davidson 1929-1935

Harley-Davidson’s flathead V-twin was a 45-cubic-inch used in a new bike called the D, which was intended to compete the highly successful Indian The 45 would prove to be a versatile and power plant as it remained in until 1973. Along the way it duty not only in street but also in three-wheeled Servi-Cars, WLAs of the 1940s, and WR racing of the 1950s.

Larger 74- and 80-inch Big flat-heads followed, but neither was as or long-lived as the under-stressed 45.

Though (also known as side-valves) theoretically less efficient overhead-valve or even F-head over exhaust) configurations, were far easier to service and had to the point where power was competitive-both of which had been and capitalized upon by Indian. horsepower charts showed that flatheads slightly out-produced its F-heads, most of the advantage (surprisingly) at high rpms. figures were reflected in performance, where flathead didn’t accelerate quite as due to a sizable increase in weight, but had higher top speeds

Unfortunately, the flathead models just months before the market crash of October 29, During the depths of the Great that followed, Harley’s fell to less than a of what they’d been the crash. But the company managed to its head above water many others were under, and as the economy began to in the mid-1930s, Harley found with fewer competitors and an clientele.

Harley-Davidson 1936-1947

It long after the introduction of the V-twins that Harley-Davidson working on a new overhead-valve version. is surprising not only because so time had elapsed since the debut (the previous IOE was on the market for over 20 years), but because the initial decision and work took place the darkest days of the depression.

Of Harley wasn’t really any new ground here, as the company had overhead-valve singles on and off for many But along with the new motor’s valves came a re-circulating system and that was new to Harley-Davidson. of it, the overhead-valve mechanisms were now early models proved far oil-tight.Harley’s contemporary flathead Big displaced 74 and 80 cubic inches latter added in late but the new motor was sized at only 61 inches

Due to its more efficient design, however, it put out more According to factory engineering late F-head and early 74s both put out about 30 horsepower. high-compression flatheads were at 36 horsepower, but that was still shy of the 40 claimed for the new overhead-valve motor.

official name for the overhead-valve was the “61 OHV,” but riders soon it the “Knucklehead” due to its valve covers, looked like fists two knuckles sticking out. powered by the new V-twin were the E-Series: E models had lower compression giving 37 horsepower, ELs had 7:1 compression and 40 horsepower.

In 1941, a larger 74-cubic-inch of the OHV appeared under the F-Series Shortly thereafter the 80-inch was dropped, but the 74 flathead remained through 1948. World War II prompted a military version of the Forty-five and a horizontally opposed flathead with shaft drive was designed for desert use. The was called the WLA, and 88,000 built for use by U.S. troops.

The XA model didn’t fare as only 1,000 were and none saw action overseas. As it out, the revered Knucklehead only a dozen years on the (and World War II took a out of that), but its influence was far greater the figure would imply. It the basis for all Big Twins produced and that’s a legacy that be ignored or forgotten


Harley-Davidson was hard at work on an of the Knucklehead even during the years of World War II. Engineers the valve train to incorporate hydraulic lifters alleviated the need for constant adjustment, and the motor ran cooler to revised heads that now cast out of aluminum. The new heads capped by redesigned rocker that came out looking upside-down roasting pans, riders to nickname the new motor the Head.” It arrived for 1948, and that, a new era at Harley-Davidson was begun.

the following year were front forks, modern units that replaced the old design. Besides doubling the of available wheel travel, also lent a cleaner to the Big Twins. So monumental was this that the company referred to the themselves as Hydra-Glides-the first Big Twins were christened a name rather than a series designation.

 The few years brought only revisions, but 1952 saw the introduction of a option for the Big Twins. Like any from tradition, this arrangement took a while to on, but by mid-decade, most riders had the switch. Though hand-shift were offered by Harley all the way 1978, annual demand topped 200 units.

Perhaps the biggest news of didn’t have anything to do styling or mechanical changes, but to the motorcycle market itself. nearly 50 years as Harley’s the Indian Motorcycle Company closed its doors. Indian been on firm financial since before the war, and the new of foreign imports that hit shores afterward pushed the over the edge.

Harley-Davidson XR-1000

Yet despite demise, Harley soon itself struggling to survive-and for the reason. To combat the import Harley-Davidson brought out a string of offerings beginning right the war and continuing on into the mid-1970s. came S-125 two-… which remained in the line the late-1950s with only changes.

Meanwhile, the W-Series 45 was by the K-Series for 1952, the transformation a redesigned flathead V-twin in unit with the transmission, forks, and Harley’s first suspension system. The K’s 45-cubic-inch was enlarged to 55 cubic inches for and three years later the machine evolved into the overhead-valve Sportster.

After its 50th anniversary with specially trimmed 1954 (why 1954 and not 1953 is a especially since subsequent models would use 1903 as one), the next big change to the Big line came with the of rear suspension for 1958. that, the Hydra-Glide became the putting Harley’s big tourers on the edge of technology — well, 1930s technology, anyway.

alterations were made the next several years, but it until 1965 that a step was taken. In what turn out to be the venerable Pan Head’s season, riders were treated to the luxury of electric with the introduction of the Electra-Glide. Too Harley’s big touring bike was now and the Electra-Glide name endures to day.

Harley-Davidson 1966-1983

With the of an electric starter and the requisite battery, a fully dressed could amass a good 800 worth of resistance when it time to move out. countered with deeper-breathing heads for the Big Twin that in a 10-percent increase in rated Topping the new heads were covers that resembled an shovel, and enthusiasts quickly the new motor a fitting nickname.

going public with its in 1965, Harley-Davidson found facing ever-stiffer competition overseas manufacturers. Profits and the company’s financial picture bleak. Harley began buy-out and merger offers, and one materialized. In January of 1969, merged with sporting-goods American Machine and Foundry

 AMF supplied money to Harley-Davidson afloat, and in an attempt to a return on its investment, stipulated production and expansion of Harley’s of smaller motorcycles. Harley had with Italian partner to produce the single-cylinder four-… Sprint in the early 1960s, and now Aermacchi again for a string of smaller  t wo-… machines. These Harley-Davidsons in name only, and harmed the company’s image than they aided the line.

Though the Sportster saw an in sales during the 1970s, it as impressive in terms of profits-or control. The same could be for the Big Twins, while the smaller models just plain a beating. Yet there were bright spots. One of the company’s influential products debuted in as the FX Super Glide.

Designed by G.” Davidson, it earned the honor of the first factory custom. not an overwhelming success itself, the Glide spawned a number of styled along similar and these eventually became stock-in-trade. As the Motor Company on through the 1970s, it became apparent that hard lay ahead unless some were made.

Late in the decade, a handful of executives approached AMF with an to buy back the company AMF accepted, and in of 1981, Harley-Davidson was once in control of its own destiny. It wasn’t to be an easy trip back to but employees, dealers, and owners seemed eager to get on the road. And as any motorcycle journey, the first of business was to tend to the machinery.


The years immediately Harley management regained of the company saw more engineering than any other time the early teens. Shortly the buyback, belt drive primary (engine to transmission) and (transmission to rear wheel) was as were isolated engine and five-speed transmissions.

Not all models had these at first, but they were for the asking. The FXRS of 1983 anti-dive forks, and a new XR-1000 model featured an exotic aluminum-head motor based on the one for the XR-750 racer.

A new innovation the form of a new rear suspension that looked like the tail frames of old, but pivoted, extending springs underneath the bike. Harley it the Soft tail frame, and it soon be fitted to a wide of custom machines..

Today, occupies an enviable position in the world: Demand for its products far the available supply, and profits with stock prices) been soaring. Because and buyers have both left wanting, the company is to expand production in the coming to satisfy the appetite of enthusiasts.

Harley-Davidson XR-1000
Harley-Davidson XR-1000
Harley-Davidson XR-1000
Harley-Davidson XR-1000


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