Ed Youngblood’s Motohistory News March 2008

20 Фев 2015 | Author: | Комментарии к записи Ed Youngblood’s Motohistory News March 2008 отключены

A technical history

By Ralf


Horex is best today for its Regina and Imperator of the 1950s. However, the brand has a history dating back 85 years. For an excellent overview of history, one need only Horex, an exhibit in Bad Homburg, the town where the motorcycles designed and built. The exhibition was by Michael Wiring’s Central-Garage and Böttcher.

President of the Horex Taunus. Most of the motorcycles on were supplied by Reinhard from Trebur. This exhibit well illustrates the of the brand, some of the milestones and examples of which are described

Horex was founded in 1923 by Friedrich Kleemann , the owner of a preserving glass company, and his son Fritz was interested in car and motorcycle and he persuaded his father to buy Columbus-Motorenbau AG, a subsidiary of the famous Columbus located in nearby Oberursel. Flugmotorenbau had built the nine-cylinder engine Ur-II for Fokker triplane that Manfred von Richthofen used in WW I. Among things, Columbus-Motorenbau company auxiliary engines, and it became the facility for the newly-founded Horex so named from the first two of the city of Homburg, plus company Rex.

1923 : This auxiliary engine be considered the germinal seed of the motorcycle brand. Designed by Freise, chief-engineer at Columbus, little OHV four-… motor was light and technically advanced, simple. As pictured here, the cylinder/head was screwed to the cases the help of a revolving thread and with a counternut, so compression be varied.

Its capacity was 63cc, a 40mm bore and 50mm The parallel valves for inlet and were driven by short from a pivoted camshaft high in the cases, located the cylinder. Power was 1HP@3000rpm.

The was a slow seller and not profitable, by hyperinflation of the German currency of the which contiued until 1923. Even when the was stabilized by the newly-created Rentenmark, did not improve much because the engines of the era were cheaper. of the Gnom ended in the middle of the in 1924.

1926 Horex 500 SV : model was the first 500cc in early history, inspired by the horsepower Sunbeam engine, an of which Friedrich Kleemann had from from England. The SV engine made use of two cams. Its crank is 110mm and its bore is Power output was a gentle and together with its three-speed it could reach a speed of

Of special not is its Druid front

1928 Horex T5 : In 1927, Fritz Kleemann hired a designer named Herrmann To Reeb, Kleemann handed the Sir Harry Ricardo bible for the of modern, fast-running internal engines, and encouraged him to create for a more modern engine. Reeb is to be considered a designer of ability who always took to provide advanced and modern but a man plagued by limited resources.

His was innovative, but could have from more development as proven later by Richard development of the extremely successful engine. One of Reeb’s first was to design a new frame, front and a detachable aluminium head for the 500SV, in which the valves and springs were enclosed. these improvements, the model changed to T5, which delivered

1930 Horex S5 500 Sport: Reeb worked on a new 500 ohv sport in 1927 and 1928, it would been too expensive to build in the quantities the company was likely to Sturmey Archer engines a lot cheaper and readily available, so they were used by in 1929. With the decision to use a engine, Horex found in good company with German brands, such as

They also used the Phyton engine in their Sport model since the OHV singles of the 1930s were as the benchmark for performance. The SA engine 20 horsepower, and its top speed was a sporting

1932 Horex S8: Around and 32, Reeb started the secret of a parallel twin with overhead-cam and a center-bearing for the crank! By 1932, he demonstrated this to his superiors. Kleemann’s first was lukewarm, because he thought it be too soon to introduce such a big since the Great Depression was not yet

Industrial production had been off 1929 when the stock had lost two-thirds of its value. But the market began to recover in the of 1933, and Kleemann approved of the new model. Two versions were

The 600cc S6 (65mm x 90mm) 24HP@5000 rpm, and the 800cc S8 x 90mm) produced 30HP

This engine, in my opinion, is a closer look. It has a aluminum three-piece, vertically-split crankcase an integrated oil tank in the rear The center case accommodates the bearing of the fully-built crank, uses roller bearings The separate throws of the 360 degree are pressed and screwed together on

The primary drive is on the left of the engine. On the right is the chain to the single camshaft, which in a separate casting mounted on top of the A second chain drives the oil pump and magneto, which is on the rear of the cylinders to provide the for an even fireing order.

The train is hidden and sealed the outer elements, as is the cam chain, runs in a case on the right. is done by a Weller-spring, which compensates for expansion of the engine by heat. The transion from the chain case to the horizonal case and rockerbox is devided and to resist the different expansion of aluminium chain case and the iron cylinders and heads, are screwed down by eight to the crankcase.

One problem with engine is its shortage of oil supply and to the cam and rockers when it is first This deficit led to premature of the cam lobes and rockers. But one must the lack of adequate valve and stem seals of the period, would have led to high oil ond over-oiling of the valve train.

why early OHC engines were as oil-suctioners by customers for a long

My first thought about engine was to compare it to Val Page’s conservative 1933 Triumph twin, which established the English-School vertical twin, Edward Turner leveraged to a in 1936 with his famous Twin. One of the few things both the of Page and Reeb have in is that they were primarily for sidecar use, and had resounding success in its field. than 150 Horex S6 and S8 motorcyles built, and an additional batch of was sold to Tornax, another motorcycle company.

The 1933 engine with bronze and aluminium cylinders (pictured and to the right with super-charger) is an rarer engine, built for With such a motor, to 1000cc and outfitted with a racers Braun and Badsching won the German Championship for sidecars. engine offered many for power-boosting modifications. On the left of its cases you see an additional screwed on which does not appear on the engine.

This can provide provide against breaking primary which were not uncommon, with the high load of a

1934 Horex S64 : With the success of the expensive models S6 and S8, decided to provide a more engine. He may have been by Rudge’s impressive racing and good sales in Germany. solution for a cheaper, modern was to use a modified T5/6 crankcase for a new single with an OHV, head. This engine had a … of 103.5mm and a bore of to provide more space for the valves.

The first generation of located the sparkplug on the left of the combustion chamber, which in slow burning and excessive a problem Reeb hoped to with extensive finning of the and cylinder. It did not work because cracked between the two wide-spread valves. The relocation of the sparkplug to the of the head reduced the problem.

A ge neration of heads with enclosed valves and rockers had problems with overheating. the spark plug was located on the of the head again, then was relocated to the center.

It should be that despite these which occured mostly sidecar use, the S64 was a rather motorcycle in its day, known for its and smooth-running engine and a very frame. And it was the first German engine produced in serial-production. two years of production the motorcycle was In this connection, it is important to that there was not the demand Kleemann had hoped for such a motorcycle.

There were like BMW and Zündapp that shared a small market. So the motorcycle underwent no further Less than 1,000 of the S64 built.

1938 Horex S5 500 / Horex S6 600 : Kleeman did not give up, and designed a new, much design, designated the S5 and S6, which was influenced by the Schell-Plan, a pre-war that organized production and for of machinery for military use. Plan dictated that all design elements had to be abandoned. here are the 1938 S500, developed 22HP, and its big brother, the S600.

The OHV engine uses more the crankcase from the and T600 side-valve engines. engines ran flawlessly, and were and competitive with most designs of the period. A distinctive is the smooth pushrod cover, may remind one of the contemporary BSA singles.

it is considered as the most beautiful of the brand.

1939 Horex SB 35 : In my opinion, the accolade for beauty is to this model as well. The was a team effort between and Richard Küchen, known as a of smooth line and elegant who worked for the Bad Homburg brand the outbreak of the Second World Previously, Küchen worked for where he created 200cc and two-… singles and the K-series twins as well as the 800cc four.

Küchen also for TWN, Ardie, DKW, Hoffmann, and Tornax/Opti.

The SB35 was a model for Horex and became the for the successful Regina and Resident Approximatly 11,000 engines sold to Victoria in Nürnberg for its Pioneer, a dispatch-motorcycle for the German The engine is a 350cc unit-construction, 18HP. Its valve train is enclosed and of a markedly smooth The SB35 shown on display is taken to motorcycle races

It has been increased to 20HP and can a speed of 94mph.

1949/1950 500 DOHC Twin-Racer : The DOHC-engine of racer has nothing to do with the simultanous developed of the first engine. Soon after the it became clear at Horex the single-cylinder bikes of Friedel and development engineer Harald would have no future as motorcycles. So, a new 500cc DOHC was drawn from scratch 1948 and 1949, and built in as a one-off product. This is enormous!

Its head protrudes so much there is no further space to a fuel tank, which had to be under the seat. Unfortunately, the attempts to find the engine’s were marked by serious problems. In consequence, the engine was put and Reeb’s new Imperator 500cc designed for a street motorcycle, got

Some of these were for racing.

The DOHC engine was to privateer racer Ernst , who introduced it in competition in spring, By mid-season he had already developed an engine, using molding and some finished provided by In many respects, it was a fully engine. Fortunatley, the one-off engine was saved, and it appears in the exhibit in a recreated chassis accurately from factory-drawings.

The has the same dimensions as the Imperator thus 65mm bore and …. The included valve is 83 degree, and the steep inlet is correspondingly arranged so the flow is against the valve disk. The are driven by intermediate gears the crank, which also the two magnetos — one for each – then with a central to the cams. The gearbox, by Hurth, is a transmission that can be fitted into the cases.

The power of the should be 45 to 48HP@8500rpm.

1951 500 SOHC Imperator Prototype : here is the 500cc OHC prototype was announced to be produced for 1952. some time delay, it was at the International Bicycle and Motorcycle in Germany in September, 1952. But it was not yet ready for productin.

Development of the SOHC twin ran into a lot of There was a problem with the fittings for the crank, which to twist with high speed. There was trouble with oil delivery and supply, and the gear was a field of constant Additionally, the chassis was weak.

struggled for solutions to all of these This, along with the of some racers based on the new twins, had serious financial and finally the whole development was

The earliest possible date for of the new Imperator twin would been 1953. That in an era when the sales expectation for motorcycles was declining in the occupied which was already shared by Zündapp and BMW. Instead, concentrated on its 350cc Regina more (pictured below), the Horex Imperator 400cc a totally new design by engineer Gunkel was launched in 1955, was too late for a newcomer in a declining in West Germany.

1951 Sport and 1956 Horex GS 250 : The first efforts to gain a in Geländesport were made Reginas in 1949. Special-built cylinderheads, made from or cast iron, were on these bikes. In 1950, Oelerich, a well-known Enduro was hired to supervise the new off-road of Horex.

He was the top works rider at the time, and together with works rider Hugo he developed a chassis with fork in front and a new aluminium-alloy head, which appeared for the time on the 1951/52 Regina Although the duo claimed many medals and other good in competition, the factory program to an end in 1954.

At the beginning of 1954, Heinz Radtke got the task of a new four-… single as a replacement for the The Resident prototypes, built in 250 and capacities, were ready a year and presented in the spring of While the 350cc engine a class-leading 24HP@6500 rpm, the 18HP 250cc sister overstrained with its hefty of 170kg.

Consequently, the 1956 Horex was built in a small batch of 30 units, and these were to United States only, for a few that were allocated to German competitors. The new German Enduro Championship, which was in 1955, was dominated by the lighter and specialized two-… Sportmaschine, the 250cc Maico.

1964 Petith-Special 700 : The year 1964 hit bottom for sales of motorcycles in Germany. Only about units were sold, and the that did not disappear were to survive. In 1956, there was the (elephant’s meeting) at Solitude Stuttgart, and from 1961 to at Nurburgring, initiated by journalist Leverkus.

Originally, he just to see whether there were other enthusiasts with KS601s, a bike he owned at time that he called the elephant, who would like to At the first meeting, there 20 participants. The main topic discussed was the segregation of motorcyclists.

The topic was what should be the motorcycle. They imagined a that would be strong and and to rival an automobile as much as it probably should carry a for accommodation of a small family. The of a motorcycle buffalo was born.

idea was on most German minds for more tha n a decade, ct from a different view by a younger generation that with the onset of a motorcycle boom in West Germany in the

So with this sociocultural in mind, it is no wonder that not Friedel Münch had plans for a but Alfred Petith also for his 700special. Petith was a former at Horex, working in the research and center, and had bought many parts when Horex was by Daimler-Benz in 1960. For his Buffalo, heads, and pistons came from the 350cc Resident.

are from the Resident, but are heavily rewelded for the accommodation of two cylinders. It has a crank with a crankpin for two rods. To cool down the cylinder, which is blocked by the cylinder, Petith installed a oilpump for more flow. The is originally from a Resident 350 and was a point, as it was overstrained with the that has been increased to at 40HP.

A complete new frame was but the result was worth the effort, the frame nestles so nicely the elegant engine. This motorcycle reminds us that were still dreamers and of conviction in West Germany the 1960s when most had abandoned the two-wheeled market.

All by Ralf Kruger.

Brooklands to return

for 100th birthday

By Mick Ducksorth



The that won the first official race on England’s Brooklands (pictured here) will to the historic venue in full order precisely 100 years It was on April 20, 1908 that the NLG, ridden by fearless Cook (pictured below), Britain’s best to win a two-lap on the banked 2.7-mile track by a averaging 63mph. To commemorate the 100 th of the inaugural two-wheeler race on the first closed motor track, a Brooklands Motorcycle meeting will be held on 20, with 200 racing machines of all in action.

Fortunately, the first has survived, but not without an heroic by Britain ‘s National Museum. The single-speed NLG V-twin was by Cook’s family until the when it was acquired by Motor staffer John Griffith. restored it, but did not believe it could run again.

It resided in three museums, the being the National Motorcycle located at Birmingham. which the NLG after Griffith ‘s … in a road accident. A of the 2003 inferno at the Museum, the burned racer was meticulously by London-based early motorcycle Simon Miles. He rebuilt the Frères motor, which out as an 80 x 98mm (985cc) unit had its … shortened by 4mm for racing.

the main bearings and the ‘knife and big-end, all with plain he noted early 20th tuning in the form of lightening drilled through the rods and the pistons. Ports are cut in the lower walls, apparently to vent the and the cylinders are copper-plated to aid heat The original ignition coils long lost, so Miles modern items in cases match old photos showing coils on the frame top tube.

He made a period points to replace the burnt-out original.

NLG for North London Garages, the repair depot where worked for his sponsors, the Forster The 130lb Brooklands winner was with cycle fittings Chater Lea, a leading at the time (To read a brief about the Chater Lea, go to News views 1/18/2008). The bicycle-type front fork is with extra tubes and the is set well back to allow a crouch for maximum speed.

Cook built an NLG with a JAP engine for 1909 and hit an unofficial at Brooklands, but found the monster to hang onto. It may have the pounding he received that led him to Air Springs Ltd, where he develop the ASL motorcycle with and rear pneumatic suspension.

historic Brooklands racer the National Motorcycle Museum join the Centenary festivities. It is a Blackburne-engined Grindlay Peerless here) used by rider-tuner Lacey to average 100mph for one at Brooklands in August 1928. as a heap of parts in the seventies, it was by Brooklands historian Gerry before acquisition by the Museum.

is preparing it for its April 20 outing, it will be tended by Belton, who the recently-released “All the years at This superb 272-page is a sequel to the late Dr. Joseph 1968 book “The Years at Brooklands,” and is published by Publications (ISBN 978-0-954 Grindlay Peerless also a batch of Lacey replicas nearer-stock engines, and a surviving will be in action at the Centenary.

own record-breaker was bought by another legend, Eric Fernihough, who it to riders seeking the prestigious Star lapel badge to anyone lapping the banked at over 100mph. Bill later became a Norton tuner, preparing Mike 1961 Senior TT winner, and on development of Jaguar’s 5.3 litre V12 launched in 1971.

For information the Brooklands Museum. click To contact the National Motorcycle UK, click here .

Photo of NLG courtesy of the National Motorcycle UK.

Photo of Will Cook NLG courtesy of the Brooklands Museum .

of Grindlay Peerless courtesy of Belton.

( 3/27/2008 )

For photos of the Annual Arizona Antique and Enthusiast’s Motorcycle Show of 16, taken by Doug Klassen . here. Klassen is also the of the always interesting and entertaining blog “ Forty Years on Two .” To check it out, click .

“ Indian Wrecking Crew ,” a picture to be narrated by Jay Leno . is in the and should be released around For more information, click .

For a YouTube movie of Jody at Laconia . click here. is a series of four segments, so be to click to the others as well.

Antique Motorcycle Club of President Peter Gagan that he is launching a new television called Pete’s Garage , will cover motorcycle and special events, such as the Concours, the Davenport AMCA the 50th Anniversary Brough and England’s pioneer run. For a click here. Gagan If it doesn’t work out, at least have some home movies.

Ken Gross is known as a respected historian and in the four-wheeled world, but there is a spot in his heart for the motorcycle. For as a director of the Saratoga Automobile he was instrumental in organizing that first motorcycle exhibit year. And, he sometimes his four-wheeled readers to the joys of

To read his “ Ducati Dreaming: Certain Sound of a V-twin ,” here. For “ The Beeza in the Bedroom ,” here. And for “ Me and my (Vincent Black) ,” click here .

Jay Leno was so with “Flat Out,” Hatfield’s new book about Free , that he recently Jerry by his garage for a video After the video session, and wife Ella got a tour of cars and bikes. To see the video on Leno’s Garage,” click .

To see a YouTube video of bronze Ric Stewart discussing his bust of Penton . click here. is also the creator of BMW’s Award . which you can read at Motohistory News Views The same parties, Ted and Reb Guthrie . also posted a video Doug Wilford explaining how motorcycles got their model To view it, click here.

The are the official videographers of the Penton Group. To contact the Penton Group, click here .

To see a video of Jim Hoellerich’s vintage museum . click here. a dairy farmer in western and a great fan of the Spanish brands . host to the 30th anniversary of the ISDT, conducted in 2003.

You have to be able to read to enjoy Oberdan Bezzi wonderful retro renditions of motorcycle technology. Click .

For that spare $35K you lying around, you can have a new track repli-racer . Click .

To read about Roland . the man who made BSA s go faster and live than they probably should have, click .

IJMS arrives

( 3/25/2008 )

The 2008 edition of the International of Motorcycle Studies has arrived, on screen. In addition to video and reviews, the main features Lisa MacKinney’s analysis of the Las’ song, “Leader of the Barbara Broadman’s account of her of the motorcycle odyssey of Che Guevera, and Biberman’s reflection on the iconic and significance of the Vincent Black To read it, click here .


Other articles of the category "Indian Chief":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.