37 By 1914, almost all models could hit more than 60 mph. This excluded the singles, which were produced in low quantities. Both speed and weight increased every year after that first motorcycle was built in the woodshed, but the coaster brake in the rear hub remained almost unchanged. A new internal expanding band rear brake was introduced in 1914. A precursor to the drum brake, the more powerful rear brake could be applied by reversing the pedals (as on some children’s bicycles), or by using a brake pedal connected to the rear hub by a linkage. The first footboards were introduced along with the new brake pedal, which made long-distance cruising and short jaunts much more comfortable for the rider.
38 Now officially made by Harley-Davidson, the 1915 sidecars received an updated chassis and longer body. Automobiles were now accurately seen as the future of transportation and motorcycles were viewed as enjoyment. The Motor Company advertised the sidecar as a practical way for a whole (small) family to travel economically and enjoyably. A pair of leaf springs on either side of the sidecar made it a remarkably comfortable ride by 1915 standards. Even so, the automobile was tough competition.
39 The Harley-Davidson motorcycle, with the addition of a sidecar, had proven itself a valuable asset to businesses. In 1913, the company expanded its commercial offerings with the Model G Forecar. The Forecar was based on the standard V-twin frame, except that it had a subframe in front to hold a large storage box, which was flanked by a pair of wheels. Two outriggers under the steering head controlled the wheels with a regular handlebar. It used the automobile-style point and go method instead of the motorcycle’s countersteer method. The G was built for only three years, likely because it was difficult to operate and the air-cooled engine became extremely hot from the lack of airflow around it. Some Forecars were even produced with skis on the front and a spiked tire in the rear for use in the snow. It’s believed that only approximately 330 were built. One beautifully restored Forecar makes regular appearances at Harley-Davidson Museum events, and always draws a good crowd.
40 What’s the most important feature that motorcyclists look for in a tire? Because the loss of traction can be disastrous, most likely you’ll want a tire that doesn’t slip, slop, or skid during maneuvers. Throughout the 1910s, Firestone, the primary supplier of tires to The Motor Company, wanted to make this necessary feature of its tires known. Instead of using what are today called traction grooves, Firestone simply used the words “NON SKID” across the tread. What could be safer than that?
41 Just about everyone should already be familiar with the braking system on the early Harley-Davidsons. Just like on your first bicycle, Harleys used a coaster brake that applied braking force to the back wheel when the rider backpedaled! This system worked well enough until a more powerful drum brake replaced it in 1914. Originally, H-D’s coaster brake system was supplied by Thor, which made many different parts for small motorcycle manufacturers.
42 Just because the early Harleys look like there’s nothing to them, don’t be fooled; they’re just good at hiding all the ugly parts. The single-speed bikes, including those made in 1915, had enough space between the engine and rear fender to position a large metal case along the rear of the frame’s center downtube. It follows the curvature of the fender in the back and blends in seamlessly; but its aesthetic and practical use doesn’t stop there. The compartment housed the motorcycle’s tool kit, spare parts, and, if applicable, battery and associated wiring; they were safe from the elements and from thieves. It also keeps the bike looking simple and clean.
43 In 1914, with the addition of the 2-speed rear hub with chain drive and the subsequent changes in the pedals, the rear storage compartment changed shape and became a little smaller. When the 1915 model with a big 3-speed gearbox was introduced, the size of the rear compartment was nearly halved. Even more wires and equipment were left outside to support the needs of the big V-twin.
44 Until 1909, all H-Ds came with a battery-powered ignition system; after that, the dependable magneto ignition system was an extra option. You’d just run the dry-cell battery until it stopped producing spark and then stop at the store for a new one. Dry-cell batteries can’t be recharged, so there was no way of reusing them once drained. Early ads place battery mileage at around 1,500 miles. And anyway, and trickle chargers weren’t available back then.
45 The earliest image of a Harley-Davidson motorcycle comes in the form of a line drawing believed to be by Bill Harley, which appeared in the April 1905 issue of Cycle and Automobile Trade Journal. The motorcycle in the drawing uses a small seat and low handlebars, which indicate a racing machine, unlike stock bikes that had a large seat and handlebars that looped farther back. This marks the first known advertisement for a complete Harley-Davidson motorcycle.
46 That first advertisement described the 138-pound motorcycle’s special features, which included a low-hung engine for a well balanced, easy ride (something Harleys still make a point of) and large gasoline and “lubricating” oil tanks. By using the grip throttle control, the rider could adjust speed between 5 and 50 mph. The frame was listed as being 21-1/2 inches, presumably using bicycle-style measurements, with a 51-1/2-inch wheelbase. The 2-inch tires were included with the motorcycle although the buyer could upgrade to a 2-1/4-inch set. The cost was $175.
47 The earliest known photo of a Harley-Davidson appears in the April 1905 issue of Automobile Review. It differs from the line drawing in Cycle and Automobile Trade Journal in several respects, giving credence to the idea that these bikes were being improved with each new construction. Taller handlebars and a larger, sprung seat indicate a true street machine, although the lack of fenders suggests that The Motor Company still wasn’t producing fenders yet. The other big differences are the locations of the coil and battery box. In the drawing, the coil is mounted below the seat and the battery box is beneath the gas tank. However, the photograph shows the coil underneath the gas tank and the battery box mounted on top of the frame’s rear tube, above the tire.
48 The first use of fenders, or mudguards as they were called, was in 1905. Prior to a photograph of racer Perry Mack in the June 12, 1905, edition of the Milwaukee Journal, there is no evidence of a Harley-Davidson using mudguards (or fenders). Mack’s H-D, which had just won a major race the week before, breaking a Wisconsin speed record in the process, is clearly seen equipped with front and rear fenders. A photograph taken in 1906, of a 1905 model delivered in April, also shows that model with a front fender (the rear fender is hidden from view).
49 Although the Harley-Davidson loop-style frame looked nearly identical to that of the Merkel motorcycles being built across town, Bill Harley and Bill Davidson made one key improvement to strengthen the frame. The Merkel’s exhaust system ran through the frame tubes to hide what is generally considered an ugly necessity. Harley-Davidson firmly believed that drilling holes, regardless of the heat’s effects, greatly weakened the frame. Although it looked good, H-D was more focused on durability and serviceability than good looks, and pointed out this major difference in a brochure sent to potential customers in late 1905.
50 Harley-Davidson discovered the importance of a strong frame neck early on; so much of the force imparted on the front end found its way to the frame. In 1906, it began using a new one-piece frame head that was cast as one part instead of several parts that were then brazed together. It made the frame much more durable. A strong steering head and neck is the hallmark of a Harley-Davidson frame today.
51 Bill Harley’s first known detailed plans for a motorcycle engine are dated July 20, 1901. They contain the specifications for the very first Harley-Davidson engine, which include the use of 4-inch flywheels. The plans are labeled “Details of 2 × 2-1/4–inch bicycle motor.” It gives some idea of the boys’ early intentions for their engines.
52 Bill Harley and Arthur Davidson created their first engine in 1901 with help from their coworker Emil Kroeger, who was familiar with French motor bicycle engines. The first single-cylinder, four-stroke, de Dion–type engine was first put into a chassis in 1903 and ridden by Walter Davidson. Some dispute exists regarding the dimensions of that first engine because an early source mentions it having