Going To War Pt 1: The Dispatch Riders

   When World War 1 broke out in Europe, it was quickly apparent that all the technology advances of the late Victorian Era would play a part. "The Great War" would be the world's first mechanized war. The distance and scope of military movements were enlarged. Warfare was no longer a regional affair, it was now global. Communication between troops was critical, but more problematic.

Radio technology was still in it's infancy. The neccessary equipment was cumbersome and fragile and it was often plagued by atmospheric conditions. When it worked well, radio transmissions could still be easily intercepted by others. Often, carrier pigeons would be used, but the most reliable method was to send a courier to convey important documents and information. The days of mounted riders on horseback were all but over. Horses were limited in speed and distance before tiring and, if wounded, would leave the rider on foot and possibly captured. The relatively new development of the motorcycle seemed perfectly suited for the job.

  In August of 1914, just a month after hostilities began, Britain declared war on Germany. Probably the first nation to recognize the opportunities offered by the motorcycle, the British government called for volunteers to serve as motorcycle dispatch riders. Whether from patriotic duty or the lure of adventure, the public response wasn't only enthusiastic, it was overwhelming. Many were turned away, with more volunteers than positions available. The British offered volunteers £10 immediately upon signing up, 35 Shillings per week of service, and another £5 upon receiving an honorable discharge. Upon completion of service the volunteer's motorcycle would be purchased at the fair market value or replaced with a new, comparable model. Service was for one year, or until the ward's end.

  To qualify as a Dispatch Rider, certain criteria needed met for both the rider and the machine. The motorcycle was required to be at least 500cc in engine size, either a single cylinder or a horizontally opposed twin, and it needed a "change speed gear"... old English for a multi-gear transmission. The British manufactured Triumph Model H, known as "The Trusty Triumph" was the favored machine of the British (30,000 units built for the war), but many other motorcycles saw service with Dispatch Riders in WW1, such as Douglass, and the leading American brands such as Harley Davidson and Indian. 

  It was considered essential for the rider to be equipped to handle any mechanical needs that should arise, so they were expected to carry the following equipment. 

One valve complete with spring, washer and cotter

One sparking plug

One piston ring

A tyre repair outfit including spares for valve

A spare tube

A spare belt and fastener (if belt driven)

Spare link and a spare chain (if chain-driven)

Complete set of spares for the magneto

Selection of nuts and washers

Two valve cap washers (if used on machine)

Complete set of tools

Two gaiters for tyre repairs

A spare 'cover' to be carried by signal units for each machine (a tyre)

  

  Dispatch service must seemed rather dull for much of the time. Regular duty consisted of essentially running mail from Headquarters to various locations and back again, often delivering carrier pigeons to be used. It's been said that 75% of the service was uneventful, but that other 25%, would've been pure adrenaline...

 
  "Then came two and a half miles of winding country lanes. They were covered with grease. Every corner was blind. A particularly sharp turn to the right and the despatch rider rode a couple of hundred yards in front of a battery in action that the Germans were trying to find. A “hairpin” corner round a house followed. This he would take with remarkable skill and alacrity, because at this corner he was always sniped. Into the final straight the despatch rider rode for all he was worth. It was un-pleasant to find new shell-holes just off the road each time you passed, or, as you came into the straight, to hear the shriek of shrapnel between you and the farm."  -Adventures of a Despatch Rider by British Army Capt. W.H.L. Watson

  Meanwhile, on the other side of the world, events were unfolding in the Mexican desert that would change how motorcycles would be be used in warfare. 

To be continued...

  

Bloodsport Pt. 3: A New Direction

   After Eddie Hasha's horrific crash in New Jersey, racing continued on the boardtracks despite the outcries, which meant that the deaths continued as well. The next tragedy to make nationwide news came less than a year later. 

  Odin Johnson was born in Salt Lake City, Utah in 1889. He was working as a lineman for a telephone company when the racing bug caught up with him. He left his career in 1911 to pursue his fortune on the boardtracks, quickly earning the title of, "The Salt Lake Marvel." During his brief career as a motorcycle racer he was involved in several fatal accidents. At the end of a race in 1912, Johnson cut the power to his machine and steered toward the bottom of the track. A local police officer and amateur racer named Potter hit him sending them both flying... Potter was killed. About a month later, during a race, Johnson's motorcycle was clipped by racer Harry Davis and Johnson was sent crashing into the stands. A local girl named Grace Cunningham was killed and her four companions were injured, including Elizabeth Jensen. Odin Johnson and Miss Jensen became acquainted and built a friendship after the accident, and eventually were married. In July of 1912, it was Johnson's track owned motorcycle that Mat Warden borrowed and was found to have the axle sawn partially through, narrowly avoiding tragedy (discussed in the previous post). Despite his numerous close calls, Johnson wasn't deterred.

(Johnson is second from left)

  On July 30th of 1913 Johnson was racing at the Lagoon Motordrome in Ludlow Kentucky. The Lagoon Motordrome was a new track, having just opened on June 22nd, and was heralded as the safest of all the boardtracks. It was a circular track, 1/4 mile in length, with continuous 60° banking.

Running at the top of the boards, Johnson suddenly lost control of his motorcycle and veered towards the crowd. He struck a light pole, snapping it in half and splitting his skull, killing him instantly. The force of the blow burst the fuel tank of the motorcycle, which was immediately ignited by the live wires of light. Burning gasoline was thrown into the crowd...

"Mothers with babies in their arms were showered with blazing gasoline." -The Washington Post 

According to reports, a total of eight lost their lives, the youngest of which was 5 years old, and 35 more were burned. Earlier that same day, Odin Johnson had written home boasting of making the first payment on he and his young wife's first home.

  As city governments and newspapers began to condemn and restrict the "murderdromes", more and more racing events were beginning to be held on oval dirt tracks. The oval dirt tracks had been some of the earliest tracks used for motorcycle racing, but it's popularity had been eclipsed by the boardtrack craze. The appeal of dirt tracks climbed as the boardtrack death toll rose. 

  In 1921, at the Toledo Ohio Motordrome, the boardtracks claimed the life of one of the era's most popular stars, when Albert "Shrimp" Burns suffered a severe head injury in a crash. It was about this same time that the AMA began to bring formal structure to the dirt track circuit. The boardtracks were in decline. The maintenance costs to keep them operating was enormous. The attendance of the crowds was slipping. In 1928, one crash claimed the lives of eight riders, driving another nail into the coffin.

(Look at those twisted machines)

Then the stock market crashed in 1929. Numerous motorcycle companies folded. The public couldn't afford the luxury of attending  the races anymore and track owners could no longer afford the upkeep. By 1931, 20 tracks had been abandoned. The last of the boardtrack races was held in 1932. The bloodiest era of racing was over. 

  After the Great Depression only two motorcycle companies were left standing. Harley Davidson and Indian. Their rivalry wouldn't die with the boardtracks, nor would it be killed by the Great Depression. The two brands would continue battling head to head for dominance on dirt tracks, dried lake beds, in endurance runs across desserts, and pretty much anywhere else that two or more motorcycles could pair off. The competition sparked a rivalry that still stands. Later joined by manufacturers from around the world, Harley Davidson and Indian still battle it out on the AMA dirt track circuit to this day.

Bloodsport Pt. 2: Glorious Carnage

   Soon after the first motordrome event the fatalities started to pile up. An almost audible, collective gasp erupted from news headlines coast to coast, but was drowned out by the cheering crowds who turned out by the thousands to watch the spectacle. Just like the Romans of old, they weren't disappointed. The speeds, the closeness of the racing, and the primitive nature of the machines and equipment created a perfect storm of danger. 

  Often, signs of tampering would be found. In July of 1912 racer Mat Warden was riding a borrowed machine when an axle suddenly snapped upon entering a turn, causing him to suddenly veer to the bottom of the track. Upon inspection it was found that the axle had been partially sawn through in an attempt at sabotage. Although no one was hurt, it could have easily ended in disaster. After an investigation, the culprit confessed. Was it just an attempt at cheating, or murder? Who knows? The riders certainly needed no help in dying. Indian rider, Harry Glenn had a racing career that spanned from 1912 to 1924. During those 12 years, he was a pallbearer at the funerals of 19 of his competitors, but it wasn't just the racers that would risk their lives, many in the crowds would die or suffer serious injuries from riders and machines being thrown into stands. Bloodsport indeed.

  Almost every major motorcycle manufacturer in America fielded a sponsored team to take advantage of the sales to be made from success on the track, despite the bad reputation that was building. At the beginning, Harley Davidson, of the top three manufacturers, was absent. Company Co-founder Arthur Davidson was thoroughly opposed to the new style of racing, recognizing the dangers involved. In an editorial for a 1912 issue of The Harley Dealer he wrote, “Any dealer who contemplates hooking up with a promoter in the ‘murderdrome’ business, I have found it to be my experience, has nothing to gain and everything to lose. The board track game will work out its own destiny in a mighty big hurry." Although his words proved prophetic, Harley Davidson also joined the fray by 1914. Money was to be made and the competition was making it. 

  The young daredevils who competed were well aware of the danger involved. It was the thrill of life on the edge that caused many to leave good jobs behind to chase fame on the boards. One such young man was Eddie Hasha of Waco Texas.

  He began his racing career in 1911, setting a track record of 95 mph (153 km/h) at the Playa Del Ray Speedway in May of that year. Hasha raced one of the very fast and popular 8-valve Indian 61 cu. in. twins. By 1912, setting many records in the west, he had earned the nickname "The Texas Cyclone," and traveled east to compete on other newly built tracks. Already well known in the east as one of the best, he was asked about the dangers of the sport in an interview with the New York Times. His reply proved prophetic as well...

  “I suppose it’ll get us all each when his turn comes,” he said. “Oh, I know it’s a dangerous game, but I am stowing my money away in the bank and the wife will be fixed up if I go.”

  On Sept. 8, 1912 Hasha was competing at the Newark Motordrome at Electric Park in Newark, New Jersey in front of 5000 excited spectators. It was a brand new track, having just opened on July 4th of that year. The last event of the day was a 5 lap handicap race against five other riders. Eddie Hasha and Ray Seymour were the pros and had no handicap. The other four riders, as amateurs, were given a one lap head start. After the 1st lap Hasha was in the lead. In the 3rd lap his Indian began to misfire and he slowed. Ray Seymour took the lead as Hasha reached down to adjust the engine of his machine. Hasha suddenly began to accelerate, quickly closing the distance between he and Seymour. At 5:15 in the evening, on the last lap, at the height of the excitement, and at 92 mph (148 km/h) Hasha's Indian suddenly turned sharply up the track and into the rail. Witnesses said they saw his sprocket come loose. (Such as may be caused by a snapped axle...) Hasha and his motorcycle ground down the crude barrier for 100 ft. where three excited young boys had their heads stuck through to see the thrilling race. All three boys were killed instantly, one reportedly being  decapitated...“literally tore off the skull off a little boy who had been one of the most excited enthusiasts at the race,” according to The Washington Post. Hasha then hit a pole and his lifeless body was thrown into the crowd, described as "shapeless" due to the multiple broken bones. His now pilotless motorcycle bounded back down the track, hitting the last place rider Johnny Albright. Albright was pinned between Hasha's machine and his own, sliding down the track unconscious. He never regained consciousness, dying five hours later due to lung hemorrhaging. The spectators in the crowd panicked and trampled each other attempting to escape the carnage. The number of reported dead varies, but at least 8 were killed and over a dozen were injured. Emergency responders from throughout the city came to assist but it took over an hour to clear the stands.

  The tragedy made the front page of the New York Times and was the talk from coast to coast. The outcry from the public and the government was enormous. Two days after the horrific crash, on Sept. 10, 1912, the Washington Post lamented, “It is a commentary on American Standards that we take pains to prohibit prize fighting and horse racing in many States, and hold up our hands in horror at the suggestion of bullfights as a national sport, and yet flock in thousands to see reckless young men riding madly around a track sloping at a 50 percent angle glorifying in the thinness of the thread that divides life from death."

  A grand jury cleared cleared the track owners of any criminal negligence, but by December, motorcycle racing was banned in Newark and the track was closed. A civil suit was brought against the EMRA- Eastern Motorcycle Racing Association and was settled for $328. The Motordrome was sold at sheriff's sale to satisfy the $10,895 lien held by the carpenters who built it. It sat as a grim memorial of the day for three years before being leveled by fire in 1915. Many hoped, but few knew at the time, that it was the beginning of the end of the motordromes. But before the end would come, the carnage would continue, and in the end, it wasn't the carnage that would bring the end to boardtrack racing. 

To be continued...

Bloodsport Pt. 1

 

 You could easily argue that it was the thrill of bicycle racing that led to the development of the motorcycle. Motorcycles were practically born on the race track. The race tracks of the early 1900s consisted mainly of muddy horse tracks, runs from city to city, and banked oval bicycle tracks called Velodromes. Speed was like a drug and higher speeds, the only fix. As engines grew in size and power the speeds increased. The bicycle Velodromes were soon too small, not only for the speeds, but for the enthusiastic crowds as well. Two far sighted men presented the solution. One with an inspired idea, and the other with the know-how and drive to turn it into a national sensation. 

  As a young man Fred Moscovies spent some time in Europe where he developed an interest in bicycle racing. Hanging around the tracks, he soon came to know the big names of the sport, including John "Jack" Prince. After returning to America, life took him to Los Angeles working as an electrician. While there, he again became involved with the local racing community. He soon saw the increasing need for a suitable location for competition, both for motorcycles and the budding sport of automotive racing.

    Moscovies had learned of the Indianapolis Speedway built by Carl Fisher and believed that southern California was the perfect location for a similar speedway. He soon had a group of potential investors and presented his idea. His dream was a track built of wood based on the design of the bicycle Velodromes, only much larger, a circular, banked track, like a large wooden saucer.

Moscovies told his investors, "Nothing can be as cheap, as fast, or as safe. And I know just the man who can build it for us." Soon $75,000 was raised and work began on America's first boardtrack in Playa Del Ray, CA, opening for business in 1910.

  The man that built it was John Shillington Prince. John "Jack" Prince was born in England in 1859 and grew up with a passion for athletics. He was playing Cricket by age 14, a professional bowler by 17, and then he found his niche, professional bicycle racing. By 1880, at age 21, he had become the high wheel bicycle racing World Champion. He traveled to America to use his talent and fame to promote English bicycles in the American market. He quickly achieved success on the American professional racing circuit, reigning as the undisputed American Champion until 1885. By 1889 Prince had moved on from racing and selling bicycles and became involved in the design and construction of Velodromes, quickly gaining a reputation as the leading expert. After joining with Fred Moscovies to build the Playa Del Ray Speedway, Jack Prince's career took a new direction and he became known far and wide as the man to call to bring boardtrack racing to your town.

  Ever the showman and promoter, Prince would arrive after being contracted by a city for a new track and gather the press. A proper English gentleman with his accent, groomed mustache, and trademark Bowler hat, he'd impress the gathered crowd by pacing off lines and driving stakes into the ground. Never seen to work from formal plans or drawings, he'd take control of every aspect of design and construction. Hundreds of workers would be hired, tons of nails and iron spikes would be ordered, and millions of board feet lumber would begin to be delivered. The track surface would be constructed of rough cut 2 × 4s stacked side by side. Above the track surface grandstand seating would be built, with very little separating the racing on the track from the spectators in the seats. Towers would be built for spotters, press, and track officials. Upon completion, Prince would turn over managment of the track and leave for the next location to begin construction of another. Of the 27 boardtracks spread across America, Prince designed and built 17 of them.

  Designed for use by both automobiles and motorcycles, the tracks were designed from the ground up for speed. Today's NASCAR Talladega Speedway is famous for it's exciting racing with the circuit's highest banking at 33°, yet some of the boardtracks of the early 20th century claimed bank angles of 60° or more with most no less than 45°.

The speeds achieved were incredible. Instantly popular with all ages, the tracks would draw crowds of 10,000 or more. It was the most thrilling attraction since the days of the chariot races of the Roman Coliseum, and would prove just as dangerous. They were soon given the title of "Motordromes".

  Auto racer Barney Oldfield would describe the thrill vividly... "The board speedway will always be the big thrill provider. The speed is terrific and every second every driver is in front of the spectators. They do not go out of sight behind trees or buildings. There are no distances so great as to dwarf cars and drivers below the power of vision to distinguish between them. There is no blinding dust to hamper drivers and obscure them from the spectators. Every second the battle between nerve, wits, and mechanical genius is in plain view. The very shape of the track is for speed. The 40% bank in the turns acts as a propeller which will force cars to exceed their engine capacity."

  The modern gladiators that fought for glory in these arenas were a special breed. Whether due to bravery, daring, or just plain insanity, who's to say? The mechanical steeds they rode were built for one purpose and stripped of anything deemed unnecessary.

  They were typically powerful V-twins, tuned to a higher state than their production counterparts. They had very narrow tires, no suspension, no clutches, no throttles, one gear, and only ran at wide open speed... they also had no brakes.

After being pull started, the only means of controlling the speed was a kill switch. Riders would ride in a tight pack, preparing for the starting lap, alternating between killing the engine and short bursts at full throttle until the flag dropped, where it would be wide open until the race was over, neck and neck and shoulder to shoulder at speeds over 100 mph.

  Safety equipment was minimal in the day which made the sport even more dangerous. Typical gear for a racer included leather boots, pants typically of leather, a woolen sweater with a sponsor's logo sewn on, goggles, a leather cap for a helmet, and leather gloves. The wooden boards of the track surface would often warp and split. The machines constantly leaked and smoked oil which, when combined with the lost rubber from the tires, would turn the rough wooden surface dangerously slick. A spill meant broken bones, fractured skulls, lost teeth, and impalment by wooden splinters. 

  Despite the hazards, there was fame and fortune to be won. Top riders could bring in $20,000 a year. That's about a half million dollars in today's money. It attracted the young and the daredevils. Hundreds took to the boards... and hundreds died, and the Motordromes quickly came to be known as the "MURDERDROMES."

To be continued...

Excelsior!

  

Adjective

excelsior 

1. Loftier, yet higher, more elevated; ever upward
2. more surpassing, more excelling

 In the early years of motorcycling in America, there were hundreds of manufacturers that came and went. Out of those hundreds, three rose to prominent status. Harley Davidson and Indian are practically household names, but Excelsior-Henderson, the third of "The Big Three", as they are sometimes called, is a little less known. Yet, in it's day, the Excelsior was legendary for speed, reliability, and sleek lines.

  In the early years there were three different motorcycles being manufactured called Excelsior, one in America, one in the UK, and one in Germany. It's the American brand that became the legend. The tale of how it came to be is an interesting one. It burst onto the market like a shooting star, burning brightly for a time and then, like a shooting star, was gone. To rightly understand the story of the Excelsior-Henderson, we need to look at three different stories, of three different businessmen. Each businessman had a son, and each son had a dream. A dream of building a motorcycle. 

  The humble beginnings of Excelsior originated in 1876 when businessman George T. Robie founded the Excelsior Supply Co. as a distributor of sewing machine parts in Chicago. As business expanded and markets changed, by the early 1890s, the Excelsior Supply Co. had become one of the largest distributors of bicycles and bicycle parts. Again following market trends, the company took on automotive parts distribution in 1904.

  With the sudden success of the blossoming motorcycle industry, the bicycle market slumped in 1905. Everyone wanted a motorcycle, including George Robie's son Frederick Robie, who was trying to convince his father to take advantage of the motorcycle boom to begin manufacturing one under the Excelsior brand.

  Prospects seemed promising, with a trade magazine of the day claiming that, "The Excelsior Company is the largest and best known bicycle supply house in the west, and has the means and equipment and acquaintance to cut a very large figure in the motorcycle business." In 1907 the Excelsior Motor Manufacturing Company was formed as a subsidiary of the Excelsior Supply Co., with son Frederick Robie at the helm as President. 

  Later that same year the first Excelsior motorcycle offered to the public. It was called the "Triumph" (no affiliation with the British manufactured Triumph). It was another clone assembled using the Thor engine but using a frame of Excelsior design. In 1908, a new model, the Auto-Cycle, was offered, completely designed Excelsior's designer George Meiser. Business was good and Excelsior motorcycles were proving popular on the market, but the following year, in 1909, father George Robie died of complications following surgery for appendicitis. Son Frederick was left in charge of not only Excelsior Motor and Mfg. Co. but also the Excelsior Supply Co. Business was booming and Excelsior motorcycles were in high demand. The company expanded, offering a V-twin in 1911, but the stress of running both enterprises was to much for Frederick Robie. He was ready to sell.

  The hero to save the day was Ignaz Schwinn.

Schwinn was born in Germany in 1860. When he was 11 years old his father died and he found work repairing bicycles. He later found a job as a machinist for a bicycle manufacturer and designed his own bicycles in his spare time. He eventually was promoted to factory manager and designer. In 1891 Ignaz Schwinn left Germany for Chicago. He again found work in the bicycle business as factory manager and designer for the Hill Cycle Mfg. Co. After three short years he was unhappy with his position and wanted to start his own business. Schwinn joined with fellow German immigrant Adolf Arnold in 1895 to form Arnold, Schwinn and Co., building bicycles in Chicago. Business was good, but Arnold decided to retire in 1908, selling his share to Schwinn, who continued to grow the business. 

  Ignaz Schwinn also had a son, Frank Schwinn, who was quite a motorcycle enthusiast. Frank convinced his father that expanding into the motorcycle market would be a good business move. By 1910 the Schwinns had a working prototype. It was a pretty advanced design for the day, with a parallel twin engine, a clutch, and a shaft drive. Despite the promising prototype, Ignaz Schwinn decided that it would be better to purchase an existing company than to start one from scratch, and as luck would have it, there was one available right there in Chicago. 

  In November of 1911, Ignaz Schwinn made an agreement with Frederick Robie to purchase both the Excelsior Supply Co. and the Excelsior Motor and Mfg. Co., including the factory, all assets and equipment, the tooling, the patents, and the rights to the name Excelsior. In 1912 the deal was finalized with Schwinn personally signing the check to the tune of $500,000. Knowing that racing was good advertisement, special built racing machines were prepared and professional riders were hired.

  Later that same year on December 30th, racer Lee Humiston took his new, shiney grey Excelsior, with it's trademark big red X on the tank, to the Playa del Rey motordrome, the largest boardtrack of it's day. During the day's speed trials he turned in a blistering time around the 1 mile lap of 36 seconds, the first rider and machine to officially achieve the 100 mph (161 km/h) mark. 

  In 1914, a new factory was built. It was the largest motorcycle manufacturing facility of it's day, complete with a test track on the roof. Excelsior motorcycles continued to set records on the track, winning a 300 mile race in 1915 with an average speed of 85 mph (136.8 km/h). 1915 was the first year of the "Big Valve X" and was advised as "the fastest motorcycle ever."

The new 1915 models debuted with new, sweeping lines, a tapered fuel tank allowing for a lowered seat height, and front fender sporting a sweeping curve to the lower end. Excelsior motorcycles were at the top of their game, only being surpassed in the marketplace by Indian. 

  By 1917 Schwinn was wanting to expand the models offered by Excelsior further. Four cylinder motorcycles were becoming increasingly popular and Schwinn wanted a 4 cylinder machine of his own. Once again, it proved easier to purchase, than to design one.

  Enter William Henderson. Born in 1882 in Cleveland, his grandfather was the founder of the Winton Motor Car Company. William's father Thomas Sr. was the Vice President. William had big dreams of success in the motorcycle industry, sketching dozens of designs. With helpful advice from his more experienced father, he had a completed design of a 4 cylinder motorcycle in 1909. William was ready to start building, but his father wasn't quite convinced. His father finally relented and gave William the money to build a prototype, with the belief that it would go nowhere. Just two years later, in 1911, William had his prototype built. It was a success. His brother Thomas Henderson Jr. joined him in founding the Henderson Motorcycle Company in 1912, in Detroit Michigan. 

  Henderson motorcycles were an instant success. In 1913 a Henderson motorcycle became the first to circumnavigate the globe, which boosted the brand's popularity. They proved powerful and reliable and the 4 cyl engine offered smoother power as opposed to the V-twin design. The design quickly became a favorite with police departments across the country and was popular among the wealthy. 

  The problem was that they were costly to build. Only the wealthiest could afford them. (a common problem with all 4 cyl motorcycles during the early years) By 1917 Henderson had made some impressive design improvements but the company was bleeding money. The profits just weren't there and William and Thomas Henderson decided to sell to pay the piling debts. 

  Perfect timing for Ignaz Schwinn and Excelsior, who acquired Henderson motorcycles in 1917 to form Excelsior-Henderson. Thomas Henderson was brought on board as Sales Manager. William Henderson also stayed with Excelsior for a couple years, but not agreeing with Schwinn's changes, left the company and founded the Ace Motorcycle Co. in 1919.

  After the first World War there were only three survivors in the American motorcycle industry. Harley Davidson, Indian, and Excelsior-Henderson. All three traded victories on the race track and with the release of Excelsior's "Super X" of 1925, Excelsior began to claim many world records. 

  In 1929 Excelsior released its sleekest design, with beautiful teardrop tanks, but as fate would have it, the stock market crashed that same year. It was the beginning of the Great Depression and motorcycle sales plummeted immediately. Indian was saved by company CEO Paul Dupont (of Dupont Paints fame) infusing the company with his own cash. Harley Davidson survived through a sale of machinery, tooling, and designs to Japan, giving rise to the Japanese motorcycle industry. Excelsior-Henderson struggled on for a couple years. 

  Finally, in 1931, Ignaz Schwinn was convinced that the Depression would last longer than the company could endure. He called a meeting of all department heads and set the company's future course with one sentence, "Gentlemen, today we stop." 

  Despite orders still on the books, the decision was made to cease motorcycle production. Believing correctly that bicycles would sell better in the struggling economy, Schwinn continued on as a bicycle manufacturer, producing one of the most popular and successful bicycles in American history, even beyond Ignaz Schwinn's passing, well into the 1980s.

Thor and The Clone Wars

   No, this has nothing to do with hammer wielding Norse gods or intergalactic warfare. Sorry. This is about entrepreneurs taking advantage of a booming market to make a little money. Although there may have been a little rebellion against the larger players in the game. 

  In the late 19th century there was money to made in the bicycle and motorcycle business. Numerous bicycle manufacturers came and went. Just like manufacturers of today, many of the needed parts and components were outsourced. Many foundrys and machine shops cashed in on the opportunity, making the more complicated parts for companies trying to profit from the consumer demand for two-wheeled entertainment. The Aurora Machine and Tool Co., founded in Aurora, Illinois in 1886, was one such foundry. Maybe the largest.

  Aurora had an extensive catalog of forgings and components available for the booming bicycle industry and held many patents on their own designs. Nationwide, they were well known as a large supplier for many manufacturers and were a common source. Aurora was a supplier for both Oscar Hedstrom's pacing machine and George Hendee's bicycle manufacturing company. 

  When Hendee and Hedstrom combined their efforts to build the Indian motorcycle, they turned to Aurora for help. In 1901 they had one of their prototype models shipped to Aurora to be studied, with Oscar Hedstrom accompanying for assistance. Hedstrom's engine design was prone to overheating with extended use. At Aurora's advice the cylinder was recast, adding more strength to the cylinder wall and more cooling fins, solving the problem. 

  In 1902, the name of the company was changed to the Aurora Automatic Machinery Company and a contract was signed with the Hendee Mfg. Co. to build the engines for the Indian motorcycle. Under the contract Aurora would be allowed to sell the engines to other manufacturers as well, as long as royalties were paid to Hendee and Hedstrom. Explicitly worded in the contract was the stipulation that Aurora was not allowed to build and sell a motorcycle to compete with the Indian. 

  Within a year the Aurora Automatic Machinery Co. founded the Thor Moto Cycle and Bicycle Company. Wait.... what? What about the contract with the Hendee Mfg. Co.? Aurora had conveniently found and exploited a loophole. Not building or selling a complete motorcycle, their catalog offered all the parts necessary to build a "motorcycle assembled from Thor components". They offered no frames for a motorcycle, but they did offer all the needed forgings to build your own frame. A Thor motorcycle assembled in 1903 was practically indistinguishable from it Indian counterpart, with only frame dimensions differing, having been built using different jigs.

  There was a sudden shift in the consumer market in the early 1900s. The bicycle craze of the late 1800s was suddenly engine driven and motorcycles were the new thrill, and, as always in a free market, when the public has the money and the want, someone will provide the product. In 1903 several new motorcycle companies sprang into existence. At least a half dozen different brands were now available and, other than different names, it was hard to tell them apart. They were all assembled using the same blend of parts from the Thor catalog. At the 1905 trade shows, half of the new motorcycle companies represented were clones, with names like Thor-bred, Merkle, Apache, Raycycle, Manson, Sears, Reading Standard, Chicago, and Torpedo. 

  By 1906 the Hendee Mfg. Co. had it's own in-house foundry and ended it's partnership with Aurora. Aurora was now free from the stipulations of it contract with Hendee. By 1908 Thor dealerships offered completed Thor motorcycles for sale. Parts continued to be available to other companies through the Thor catalog and Thor continued to design and improve their own product. 

  In 1910 Thor marketed a V-twin, but far different from other companies designs. The Thor V-twin had its rear cylinder mounted vertically with the front cylinder angled forward. In 1912 a more contemporary twin was offered but with the cylinders set 50° apart, unlike Harley Davidson's 45° or the 48° twin of Indian.

  From 1908 to 1912 Thor had some success on the racing circuit against the power houses of Harley Davidson and Indian, with their efforts led by Bill Ottaway. Ottaway left Thor in 1912 and went to work for rival Harley Davidson, where he led a team to the Champion's Circle in 1916.

  By this time Thor was beginning to decline. It seems that motorcycle companies always live or die by their success on race day. The Thor motorcycles now available to the public were being assembled from surplus parts. There were no more design improvements offered, and by 1920, the end had come. The Aurora Company's board of directors chose to put an end to motorcycle production. The company turned its focus to the manufacturing of Thor branded pneumatic tools, power tools, and appliances, which were popular into the 1950s.

  Despite a little bit of back handed (or possibly brilliant) marketing, and a history of just two decades, Thor motorcycles had left a large footprint. Throughout it's somewhat brief history, Thor had a large impact. Almost every brand prior to WW1 used something derived from the Aurora Automatic Machinery Co.  inspired many pre WW1 brands, and improving the technology offered by others, forever cementing it's place in motorcycle history. 

The Birth of Harley Davidson

   It's not hard to imagine the influence that E. J. Pennington's motor-bicycle demonstration of 1895 had on the citizens of Milwaukee Wisconsin. For two young boys of approximately 14, it was almost assuredly a life changing experience. Until this time, transportation of people and goods was handled by animal power. Horses and mules, that continually needed fed and cared for, pulled wagons, coaches, and buggies. Even the personal transportation offered to the masses by the recently developed safety bicycles had drawbacks. They required work. The farther or the faster you wanted to go, the more work you had to do. Still, the simplicity and the speed was exhilarating in the 1890s.

  William S. Harley was born in Milwaukee Wisconsin in 1880, his lifelong friend Arthur Davidson Sr., a year later in 1881. At age 15, a year after Pennington's demonstration, Harley was working at the Meiselbach bicycle factory. Later, by his late teens, he was an apprentice draftsman for the Barth Mfg. Co., while his friend Arthur Davidson was working as a pattern maker. Both were gaining experience that would benefit them on their future paths.

  By 1901, the two friends had drawn up plans for their own motor driven bicycle, having never forgotten the thrilling demonstration provided by Pennington. The engine they designed displaced just 7 cubic inches, using a small 4 in. diameter flywheel. For two years the friends worked to make their dream a reality. By 1903 they were close to success. Their accomplishments were impressive for two boys of roughly twenty two years old, but they struggled assembling their work into a rideable machine. 

  That same year, Walter Davidson, one of Arthur's older brothers, returned from his job with the Milwaukee Railroad Co. Legend has it that Arthur offered his brother the first ride on the invention... provided he helped assemble it into a running machine. Walter soon had the machine running, and after one ride, was hooked. He was impressed and believed that the machine had a successful future. He left the railroad and returned home to Milwaukee, taking a job as a machinist, and assisting Arthur and William in his spare time.

  There was a problem though. The machine lacked power, unable to climb area hills without being assisted by the rider pedalling it. By now the demonstration of the Indian by Oscar Hedstrom, riding easily up steep hills while starting and stopping was well known. They immediately scrapped their prior work and began anew with Walter's help, working out of a 10 ft. by 15 ft. shed in the Davidson's backyard. 

  With a little help and advice from a local engine builder named Ole Evinrude (of outboard motor fame), they soon developed a 24.7 cubic inche engine that used 9.75 in. flywheels. It provided a marked improvement in power. Having previously scrapped the idea of attaching an engine to a bicycle frame as most others were doing, they developed a loop style cradle frame, of the type designed by Joseph Merkel (maker of the famous Flying Merkel). Keeping their day jobs and working on motorcycles at night, the three had a successfully functioning prototype by September 1904. It was the first motorcycle to bear the name Harley Davidson. It had a leather belt drive and weighed 183 pounds while producing 3 horsepower. It was painted black with gold pinstripes and can still be seen, encased in glass, at the Harley Davidson museum. 

  In January of 1905, the trio began to circulate advertisements for their Harley Davidson motorcycle and hired their first full time employee. That same year they contracted with their first dealership, Carl H. Lang of Chicago, who that year sold 3 of 5 motorcycles produced.

  For first few years, there wasn't really any significant difference from year to year for the Harley Davidson motorcycle. From the start of work on their second design in 1903, each year was just a continuance and improvement upon the same model. Hence the reasoning behind the Motor Company's claim of their founding in 1903, although it wasn't until 1904 that they built a successful model, and 1905 before actually marketing one. (The 1903 date is itself a product of recent marketing, the Motor Company celebrated it's 50th year anniversary in 1954.)

  By 1906, what started as a part time hobby was becoming a successful business with 50 units being completed. A 40 × 60 foot factory was built and production was moved to Chestnut St., later renamed Juneau Avenue. Harley Davidson headquarters are still located there to this day. 

  In 1907, the enterprise would be officially incorporated as the Harley Davidson Motor Company. Production would reach 150 and a second floor was added to the factory. Things were moving up, literally. Up until this time, William Davidson, the eldest Davidson brother, was working as a foreman for the Milwaukee Road railroad. Seeing the success of William Harley and his brothers Arthur and Walter, he was finally persuaded to quit his job and join the company, bringing with him some much needed machinery and tooling. 

  William Harley had just graduated from the University of Wisconsin-Madison with a degree in mechanical engineering and would become Cheif Engineer and Treasurer. Arthur Davidson would take the title of Sales Manager and Secretary. Walter Davidson would take the mantle of the first company President, while brother William worked as shop foreman. 

  Also that same year, the company debuted it's first prototype V-twin at the Chicago Automobile Show of 1907. By adding a second cylinder at a 45° angle, displacement was doubled to 53.68 cubic inches (880 cc) and horsepower was doubled to 7 horsepower. The new V-twin had a top speed of 60 mph.

  Harley Davidson motorcycles soon were well known for their durability and reliability, placing well in early racing. In 1908, company President and co founder Walter Davidson personally rode a production machine in an endurance race in New York state. He came in 1st place, turning in a perfect score. The win provided a boost in recognition of the brand and a boost in sales. Throughout the company's history, Harley Davidson motorcycles would be strong competitors in motorcycle racing. 

  By 1911, Harley Davidson's V-twin had been drastically improved. Although the engine size decreased to 49.48 cubic inches (811 cc) it offered far better performance. Whereas most engines of the day were of the F-head design, using atmospheric intake valves opened and closed by engine vacuum and mechanical exhaust valves, the new V-twin used camshafts and mechanical operation for both intake and exhaust valves. The new engine was a hit. Powerful, reliable, and fast. From that year forward, Harley Davidson's bread and butter was the V-twin design. They lessened their focus on single cylinder machines and shifted more towards V-twins.

  In the coming years, depression and war would drastically change the motorcycle industry in America and Harley Davidson would emerge as a survivor. Although Indian was Harley's greatest competition, production at Indian would suffer and fall, with decades long gaps in production as the brand endured bankruptcy and ownership changes. Through it all, Harley Davidson would become known worldwide as THE American V-twin and surpass all others as America's largest motorcycle manufacturer.