54 were built, featured a Bosch magneto and a $250 price tag. B and C models were also available, which matched the 5 and 5A, respectively, but used 26-inch wheels for shorter riders. 27 individuals opted to purchase the $325, twin-cylinder machine in 1909, designated the 5D. Single-cylinder Model 5s weighed in at 235 pounds, a significant jump from previous years; it was a number that only kept increasing.
33 Electric headlights weren’t available on Harleys until 1915. Before that, owners or dealers had to mount their own acetylene headlamps to the handlebars. Illumination came from mixing carbide pellets in a water reservoir underneath the lamp, which created the acetylene gas that could be lit; it burned with a relative amount of efficiency and control. They were used for lighting the road, but functioned better at making the motorcycle visible at night. Most acetylene headlamp models had red and green colored glass gems on either side, which also alerted vehicles approaching from the side. A chimney sat on top and released the burnt gas. Many also used an adjustable knob that could control the brightness of the flame. I have an acetylene headlamp produced by Twentieth Century Manufacturing Company that uses a rounded, magnified glass in front to increase the flame’s brightness. These are beautiful pieces that have an incredible amount of design and detail in such a small package. However, these lamps could also potentially set your motorcycle on fire if you hit a big bump or fell over.
34 With the addition of a powerful twin to its lineup, and the single becoming more potent with each year, Harley-Davidson introduced a new frame for the 1911 Model 7s that used a straight front downtube. This new tube was stronger than the curved downtube it replaced, and placed the engine closer to the ground. The wheelbase stayed the same but a new seat with better suspension moved the rider forward a few inches toward the center of the wheelbase. A new, larger gas and oil tank now held 2-1/2 gallons of fuel and one gallon of oil.
35 For the 1912 model year, the company redesigned what can best be described as its rear suspension to a system that was used right into the early 1970s. Instead of using just the small front and rear springs on the seat, which did very little to cushion the rider from impact, Model 8s saw the addition of a 9-inch-long spring inside the frame’s rear downtube, on which the seat post sat. This provided about 4 inches of suspension travel for the rider in addition to helper springs on the seat. The Motor Company called this new setup the Ful-Floeting Seat.
36 Some worthwhile changes were made to the frame in 1912 that show a change toward the Harley-Davidson motorcycle’s future shape. The rear downtube was shortened, dropping the seat slightly into the middle of the motorcycle; the top backbone was curved down in the back to meet it. The rear of the gas tank was also curved down to match the curve in the frame and the handlebars now stood taller than the seat to create a more comfortable riding style. To protect the rider and engine better from debris and water, a skirted front fender was used for the first time.
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.
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