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The Art Deco touches on a brilliantly Gordon Buerhig designed 1934 J MURPHY LWB CUSTOM BEVERLY SEDAN, One of 12 Murphy Beverlys built.
Launched at the 1928 New York Auto Show, the Duesenberg Model J was the result of a design process influenced by both Duesenberg's rich racing heritage and owner Errett Lobban Cord's demands. Cord envisioned the new Duesenberg to be the greatest American car ever. No expense was spared and a legend was created by the design team led by Fred Duesenberg. Today the name Duesenberg alone makes many automotive enthusiasts' hearts beat faster.
Duesenberg first stunned the world in 1921 by winning the French Grand Prix, the first and only American manufacturer to ever win the event. The three litre racer featured a state of the art eight cylinder engine and hydraulic drum brakes all-round. In the same year Duesenberg entered the passenger car market with the Model A. Many of the features that made the Grand Prix racer successful were found on the road car as well. The Model A was the first road car ever to be fitted with hydraulically operated drum brakes all-round.
Unlike the racing Duesenbergs, the road cars were not an immediate success. The Duesenberg brothers were great designers and engineeers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
Dubbed Model J, the new Duesenberg was equipped with a wide variety of technical novelties.
An ingenious lubrication system was installed, which automatically started lubricating various parts of the chassis after sixty to eighty miles. Two lights on the dashboard indicated the lubrication progress and two others lit up at 750 and 1500 miles indicating the need for an oil change and battery check respectively.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord. An increase of 55 bhp was achieved by adding a Supercharger. Only a handful of supercharged Model Js were constructed and they are today commonly known as the Model SJ, a name never used by Duesenberg themselves.
Officially Duesenberg constructed rolling-chassis for coach-builders to body. A rolling chassis usually included all mechanical parts, the dashboard, front fenders, radiator grille, running boards, bumpers and optional swiveling spotlights. The chassis were shipped to coach-builders to be fitted with a body or the other way around. To make sure a wide variety of bodies was available at the launch, a blue-print of the upcoming car was sent to all major coach-builders six months before the New York show. From 1930 Duesenberg ordered bodies in small batches and offered complete cars.
Production ceased in 1937 because of the depression and for a number of specific reasons. The Model J's development grounded to a halt in 1932, when Fred Duesenberg died from the results of a car crash. By 1937 the chassis and gearbox were ancient compared to the competition and a thorough redesign was needed to bring Duesenberg back on top once more. The Cord company had lost interest in Duesenberg, E.L. Cord had left the company and with him went the enthusiasm required to keep a brand like Duesenberg alive.
Today the Model J is considered to be one of the most legendary cars ever constructed.
AS ALWAYS....COMMENTS & INVITATIONS with AWARD BANNERS will be respectfully DELETED!
Frisco 1630 shoves the coach train on the mainline at IRM. The Milwaukee Road dynometer car is behind the 1630.
EMD SD70 Demonstrator unit along with two sisters and the dynometer car are testing on Rio Grande's Craig Branch. I think had the Rio Grande stuck around this is what they would have purchased.
Hanging out by the engine house in Milwaukee. I'm going to create a new album for this sort of thing. Detail shots of stuff and things railroad related, for modelers and whoever.
TVR Speed Twelve (2000) Engine 7700cc V12
TVR SET
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
First shown as Project 7-12 at the 1996 British International Motorshown, in the NEC Birmingham. The engine a 7.7 litre V12, bence the Project name, was based around two TVR 6 cylinder engines, sharing a common crankcase. The engines output was never published as it was claimed that during the tests the engine broke the dynometer. Though in its present tune the car is producing around 850bhp. The car was developed to race in the FIA GT1 series, were the engine limits specified a maximum 660bhp, however soon after launch the GT1 rules changed and the GT1 class was dropped from other Championships, restricting the cars potential races. After some sucess in the British GT Championship it was decided to sell the the car, now known as the Speed Twelve to the public with a price tag of £ 188,000. However when TVRs owner tried to drive an example on the road, he declared it to powerful and plans for a road car were dropped. By 2003 various prototypes had been stripped of parts for the race car, but one shell was rebuilt and offered as a road car, as can be seen here.
It has been lifted 50mm from it usual ride height to allow easier access on and off its trailer and into the Museum. Its owner intends to run the car every few months, hence its positioning near to the Museum doors.
Thankyou for a massive 56,735,605 views
Shot 13.06.2016 at the Lakeland Motor Museum, Backbarrow, Cumbria REF 122-119
Harley-Davidson, Inc. (H-D), or Harley, is an American motorcycle manufacturer, founded in Milwaukee, Wisconsin in 1903.
As one of two major American motorcycle manufacturers to survive the Great Depression (along with Indian), the company has survived numerous ownership arrangements, subsidiary arrangements (e.g., Aermacchi 1974-1978 and Buell 1987-2009), periods of poor economic health and product quality, as well as intense global competition — to become one of the world's largest motorcycle manufacturers and an iconic brand widely known for its loyal following — with owner clubs and events worldwide as well as a company sponsored brand-focused museum.
Noted for a style of customization that gave rise to the chopper motorcycle style, Harley-Davidson traditionally marketed heavyweight, air-cooled cruiser motorcycles with engine displacements greater than 700 cm³ — and has broadened its offerings to include its more contemporary VRSC (2002) and middle-weight Street (2015) platforms.
Harley-Davidson manufactures its motorcycles at factories in York, Pennsylvania; Milwaukee, Wisconsin; Kansas City, Missouri; Manaus, Brazil; and Bawal, India — and markets its products worldwide.
Besides motorcycles, the company licenses and markets merchandise under the Harley-Davidson brand, among them being apparel, home decor and ornaments, accessories, toys, and scale figures of its motorcycles, and video games based on its motorcycle line and the community.
HISTORY
BEGINNING
In 1901, 20-year-old William S. Harley drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc³) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson worked on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon testing their power-cycle, Harley and the Davidson brothers found it unable to climb the hills around Milwaukee without pedal assistance. They quickly wrote off their first motor-bicycle as a valuable learning experiment.
Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc³) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized bicycle category and marked the path to future motorcycle designs. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.
The prototype of the new loop-frame Harley-Davidson was assembled in a 10 ft × 15 ft (3.0 m × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee railshops where oldest brother William A. Davidson was then toolroom foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.
In January 1905, small advertisements were placed in the Automobile and Cycle Trade Journal offering bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the five built in the Davidson backyard shed. Years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins until it was accidentally destroyed by contractors cleaning the factory yard in the early 1970s.
In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue),[12] at the current location of Harley-Davidson's corporate headquarters. The first Juneau Avenue plant was a 40 ft × 60 ft (12 m × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.
In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.
In 1907 William A. Davidson, brother to Arthur and Walter Davidson, quit his job as tool foreman for the Milwaukee Road railroad and joined the Motor Company.
Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inch (440 cm³) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cm³) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.
By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.
In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cm³), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.
In 1912, Harley-Davidson introduced their patented "Ful-Floteing Seat", which was suspended by a coil spring inside the seat tube. The spring tension could be adjusted to suit the rider's weight. More than 3 inches (76 mm) of travel was available. Harley-Davidson would use seats of this type until 1958.
By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure had been built. Begun in 1910, the factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.
WORLD WAR I
In 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for military issue, first with the British Model H, produced by British Triumph Motorcycles Ltd in 1915. After the U.S. entry into the war, the U.S. military purchased over 20,000 motorcycles from Harley-Davidson.
BICYCLES
Harley-Davidson launched a line of bicycles in 1917 in hopes of recruiting customers for its motorcycles. Besides the traditional diamond frame men's bicycle, models included a step-through frame 3-18 "Ladies Standard" and a 5-17 "Boy Scout" for youth. The effort was discontinued in 1923 because of disappointing sales.
The bicycles were built for Harley-Davidson in Dayton, Ohio, by the Davis Machine Company from 1917 to 1921, when Davis stopped manufacturing bicycles.
1920s
By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world, with 28,189 machines produced, and dealers in 67 countries.
In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed greater than 100 mph (160 km/h).
During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,212.6 cm³) V-Twin, introduced in 1921, and the "teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.
In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cm³) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X. This was the "D" model, produced from 1929 to 1931. Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.
GREAT DEPRESSION
The Great Depression began a few months after the introduction of their 45 cubic inch (737 cm³) model. Harley-Davidson's sales fell from 21,000 in 1929 to 3,703 in 1933. Despite this, Harley-Davidson unveiled a new lineup for 1934, which included a flathead engine and Art Deco styling.
In order to survive the remainder of the Depression, the company manufactured industrial powerplants based on their motorcycle engines. They also designed and built a three-wheeled delivery vehicle called the Servi-Car, which remained in production until 1973.
In the mid-1930s, Alfred Rich Child opened a production line in Japan with the 74-cubic-inch (1,210 cm³) VL. The Japanese license-holder, Sankyo Seiyaku Corporation, severed its business relations with Harley-Davidson in 1936 and continued manufacturing the VL under the Rikuo name.
An 80-cubic-inch (1,300 cm³) flathead engine was added to the line in 1935, by which time the single-cylinder motorcycles had been discontinued.
In 1936, the 61E and 61EL models with the "Knucklehead" OHV engines was introduced. Valvetrain problems in early Knucklehead engines required a redesign halfway through its first year of production and retrofitting of the new valvetrain on earlier engines.
By 1937, all Harley-Davidson's flathead engines were equipped with dry-sump oil recirculation systems similar to the one introduced in the "Knucklehead" OHV engine. The revised 74-cubic-inch (1,210 cm³) V and VL models were renamed U and UL, the 80-cubic-inch (1,300 cc³) VH and VLH to be renamed UH and ULH, and the 45-cubic-inch (740 cc³) R to be renamed W.
In 1941, the 74-cubic-inch (1,210 cm³) "Knucklehead" was introduced as the F and the FL. The 80-cubic-inch (1,300 cc³) flathead UH and ULH models were discontinued after 1941, while the 74 inch (1880 mm) U & UL flathead models were produced up to 1948.
WORLD WAR II
One of only two American cycle manufacturers to survive the Great Depression. Harley-Davidson again produced large numbers of motorcycles for the US Army in World War II and resumed civilian production afterwards, producing a range of large V-twin motorcycles that were successful both on racetracks and for private buyers.
Harley-Davidson, on the eve of World War II, was already supplying the Army with a military-specific version of its 45 cubic inches (740 cm³) WL line, called the WLA. The A in this case stood for "Army". Upon the outbreak of war, the company, along with most other manufacturing enterprises, shifted to war work. More than 90,000 military motorcycles, mostly WLAs and WLCs (the Canadian version) were produced, many to be provided to allies. Harley-Davidson received two Army-Navy ‘E’ Awards, one in 1943 and the other in 1945, which were awarded for Excellence in Production.
Shipments to the Soviet Union under the Lend-Lease program numbered at least 30,000. The WLAs produced during all four years of war production generally have 1942 serial numbers. Production of the WLA stopped at the end of World War II, but was resumed from 1950 to 1952 for use in the Korean War.
The U.S. Army also asked Harley-Davidson to produce a new motorcycle with many of the features of BMW's side-valve and shaft-driven R71. Harley largely copied the BMW engine and drive train and produced the shaft-driven 750 cc 1942 Harley-Davidson XA. This shared no dimensions, no parts and no design concepts (except side valves) with any prior Harley-Davidson engine. Due to the superior cooling of the flat-twin engine with the cylinders across the frame, Harley's XA cylinder heads ran 56 °C cooler than its V-twins. The XA never entered full production: the motorcycle by that time had been eclipsed by the Jeep as the Army's general purpose vehicle, and the WLA - already in production - was sufficient for its limited police, escort, and courier roles. Only 1,000 were made and the XA never went into full production. It remains the only shaft-driven Harley-Davidson ever made.
SMALL HARLEYS: HUMMERS AND AERMACCHIS
As part of war reparations, Harley-Davidson acquired the design of a small German motorcycle, the DKW RT 125, which they adapted, manufactured, and sold from 1948 to 1966. Various models were made, including the Hummer from 1955 to 1959, but they are all colloquially referred to as "Hummers" at present. BSA in the United Kingdom took the same design as the foundation of their BSA Bantam.
In 1960, Harley-Davidson consolidated the Model 165 and Hummer lines into the Super-10, introduced the Topper scooter, and bought fifty percent of Aermacchi's motorcycle division. Importation of Aermacchi's 250 cc horizontal single began the following year. The bike bore Harley-Davidson badges and was marketed as the Harley-Davidson Sprint. The engine of the Sprint was increased to 350 cc in 1969 and would remain that size until 1974, when the four-stroke Sprint was discontinued.
After the Pacer and Scat models were discontinued at the end of 1965, the Bobcat became the last of Harley-Davidson's American-made two-stroke motorcycles. The Bobcat was manufactured only in the 1966 model year.
Harley-Davidson replaced their American-made lightweight two-stroke motorcycles with the Aermacchi-built two-stroke powered M-65, M-65S, and Rapido. The M-65 had a semi-step-through frame and tank. The M-65S was a M-65 with a larger tank that eliminated the step-through feature. The Rapido was a larger bike with a 125 cc engine. The Aermacchi-built Harley-Davidsons became entirely two-stroke powered when the 250 cc two-stroke SS-250 replaced the four-stroke 350 cc Sprint in 1974.
Harley-Davidson purchased full control of Aermacchi's motorcycle production in 1974 and continued making two-stroke motorcycles there until 1978, when they sold the facility to Cagiva.
OVERSEAS
Established in 1918, the oldest continuously operating Harley-Davidson dealership outside of the United States is in Australia.[4] Sales in Japan started in 1912 then in 1929, Harley-Davidsons were produced in Japan under license to the company Rikuo (Rikuo Internal Combustion Company) under the name of Harley-Davidson and using the company's tooling, and later under the name Rikuo. Production continued until 1958.
TARNISHED REPUTATION
In 1952, following their application to the U.S. Tariff Commission for a 40 percent tax on imported motorcycles, Harley-Davidson was charged with restrictive practices.
In 1969, American Machine and Foundry (AMF) bought the company, streamlined production, and slashed the workforce. This tactic resulted in a labor strike and lower-quality bikes. The bikes were expensive and inferior in performance, handling, and quality to Japanese motorcycles. Sales and quality declined, and the company almost went bankrupt. The "Harley-Davidson" name was mocked as "Hardly Ableson", "Hardly Driveable," and "Hogly Ferguson", and the nickname "Hog" became pejorative.
In 1977, following the successful manufacture of the Liberty Edition to commemorate America's bicentennial in 1976, Harley-Davidson produced what has become one of its most controversial models, the Harley-Davidson Confederate Edition. The bike was essentially a stock Harley with Confederate-specific paint and details.
RESTRUCTING AND REVIVAL
In 1981, AMF sold the company to a group of 13 investors led by Vaughn Beals and Willie G. Davidson for $80 million. Inventory was strictly controlled using the just-in-time system.
In the early eighties, Harley-Davidson claimed that Japanese manufacturers were importing motorcycles into the US in such volume as to harm or threaten to harm domestic producers. After an investigation by the U.S. International Trade Commission, President Reagan imposed in 1983 a 45 percent tariff on imported bikes with engine capacities greater than 700 cc. Harley-Davidson subsequently rejected offers of assistance from Japanese motorcycle makers. However, the company did offer to drop the request for the tariff in exchange for loan guarantees from the Japanese.
Rather than trying to match the Japanese, the new management deliberately exploited the "retro" appeal of the machines, building motorcycles that deliberately adopted the look and feel of their earlier machines and the subsequent customizations of owners of that era. Many components such as brakes, forks, shocks, carburetors, electrics and wheels were outsourced from foreign manufacturers and quality increased, technical improvements were made, and buyers slowly returned.
Harley-Davidson bought the "Sub Shock" cantilever-swingarm rear suspension design from Missouri engineer Bill Davis and developed it into its Softail series of motorcycles, introduced in 1984 with the FXST Softail.
In response to possible motorcycle market loss due to the aging of baby-boomers, Harley-Davidson bought luxury motorhome manufacturer Holiday Rambler in 1986. In 1996, the company sold Holiday Rambler to the Monaco Coach Corporation.
The "Sturgis" model, boasting a dual belt-drive, was introduced initially in 1980 and was made for three years. This bike was then brought back as a commemorative model in 1991. By 1990, with the introduction of the "Fat Boy", Harley once again became the sales leader in the heavyweight (over 750 cm³) market. At the time of the Fat Boy model introduction, a story rapidly spread that its silver paint job and other features were inspired by the B-29; and Fat Boy was a combination of the names of the atomic bombs Fat Man and Little Boy. However, the Urban Legend Reference Pages lists this story as an urban legend.
1993 and 1994 saw the replacement of FXR models with the Dyna (FXD), which became the sole rubber mount FX Big Twin frame in 1994. The FXR was revived briefly from 1999 to 2000 for special limited editions (FXR2, FXR3 & FXR4).
Construction started on the $75 million, 130,000 square-foot (12,000 m2) Harley-Davidson Museum in the Menomonee Valley on June 1, 2006. It opened in 2008 and houses the company's vast collection of historic motorcycles and corporate archives, along with a restaurant, café and meeting space.
BUELL MOTORCYCLE COMPANY
Harley-Davidson's association with sportbike manufacturer Buell Motorcycle Company began in 1987 when they supplied Buell with fifty surplus XR1000 engines. Buell continued to buy engines from Harley-Davidson until 1993, when Harley-Davidson bought 49 percent of the Buell Motorcycle Company. Harley-Davidson increased its share in Buell to ninety-eight percent in 1998, and to complete ownership in 2003.
In an attempt to attract newcomers to motorcycling in general and to Harley-Davidson in particular, Buell developed a low-cost, low-maintenance motorcycle. The resulting single-cylinder Buell Blast was introduced in 2000, and was made through 2009, which, according to Buell, was to be the final year of production.
On October 15, 2009, Harley-Davidson Inc. issued an official statement that it would be discontinuing the Buell line and ceasing production immediately. The stated reason was to focus on the Harley-Davidson brand. The company refused to consider selling Buell. Founder Erik Buell subsequently established Erik Buell Racing and continued to manufacture and develop the company's 1125RR racing motorcycle.
First overseas factory in Brazil
In 1998 the first Harley-Davidson factory outside the US opened in Manaus, Brazil, taking advantage of the free economic zone there. The location was positioned to sell motorcycles in the southern hemisphere market.
CLAIMS OF STOCK PRICE MANIPULATION
During its period of peak demand, during the late 1990s and early first decade of the 21st century, Harley-Davidson embarked on a program of expanding the number of dealerships throughout the country. At the same time, its current dealers typically had waiting lists that extended up to a year for some of the most popular models. Harley-Davidson, like the auto manufacturers, records a sale not when a consumer buys their product, but rather when it is delivered to a dealer. Therefore, it is possible for the manufacturer to inflate sales numbers by requiring dealers to accept more inventory than desired in a practice called channel stuffing. When demand softened following the unique 2003 model year, this news led to a dramatic decline in the stock price. In April 2004 alone, the price of HOG shares dropped from more than $60 to less than $40. Immediately prior to this decline, retiring CEO Jeffrey Bleustein profited $42 million on the exercise of employee stock options.[80] Harley-Davidson was named as a defendant in numerous class action suits filed by investors who claimed they were intentionally defrauded by Harley-Davidson's management and directors. By January 2007, the price of Harley-Davidson shares reached $70.
PROBLEMS WITH TOURING MODELS
Starting around 2000, several police departments started reporting problems with high speed instability on the Harley-Davidson Touring motorcycles. A Raleigh, North Carolina police officer, Charles Paul, was killed when his 2002 police touring motorcycle crashed after reportedly experiencing a high speed wobble. The California Highway Patrol conducted testing of the Police Touring motorcycles in 2006. The CHP test riders reported experiencing wobble or weave instability while operating the motorcycles on the test track.
2007 STRIKE
On February 2, 2007, upon the expiration of their union contract, about 2,700 employees at Harley-Davidson Inc.'s largest manufacturing plant in York, Pennsylvania went on strike after failing to agree on wages and health benefits. During the pendency of the strike, the company refused to pay for any portion of the striking employees' health care.
The day before the strike, after the union voted against the proposed contract and to authorize the strike, the company shut down all production at the plant. The York facility employs more than 3,200 workers, both union and non-union.
Harley-Davidson announced on February 16, 2007, that it had reached a labor agreement with union workers at its largest manufacturing plant, a breakthrough in the two-week-old strike. The strike disrupted Harley-Davidson's national production and was felt in Wisconsin, where 440 employees were laid off, and many Harley suppliers also laid off workers because of the strike.
MV AGUSTA GROUP
On July 11, 2008 Harley-Davidson announced they had signed a definitive agreement to acquire the MV Agusta Group for $109M USD (€70M). MV Agusta Group contains two lines of motorcycles: the high-performance MV Agusta brand and the lightweight Cagiva brand. The acquisition was completed on August 8.
On October 15, 2009, Harley-Davidson announced that it would divest its interest in MV Agusta. Harley-Davidson Inc. sold Italian motorcycle maker MV Agusta to Claudio Castiglioni, ending the transaction in the first week of August 2010. Castiglioni is the company's former owner and had been MV Agusta's chairman since Harley-Davidson bought it in 2008.
OPERATIONS IN INDIA
In August 2009, Harley-Davidson announced plans to enter the market in India, and started selling motorcycles there in 2010. The company established a subsidiary, Harley-Davidson India, in Gurgaon, near Delhi, in 2011, and created an Indian dealer network.
FINANCIAL CRISIS
According to Interbrand, the value of the Harley-Davidson brand fell by 43 percent to $4.34 billion in 2009. The fall in value is believed to be connected to the 66 percent drop in the company profits in two quarters of the previous year. On April 29, 2010, Harley-Davidson stated that they must cut $54 million in manufacturing costs from its production facilities in Wisconsin, and that they would explore alternative U.S. sites to accomplish this. The announcement came in the wake of a massive company-wide restructuring, which began in early 2009 and involved the closing of two factories, one distribution center, and the planned elimination of nearly 25 percent of its total workforce (around 3,500 employees). The company announced on September 14, 2010 that it would remain in Wisconsin.
MOTORCYCLE ENGINES
The classic Harley-Davidson engines are V-twin engines, with a 45° angle between the cylinders. The crankshaft has a single pin, and both pistons are connected to this pin through their connecting rods.
This 45° angle is covered under several United States patents and is an engineering tradeoff that allows a large, high-torque engine in a relatively small space. It causes the cylinders to fire at uneven intervals and produces the choppy "potato-potato" sound so strongly linked to the Harley-Davidson brand.
To simplify the engine and reduce costs, the V-twin ignition was designed to operate with a single set of points and no distributor. This is known as a dual fire ignition system, causing both spark plugs to fire regardless of which cylinder was on its compression stroke, with the other spark plug firing on its cylinder's exhaust stroke, effectively "wasting a spark". The exhaust note is basically a throaty growling sound with some popping. The 45° design of the engine thus creates a plug firing sequencing as such: The first cylinder fires, the second (rear) cylinder fires 315° later, then there is a 405° gap until the first cylinder fires again, giving the engine its unique sound.
Harley-Davidson has used various ignition systems throughout its history – be it the early points and condenser system, (Big Twin up to 1978 and Sportsters up to 1978), magneto ignition system used on some 1958 to 1969 Sportsters, early electronic with centrifugal mechanical advance weights, (all models 1978 and a half to 1979), or the late electronic with transistorized ignition control module, more familiarly known as the black box or the brain, (all models 1980 to present).
Starting in 1995, the company introduced Electronic Fuel Injection (EFI) as an option for the 30th anniversary edition Electra Glide. EFI became standard on all Harley-Davidson motorcycles, including Sportsters, upon the introduction of the 2007 product line.
In 1991, Harley-Davidson began to participate in the Sound Quality Working Group, founded by Orfield Labs, Bruel and Kjaer, TEAC, Yamaha, Sennheiser, SMS and Cortex. This was the nation's first group to share research on psychological acoustics. Later that year, Harley-Davidson participated in a series of sound quality studies at Orfield Labs, based on recordings taken at the Talladega Superspeedway, with the objective to lower the sound level for EU standards while analytically capturing the "Harley Sound". This research resulted in the bikes that were introduced in compliance with EU standards for 1998.
On February 1, 1994, the company filed a sound trademark application for the distinctive sound of the Harley-Davidson motorcycle engine: "The mark consists of the exhaust sound of applicant's motorcycles, produced by V-twin, common crankpin motorcycle engines when the goods are in use". Nine of Harley-Davidson's competitors filed comments opposing the application, arguing that cruiser-style motorcycles of various brands use a single-crankpin V-twin engine which produce a similar sound. These objections were followed by litigation. In June 2000, the company dropped efforts to federally register its trademark.
BIG V-TWINS
F-head, also known as JD, pocket valve and IOE (intake over exhaust), 1914–1929 (1,000 cm³), and 1922–1929 (1,200 cm³)
Flathead, 1930–1949 (1,200 cm³) and 1935–1941 (1,300 cm³).
Knucklehead, 1936–1947 61 cubic inch (1,000 cm³), and 1941–1947 74 cubic inch (1,200 cm³)
Panhead, 1948–1952 61 cubic inch (1,000 cm³), and 1948–1965, 74 cubic inch (1,200 cm³)
Shovelhead, 1966–1984, 74 cubic inch (1,200 cm³) and 80 cubic inch (1,338 cm³) since late 1978
Evolution (a.k.a. "Evo" and "Blockhead"), 1984–1999, 80 cubic inch (1,340 cm³)
Twin Cam (a.k.a. "Fathead" as named by American Iron Magazine) 1999–present, in the following versions:
Twin Cam 88, 1999–2006, 88 cubic inch (1,450 cm³)
Twin Cam 88B, counterbalanced version of the Twin Cam 88, 2000–2006, 88 cubic inch (1,450 cm³)
Twin Cam 95, since 2000, 95 cubic inch (1,550 cm³) (engines for early C.V.O. models)
Twin Cam 96, since 2007. As of 2012, only the Street Bob and Super Glide Custom Models still use the 96.96 cubic inch (1,584 cm³)
Twin Cam 103, 2003–2006, 2009, 103 cubic inch (1,690 cm³) (engines for C.V.O. models), Standard on 2011 Touring models: Ultra Limited, Road King Classic and Road Glide Ultra and optional on the Road Glide Custom and Street Glide. Standard on most 2012 models excluding Sportsters and 2 Dynas (Street Bob and Super Glide Custom). Standard on all 2014 dyna models.
Twin Cam 110, since 2007, 110 cubic inch (1,800 cm³) (engines for C.V.O. models, 2016 Soft Tail Slim S; FatBoy S, Low Rider S, and Pro-Street Breakout)
Milwaukee-Eight
Twin-cooled 107 ci (1,750 cm³): Standard on touring and trike model year 2017+.
Twin-cooled 114 ci (1,870 cm³): Optional on touring and trike model year 2017+, standard on CVO models.
REVOLUTION ENGINE
The Revolution engine is based on the VR-1000 Superbike race program, co-developed by Harley-Davidson's Powertrain Engineering team and Porsche Engineering in Stuttgart, Germany. It is a liquid cooled, dual overhead cam, internally counterbalanced 60 degree V-twin engine with a displacement of 69 cubic inch (1,130 cm³), producing 115 hp (86 kW) at 8,250 rpm at the crank, with a redline of 9,000 rpm. It was introduced for the new V-Rod line in 2001 for the 2002 model year, starting with the single VRSCA (V-Twin Racing Street Custom) model. The Revolution marks Harley's first collaboration with Porsche since the V4 Nova project, which, like the V-Rod, was a radical departure from Harley's traditional lineup until it was cancelled by AMF in 1981 in favor of the Evolution engine.
A 1,250 cc Screamin' Eagle version of the Revolution engine was made available for 2005 and 2006, and was present thereafter in a single production model from 2005 to 2007. In 2008, the 1,250 cc Revolution Engine became standard for the entire VRSC line. Harley-Davidson claims 123 hp (92 kW) at the crank for the 2008 VRSCAW model. The VRXSE Destroyer is equipped with a stroker (75 mm crank) Screamin' Eagle 1,300 cm³ Revolution Engine, producing more than 165 hp (123 kW).
750 cc and 500 cc versions of the Revolution engine are used in Harley-Davidson's Street line of light cruisers. These motors, named the Revolution X, use a single overhead cam, screw and locknut valve adjustment, a single internal counterbalancer, and vertically split crankcases; all of these changes making it different from the original Revolution design.
DÜSSELDORF-TEST
An extreme endurance test of the Revolution engine was performed in a dynometer installation, simulating the German Autobahn (highways without general speed limit) between the Porsche research and development center in Weissach, near Stuttgart to Düsseldorf. Uncounted samples of engines crashed, until an engine successfully passed the 500 hour nonstop run. This was the benchmark for the engineers to approve the start of production for the Revolution engine, which was documented in the Discovery channel special Harley-Davidson: Birth of the V-Rod, October 14, 2001.
SINGLE-CYLINER ENGINES
IOE singlesThe first Harley-Davidson motorcycles were powered by single-cylinder IOE engines with the inlet valve operated by engine vacuum. Singles of this type continued to be made until 1913, when a pushrod and rocker system was used to operate the overhead inlet valve on the single, a similar system having been used on their V-twins since 1911. Single-cylinder motorcycle engines were discontinued in 1918.Flathead and OHV singlesSingle-cylinder engines were reintroduced in 1925 as 1926 models. These singles were available either as flathead engines or as overhead valve engines until 1930, after which they were only available as flatheads. The flathead single-cylinder motorcycles were designated Model A for engines with magneto systems only and Model B for engines with battery and coil systems, while overhead valve versions were designated Model AA and Model BA respectively, and a magneto-only racing version was designated Model S. This line of single-cylinder motorcycles ended production in 1934.
MODEL FAMILIES
Modern Harley-branded motorcycles fall into one of six model families: Touring, Softail, Dyna, Sportster, Vrod and Street. These model families are distinguished by the frame, engine, suspension, and other characteristics.
TOURING
Touring models use Big-Twin engines and large-diameter telescopic forks. All Touring designations begin with the letters FL, e.g., FLHR (Road King) and FLTR (Road Glide).
The touring family, also known as "dressers" or "baggers", includes Road King, Road Glide, Street Glide and Electra Glide models offered in various trims. The Road Kings have a "retro cruiser" appearance and are equipped with a large clear windshield. Road Kings are reminiscent of big-twin models from the 1940s and 1950s. Electra Glides can be identified by their full front fairings. Most Electra Glides sport a fork-mounted fairing referred to as the "Batwing" due to its unmistakable shape. The Road Glide and Road Glide Ultra Classic have a frame-mounted fairing, referred to as the "Sharknose". The Sharknose includes a unique, dual front headlight.
Touring models are distinguishable by their large saddlebags, rear coil-over air suspension and are the only models to offer full fairings with radios and CBs. All touring models use the same frame, first introduced with a Shovelhead motor in 1980, and carried forward with only modest upgrades until 2009, when it was extensively redesigned. The frame is distinguished by the location of the steering head in front of the forks and was the first H-D frame to rubber mount the drivetrain to isolate the rider from the vibration of the big V-twin.
The frame was modified for the 1994 model year when the oil tank went under the transmission and the battery was moved inboard from under the right saddlebag to under the seat. In 1997, the frame was again modified to allow for a larger battery under the seat and to lower seat height. In 2007, Harley-Davidson introduced the 96 cubic inches (1,570 cubic centimetres) Twin Cam 96 engine, as well the six-speed transmission to give the rider better speeds on the highway.
In 2006, Harley introduced the FLHX Street Glide, a bike designed by Willie G. Davidson to be his personal ride, to its touring line.
In 2008, Harley added anti-lock braking systems and cruise control as a factory installed option on all touring models (standard on CVO and Anniversary models). Also new for 2008 is the 6-US-gallon (23 l; 5.0 imp gal) fuel tank for all touring models. 2008 also brought throttle-by-wire to all touring models.
For the 2009 model year, Harley-Davidson redesigned the entire touring range with several changes, including a new frame, new swingarm, a completely revised engine-mounting system, 17-inch (430 mm) front wheels for all but the FLHRC Road King Classic, and a 2–1–2 exhaust. The changes result in greater load carrying capacity, better handling, a smoother engine, longer range and less exhaust heat transmitted to the rider and passenger. Also released for the 2009 model year is the FLHTCUTG Tri-Glide Ultra Classic, the first three-wheeled Harley since the Servi-Car was discontinued in 1973. The model features a unique frame and a 1,690 cm³ engine exclusive to the trike.
In 2014, Harley-Davidson released a redesign for specific touring bikes and called it "Project Rushmore".[125] Changes include a new 103CI High Output engine, one handed easy open saddlebags and compartments, a new Boom! Box Infotainment system with either 10 cm or 16.5 cm screens featuring touchscreen functionality 16.5 cm models only], Bluetooth (media and phone with approved compatible devices), available GPS and SiriusXM, Text-to-Speech functionality (with approved compatible devices) and USB connectivity with charging. Other features include ABS with Reflex linked brakes, improved styling, Halogen or LED lighting and upgraded passenger comfort.
SOFTAIL
These big-twin motorcycles capitalize on Harley's strong value on tradition. With the rear-wheel suspension hidden under the transmission, they are visually similar to the "hardtail" choppers popular in the 1960s and 1970s, as well as from their own earlier history. In keeping with that tradition, Harley offers Softail models with "Heritage" styling that incorporate design cues from throughout their history and used to offer "Springer" front ends on these Softail models from the factory.Designation
Softail models utilize the big-twin engine (F) and the Softail chassis (ST).
Softail models that use 21 inch (530 mm) Front Wheels have designations that begin with FX, e.g., FXSTB (Night Train), FXSTD (Deuce), and FXSTS (Springer).
Softail models that use 16 inch (410 mm) Front Wheels have designations beginning with FL, e.g., FLSTF (Fat Boy), FLSTC (Heritage Softail Classic), FLSTN (Softail Deluxe) and FLS (Softail Slim).
Softail models that use Springer forks with a 21-inch (530 mm) wheel have designations that begin with FXSTS, e.g., FXSTS (Springer Softail) and FXSTSB (Bad Boy).
Softail models that use Springer forks with a 16-inch (410 mm) wheel have designations that begin with FLSTS, e.g., FLSTSC (Springer Classic) and FLSTSB (Cross Bones).
DYNA
Dyna-frame motorcycles were developed in the 1980s and early 1990s and debuted in the 1991 model year with the FXDB Sturgis offered in limited edition quantities. In 1992 the line continued with the limited edition FXDB Daytona and a production model FXD Super Glide. The new DYNA frame featured big-twin engines and traditional styling. They can be distinguished from the Softail by the traditional coil-over suspension that connects the swingarm to the frame, and from the Sportster by their larger engines. On these models, the transmission also houses the engine's oil reservoir.
Prior to 2006, Dyna models typically featured a narrow, XL-style 39mm front fork and front wheel, as well as footpegs which the manufacturer included the letter "X" in the model designation to indicate. This lineup traditionally included the Super Glide (FXD), Super Glide Custom (FXDC), Street Bob (FXDB), and Low Rider (FXDL). One exception was the Wide Glide (FXDWG), which featured thicker 41mm forks and a narrow front wheel, but positioned the forks on wider triple-trees that give a beefier appearance. In 2008, the Dyna Fat Bob (FXDF) was introduced to the Dyna lineup, featuring aggressive styling like a new 2–1–2 exhaust, twin headlamps, a 180 mm rear tire, and, for the first time in the Dyna lineup, a 130 mm front tire. For the 2012 model year, the Dyna Switchback (FLD) became the first Dyna to break the tradition of having an FX model designation with floorboards, detachable painted hard saddlebags, touring windshield, headlight nacelle and a wide front tire with full fender. The new front end resembled the big-twin FL models from 1968-1971.
The Dyna family used the 1,440 cm³ twin cam from 1999 to 2006. In 2007, the displacement was increased to 1,570 cm³ as the factory increased the stroke to 111.1 mm. For the 2012 model year, the manufacturer began to offer Dyna models with the 103-cubic-inch (1,690 cm³) upgrade. All Dyna models use a rubber-mounted engine to isolate engine vibration.
DESIGNATION
Dyna models utilize the big-twin engine (F), footpegs noted as (X) with the exception of the 2012 FLD Switchback, a Dyna model which used floorboards as featured on the Touring (L) models, and the Dyna chassis (D). Therefore, except for the FLD from 2012 to 2016, all Dyna models have designations that begin with FXD, e.g., FXDWG (Dyna Wide Glide) and FXDL (Dyna Low Rider).
SPORTSTER
Introduced in 1957, the Sportster family were conceived as racing motorcycles, and were popular on dirt and flat-track race courses through the 1960s and 1970s. Smaller and lighter than the other Harley models, contemporary Sportsters make use of 883 cc or 1,200 cc Evolution engines and, though often modified, remain similar in appearance to their racing ancestors.
Up until the 2003 model year, the engine on the Sportster was rigidly mounted to the frame. The 2004 Sportster received a new frame accommodating a rubber-mounted engine. This made the bike heavier and reduced the available lean angle, while it reduced the amount of vibration transmitted to the frame and the rider, providing a smoother ride for rider and passenger.
. . . for further reading go to:
WIKIPEDIA
During the development of the NSW XPT two bogie types were under consideration. The train photographed above consisted of the PTC dynometer car, PTC laboratory test car, brake van & power car. Two carriages were fitted with alternate bogie designs; one had the prototype Comeng designed and built bolsterless CT 22 type, and the other was fitted with the British BT 10, as used on the HST from which the XPT was based.
The trials began on the 1st February 1980 to Orange & return. The first fully laden trial was on the 8th February 1980.
While the ride index was far superior for the Comeng CT 22 on the NSW tracks, the NSW State Rail Authority (the organisation overseeing the XPT programme) really only wanted the "HST" type bogie. The BT 10 was then modified & re-numbered as the BT 23.
The final decision was made well into the contract to use the BT 23. Comeng had no choice but to design & build the XPT trailer cars to be able to use both types of bogies, which resulted in cost overruns.
Thanks to Tony Meredith and Ron Bannon for the detailed description.
Photo by Alan Greenhill
The dynometer and environmental test chamber at the Mack Truck Museum and Customer Center in Allentown, PA. www.dailydieseldose.com for more!
Harley-Davidson, Inc. (H-D), or Harley, is an American motorcycle manufacturer, founded in Milwaukee, Wisconsin in 1903.
As one of two major American motorcycle manufacturers to survive the Great Depression (along with Indian), the company has survived numerous ownership arrangements, subsidiary arrangements (e.g., Aermacchi 1974-1978 and Buell 1987-2009), periods of poor economic health and product quality, as well as intense global competition — to become one of the world's largest motorcycle manufacturers and an iconic brand widely known for its loyal following — with owner clubs and events worldwide as well as a company sponsored brand-focused museum.
Noted for a style of customization that gave rise to the chopper motorcycle style, Harley-Davidson traditionally marketed heavyweight, air-cooled cruiser motorcycles with engine displacements greater than 700 cm³ — and has broadened its offerings to include its more contemporary VRSC (2002) and middle-weight Street (2015) platforms.
Harley-Davidson manufactures its motorcycles at factories in York, Pennsylvania; Milwaukee, Wisconsin; Kansas City, Missouri; Manaus, Brazil; and Bawal, India — and markets its products worldwide.
Besides motorcycles, the company licenses and markets merchandise under the Harley-Davidson brand, among them being apparel, home decor and ornaments, accessories, toys, and scale figures of its motorcycles, and video games based on its motorcycle line and the community.
HISTORY
BEGINNING
In 1901, 20-year-old William S. Harley drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc³) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson worked on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon testing their power-cycle, Harley and the Davidson brothers found it unable to climb the hills around Milwaukee without pedal assistance. They quickly wrote off their first motor-bicycle as a valuable learning experiment.
Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc³) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized bicycle category and marked the path to future motorcycle designs. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.
The prototype of the new loop-frame Harley-Davidson was assembled in a 10 ft × 15 ft (3.0 m × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee railshops where oldest brother William A. Davidson was then toolroom foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.
In January 1905, small advertisements were placed in the Automobile and Cycle Trade Journal offering bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the five built in the Davidson backyard shed. Years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins until it was accidentally destroyed by contractors cleaning the factory yard in the early 1970s.
In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue),[12] at the current location of Harley-Davidson's corporate headquarters. The first Juneau Avenue plant was a 40 ft × 60 ft (12 m × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.
In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.
In 1907 William A. Davidson, brother to Arthur and Walter Davidson, quit his job as tool foreman for the Milwaukee Road railroad and joined the Motor Company.
Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inch (440 cm³) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cm³) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.
By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.
In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cm³), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.
In 1912, Harley-Davidson introduced their patented "Ful-Floteing Seat", which was suspended by a coil spring inside the seat tube. The spring tension could be adjusted to suit the rider's weight. More than 3 inches (76 mm) of travel was available. Harley-Davidson would use seats of this type until 1958.
By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure had been built. Begun in 1910, the factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.
WORLD WAR I
In 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for military issue, first with the British Model H, produced by British Triumph Motorcycles Ltd in 1915. After the U.S. entry into the war, the U.S. military purchased over 20,000 motorcycles from Harley-Davidson.
BICYCLES
Harley-Davidson launched a line of bicycles in 1917 in hopes of recruiting customers for its motorcycles. Besides the traditional diamond frame men's bicycle, models included a step-through frame 3-18 "Ladies Standard" and a 5-17 "Boy Scout" for youth. The effort was discontinued in 1923 because of disappointing sales.
The bicycles were built for Harley-Davidson in Dayton, Ohio, by the Davis Machine Company from 1917 to 1921, when Davis stopped manufacturing bicycles.
1920s
By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world, with 28,189 machines produced, and dealers in 67 countries.
In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed greater than 100 mph (160 km/h).
During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,212.6 cm³) V-Twin, introduced in 1921, and the "teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.
In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cm³) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X. This was the "D" model, produced from 1929 to 1931. Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.
GREAT DEPRESSION
The Great Depression began a few months after the introduction of their 45 cubic inch (737 cm³) model. Harley-Davidson's sales fell from 21,000 in 1929 to 3,703 in 1933. Despite this, Harley-Davidson unveiled a new lineup for 1934, which included a flathead engine and Art Deco styling.
In order to survive the remainder of the Depression, the company manufactured industrial powerplants based on their motorcycle engines. They also designed and built a three-wheeled delivery vehicle called the Servi-Car, which remained in production until 1973.
In the mid-1930s, Alfred Rich Child opened a production line in Japan with the 74-cubic-inch (1,210 cm³) VL. The Japanese license-holder, Sankyo Seiyaku Corporation, severed its business relations with Harley-Davidson in 1936 and continued manufacturing the VL under the Rikuo name.
An 80-cubic-inch (1,300 cm³) flathead engine was added to the line in 1935, by which time the single-cylinder motorcycles had been discontinued.
In 1936, the 61E and 61EL models with the "Knucklehead" OHV engines was introduced. Valvetrain problems in early Knucklehead engines required a redesign halfway through its first year of production and retrofitting of the new valvetrain on earlier engines.
By 1937, all Harley-Davidson's flathead engines were equipped with dry-sump oil recirculation systems similar to the one introduced in the "Knucklehead" OHV engine. The revised 74-cubic-inch (1,210 cm³) V and VL models were renamed U and UL, the 80-cubic-inch (1,300 cc³) VH and VLH to be renamed UH and ULH, and the 45-cubic-inch (740 cc³) R to be renamed W.
In 1941, the 74-cubic-inch (1,210 cm³) "Knucklehead" was introduced as the F and the FL. The 80-cubic-inch (1,300 cc³) flathead UH and ULH models were discontinued after 1941, while the 74 inch (1880 mm) U & UL flathead models were produced up to 1948.
WORLD WAR II
One of only two American cycle manufacturers to survive the Great Depression. Harley-Davidson again produced large numbers of motorcycles for the US Army in World War II and resumed civilian production afterwards, producing a range of large V-twin motorcycles that were successful both on racetracks and for private buyers.
Harley-Davidson, on the eve of World War II, was already supplying the Army with a military-specific version of its 45 cubic inches (740 cm³) WL line, called the WLA. The A in this case stood for "Army". Upon the outbreak of war, the company, along with most other manufacturing enterprises, shifted to war work. More than 90,000 military motorcycles, mostly WLAs and WLCs (the Canadian version) were produced, many to be provided to allies. Harley-Davidson received two Army-Navy ‘E’ Awards, one in 1943 and the other in 1945, which were awarded for Excellence in Production.
Shipments to the Soviet Union under the Lend-Lease program numbered at least 30,000. The WLAs produced during all four years of war production generally have 1942 serial numbers. Production of the WLA stopped at the end of World War II, but was resumed from 1950 to 1952 for use in the Korean War.
The U.S. Army also asked Harley-Davidson to produce a new motorcycle with many of the features of BMW's side-valve and shaft-driven R71. Harley largely copied the BMW engine and drive train and produced the shaft-driven 750 cc 1942 Harley-Davidson XA. This shared no dimensions, no parts and no design concepts (except side valves) with any prior Harley-Davidson engine. Due to the superior cooling of the flat-twin engine with the cylinders across the frame, Harley's XA cylinder heads ran 56 °C cooler than its V-twins. The XA never entered full production: the motorcycle by that time had been eclipsed by the Jeep as the Army's general purpose vehicle, and the WLA - already in production - was sufficient for its limited police, escort, and courier roles. Only 1,000 were made and the XA never went into full production. It remains the only shaft-driven Harley-Davidson ever made.
SMALL HARLEYS: HUMMERS AND AERMACCHIS
As part of war reparations, Harley-Davidson acquired the design of a small German motorcycle, the DKW RT 125, which they adapted, manufactured, and sold from 1948 to 1966. Various models were made, including the Hummer from 1955 to 1959, but they are all colloquially referred to as "Hummers" at present. BSA in the United Kingdom took the same design as the foundation of their BSA Bantam.
In 1960, Harley-Davidson consolidated the Model 165 and Hummer lines into the Super-10, introduced the Topper scooter, and bought fifty percent of Aermacchi's motorcycle division. Importation of Aermacchi's 250 cc horizontal single began the following year. The bike bore Harley-Davidson badges and was marketed as the Harley-Davidson Sprint. The engine of the Sprint was increased to 350 cc in 1969 and would remain that size until 1974, when the four-stroke Sprint was discontinued.
After the Pacer and Scat models were discontinued at the end of 1965, the Bobcat became the last of Harley-Davidson's American-made two-stroke motorcycles. The Bobcat was manufactured only in the 1966 model year.
Harley-Davidson replaced their American-made lightweight two-stroke motorcycles with the Aermacchi-built two-stroke powered M-65, M-65S, and Rapido. The M-65 had a semi-step-through frame and tank. The M-65S was a M-65 with a larger tank that eliminated the step-through feature. The Rapido was a larger bike with a 125 cc engine. The Aermacchi-built Harley-Davidsons became entirely two-stroke powered when the 250 cc two-stroke SS-250 replaced the four-stroke 350 cc Sprint in 1974.
Harley-Davidson purchased full control of Aermacchi's motorcycle production in 1974 and continued making two-stroke motorcycles there until 1978, when they sold the facility to Cagiva.
OVERSEAS
Established in 1918, the oldest continuously operating Harley-Davidson dealership outside of the United States is in Australia.[4] Sales in Japan started in 1912 then in 1929, Harley-Davidsons were produced in Japan under license to the company Rikuo (Rikuo Internal Combustion Company) under the name of Harley-Davidson and using the company's tooling, and later under the name Rikuo. Production continued until 1958.
TARNISHED REPUTATION
In 1952, following their application to the U.S. Tariff Commission for a 40 percent tax on imported motorcycles, Harley-Davidson was charged with restrictive practices.
In 1969, American Machine and Foundry (AMF) bought the company, streamlined production, and slashed the workforce. This tactic resulted in a labor strike and lower-quality bikes. The bikes were expensive and inferior in performance, handling, and quality to Japanese motorcycles. Sales and quality declined, and the company almost went bankrupt. The "Harley-Davidson" name was mocked as "Hardly Ableson", "Hardly Driveable," and "Hogly Ferguson", and the nickname "Hog" became pejorative.
In 1977, following the successful manufacture of the Liberty Edition to commemorate America's bicentennial in 1976, Harley-Davidson produced what has become one of its most controversial models, the Harley-Davidson Confederate Edition. The bike was essentially a stock Harley with Confederate-specific paint and details.
RESTRUCTING AND REVIVAL
In 1981, AMF sold the company to a group of 13 investors led by Vaughn Beals and Willie G. Davidson for $80 million. Inventory was strictly controlled using the just-in-time system.
In the early eighties, Harley-Davidson claimed that Japanese manufacturers were importing motorcycles into the US in such volume as to harm or threaten to harm domestic producers. After an investigation by the U.S. International Trade Commission, President Reagan imposed in 1983 a 45 percent tariff on imported bikes with engine capacities greater than 700 cc. Harley-Davidson subsequently rejected offers of assistance from Japanese motorcycle makers. However, the company did offer to drop the request for the tariff in exchange for loan guarantees from the Japanese.
Rather than trying to match the Japanese, the new management deliberately exploited the "retro" appeal of the machines, building motorcycles that deliberately adopted the look and feel of their earlier machines and the subsequent customizations of owners of that era. Many components such as brakes, forks, shocks, carburetors, electrics and wheels were outsourced from foreign manufacturers and quality increased, technical improvements were made, and buyers slowly returned.
Harley-Davidson bought the "Sub Shock" cantilever-swingarm rear suspension design from Missouri engineer Bill Davis and developed it into its Softail series of motorcycles, introduced in 1984 with the FXST Softail.
In response to possible motorcycle market loss due to the aging of baby-boomers, Harley-Davidson bought luxury motorhome manufacturer Holiday Rambler in 1986. In 1996, the company sold Holiday Rambler to the Monaco Coach Corporation.
The "Sturgis" model, boasting a dual belt-drive, was introduced initially in 1980 and was made for three years. This bike was then brought back as a commemorative model in 1991. By 1990, with the introduction of the "Fat Boy", Harley once again became the sales leader in the heavyweight (over 750 cm³) market. At the time of the Fat Boy model introduction, a story rapidly spread that its silver paint job and other features were inspired by the B-29; and Fat Boy was a combination of the names of the atomic bombs Fat Man and Little Boy. However, the Urban Legend Reference Pages lists this story as an urban legend.
1993 and 1994 saw the replacement of FXR models with the Dyna (FXD), which became the sole rubber mount FX Big Twin frame in 1994. The FXR was revived briefly from 1999 to 2000 for special limited editions (FXR2, FXR3 & FXR4).
Construction started on the $75 million, 130,000 square-foot (12,000 m2) Harley-Davidson Museum in the Menomonee Valley on June 1, 2006. It opened in 2008 and houses the company's vast collection of historic motorcycles and corporate archives, along with a restaurant, café and meeting space.
BUELL MOTORCYCLE COMPANY
Harley-Davidson's association with sportbike manufacturer Buell Motorcycle Company began in 1987 when they supplied Buell with fifty surplus XR1000 engines. Buell continued to buy engines from Harley-Davidson until 1993, when Harley-Davidson bought 49 percent of the Buell Motorcycle Company. Harley-Davidson increased its share in Buell to ninety-eight percent in 1998, and to complete ownership in 2003.
In an attempt to attract newcomers to motorcycling in general and to Harley-Davidson in particular, Buell developed a low-cost, low-maintenance motorcycle. The resulting single-cylinder Buell Blast was introduced in 2000, and was made through 2009, which, according to Buell, was to be the final year of production.
On October 15, 2009, Harley-Davidson Inc. issued an official statement that it would be discontinuing the Buell line and ceasing production immediately. The stated reason was to focus on the Harley-Davidson brand. The company refused to consider selling Buell. Founder Erik Buell subsequently established Erik Buell Racing and continued to manufacture and develop the company's 1125RR racing motorcycle.
FIRST OVERSEAS FACTORY IN BRAZIL
In 1998 the first Harley-Davidson factory outside the US opened in Manaus, Brazil, taking advantage of the free economic zone there. The location was positioned to sell motorcycles in the southern hemisphere market.
CLAIMS OF STOCK PRICE MANIPULATION
During its period of peak demand, during the late 1990s and early first decade of the 21st century, Harley-Davidson embarked on a program of expanding the number of dealerships throughout the country. At the same time, its current dealers typically had waiting lists that extended up to a year for some of the most popular models. Harley-Davidson, like the auto manufacturers, records a sale not when a consumer buys their product, but rather when it is delivered to a dealer. Therefore, it is possible for the manufacturer to inflate sales numbers by requiring dealers to accept more inventory than desired in a practice called channel stuffing. When demand softened following the unique 2003 model year, this news led to a dramatic decline in the stock price. In April 2004 alone, the price of HOG shares dropped from more than $60 to less than $40. Immediately prior to this decline, retiring CEO Jeffrey Bleustein profited $42 million on the exercise of employee stock options.[80] Harley-Davidson was named as a defendant in numerous class action suits filed by investors who claimed they were intentionally defrauded by Harley-Davidson's management and directors. By January 2007, the price of Harley-Davidson shares reached $70.
PROBLEMS WITH TOURING MODELS
Starting around 2000, several police departments started reporting problems with high speed instability on the Harley-Davidson Touring motorcycles. A Raleigh, North Carolina police officer, Charles Paul, was killed when his 2002 police touring motorcycle crashed after reportedly experiencing a high speed wobble. The California Highway Patrol conducted testing of the Police Touring motorcycles in 2006. The CHP test riders reported experiencing wobble or weave instability while operating the motorcycles on the test track.
2007 STRIKE
On February 2, 2007, upon the expiration of their union contract, about 2,700 employees at Harley-Davidson Inc.'s largest manufacturing plant in York, Pennsylvania went on strike after failing to agree on wages and health benefits. During the pendency of the strike, the company refused to pay for any portion of the striking employees' health care.
The day before the strike, after the union voted against the proposed contract and to authorize the strike, the company shut down all production at the plant. The York facility employs more than 3,200 workers, both union and non-union.
Harley-Davidson announced on February 16, 2007, that it had reached a labor agreement with union workers at its largest manufacturing plant, a breakthrough in the two-week-old strike. The strike disrupted Harley-Davidson's national production and was felt in Wisconsin, where 440 employees were laid off, and many Harley suppliers also laid off workers because of the strike.
MV AGUSTA GROUP
On July 11, 2008 Harley-Davidson announced they had signed a definitive agreement to acquire the MV Agusta Group for $109M USD (€70M). MV Agusta Group contains two lines of motorcycles: the high-performance MV Agusta brand and the lightweight Cagiva brand. The acquisition was completed on August 8.
On October 15, 2009, Harley-Davidson announced that it would divest its interest in MV Agusta. Harley-Davidson Inc. sold Italian motorcycle maker MV Agusta to Claudio Castiglioni, ending the transaction in the first week of August 2010. Castiglioni is the company's former owner and had been MV Agusta's chairman since Harley-Davidson bought it in 2008.
OPERATIONS IN INDIA
In August 2009, Harley-Davidson announced plans to enter the market in India, and started selling motorcycles there in 2010. The company established a subsidiary, Harley-Davidson India, in Gurgaon, near Delhi, in 2011, and created an Indian dealer network.
FINANCIAL CRISIS
According to Interbrand, the value of the Harley-Davidson brand fell by 43 percent to $4.34 billion in 2009. The fall in value is believed to be connected to the 66 percent drop in the company profits in two quarters of the previous year. On April 29, 2010, Harley-Davidson stated that they must cut $54 million in manufacturing costs from its production facilities in Wisconsin, and that they would explore alternative U.S. sites to accomplish this. The announcement came in the wake of a massive company-wide restructuring, which began in early 2009 and involved the closing of two factories, one distribution center, and the planned elimination of nearly 25 percent of its total workforce (around 3,500 employees). The company announced on September 14, 2010 that it would remain in Wisconsin.
MOTORCYCLE ENGINES
The classic Harley-Davidson engines are V-twin engines, with a 45° angle between the cylinders. The crankshaft has a single pin, and both pistons are connected to this pin through their connecting rods.
This 45° angle is covered under several United States patents and is an engineering tradeoff that allows a large, high-torque engine in a relatively small space. It causes the cylinders to fire at uneven intervals and produces the choppy "potato-potato" sound so strongly linked to the Harley-Davidson brand.
To simplify the engine and reduce costs, the V-twin ignition was designed to operate with a single set of points and no distributor. This is known as a dual fire ignition system, causing both spark plugs to fire regardless of which cylinder was on its compression stroke, with the other spark plug firing on its cylinder's exhaust stroke, effectively "wasting a spark". The exhaust note is basically a throaty growling sound with some popping. The 45° design of the engine thus creates a plug firing sequencing as such: The first cylinder fires, the second (rear) cylinder fires 315° later, then there is a 405° gap until the first cylinder fires again, giving the engine its unique sound.
Harley-Davidson has used various ignition systems throughout its history – be it the early points and condenser system, (Big Twin up to 1978 and Sportsters up to 1978), magneto ignition system used on some 1958 to 1969 Sportsters, early electronic with centrifugal mechanical advance weights, (all models 1978 and a half to 1979), or the late electronic with transistorized ignition control module, more familiarly known as the black box or the brain, (all models 1980 to present).
Starting in 1995, the company introduced Electronic Fuel Injection (EFI) as an option for the 30th anniversary edition Electra Glide. EFI became standard on all Harley-Davidson motorcycles, including Sportsters, upon the introduction of the 2007 product line.
In 1991, Harley-Davidson began to participate in the Sound Quality Working Group, founded by Orfield Labs, Bruel and Kjaer, TEAC, Yamaha, Sennheiser, SMS and Cortex. This was the nation's first group to share research on psychological acoustics. Later that year, Harley-Davidson participated in a series of sound quality studies at Orfield Labs, based on recordings taken at the Talladega Superspeedway, with the objective to lower the sound level for EU standards while analytically capturing the "Harley Sound". This research resulted in the bikes that were introduced in compliance with EU standards for 1998.
On February 1, 1994, the company filed a sound trademark application for the distinctive sound of the Harley-Davidson motorcycle engine: "The mark consists of the exhaust sound of applicant's motorcycles, produced by V-twin, common crankpin motorcycle engines when the goods are in use". Nine of Harley-Davidson's competitors filed comments opposing the application, arguing that cruiser-style motorcycles of various brands use a single-crankpin V-twin engine which produce a similar sound. These objections were followed by litigation. In June 2000, the company dropped efforts to federally register its trademark.
BIG V-TWINS
F-head, also known as JD, pocket valve and IOE (intake over exhaust), 1914–1929 (1,000 cm³), and 1922–1929 (1,200 cm³)
Flathead, 1930–1949 (1,200 cm³) and 1935–1941 (1,300 cm³).
Knucklehead, 1936–1947 61 cubic inch (1,000 cm³), and 1941–1947 74 cubic inch (1,200 cm³)
Panhead, 1948–1952 61 cubic inch (1,000 cm³), and 1948–1965, 74 cubic inch (1,200 cm³)
Shovelhead, 1966–1984, 74 cubic inch (1,200 cm³) and 80 cubic inch (1,338 cm³) since late 1978
Evolution (a.k.a. "Evo" and "Blockhead"), 1984–1999, 80 cubic inch (1,340 cm³)
Twin Cam (a.k.a. "Fathead" as named by American Iron Magazine) 1999–present, in the following versions:
Twin Cam 88, 1999–2006, 88 cubic inch (1,450 cm³)
Twin Cam 88B, counterbalanced version of the Twin Cam 88, 2000–2006, 88 cubic inch (1,450 cm³)
Twin Cam 95, since 2000, 95 cubic inch (1,550 cm³) (engines for early C.V.O. models)
Twin Cam 96, since 2007. As of 2012, only the Street Bob and Super Glide Custom Models still use the 96.96 cubic inch (1,584 cm³)
Twin Cam 103, 2003–2006, 2009, 103 cubic inch (1,690 cm³) (engines for C.V.O. models), Standard on 2011 Touring models: Ultra Limited, Road King Classic and Road Glide Ultra and optional on the Road Glide Custom and Street Glide. Standard on most 2012 models excluding Sportsters and 2 Dynas (Street Bob and Super Glide Custom). Standard on all 2014 dyna models.
Twin Cam 110, since 2007, 110 cubic inch (1,800 cm³) (engines for C.V.O. models, 2016 Soft Tail Slim S; FatBoy S, Low Rider S, and Pro-Street Breakout)
Milwaukee-Eight
Twin-cooled 107 ci (1,750 cm³): Standard on touring and trike model year 2017+.
Twin-cooled 114 ci (1,870 cm³): Optional on touring and trike model year 2017+, standard on CVO models.
REVOLUTION ENGINE
The Revolution engine is based on the VR-1000 Superbike race program, co-developed by Harley-Davidson's Powertrain Engineering team and Porsche Engineering in Stuttgart, Germany. It is a liquid cooled, dual overhead cam, internally counterbalanced 60 degree V-twin engine with a displacement of 69 cubic inch (1,130 cm³), producing 115 hp (86 kW) at 8,250 rpm at the crank, with a redline of 9,000 rpm. It was introduced for the new V-Rod line in 2001 for the 2002 model year, starting with the single VRSCA (V-Twin Racing Street Custom) model. The Revolution marks Harley's first collaboration with Porsche since the V4 Nova project, which, like the V-Rod, was a radical departure from Harley's traditional lineup until it was cancelled by AMF in 1981 in favor of the Evolution engine.
A 1,250 cc Screamin' Eagle version of the Revolution engine was made available for 2005 and 2006, and was present thereafter in a single production model from 2005 to 2007. In 2008, the 1,250 cc Revolution Engine became standard for the entire VRSC line. Harley-Davidson claims 123 hp (92 kW) at the crank for the 2008 VRSCAW model. The VRXSE Destroyer is equipped with a stroker (75 mm crank) Screamin' Eagle 1,300 cm³ Revolution Engine, producing more than 165 hp (123 kW).
750 cc and 500 cc versions of the Revolution engine are used in Harley-Davidson's Street line of light cruisers. These motors, named the Revolution X, use a single overhead cam, screw and locknut valve adjustment, a single internal counterbalancer, and vertically split crankcases; all of these changes making it different from the original Revolution design.
DÜSSELDORF-TEST
An extreme endurance test of the Revolution engine was performed in a dynometer installation, simulating the German Autobahn (highways without general speed limit) between the Porsche research and development center in Weissach, near Stuttgart to Düsseldorf. Uncounted samples of engines crashed, until an engine successfully passed the 500 hour nonstop run. This was the benchmark for the engineers to approve the start of production for the Revolution engine, which was documented in the Discovery channel special Harley-Davidson: Birth of the V-Rod, October 14, 2001.
SINGLE-CYLINER ENGINES
IOE singlesThe first Harley-Davidson motorcycles were powered by single-cylinder IOE engines with the inlet valve operated by engine vacuum. Singles of this type continued to be made until 1913, when a pushrod and rocker system was used to operate the overhead inlet valve on the single, a similar system having been used on their V-twins since 1911. Single-cylinder motorcycle engines were discontinued in 1918.Flathead and OHV singlesSingle-cylinder engines were reintroduced in 1925 as 1926 models. These singles were available either as flathead engines or as overhead valve engines until 1930, after which they were only available as flatheads. The flathead single-cylinder motorcycles were designated Model A for engines with magneto systems only and Model B for engines with battery and coil systems, while overhead valve versions were designated Model AA and Model BA respectively, and a magneto-only racing version was designated Model S. This line of single-cylinder motorcycles ended production in 1934.
MODEL FAMILIES
Modern Harley-branded motorcycles fall into one of six model families: Touring, Softail, Dyna, Sportster, Vrod and Street. These model families are distinguished by the frame, engine, suspension, and other characteristics.
TOURING
Touring models use Big-Twin engines and large-diameter telescopic forks. All Touring designations begin with the letters FL, e.g., FLHR (Road King) and FLTR (Road Glide).
The touring family, also known as "dressers" or "baggers", includes Road King, Road Glide, Street Glide and Electra Glide models offered in various trims. The Road Kings have a "retro cruiser" appearance and are equipped with a large clear windshield. Road Kings are reminiscent of big-twin models from the 1940s and 1950s. Electra Glides can be identified by their full front fairings. Most Electra Glides sport a fork-mounted fairing referred to as the "Batwing" due to its unmistakable shape. The Road Glide and Road Glide Ultra Classic have a frame-mounted fairing, referred to as the "Sharknose". The Sharknose includes a unique, dual front headlight.
Touring models are distinguishable by their large saddlebags, rear coil-over air suspension and are the only models to offer full fairings with radios and CBs. All touring models use the same frame, first introduced with a Shovelhead motor in 1980, and carried forward with only modest upgrades until 2009, when it was extensively redesigned. The frame is distinguished by the location of the steering head in front of the forks and was the first H-D frame to rubber mount the drivetrain to isolate the rider from the vibration of the big V-twin.
The frame was modified for the 1994 model year when the oil tank went under the transmission and the battery was moved inboard from under the right saddlebag to under the seat. In 1997, the frame was again modified to allow for a larger battery under the seat and to lower seat height. In 2007, Harley-Davidson introduced the 96 cubic inches (1,570 cubic centimetres) Twin Cam 96 engine, as well the six-speed transmission to give the rider better speeds on the highway.
In 2006, Harley introduced the FLHX Street Glide, a bike designed by Willie G. Davidson to be his personal ride, to its touring line.
In 2008, Harley added anti-lock braking systems and cruise control as a factory installed option on all touring models (standard on CVO and Anniversary models). Also new for 2008 is the 6-US-gallon (23 l; 5.0 imp gal) fuel tank for all touring models. 2008 also brought throttle-by-wire to all touring models.
For the 2009 model year, Harley-Davidson redesigned the entire touring range with several changes, including a new frame, new swingarm, a completely revised engine-mounting system, 17-inch (430 mm) front wheels for all but the FLHRC Road King Classic, and a 2–1–2 exhaust. The changes result in greater load carrying capacity, better handling, a smoother engine, longer range and less exhaust heat transmitted to the rider and passenger. Also released for the 2009 model year is the FLHTCUTG Tri-Glide Ultra Classic, the first three-wheeled Harley since the Servi-Car was discontinued in 1973. The model features a unique frame and a 1,690 cm³ engine exclusive to the trike.
In 2014, Harley-Davidson released a redesign for specific touring bikes and called it "Project Rushmore".[125] Changes include a new 103CI High Output engine, one handed easy open saddlebags and compartments, a new Boom! Box Infotainment system with either 10 cm or 16.5 cm screens featuring touchscreen functionality 16.5 cm models only], Bluetooth (media and phone with approved compatible devices), available GPS and SiriusXM, Text-to-Speech functionality (with approved compatible devices) and USB connectivity with charging. Other features include ABS with Reflex linked brakes, improved styling, Halogen or LED lighting and upgraded passenger comfort.
WIKIPEDIA
Harley-Davidson, Inc. (H-D), or Harley, is an American motorcycle manufacturer, founded in Milwaukee, Wisconsin in 1903.
As one of two major American motorcycle manufacturers to survive the Great Depression (along with Indian), the company has survived numerous ownership arrangements, subsidiary arrangements (e.g., Aermacchi 1974-1978 and Buell 1987-2009), periods of poor economic health and product quality, as well as intense global competition — to become one of the world's largest motorcycle manufacturers and an iconic brand widely known for its loyal following — with owner clubs and events worldwide as well as a company sponsored brand-focused museum.
Noted for a style of customization that gave rise to the chopper motorcycle style, Harley-Davidson traditionally marketed heavyweight, air-cooled cruiser motorcycles with engine displacements greater than 700 cm³ — and has broadened its offerings to include its more contemporary VRSC (2002) and middle-weight Street (2015) platforms.
Harley-Davidson manufactures its motorcycles at factories in York, Pennsylvania; Milwaukee, Wisconsin; Kansas City, Missouri; Manaus, Brazil; and Bawal, India — and markets its products worldwide.
Besides motorcycles, the company licenses and markets merchandise under the Harley-Davidson brand, among them being apparel, home decor and ornaments, accessories, toys, and scale figures of its motorcycles, and video games based on its motorcycle line and the community.
HISTORY
BEGINNING
In 1901, 20-year-old William S. Harley drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc³) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson worked on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon testing their power-cycle, Harley and the Davidson brothers found it unable to climb the hills around Milwaukee without pedal assistance. They quickly wrote off their first motor-bicycle as a valuable learning experiment.
Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc³) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized bicycle category and marked the path to future motorcycle designs. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.
The prototype of the new loop-frame Harley-Davidson was assembled in a 10 ft × 15 ft (3.0 m × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee railshops where oldest brother William A. Davidson was then toolroom foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.
In January 1905, small advertisements were placed in the Automobile and Cycle Trade Journal offering bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the five built in the Davidson backyard shed. Years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins until it was accidentally destroyed by contractors cleaning the factory yard in the early 1970s.
In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue),[12] at the current location of Harley-Davidson's corporate headquarters. The first Juneau Avenue plant was a 40 ft × 60 ft (12 m × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.
In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.
In 1907 William A. Davidson, brother to Arthur and Walter Davidson, quit his job as tool foreman for the Milwaukee Road railroad and joined the Motor Company.
Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inch (440 cm³) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cm³) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.
By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.
In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cm³), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.
In 1912, Harley-Davidson introduced their patented "Ful-Floteing Seat", which was suspended by a coil spring inside the seat tube. The spring tension could be adjusted to suit the rider's weight. More than 3 inches (76 mm) of travel was available. Harley-Davidson would use seats of this type until 1958.
By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure had been built. Begun in 1910, the factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.
WORLD WAR I
In 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for military issue, first with the British Model H, produced by British Triumph Motorcycles Ltd in 1915. After the U.S. entry into the war, the U.S. military purchased over 20,000 motorcycles from Harley-Davidson.
BICYCLES
Harley-Davidson launched a line of bicycles in 1917 in hopes of recruiting customers for its motorcycles. Besides the traditional diamond frame men's bicycle, models included a step-through frame 3-18 "Ladies Standard" and a 5-17 "Boy Scout" for youth. The effort was discontinued in 1923 because of disappointing sales.
The bicycles were built for Harley-Davidson in Dayton, Ohio, by the Davis Machine Company from 1917 to 1921, when Davis stopped manufacturing bicycles.
1920s
By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world, with 28,189 machines produced, and dealers in 67 countries.
In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed greater than 100 mph (160 km/h).
During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,212.6 cm³) V-Twin, introduced in 1921, and the "teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.
In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cm³) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X. This was the "D" model, produced from 1929 to 1931. Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.
GREAT DEPRESSION
The Great Depression began a few months after the introduction of their 45 cubic inch (737 cm³) model. Harley-Davidson's sales fell from 21,000 in 1929 to 3,703 in 1933. Despite this, Harley-Davidson unveiled a new lineup for 1934, which included a flathead engine and Art Deco styling.
In order to survive the remainder of the Depression, the company manufactured industrial powerplants based on their motorcycle engines. They also designed and built a three-wheeled delivery vehicle called the Servi-Car, which remained in production until 1973.
In the mid-1930s, Alfred Rich Child opened a production line in Japan with the 74-cubic-inch (1,210 cm³) VL. The Japanese license-holder, Sankyo Seiyaku Corporation, severed its business relations with Harley-Davidson in 1936 and continued manufacturing the VL under the Rikuo name.
An 80-cubic-inch (1,300 cm³) flathead engine was added to the line in 1935, by which time the single-cylinder motorcycles had been discontinued.
In 1936, the 61E and 61EL models with the "Knucklehead" OHV engines was introduced. Valvetrain problems in early Knucklehead engines required a redesign halfway through its first year of production and retrofitting of the new valvetrain on earlier engines.
By 1937, all Harley-Davidson's flathead engines were equipped with dry-sump oil recirculation systems similar to the one introduced in the "Knucklehead" OHV engine. The revised 74-cubic-inch (1,210 cm³) V and VL models were renamed U and UL, the 80-cubic-inch (1,300 cc³) VH and VLH to be renamed UH and ULH, and the 45-cubic-inch (740 cc³) R to be renamed W.
In 1941, the 74-cubic-inch (1,210 cm³) "Knucklehead" was introduced as the F and the FL. The 80-cubic-inch (1,300 cc³) flathead UH and ULH models were discontinued after 1941, while the 74 inch (1880 mm) U & UL flathead models were produced up to 1948.
WORLD WAR II
One of only two American cycle manufacturers to survive the Great Depression. Harley-Davidson again produced large numbers of motorcycles for the US Army in World War II and resumed civilian production afterwards, producing a range of large V-twin motorcycles that were successful both on racetracks and for private buyers.
Harley-Davidson, on the eve of World War II, was already supplying the Army with a military-specific version of its 45 cubic inches (740 cm³) WL line, called the WLA. The A in this case stood for "Army". Upon the outbreak of war, the company, along with most other manufacturing enterprises, shifted to war work. More than 90,000 military motorcycles, mostly WLAs and WLCs (the Canadian version) were produced, many to be provided to allies. Harley-Davidson received two Army-Navy ‘E’ Awards, one in 1943 and the other in 1945, which were awarded for Excellence in Production.
Shipments to the Soviet Union under the Lend-Lease program numbered at least 30,000. The WLAs produced during all four years of war production generally have 1942 serial numbers. Production of the WLA stopped at the end of World War II, but was resumed from 1950 to 1952 for use in the Korean War.
The U.S. Army also asked Harley-Davidson to produce a new motorcycle with many of the features of BMW's side-valve and shaft-driven R71. Harley largely copied the BMW engine and drive train and produced the shaft-driven 750 cc 1942 Harley-Davidson XA. This shared no dimensions, no parts and no design concepts (except side valves) with any prior Harley-Davidson engine. Due to the superior cooling of the flat-twin engine with the cylinders across the frame, Harley's XA cylinder heads ran 56 °C cooler than its V-twins. The XA never entered full production: the motorcycle by that time had been eclipsed by the Jeep as the Army's general purpose vehicle, and the WLA - already in production - was sufficient for its limited police, escort, and courier roles. Only 1,000 were made and the XA never went into full production. It remains the only shaft-driven Harley-Davidson ever made.
SMALL HARLEYS: HUMMERS AND AERMACCHIS
As part of war reparations, Harley-Davidson acquired the design of a small German motorcycle, the DKW RT 125, which they adapted, manufactured, and sold from 1948 to 1966. Various models were made, including the Hummer from 1955 to 1959, but they are all colloquially referred to as "Hummers" at present. BSA in the United Kingdom took the same design as the foundation of their BSA Bantam.
In 1960, Harley-Davidson consolidated the Model 165 and Hummer lines into the Super-10, introduced the Topper scooter, and bought fifty percent of Aermacchi's motorcycle division. Importation of Aermacchi's 250 cc horizontal single began the following year. The bike bore Harley-Davidson badges and was marketed as the Harley-Davidson Sprint. The engine of the Sprint was increased to 350 cc in 1969 and would remain that size until 1974, when the four-stroke Sprint was discontinued.
After the Pacer and Scat models were discontinued at the end of 1965, the Bobcat became the last of Harley-Davidson's American-made two-stroke motorcycles. The Bobcat was manufactured only in the 1966 model year.
Harley-Davidson replaced their American-made lightweight two-stroke motorcycles with the Aermacchi-built two-stroke powered M-65, M-65S, and Rapido. The M-65 had a semi-step-through frame and tank. The M-65S was a M-65 with a larger tank that eliminated the step-through feature. The Rapido was a larger bike with a 125 cc engine. The Aermacchi-built Harley-Davidsons became entirely two-stroke powered when the 250 cc two-stroke SS-250 replaced the four-stroke 350 cc Sprint in 1974.
Harley-Davidson purchased full control of Aermacchi's motorcycle production in 1974 and continued making two-stroke motorcycles there until 1978, when they sold the facility to Cagiva.
OVERSEAS
Established in 1918, the oldest continuously operating Harley-Davidson dealership outside of the United States is in Australia.[4] Sales in Japan started in 1912 then in 1929, Harley-Davidsons were produced in Japan under license to the company Rikuo (Rikuo Internal Combustion Company) under the name of Harley-Davidson and using the company's tooling, and later under the name Rikuo. Production continued until 1958.
TARNISHED REPUTATION
In 1952, following their application to the U.S. Tariff Commission for a 40 percent tax on imported motorcycles, Harley-Davidson was charged with restrictive practices.
In 1969, American Machine and Foundry (AMF) bought the company, streamlined production, and slashed the workforce. This tactic resulted in a labor strike and lower-quality bikes. The bikes were expensive and inferior in performance, handling, and quality to Japanese motorcycles. Sales and quality declined, and the company almost went bankrupt. The "Harley-Davidson" name was mocked as "Hardly Ableson", "Hardly Driveable," and "Hogly Ferguson", and the nickname "Hog" became pejorative.
In 1977, following the successful manufacture of the Liberty Edition to commemorate America's bicentennial in 1976, Harley-Davidson produced what has become one of its most controversial models, the Harley-Davidson Confederate Edition. The bike was essentially a stock Harley with Confederate-specific paint and details.
RESTRUCTING AND REVIVAL
In 1981, AMF sold the company to a group of 13 investors led by Vaughn Beals and Willie G. Davidson for $80 million. Inventory was strictly controlled using the just-in-time system.
In the early eighties, Harley-Davidson claimed that Japanese manufacturers were importing motorcycles into the US in such volume as to harm or threaten to harm domestic producers. After an investigation by the U.S. International Trade Commission, President Reagan imposed in 1983 a 45 percent tariff on imported bikes with engine capacities greater than 700 cc. Harley-Davidson subsequently rejected offers of assistance from Japanese motorcycle makers. However, the company did offer to drop the request for the tariff in exchange for loan guarantees from the Japanese.
Rather than trying to match the Japanese, the new management deliberately exploited the "retro" appeal of the machines, building motorcycles that deliberately adopted the look and feel of their earlier machines and the subsequent customizations of owners of that era. Many components such as brakes, forks, shocks, carburetors, electrics and wheels were outsourced from foreign manufacturers and quality increased, technical improvements were made, and buyers slowly returned.
Harley-Davidson bought the "Sub Shock" cantilever-swingarm rear suspension design from Missouri engineer Bill Davis and developed it into its Softail series of motorcycles, introduced in 1984 with the FXST Softail.
In response to possible motorcycle market loss due to the aging of baby-boomers, Harley-Davidson bought luxury motorhome manufacturer Holiday Rambler in 1986. In 1996, the company sold Holiday Rambler to the Monaco Coach Corporation.
The "Sturgis" model, boasting a dual belt-drive, was introduced initially in 1980 and was made for three years. This bike was then brought back as a commemorative model in 1991. By 1990, with the introduction of the "Fat Boy", Harley once again became the sales leader in the heavyweight (over 750 cm³) market. At the time of the Fat Boy model introduction, a story rapidly spread that its silver paint job and other features were inspired by the B-29; and Fat Boy was a combination of the names of the atomic bombs Fat Man and Little Boy. However, the Urban Legend Reference Pages lists this story as an urban legend.
1993 and 1994 saw the replacement of FXR models with the Dyna (FXD), which became the sole rubber mount FX Big Twin frame in 1994. The FXR was revived briefly from 1999 to 2000 for special limited editions (FXR2, FXR3 & FXR4).
Construction started on the $75 million, 130,000 square-foot (12,000 m2) Harley-Davidson Museum in the Menomonee Valley on June 1, 2006. It opened in 2008 and houses the company's vast collection of historic motorcycles and corporate archives, along with a restaurant, café and meeting space.
BUELL MOTORCYCLE COMPANY
Harley-Davidson's association with sportbike manufacturer Buell Motorcycle Company began in 1987 when they supplied Buell with fifty surplus XR1000 engines. Buell continued to buy engines from Harley-Davidson until 1993, when Harley-Davidson bought 49 percent of the Buell Motorcycle Company. Harley-Davidson increased its share in Buell to ninety-eight percent in 1998, and to complete ownership in 2003.
In an attempt to attract newcomers to motorcycling in general and to Harley-Davidson in particular, Buell developed a low-cost, low-maintenance motorcycle. The resulting single-cylinder Buell Blast was introduced in 2000, and was made through 2009, which, according to Buell, was to be the final year of production.
On October 15, 2009, Harley-Davidson Inc. issued an official statement that it would be discontinuing the Buell line and ceasing production immediately. The stated reason was to focus on the Harley-Davidson brand. The company refused to consider selling Buell. Founder Erik Buell subsequently established Erik Buell Racing and continued to manufacture and develop the company's 1125RR racing motorcycle.
FIRST OVERSEAS FACTORY IN BRAZIL
In 1998 the first Harley-Davidson factory outside the US opened in Manaus, Brazil, taking advantage of the free economic zone there. The location was positioned to sell motorcycles in the southern hemisphere market.
CLAIMS OF STOCK PRICE MANIPULATION
During its period of peak demand, during the late 1990s and early first decade of the 21st century, Harley-Davidson embarked on a program of expanding the number of dealerships throughout the country. At the same time, its current dealers typically had waiting lists that extended up to a year for some of the most popular models. Harley-Davidson, like the auto manufacturers, records a sale not when a consumer buys their product, but rather when it is delivered to a dealer. Therefore, it is possible for the manufacturer to inflate sales numbers by requiring dealers to accept more inventory than desired in a practice called channel stuffing. When demand softened following the unique 2003 model year, this news led to a dramatic decline in the stock price. In April 2004 alone, the price of HOG shares dropped from more than $60 to less than $40. Immediately prior to this decline, retiring CEO Jeffrey Bleustein profited $42 million on the exercise of employee stock options.[80] Harley-Davidson was named as a defendant in numerous class action suits filed by investors who claimed they were intentionally defrauded by Harley-Davidson's management and directors. By January 2007, the price of Harley-Davidson shares reached $70.
PROBLEMS WITH TOURING MODELS
Starting around 2000, several police departments started reporting problems with high speed instability on the Harley-Davidson Touring motorcycles. A Raleigh, North Carolina police officer, Charles Paul, was killed when his 2002 police touring motorcycle crashed after reportedly experiencing a high speed wobble. The California Highway Patrol conducted testing of the Police Touring motorcycles in 2006. The CHP test riders reported experiencing wobble or weave instability while operating the motorcycles on the test track.
2007 STRIKE
On February 2, 2007, upon the expiration of their union contract, about 2,700 employees at Harley-Davidson Inc.'s largest manufacturing plant in York, Pennsylvania went on strike after failing to agree on wages and health benefits. During the pendency of the strike, the company refused to pay for any portion of the striking employees' health care.
The day before the strike, after the union voted against the proposed contract and to authorize the strike, the company shut down all production at the plant. The York facility employs more than 3,200 workers, both union and non-union.
Harley-Davidson announced on February 16, 2007, that it had reached a labor agreement with union workers at its largest manufacturing plant, a breakthrough in the two-week-old strike. The strike disrupted Harley-Davidson's national production and was felt in Wisconsin, where 440 employees were laid off, and many Harley suppliers also laid off workers because of the strike.
MV AGUSTA GROUP
On July 11, 2008 Harley-Davidson announced they had signed a definitive agreement to acquire the MV Agusta Group for $109M USD (€70M). MV Agusta Group contains two lines of motorcycles: the high-performance MV Agusta brand and the lightweight Cagiva brand. The acquisition was completed on August 8.
On October 15, 2009, Harley-Davidson announced that it would divest its interest in MV Agusta. Harley-Davidson Inc. sold Italian motorcycle maker MV Agusta to Claudio Castiglioni, ending the transaction in the first week of August 2010. Castiglioni is the company's former owner and had been MV Agusta's chairman since Harley-Davidson bought it in 2008.
OPERATIONS IN INDIA
In August 2009, Harley-Davidson announced plans to enter the market in India, and started selling motorcycles there in 2010. The company established a subsidiary, Harley-Davidson India, in Gurgaon, near Delhi, in 2011, and created an Indian dealer network.
FINANCIAL CRISIS
According to Interbrand, the value of the Harley-Davidson brand fell by 43 percent to $4.34 billion in 2009. The fall in value is believed to be connected to the 66 percent drop in the company profits in two quarters of the previous year. On April 29, 2010, Harley-Davidson stated that they must cut $54 million in manufacturing costs from its production facilities in Wisconsin, and that they would explore alternative U.S. sites to accomplish this. The announcement came in the wake of a massive company-wide restructuring, which began in early 2009 and involved the closing of two factories, one distribution center, and the planned elimination of nearly 25 percent of its total workforce (around 3,500 employees). The company announced on September 14, 2010 that it would remain in Wisconsin.
MOTORCYCLE ENGINES
The classic Harley-Davidson engines are V-twin engines, with a 45° angle between the cylinders. The crankshaft has a single pin, and both pistons are connected to this pin through their connecting rods.
This 45° angle is covered under several United States patents and is an engineering tradeoff that allows a large, high-torque engine in a relatively small space. It causes the cylinders to fire at uneven intervals and produces the choppy "potato-potato" sound so strongly linked to the Harley-Davidson brand.
To simplify the engine and reduce costs, the V-twin ignition was designed to operate with a single set of points and no distributor. This is known as a dual fire ignition system, causing both spark plugs to fire regardless of which cylinder was on its compression stroke, with the other spark plug firing on its cylinder's exhaust stroke, effectively "wasting a spark". The exhaust note is basically a throaty growling sound with some popping. The 45° design of the engine thus creates a plug firing sequencing as such: The first cylinder fires, the second (rear) cylinder fires 315° later, then there is a 405° gap until the first cylinder fires again, giving the engine its unique sound.
Harley-Davidson has used various ignition systems throughout its history – be it the early points and condenser system, (Big Twin up to 1978 and Sportsters up to 1978), magneto ignition system used on some 1958 to 1969 Sportsters, early electronic with centrifugal mechanical advance weights, (all models 1978 and a half to 1979), or the late electronic with transistorized ignition control module, more familiarly known as the black box or the brain, (all models 1980 to present).
Starting in 1995, the company introduced Electronic Fuel Injection (EFI) as an option for the 30th anniversary edition Electra Glide. EFI became standard on all Harley-Davidson motorcycles, including Sportsters, upon the introduction of the 2007 product line.
In 1991, Harley-Davidson began to participate in the Sound Quality Working Group, founded by Orfield Labs, Bruel and Kjaer, TEAC, Yamaha, Sennheiser, SMS and Cortex. This was the nation's first group to share research on psychological acoustics. Later that year, Harley-Davidson participated in a series of sound quality studies at Orfield Labs, based on recordings taken at the Talladega Superspeedway, with the objective to lower the sound level for EU standards while analytically capturing the "Harley Sound". This research resulted in the bikes that were introduced in compliance with EU standards for 1998.
On February 1, 1994, the company filed a sound trademark application for the distinctive sound of the Harley-Davidson motorcycle engine: "The mark consists of the exhaust sound of applicant's motorcycles, produced by V-twin, common crankpin motorcycle engines when the goods are in use". Nine of Harley-Davidson's competitors filed comments opposing the application, arguing that cruiser-style motorcycles of various brands use a single-crankpin V-twin engine which produce a similar sound. These objections were followed by litigation. In June 2000, the company dropped efforts to federally register its trademark.
BIG V-TWINS
F-head, also known as JD, pocket valve and IOE (intake over exhaust), 1914–1929 (1,000 cm³), and 1922–1929 (1,200 cm³)
Flathead, 1930–1949 (1,200 cm³) and 1935–1941 (1,300 cm³).
Knucklehead, 1936–1947 61 cubic inch (1,000 cm³), and 1941–1947 74 cubic inch (1,200 cm³)
Panhead, 1948–1952 61 cubic inch (1,000 cm³), and 1948–1965, 74 cubic inch (1,200 cm³)
Shovelhead, 1966–1984, 74 cubic inch (1,200 cm³) and 80 cubic inch (1,338 cm³) since late 1978
Evolution (a.k.a. "Evo" and "Blockhead"), 1984–1999, 80 cubic inch (1,340 cm³)
Twin Cam (a.k.a. "Fathead" as named by American Iron Magazine) 1999–present, in the following versions:
Twin Cam 88, 1999–2006, 88 cubic inch (1,450 cm³)
Twin Cam 88B, counterbalanced version of the Twin Cam 88, 2000–2006, 88 cubic inch (1,450 cm³)
Twin Cam 95, since 2000, 95 cubic inch (1,550 cm³) (engines for early C.V.O. models)
Twin Cam 96, since 2007. As of 2012, only the Street Bob and Super Glide Custom Models still use the 96.96 cubic inch (1,584 cm³)
Twin Cam 103, 2003–2006, 2009, 103 cubic inch (1,690 cm³) (engines for C.V.O. models), Standard on 2011 Touring models: Ultra Limited, Road King Classic and Road Glide Ultra and optional on the Road Glide Custom and Street Glide. Standard on most 2012 models excluding Sportsters and 2 Dynas (Street Bob and Super Glide Custom). Standard on all 2014 dyna models.
Twin Cam 110, since 2007, 110 cubic inch (1,800 cm³) (engines for C.V.O. models, 2016 Soft Tail Slim S; FatBoy S, Low Rider S, and Pro-Street Breakout)
Milwaukee-Eight
Twin-cooled 107 ci (1,750 cm³): Standard on touring and trike model year 2017+.
Twin-cooled 114 ci (1,870 cm³): Optional on touring and trike model year 2017+, standard on CVO models.
REVOLUTION ENGINE
The Revolution engine is based on the VR-1000 Superbike race program, co-developed by Harley-Davidson's Powertrain Engineering team and Porsche Engineering in Stuttgart, Germany. It is a liquid cooled, dual overhead cam, internally counterbalanced 60 degree V-twin engine with a displacement of 69 cubic inch (1,130 cm³), producing 115 hp (86 kW) at 8,250 rpm at the crank, with a redline of 9,000 rpm. It was introduced for the new V-Rod line in 2001 for the 2002 model year, starting with the single VRSCA (V-Twin Racing Street Custom) model. The Revolution marks Harley's first collaboration with Porsche since the V4 Nova project, which, like the V-Rod, was a radical departure from Harley's traditional lineup until it was cancelled by AMF in 1981 in favor of the Evolution engine.
A 1,250 cc Screamin' Eagle version of the Revolution engine was made available for 2005 and 2006, and was present thereafter in a single production model from 2005 to 2007. In 2008, the 1,250 cc Revolution Engine became standard for the entire VRSC line. Harley-Davidson claims 123 hp (92 kW) at the crank for the 2008 VRSCAW model. The VRXSE Destroyer is equipped with a stroker (75 mm crank) Screamin' Eagle 1,300 cm³ Revolution Engine, producing more than 165 hp (123 kW).
750 cc and 500 cc versions of the Revolution engine are used in Harley-Davidson's Street line of light cruisers. These motors, named the Revolution X, use a single overhead cam, screw and locknut valve adjustment, a single internal counterbalancer, and vertically split crankcases; all of these changes making it different from the original Revolution design.
DÜSSELDORF-TEST
An extreme endurance test of the Revolution engine was performed in a dynometer installation, simulating the German Autobahn (highways without general speed limit) between the Porsche research and development center in Weissach, near Stuttgart to Düsseldorf. Uncounted samples of engines crashed, until an engine successfully passed the 500 hour nonstop run. This was the benchmark for the engineers to approve the start of production for the Revolution engine, which was documented in the Discovery channel special Harley-Davidson: Birth of the V-Rod, October 14, 2001.
SINGLE-CYLINER ENGINES
IOE singlesThe first Harley-Davidson motorcycles were powered by single-cylinder IOE engines with the inlet valve operated by engine vacuum. Singles of this type continued to be made until 1913, when a pushrod and rocker system was used to operate the overhead inlet valve on the single, a similar system having been used on their V-twins since 1911. Single-cylinder motorcycle engines were discontinued in 1918.Flathead and OHV singlesSingle-cylinder engines were reintroduced in 1925 as 1926 models. These singles were available either as flathead engines or as overhead valve engines until 1930, after which they were only available as flatheads. The flathead single-cylinder motorcycles were designated Model A for engines with magneto systems only and Model B for engines with battery and coil systems, while overhead valve versions were designated Model AA and Model BA respectively, and a magneto-only racing version was designated Model S. This line of single-cylinder motorcycles ended production in 1934.
MODEL FAMILIES
Modern Harley-branded motorcycles fall into one of six model families: Touring, Softail, Dyna, Sportster, Vrod and Street. These model families are distinguished by the frame, engine, suspension, and other characteristics.
TOURING
Touring models use Big-Twin engines and large-diameter telescopic forks. All Touring designations begin with the letters FL, e.g., FLHR (Road King) and FLTR (Road Glide).
The touring family, also known as "dressers" or "baggers", includes Road King, Road Glide, Street Glide and Electra Glide models offered in various trims. The Road Kings have a "retro cruiser" appearance and are equipped with a large clear windshield. Road Kings are reminiscent of big-twin models from the 1940s and 1950s. Electra Glides can be identified by their full front fairings. Most Electra Glides sport a fork-mounted fairing referred to as the "Batwing" due to its unmistakable shape. The Road Glide and Road Glide Ultra Classic have a frame-mounted fairing, referred to as the "Sharknose". The Sharknose includes a unique, dual front headlight.
Touring models are distinguishable by their large saddlebags, rear coil-over air suspension and are the only models to offer full fairings with radios and CBs. All touring models use the same frame, first introduced with a Shovelhead motor in 1980, and carried forward with only modest upgrades until 2009, when it was extensively redesigned. The frame is distinguished by the location of the steering head in front of the forks and was the first H-D frame to rubber mount the drivetrain to isolate the rider from the vibration of the big V-twin.
The frame was modified for the 1994 model year when the oil tank went under the transmission and the battery was moved inboard from under the right saddlebag to under the seat. In 1997, the frame was again modified to allow for a larger battery under the seat and to lower seat height. In 2007, Harley-Davidson introduced the 96 cubic inches (1,570 cubic centimetres) Twin Cam 96 engine, as well the six-speed transmission to give the rider better speeds on the highway.
In 2006, Harley introduced the FLHX Street Glide, a bike designed by Willie G. Davidson to be his personal ride, to its touring line.
In 2008, Harley added anti-lock braking systems and cruise control as a factory installed option on all touring models (standard on CVO and Anniversary models). Also new for 2008 is the 6-US-gallon (23 l; 5.0 imp gal) fuel tank for all touring models. 2008 also brought throttle-by-wire to all touring models.
For the 2009 model year, Harley-Davidson redesigned the entire touring range with several changes, including a new frame, new swingarm, a completely revised engine-mounting system, 17-inch (430 mm) front wheels for all but the FLHRC Road King Classic, and a 2–1–2 exhaust. The changes result in greater load carrying capacity, better handling, a smoother engine, longer range and less exhaust heat transmitted to the rider and passenger. Also released for the 2009 model year is the FLHTCUTG Tri-Glide Ultra Classic, the first three-wheeled Harley since the Servi-Car was discontinued in 1973. The model features a unique frame and a 1,690 cm³ engine exclusive to the trike.
In 2014, Harley-Davidson released a redesign for specific touring bikes and called it "Project Rushmore".[125] Changes include a new 103CI High Output engine, one handed easy open saddlebags and compartments, a new Boom! Box Infotainment system with either 10 cm or 16.5 cm screens featuring touchscreen functionality 16.5 cm models only], Bluetooth (media and phone with approved compatible devices), available GPS and SiriusXM, Text-to-Speech functionality (with approved compatible devices) and USB connectivity with charging. Other features include ABS with Reflex linked brakes, improved styling, Halogen or LED lighting and upgraded passenger comfort.
WIKIPEDIA
Restoration underway in the former dynometer and environmental test chamber at the Mack Truck Museum and Customer Center in Allentown, PA. www.dailydieseldose.com for more!
The former dynometer and environmental test chamber at the Mack Truck Museum and Customer Center in Allentown, PA. www.dailydieseldose.com for more!
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
The dynometer and environmental test chamber at the Mack Truck Museum and Customer Center in Allentown, PA. www.dailydieseldose.com for more!
Control room of the dynometer and environmental test chamber at the Mack Truck Museum and Customer Center in Allentown, PA. www.dailydieseldose.com for more!
a Sawyer Massey Steam Engine works hard on the Dynometer showing its horse power. (South Western Ontario Steam Threshers Reunion in Forest, Ontario.)
The dynometer and environmental test chamber at the Mack Truck Museum and Customer Center in Allentown, PA. www.dailydieseldose.com for more!
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
A hand-crank dynometer measures watts with a series of incandescent light bulbs. Your arm will tire before this display does.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
Nashville, Chattanooga and St. Louis Railway NCSTL 90130 dynometer car
Let's look into two of the Louisville Southern Railroad's most significant bridges in Kentucky: Young's High Bridge across the Kentucky River gorge at Tyrone and a viaduct over a branch of the Cedar Brook.
Read on in our latest Journal entry, "Along the Louisville Southern Railroad": abandonedonline.net/along-the-louisville-southern-railroad/
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
Restoration underway in the former dynometer and environmental test chamber at the Mack Truck Museum and Customer Center in Allentown, PA. www.dailydieseldose.com for more!
The dynometer and environmental test chamber at the Mack Truck Museum and Customer Center in Allentown, PA. www.dailydieseldose.com for more!
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
How can one tell? Two, big, rectangular radiators under the wings for the coolant, and oil, and an air-air intercooler because there's a TWO stage mechanical supercharger right at the back edge of the engine. The output of the first supercharger is heated by being compressed, gets piped to the intecooler, cools off, comes back to the second supercharger, where it gets further compressed, and heated thereby, but not as much as it would have if the intercooler weren't there. Unless it comes after both superchargers... no, between them, I'm pretty sure. Besides two stages of supercharger, these superchargers have TWO SPEEDS. As the plane goes higher, you can change the gear and get more compression.
What's the point? At high altitude, the air is thin. Compress it enough and you've got it at sea-level pressure. Or more. Add fuel and make power. Without the compression, the power of the engine drops off with rising altitude. So the wings make less and less lift, and the motor makes less and less power, and eventually, you're at the "ceiling" of the airplane. It can't fly any higher. It might zoom up above, trading speed for altitude, but it won't stay at that altitude. It will settle gently to its maximum ceiling, or stall and fall out of the sky. Could be ugly.
The power made by the engine is very simply the product of how many pounds of air and fuel flows through it. See Dr. Stanley Hooker's autobiography, "Not Much Of An Engineer", where he used Rolls Royce's labs at war time to actually do the experiment. Clean. No parasitic load from water pump or oil pump or supercharger. All the accessories were driven by electric motors, of several hundred horsepower. And a dynometer on the output of the engine. More air, more fuel, more power. The correct mix of fuel and air is pretty consistent over a wide range of engine speeds. All very simple.
The two speed two stage supercharger version of the Merlin engine was rushed into production and the engine and its coolers were bolted on to the front of a pretty much otherwise unmodified Spitfire Mk V. A short term expedient. The Mark VIII was the clean design, cleaner, faster, required work to sort out. The Mark IX was a hot rod, big motor, otherwise the same airplane. And, with that, the Spitfire was again as fast as the fastest German fighters. FW-190s which had come as an awful shock.
Champlin Fighter Museum
94-
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
Cheyne and the fine men at Vancouver's Blitzkrieg Autowerks have been looking after my GTI for over four years now, but this was the car's first visit to their new location. July 23, 2010.
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineeers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.Dubbed Model J, the new Duesenberg was equipped with a wide variety of technical novelties. In its design the chassis was very simple with a ladder frame and solid axles front and rear. Six cross-members made sure the chassis was twist-free and could accomodate all body-types regardless of the body's rigidity. An ingenious lubrication system was installed, which automatically started lubricating various parts of the chassis after sixty to eighty miles. Two lights on the dashboard indicated the lubrication progress and two others lit up at 750 and 1500 miles indicating the need for an oil change and battery check respectively.It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.Despite the enthusiastic public response at the New York launch, sales were disappointing. The estimated production figure of 500 cars per year was never matched and eventually only 481 Model Js were constructed. Being extremely expensive, the Model J was popular with the rich and famous. Among the owners were many greats from the showbizz industry like Gary Cooper, Clark Gable, James Cagney and Greta Garbo. Various kings and queens were Model J owners as well. Part of the Duesenberg legend is based on the many famous owners.Today the Model J is considered to be one of the most legendary cars ever constructed. The combination of state-of-the-art racing inspired engineering, the era's finest coach-building and the cars' many famous owners have all contributed to that legend. One of the most told stories about the Model J underlined the engine's incredible power; the Model J could smoothly accelerate from 10 mph to 89 mph in second gear. The SSJ's top-speed is estimated to be close to 160 mph, faster than any other pre-War road car.Founded by Harold Ames, LaGrande was not a regular coach-builder, but rather a name for factory designed bodies constructed by three local Indiana coach-builders. Although the LaGrande bodies are today considered 'factory bodies,' none of them were ever constructed by Duesenberg. The 29 bodies were constructed by Union City Body Company, A. H. Walker Body Company and Central Manufacturing Company.Featured are two similar LaGrande 'bodied' Duesenbergs. After its short-wheelbase chassis, unique to these two examples, they are known as the SSJs. Each car was once in the possession of a famous actor. The two-tone silver car (s/n 2594 J-563) was first owned by Gary Cooper. Duesenberg leant the second car (s/n 2595 J-567) to Clark Gable. Although he was already a Duesenberg owner, he never actually owned this example. The two cars remain as the most famous and fastest Duesenberg road cars ever constructed
In 1913, brothers Fred and August Duesenberg founded Duesenberg Automobile & Motors Company, Inc. on 915 Grand Avenue in Des Moines, Iowa to build sports cars. Born in 1876 and 1879 respectively in Kirchheide (Lemgo), Germany, the two brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the very best cars of the time, and were built entirely by hand.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.
E.L. Cord, the owner of Cord Automobile, Auburn Automobile, and other transportation firms, bought the company on the 26th October 1926 for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that should be the best in the world. Indeed, Cord wanted the biggest, fastest and most expensive car ever made, he also ordered a large chassis to be able to compete with the biggest, powerful and most luxurious European cars of the era, such as Hispano-Suiza, Isotta-Fraschini, Mercedes-Benz or Rolls-Royce. It took Fred 27 months to bring the Model J to fruition.
It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.
Duesenberg ceased production in 1937 after Cord's financial empire collapsed, however between 1937 and 1940 three automobiles put the final touch to this historical marque: the first one was commissioned by the French cosmetics tycoon Gui de LaRouche to Emmett-Armand Coachworks of America as a gift to his lover Simone, it took three years to complete both the tailor-made interior and futuristic body finished in 1939, this disappeared masterpiece was named as "Duesenberg Coupé Simone. It is both the longest Duesenberg and the last one delivered; and finally the last one ever made, which was assembled from leftover parts between 1938-1940.
The story begins in France but in so many ways it is an American story…..e story of two immigrants….. a story filled with the excitement, the creativity and energy if the early automotive age…..and a story of our time, of chance happenings and dogged research
The year was 1936, and the French cosmetics king Gui De LaRouche had attended the world premier of the film The Clearing Cloud. Watching the film, he was particularly impressed by an automobile driven by the leading man. After making several inquiries, he learned that the automobile’s gorgeous body was the creation of Emmett-Armand Coachworks of Green Brier, Pennsylvania in the United States.
Gui De LaRouche had always believed that a man must succumb to his passions. So he commissioned Emmett-Armand to create an exotic-bodied Coupé on a Duesenberg chassis. The new automobile would be a gift to his lover, a beauty called Simone.
Emmett-Armand took three years in the making the automobile – with the supervision of LaRouche’s assistant, Antoine St Clair. When the masterpiece was complete, plans were made to unveil the extraordinary vehicle at the 1939 New York World’s Fair. But before they did, they intended to deliver it first to Paris for LaRouche’s personal approval.
Yet 1939 was a year fraught with danger, and war clouds gathering ominously over Europe. When Emmett arrived in Paris with the car, he found a bitter love-triangle among LaRouche, Simone and St Claire becoming quite sinister. LaRouche had forged papers naming St Claire as a traitor; he had threatened Simone with the same; and he had evicted Emmett from his estate, taking possession of the car with no intention of paying for it. Later, Emmett and St Claire would join forces to steal back the car and rescue Simone. The plan was to hide the car until it could be safely returned to the United States.
Back in America, Armand received a terse telegram from his partner stating that Emmett was seeking safe storage for the Coupé Simone and that his return would be delayed. But there the story seemed to end, for both Emmett and the car were lost as they left Paris. Armand rushed to Europe to look for his friend and partner, but he too disappeared. Yet the two men’s creation – the elegant Coupé Simone – would re-appear only nearly sixty years later, in a remarkable twist of fate.
In the 1990’s Roger Hardnock and Raffi Minasian, distant relatives of Emmett and Armand, chance to meet. Not surprisingly, both share a passion for classic automobiles. Acting on a tip, they travelled to a remote area in central Pennsylvania – to a place called Green Brier. There, in a dilapidated barn, they discovered the original plans for the lost masterpiece. Determined to bring their ancestors’ vision to light, they created a scale model of the Duesenberg Coupé Simone – a model that would capture the splendor of the original.
They were immediately sold to the House Franklin Mint, hence the model.
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineeers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.Dubbed Model J, the new Duesenberg was equipped with a wide variety of technical novelties. In its design the chassis was very simple with a ladder frame and solid axles front and rear. Six cross-members made sure the chassis was twist-free and could accomodate all body-types regardless of the body's rigidity. An ingenious lubrication system was installed, which automatically started lubricating various parts of the chassis after sixty to eighty miles. Two lights on the dashboard indicated the lubrication progress and two others lit up at 750 and 1500 miles indicating the need for an oil change and battery check respectively.It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.Despite the enthusiastic public response at the New York launch, sales were disappointing. The estimated production figure of 500 cars per year was never matched and eventually only 481 Model Js were constructed. Being extremely expensive, the Model J was popular with the rich and famous. Among the owners were many greats from the showbizz industry like Gary Cooper, Clark Gable, James Cagney and Greta Garbo. Various kings and queens were Model J owners as well. Part of the Duesenberg legend is based on the many famous owners.Today the Model J is considered to be one of the most legendary cars ever constructed. The combination of state-of-the-art racing inspired engineering, the era's finest coach-building and the cars' many famous owners have all contributed to that legend. One of the most told stories about the Model J underlined the engine's incredible power; the Model J could smoothly accelerate from 10 mph to 89 mph in second gear. The SSJ's top-speed is estimated to be close to 160 mph, faster than any other pre-War road car.Founded by Harold Ames, LaGrande was not a regular coach-builder, but rather a name for factory designed bodies constructed by three local Indiana coach-builders. Although the LaGrande bodies are today considered 'factory bodies,' none of them were ever constructed by Duesenberg. The 29 bodies were constructed by Union City Body Company, A. H. Walker Body Company and Central Manufacturing Company.Featured are two similar LaGrande 'bodied' Duesenbergs. After its short-wheelbase chassis, unique to these two examples, they are known as the SSJs. Each car was once in the possession of a famous actor. The two-tone silver car (s/n 2594 J-563) was first owned by Gary Cooper. Duesenberg leant the second car (s/n 2595 J-567) to Clark Gable. Although he was already a Duesenberg owner, he never actually owned this example. The two cars remain as the most famous and fastest Duesenberg road cars ever constructed
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineeers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.Dubbed Model J, the new Duesenberg was equipped with a wide variety of technical novelties. In its design the chassis was very simple with a ladder frame and solid axles front and rear. Six cross-members made sure the chassis was twist-free and could accomodate all body-types regardless of the body's rigidity. An ingenious lubrication system was installed, which automatically started lubricating various parts of the chassis after sixty to eighty miles. Two lights on the dashboard indicated the lubrication progress and two others lit up at 750 and 1500 miles indicating the need for an oil change and battery check respectively.It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.Despite the enthusiastic public response at the New York launch, sales were disappointing. The estimated production figure of 500 cars per year was never matched and eventually only 481 Model Js were constructed. Being extremely expensive, the Model J was popular with the rich and famous. Among the owners were many greats from the showbizz industry like Gary Cooper, Clark Gable, James Cagney and Greta Garbo. Various kings and queens were Model J owners as well. Part of the Duesenberg legend is based on the many famous owners.Today the Model J is considered to be one of the most legendary cars ever constructed. The combination of state-of-the-art racing inspired engineering, the era's finest coach-building and the cars' many famous owners have all contributed to that legend. One of the most told stories about the Model J underlined the engine's incredible power; the Model J could smoothly accelerate from 10 mph to 89 mph in second gear. The SSJ's top-speed is estimated to be close to 160 mph, faster than any other pre-War road car.Founded by Harold Ames, LaGrande was not a regular coach-builder, but rather a name for factory designed bodies constructed by three local Indiana coach-builders. Although the LaGrande bodies are today considered 'factory bodies,' none of them were ever constructed by Duesenberg. The 29 bodies were constructed by Union City Body Company, A. H. Walker Body Company and Central Manufacturing Company.Featured are two similar LaGrande 'bodied' Duesenbergs. After its short-wheelbase chassis, unique to these two examples, they are known as the SSJs. Each car was once in the possession of a famous actor. The two-tone silver car (s/n 2594 J-563) was first owned by Gary Cooper. Duesenberg leant the second car (s/n 2595 J-567) to Clark Gable. Although he was already a Duesenberg owner, he never actually owned this example. The two cars remain as the most famous and fastest Duesenberg road cars ever constructed
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineeers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.Dubbed Model J, the new Duesenberg was equipped with a wide variety of technical novelties. In its design the chassis was very simple with a ladder frame and solid axles front and rear. Six cross-members made sure the chassis was twist-free and could accomodate all body-types regardless of the body's rigidity. An ingenious lubrication system was installed, which automatically started lubricating various parts of the chassis after sixty to eighty miles. Two lights on the dashboard indicated the lubrication progress and two others lit up at 750 and 1500 miles indicating the need for an oil change and battery check respectively.It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.Despite the enthusiastic public response at the New York launch, sales were disappointing. The estimated production figure of 500 cars per year was never matched and eventually only 481 Model Js were constructed. Being extremely expensive, the Model J was popular with the rich and famous. Among the owners were many greats from the showbizz industry like Gary Cooper, Clark Gable, James Cagney and Greta Garbo. Various kings and queens were Model J owners as well. Part of the Duesenberg legend is based on the many famous owners.Today the Model J is considered to be one of the most legendary cars ever constructed. The combination of state-of-the-art racing inspired engineering, the era's finest coach-building and the cars' many famous owners have all contributed to that legend. One of the most told stories about the Model J underlined the engine's incredible power; the Model J could smoothly accelerate from 10 mph to 89 mph in second gear. The SSJ's top-speed is estimated to be close to 160 mph, faster than any other pre-War road car.Founded by Harold Ames, LaGrande was not a regular coach-builder, but rather a name for factory designed bodies constructed by three local Indiana coach-builders. Although the LaGrande bodies are today considered 'factory bodies,' none of them were ever constructed by Duesenberg. The 29 bodies were constructed by Union City Body Company, A. H. Walker Body Company and Central Manufacturing Company.Featured are two similar LaGrande 'bodied' Duesenbergs. After its short-wheelbase chassis, unique to these two examples, they are known as the SSJs. Each car was once in the possession of a famous actor. The two-tone silver car (s/n 2594 J-563) was first owned by Gary Cooper. Duesenberg leant the second car (s/n 2595 J-567) to Clark Gable. Although he was already a Duesenberg owner, he never actually owned this example. The two cars remain as the most famous and fastest Duesenberg road cars ever constructed
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineeers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.Dubbed Model J, the new Duesenberg was equipped with a wide variety of technical novelties. In its design the chassis was very simple with a ladder frame and solid axles front and rear. Six cross-members made sure the chassis was twist-free and could accomodate all body-types regardless of the body's rigidity. An ingenious lubrication system was installed, which automatically started lubricating various parts of the chassis after sixty to eighty miles. Two lights on the dashboard indicated the lubrication progress and two others lit up at 750 and 1500 miles indicating the need for an oil change and battery check respectively.It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.Despite the enthusiastic public response at the New York launch, sales were disappointing. The estimated production figure of 500 cars per year was never matched and eventually only 481 Model Js were constructed. Being extremely expensive, the Model J was popular with the rich and famous. Among the owners were many greats from the showbizz industry like Gary Cooper, Clark Gable, James Cagney and Greta Garbo. Various kings and queens were Model J owners as well. Part of the Duesenberg legend is based on the many famous owners.Today the Model J is considered to be one of the most legendary cars ever constructed. The combination of state-of-the-art racing inspired engineering, the era's finest coach-building and the cars' many famous owners have all contributed to that legend. One of the most told stories about the Model J underlined the engine's incredible power; the Model J could smoothly accelerate from 10 mph to 89 mph in second gear. The SSJ's top-speed is estimated to be close to 160 mph, faster than any other pre-War road car.Founded by Harold Ames, LaGrande was not a regular coach-builder, but rather a name for factory designed bodies constructed by three local Indiana coach-builders. Although the LaGrande bodies are today considered 'factory bodies,' none of them were ever constructed by Duesenberg. The 29 bodies were constructed by Union City Body Company, A. H. Walker Body Company and Central Manufacturing Company.Featured are two similar LaGrande 'bodied' Duesenbergs. After its short-wheelbase chassis, unique to these two examples, they are known as the SSJs. Each car was once in the possession of a famous actor. The two-tone silver car (s/n 2594 J-563) was first owned by Gary Cooper. Duesenberg leant the second car (s/n 2595 J-567) to Clark Gable. Although he was already a Duesenberg owner, he never actually owned this example. The two cars remain as the most famous and fastest Duesenberg road cars ever constructed
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineeers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.Dubbed Model J, the new Duesenberg was equipped with a wide variety of technical novelties. In its design the chassis was very simple with a ladder frame and solid axles front and rear. Six cross-members made sure the chassis was twist-free and could accomodate all body-types regardless of the body's rigidity. An ingenious lubrication system was installed, which automatically started lubricating various parts of the chassis after sixty to eighty miles. Two lights on the dashboard indicated the lubrication progress and two others lit up at 750 and 1500 miles indicating the need for an oil change and battery check respectively.It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.Despite the enthusiastic public response at the New York launch, sales were disappointing. The estimated production figure of 500 cars per year was never matched and eventually only 481 Model Js were constructed. Being extremely expensive, the Model J was popular with the rich and famous. Among the owners were many greats from the showbizz industry like Gary Cooper, Clark Gable, James Cagney and Greta Garbo. Various kings and queens were Model J owners as well. Part of the Duesenberg legend is based on the many famous owners.Today the Model J is considered to be one of the most legendary cars ever constructed. The combination of state-of-the-art racing inspired engineering, the era's finest coach-building and the cars' many famous owners have all contributed to that legend. One of the most told stories about the Model J underlined the engine's incredible power; the Model J could smoothly accelerate from 10 mph to 89 mph in second gear. The SSJ's top-speed is estimated to be close to 160 mph, faster than any other pre-War road car.Founded by Harold Ames, LaGrande was not a regular coach-builder, but rather a name for factory designed bodies constructed by three local Indiana coach-builders. Although the LaGrande bodies are today considered 'factory bodies,' none of them were ever constructed by Duesenberg. The 29 bodies were constructed by Union City Body Company, A. H. Walker Body Company and Central Manufacturing Company.Featured are two similar LaGrande 'bodied' Duesenbergs. After its short-wheelbase chassis, unique to these two examples, they are known as the SSJs. Each car was once in the possession of a famous actor. The two-tone silver car (s/n 2594 J-563) was first owned by Gary Cooper. Duesenberg leant the second car (s/n 2595 J-567) to Clark Gable. Although he was already a Duesenberg owner, he never actually owned this example. The two cars remain as the most famous and fastest Duesenberg road cars ever constructed
The road cars were not an immediate success. The Duesenberg brothers were great designers and engineeers, but their business and marketing talents were limited. Poor sales results pushed Duesenberg on the verge of bankruptcy. E.L. Cord stepped in and bought the company in 1926. Cord decided to abandon the nimble Model A and requested Fred Duesenberg to design a large, luxurious and powerful chassis to be bodied by various coach-builders.Dubbed Model J, the new Duesenberg was equipped with a wide variety of technical novelties. In its design the chassis was very simple with a ladder frame and solid axles front and rear. Six cross-members made sure the chassis was twist-free and could accomodate all body-types regardless of the body's rigidity. An ingenious lubrication system was installed, which automatically started lubricating various parts of the chassis after sixty to eighty miles. Two lights on the dashboard indicated the lubrication progress and two others lit up at 750 and 1500 miles indicating the need for an oil change and battery check respectively.It's the engine that really made the Model J stand out from its competition. With 32 valves, double overhead camshafts and a detachable head the eight cylinder engine was the most advanced engine ever designed in the United States. Displacing just under 6.9 litres, the engine produced an earthmoving 265 bhp, more than could be tested on any contemporary dynometer. Although the engine was designed by Fred Duesenberg, it was constructed by specialised engine-builder Lycoming, which was also recently acquired by E.L. Cord.Despite the enthusiastic public response at the New York launch, sales were disappointing. The estimated production figure of 500 cars per year was never matched and eventually only 481 Model Js were constructed. Being extremely expensive, the Model J was popular with the rich and famous. Among the owners were many greats from the showbizz industry like Gary Cooper, Clark Gable, James Cagney and Greta Garbo. Various kings and queens were Model J owners as well. Part of the Duesenberg legend is based on the many famous owners.Today the Model J is considered to be one of the most legendary cars ever constructed. The combination of state-of-the-art racing inspired engineering, the era's finest coach-building and the cars' many famous owners have all contributed to that legend. One of the most told stories about the Model J underlined the engine's incredible power; the Model J could smoothly accelerate from 10 mph to 89 mph in second gear. The SSJ's top-speed is estimated to be close to 160 mph, faster than any other pre-War road car.Founded by Harold Ames, LaGrande was not a regular coach-builder, but rather a name for factory designed bodies constructed by three local Indiana coach-builders. Although the LaGrande bodies are today considered 'factory bodies,' none of them were ever constructed by Duesenberg. The 29 bodies were constructed by Union City Body Company, A. H. Walker Body Company and Central Manufacturing Company.Featured are two similar LaGrande 'bodied' Duesenbergs. After its short-wheelbase chassis, unique to these two examples, they are known as the SSJs. Each car was once in the possession of a famous actor. The two-tone silver car (s/n 2594 J-563) was first owned by Gary Cooper. Duesenberg leant the second car (s/n 2595 J-567) to Clark Gable. Although he was already a Duesenberg owner, he never actually owned this example. The two cars remain as the most famous and fastest Duesenberg road cars ever constructed