Radical Bike

Vespa Scooter Newspaper

2008-08-22T10:35:00.004+07:00

An Original 1954 Five-Page Magazine Article.
A history on the Vespa Motor Scooter and the man that started the whole thing, Enrico Piaggio. Includes some nice Vespa photos and one with singer Burl Ives on his Vespa.

"Sembra una Vespa!"

2008-08-22T10:02:00.011+07:00

This auction is for two reproduction prints from drawings submitted to the United States Patent by inventor Corradino d'Ascanio on behalf of Piaggio & Company for the classic Vespa. The application was filed June 19, 1947 and the design patent was granted on December 27, 1949.
By this time, 35,000 Vespas had been produced. By 1959, an estimated 1,000,000 had rolled off of the assembly lines.

This auction is for a set of two reproduction prints. Each will be provided on artist quality, acid-free, 60-pound parchment style paper as shown above. Prints are 8.5" by 11.0" (21.6 by 27.9 cm) in size and are ready to frame for display.
They are packaged in archive-safe, acid-free sleeves and shipped flat in a stiffened mailer to ensure safe arrival.
Your Satisfaction is Guaranteed
These are the finest available reproductions of the original patent drawings, prepared using documents obtained directly from the United States Patent and Trademark Office that I have painstakingly restored to ensure gallery-grade image quality.
If for any reason you're not happy with these prints, return them to me and I'll promptly refund the amount of your winning bid.
Payment & Shipping
Payment by PayPal, money order, personal or cashiers check accepted.
Packaging, shipping & handling to U.S. addresses will be $2.95To Canada & Mexico, the cost will be US$3.95Outside of North America, the cost will be US$4.95.

Bonhams Hendon sale

2008-08-22T09:44:00.003+07:00

There’s a fine selection of scooters on offer at the sale of the collection of Professor Fritz Ehn, which will take place at RAF Hendon on 30 June.The Austrian Professor collected an impressive array of motorcycles, scooters and bicycles, all of which were displayed in his museum near Vienna. However, when he decided to sell up, Professor Ehn went to auctioneers Bonhams – having known the company for some years, having bought many machines from them over the years – who have shipped the collection to Britain for sale.One of the most unusual scooters is a complete and original HMW Conny. Designed to appeal to trendy females, the ‘Conny’ was named after the popular Austrian pop singer, Conny Froeboss. Offered for sale is a rare special edition that has been on display for over 25 years, thus remaining in comparatively unworn – if rather faded – condition. Estimate is £600-900.More mainstream is a tidy Vespa 150GS, in original, undamaged and unmodified condition and with accessories. It has documentation and awaits restoration. Estimate is £2000-2500.A full inventory of the scooters offered is:1960 Rumi 125cc Formichino Sport (est £5000-6000), 1958 CZ 175cc Cezeta (est £3000-4000), 1958 Lambretta LD150 (est £1500-2000),

1961 Heinkel Tourist 103 A2 (est £800-1200), 1961 NSU 174cc Prima V de Luxe (est £1800-2200), 1953 Piaggio Vespa 125 (est £1800-2200), 1969 Garelli 50cc Capri Scooter (est £900-1100), 1963 KTM 50cc Ponny 1 Special de Luxe (est £100-200), 1956 Puch 123cc RL 125 Scooter (est £1000-1400), 1968 Puch 49cc RV50 (est £400-500), 1955 Zündapp 198cc Bella 201 (est £800-1200), 1956 Puch 123cc RL 125 Scooter (est £600-1000), c1953 Lohner 198cc L200 Superroller (est £2000-2500), 1959 Lohner 123cc L125 (est £1500-1800), 1961 Lohner 49cc Sissy Model 61 (est £500-700), 1957 Maicoletta 277cc(est £2000-2500), 1958 Manet 98cc Scooter (est £800-1200).James Robinson
For further details contact Bonhams motorcycle department 08700 273616. To see the full catalogue online, go to www.bonhams.com

Stuff of Legend

2008-08-21T21:01:00.003+07:00

SCOOTER DETAILS

Name of scooter: Stuff of Legend – inspired by
my great grandfather who was a lifeboat man on the rowing lifeboat and took part in the Rohilla rescue.
Date purchased: Owned it from about 1989- 2000, sold it to a mate then swapped it back for an SX 150 in 2007.
Inspiration for project: James Middlemass– my great grandfather.
Time to build: Seven months by me.
Specialised parts: Legshield bib and seat made by Alan Best of Wellseated auto
trimmers, Bridlington.
Engine: AF Rapido matched to case, JL exhaust,30mm Dell’Orto, strengthened
clutch suspension etc.
Other details: Seat was designed by Dave Dickinson and covered by Andy.
Paint work and murals: Dave Dickinson.
Chrome: Some off the shelf, some from Karl Russell and some by London Chroming.
Hardest part of the project:The research and finding pictures. Pash Howard came
through for me on this one as he works in the Whitby Archive office, many thanks.
Favourite dealer: AF Rayspeed, Mike Phoenix – nobullshit just good solid advice.
Thanks: Pashy Howard for help with the research; Dave Dickinson, a true artist; Alan, the master craftsman, for the seat; the staff at Whitby Lifeboat Museum, and last but not least Geoff Estill at Whitby Archives, without his help this project would never have got started.

The JAWA CZ Owners Club

2008-08-21T20:54:00.002+07:00

The JAWA CZ Owners Club is one of the oldest one make motorcycle clubs in the UK having been formed in 1954. We currently have more than 350 members in the UK and many other countries. We are a group of enthusiastic motorcyclists with a special interest in all makes of motorbikes and scooters from the Czech Republic.
We exist to enjoy our special and unusual motorbikes and also to spread the benefits of JAWA and CZ ownership to others. Most club members ride and own CZ and JAWA motorcycles, but we also have members with Manet and Tatran scooters, mopeds, Velorex three wheelers and more, so you don't have to own a Czech motorbike to become a member. You may just want to appreciate them!

Every year we have a national rally, usually in June, somewhere in the Midlands so that it's easily accessible for the majority of members. Most events are planned and run in a way that encourages family participation.

The JAWA CZ Owners Club is affiliated to The National Association for Bikers with a Disability and The Federation of British Historic Vehicle Clubs.

Bavarian chargers

2008-08-21T20:51:00.002+07:00

In 1939 Georg Meier was the first foreign rider on a foreign motorcycle to win the Senior TT on the Isle of Man. His BMW flat-twin with integrated superchager could not return to the post-WWII Grand Prix scene but kept on winning German championships until the end of 1950.

“Ever since my ride in the Six Days Trials in 1926 in England I wanted to be faster than the British. I succeeded in the end but it took much longer than expected and I had to add a supercharger to the engine,” related Rudolf Schleicher to the author, about 20 years ago. A keen rider himself, Schleicher ended his career early to lead motorcycle development at BMW and was appointed technical director in 1931.

Racing success for the Munich-based manufacturer then was limited to the national scene with the flat twins in their 500cc and 750cc ohv versions significantly less powerful compared to the Best of British – single-cylinder engines and riders alike – sweeping the Continental races with few exceptions. Increasing engine output by fitting a supercharger was almost mandatory in top-class automotive sports of the time and BMW chose the same route for attacking the World Speed Record for motorcycles. In 1929 Ernst Henne left his first mark at 134.78mph and went on to 173.68mph in 1937, unbeaten for another 14 years.

BMW Kompressor Factory Racer

Year of manufacture 1939 (1949)
Engine type dohc flat-twin
Capacity 494cc
Bore x stroke 66 x 72mm
Output 55bhp (75) @ 7000rpm
Compression ratio 5:1 plus 15-20 psi boost
Carburettor Amal TT 27mm
Ignition Bosch magneto
Gearbox BMW 4-speed
Final drive shaft and bevel gears
Frame double loop
Suspension BMW telescopic front forks, rear plungers
Tyres 3.00 x 21 front, 3.50 x 20 rear
Brakes 200mm sls front and rear with cable coupling
Tank capacity 4.8 gallons
Seat height 30in
Wheelbase 80.9in (82.5)
Weight 302lb (weigh-in TT 1939)
Top speed 125mph (135)

For the last record Henne no longer used the old pushrod engine but Rudolf Schleicher’s new masterpiece with double overhead camshafts in both cylinder heads driven by shaft and bevels. Not only did this layout provide a much more dependable basis for high revving racing purposes it also was part of an all new concept with a strong one-piece ‘tunnel type’ crankcase. The latter found its way into the standard production models starting from the BMW R5 in 1936. The crank assembly had to be fed in from the front. Bolted to the front cover was the supercharger casing with the rotor keyed directly on the elongated mainshaft of the crank. It was a vane-type blower developed by Sepp Hopf, Rudolf Schleicher’s right-hand man. Six blades slid in and out from the rotor turning inside its eccentric housing and thereby pressurising the incoming fuel mixture from the carburettor before feeding the combustion chambers via exactly dimensioned manifolding.
The debut of the new BMW Kompressor (German for supercharger) was scheduled for the Avus race in Berlin on 18 May 1935. The engine with magnesium-alloy crankcase and gearbox shell was mounted in a brand-new double-loop frame welded from conical drawn oval section steel tubing. Added were a set of telescopic front forks, first tried by BMW a year before and with their hydraulic damping system, a real novelty in itself. The works BMWs showed competitive speed potential well into the first half of the European season in 1936 but still hit teething troubles until they beat the hitherto unapproachable works Norton team fair and square for the first time on 30 September at the Swedish Grand Prix at Saxtorp. The finishing order was Otto Ley (BMW), Karl Gall (BMW), Jimmy Guthrie (Norton) and John ‘Crasher’ White (Norton).

More international winning followed in 1937, with plunger rear suspension now added to the frame. New member of BMW’s road racing squad in 1938 was 28-year-old Georg Meier, who had gained some fame in Germany through his success in long distance and two days trials. With four Grand Prix wins (Spa, Assen, Sachsenring and Monza) he won the European Championship. The new German superstar was offered a place in the Formula 1 team of the Auto Union group for the following season but agreed to do at least the TT for BMW. On 16 June 1939 he won the Senior TT and fulfilled Herr Schleicher’s ambition of 13 years before. Meier again won at Assen and Spa in 1939 and was in the lead at Saxtorp when a crash resulted in severe back injuries for the daring German.

Lambretta

2008-08-18T08:37:00.003+07:00

LambrettaWorks has been providing Lambretta owners with quality parts and service for the world's finest motorscooter since 1985. The Innocenti Company of Milan, Italy produced the first Lambretta scooter in 1947, and production at the Italian factory continued until 1971. Lambrettas were also produced under license in Spain by the Serveta Company, in India by Scooters India Ltd. and Auto Parts India, in Argentina by Siambretta, in Germany by NSU, and in other factories in France and Brazil.

We offer parts and accessories for all makes and models of Lambretta scooters, from the highly prized Italian machines such as the SX200, DL200, TV200, TV175, DL150, SX150, Li150 and Li150 Special, Li125 and Li125 Special, 150LD, 125LD, 150D, 125D, 125LC, 125C, 125E, 125F, 125B and 125A, to the Spanish Jet 200 and Li150 Special, and the Indian GP200 and GP150. We can also supply some parts for other makes of Lambretta, though parts for the German NSU models are very rare. Our range of spares includes emblems, badges, headlights, taillights, body parts, tires by Michelin, Pirelli, Sava, IRC, and Bridgestone, Surflex clutch plates, cables, mod accessories, mirrors, backrests, crash bars, flyscreens, shop tools, scooter books, two stroke oils, and much, much more. All of the most commonly needed parts and accessories are listed in our world famous 113 page catalog.

We also provide a comprehensive range of services, from simple tune-ups to complete show quality restorations. For adventurous types who want to take their Lambretta to the race track, we offer a vast array of performance upgrades, including TS1 and Rapido cylinder kits by AF Rayspeed, expansion chamber exhaust systems by PM Tuning and MB Developments, Mikuni carburetor kits, Boyesen reed valves, clutch and transmission upgrades, and suspension and braking improvements.

Selling

2008-08-18T08:20:00.007+07:00

Indonesian's scooter 61's

Price : Rp.10,000,000
City : Brastagi, Sumatra Utara
Phone: 08153353355

Pioneers of American Motorcycle Racing2

2008-02-17T20:54:00.007+07:00

Pioneers of American Motorcycle Racing

by Daniel K. Statnekov

Chapter 2

It was a natural consequence that the first motorcycles were tried on the short (1/6th to 1/8th-mile) board tracks, or velodromes, that had been built for bicycle racing. These indoor, wooden speedways were popular with enthusiasts and were viewed by the bicycle manufacturers as dynamic bill boards with which to advertise their product. The velodromes were adequate to demonstrate speed and reliability of the motor-driven two-wheelers, but they were not suited for an all-out motorcycle race.

By 1908, however, some of the longer bicycle tracks began to feature the motor-powered cycles. Even so, the board tracks were narrow, and competition was limited to a race between only two machines at a time. This changed in March of 1909 when John Shillington Prince, a former high-wheel bicycle world champion, opened the Coliseum motordrome in Los Angeles. At 3&1/2 laps to the mile, the new Coliseum was nearly twice as long as the velodromes and provided a circular, wooden speedway that could handle the 60 to 70 mile per hour speeds that the riders could coax from their otherwise stock machines.

Almost immediately, the spectacle of men hurtling at "break-neck" speeds around the new motordromes became a passionately attended spectator sport. Huge crowds thronged to the board tracks that seemed to spring up overnight in cities across the country. This did not go unnoticed by the co-founders of the largest motorcycle producer of the day, the Hendee Company, manufacturer of the Indian "Motocycle." Both George M. Hendee and Carl Oscar Hedstrom understood the publicity value that racing brought to their enterprise. Before joining forces, the two partners had had extensive experience in the two-wheeled sport.

George Hendee

Hendee had won the National Amateur High Wheel Championship of the United States in 1886 and held the title until 1892. After retiring from professional racing in 1895, the former champion continued to be involved in the bicycle trade, and in 1897 he established his own manufacturing firm in Springfield, Massachusetts.

"Oscar" Hedstrom had also started out as a bicycle builder and amateur racer, and had been a star rider in the 1890�s. A skilled machinist and pattern maker by trade, Hedstrom specialized in custom-built machines that were popular with professional racing men in the New York area. Like Orient�s Charles Metz, Oscar Hedstrom�s interest in building a practical motorcycle was ignited when he built a motorized pacing machine for use on the bicycle tracks

Hedstrom's Tandem Pacer

At a race at Madison Square Garden in 1900, George Hendee first observed the use of the motorized tandem and was impressed with the performance and reliability of Hedstrom's machine. At their first meeting, Hendee proposed building a light road machine for everyday transportation that would free the rider from the drudgery of pedalling. This was in line with Hedstrom's own thinking and the two men became partners on the spot.

By early Spring of 1901, the first Indian "Motocycle" was ready for a road test, and before the year was out the Hendee Company had already sold several machines to the public. The following year the Springfield company entered three of their "motocycles" in the rigorous Boston to New York endurance run. All of the Indian entries completed the distance, each finishing with a perfect score. The publicity that resulted from this was helpful, and by the end of the year the company had rung up sales for more than a hundred machines.

Oscar Hedstrom

The two partners continued to field entries in various sporting events, and their success was rewarded with even more publicity. Within a short time the fledgling company had more orders than they could fill. For the next five years the Hendee company continued to make progress. Although racing continued to be an important component of their success, the primary focus of the partners efforts was concentrated on their standard production machines which they sold in ever-increasing numbers.

The Indian sales catalog for 1908, however, broke with tradition and included a production model designed solely for racing. Available in both single and twin cylinder versions (Indian had added a twin to their line the previous year), the new machine featured a torpedo-shaped tank clipped to the top frame tube, and a saddle that allowed the rider to assume a crouched position for racing. The new model had been designed to keep Indian in the lead: in the marketplace and on the race track as well.

source : http://www.statnekov.com

Pioneers of American Motorcycle Racing 1

2008-02-17T20:02:00.003+07:00

Pioneers of American Motorcycle Racing

by Daniel K. Statnekov

Chapter 1

In the beginning, motorcycle racing was a competition between the men who built the first spindly, motor-driven bicycles. As they turned their inventions into a business, and then into an industry, the manufacturers' continued their "race" for technical superiority and market share. Competition was the proving ground for innovation. Star riders emerged along with an enthusiastic riding public. This is the story of the innovators and the riders, of the engineers and the race fans; above all, this is the story of the men who gave us the foundation for what we ride today.

*********************

In 1876, the high-wheel bicycle was brought to America and exhibited at the Centennial Exposition in Philadelphia. A few of the British-made high-wheelers were imported, and within a short time people were riding them on the streets of Boston. At first, only the affluent could afford the expensive mechanical device, and they were considered a novelty rather than a practical means of transportation. Even when riders were proficient, the often muddy and deeply rutted dirt roads of the time made it a difficult challenge just to stay on board the precarious contrivance.

In the 1880's, however, bicycles with equal-sized wheels (called "safety" bicycles) were introduced, and quality machines became more affordable. The "safety" bicycle was not only safer, but easier to ride, and both men and women were drawn to the new invention. For the first time, large numbers of young people had the means to travel beyond their own neighborhoods. By the 1890's, the modern two-wheeler had had a profound effect on American society.

As the 20th century approached, the internal combustion engine also came to America from abroad. It didn't take long before mechanically adept young men became impassioned with the idea that the European invention might be used to power wheeled vehicles. Attaching a motor to a bicycle was a natural progression for many of the bicycle builders, and within a short time a variety of motorized two-wheelers were competing for brand-name recognition.

One of the first to enter the business was a Waltham, Massachusetts company which produced a popular brand of bicycle called the "Orient." Charles H. Metz, president and inventive genius of the Waltham enterprise, began his experiments in 1898, concocting a motorized tandem for the purpose of pacing his team of bicycle racers. Encouraged to increase their speed by the motorized "training machine," the Orient team was successful, and company sales increased accordingly.

Orient Tandem Pacer

The industrialist�s success with the tandem inspired him to assemble a self-propelled vehicle that could be sold to the public. Beginning with tricycles and quadracycles, Metz eventually constructed a heavy-duty bicycle powered by a De Dion-Bouton engine manufactured in France. The motor-driven Orient was unwieldy, but by early 1900 several prototypes had been built and tested. On July 31, 1900, Metz showcased his invention at the Charles River Race Park in Boston.

This public debut of a motor-driven Orient became the first officially recorded motorcycle speed contest in the United States. Albert Champion (a famous rider from France who had been brought to the United States by Metz to promote his line of bicycles) rode 5 miles in a little more than 7 minutes. Shortly thereafter, the motorized Orient was put into production, and in less than a year men were riding them in major cities across the country.

In May of 1901, the first organized motorcycle race in the west took place on a 1-mile horse racing track in Los Angeles. Ralph Hamlin and his Orient bested three other riders to win the 10-mile contest in 18 and 1/2 minutes. By 1902, officially sanctioned endurance competitions were held, and in May of that same year, the first road race in the United States took place between Irvington and Milburn, New Jersey (a distance of ten miles). Again, an Orient was the winner, achieving an average speed of 31 mph.

Ralph Hamlin on Orient Motorcycle

Meanwhile the Waltham company decided to concentrate their efforts on producing a "horseless carriage," and in the Spring of 1902 Charles Metz left the firm to design and manufacture his own motorcycle. Metz�s friend and employee, Albert Champion, went on to develop an improved spark plug and founded the spark plug company that still bears his name.

The large bicycle manufacturers were not alone in the race to build and market a motor-powered two-wheeler. From a myriad of little workshops that dotted the American landscape other motorized bicycles emerged. The ingenious proprietor of one such shop in upstate New York was Glenn H. Curtiss. Curtiss had been educated in the public schools of his home town, and was notably modest, but from the very beginning his machines were exceptional.

In September of 1902, the 24 year-old Curtiss entered the record books for the first time when one of his machines made the fastest time at a Labor Day road race in New York. The following year, the engine builder (who was also a rider) won the first American hillclimb. Soon afterward, Curtiss startled observers in Providence, Rhode Island when he set a record for single cylinder machines by making a 1-mile run at 63.8 mph.

In 1904, Curtiss took one of his machines to Ormond Beach, Florida where he set a record for 10 miles on the hard-packed sand, and achieved a speed of 67.3 mph. The following year the innovative designer set yet another record by riding a twin cylinder Curtiss around the 1-mile dirt track at Syracuse in exactly 61 seconds.

Glenn Curtiss on his record-setting V-8

The engineer's thirst for speed was finally quenched in January of 1907 when he piloted a motorcycle powered by an experimental V-8 motor over a 1-mile beach course in 26 and 2/5th seconds, achieving the astounding speed of 136.3 mph! Before Curtiss was able to make an "officially" timed corroborating run, however, his machine was seriously damaged when a universal joint broke while he was traveling at 90 mph. Lucky to escape injury from the flailing drive shaft, the daring, 28 year-old inventor was forced to call it a day.

Nevertheless, the February, 1907 issue of Scientific American published an account of the New York motor builder's exploits, and Curtiss was widely acclaimed for his extraordinary performance. Although Glenn H. Curtiss would later achieve great fame and fortune (as a pioneer aircraft designer), those 26 and 2/5th seconds through which he "galloped" a mile would establish his fame forever.

source : http://www.statnekov.com

Is it a Scooter or is it a Moped?

2008-02-04T14:45:00.001+07:00

In case you don't know what you are riding...
Here is a definition of different types of scooters and a glossary of common 'scoot culture' terms.

What is a scooter?

The term "scooter" as commonly used in the newsgroup (NG) alt.scooter refers more properly to a "motorscooter", which are a subclass of motorcycles utilizing a distinctive structural design. These are generally two-wheeled vehicles originally based on motorized versions of children's push scooters, although some three-wheeled scooters are considered to exist. Motorscooters (or simply "scooters") have been around almost as long as motorcycles and the distinction between the two has often been blurred. The most commonly accepted definition of scooters requires two-wheeled vehicles (or two-wheeled vehicles modified to have a rear axle) that have wheels between 8 and 14 inches in diameter (smaller than motorcycles), step-thru frames and typically engines that are low and close to the rear wheel [see The New Encyclopedia Britannica (1997), vol. 8, pg. 367]. However, it should be noted that this definition is not universally accepted, as some have argued (Dregni & Dregni, for example) that scooters need only have 2 out of 3 of these attributes. Scooters also often incorporate full bodywork, including legshields and generally are designed to be easier to operate than standard motorcycles. It should be noted that scooters may be of any engine size, though historically they typically have ranged from 50cc to 250cc. Likewise, there is no limitation to possible top speed inherent in scooter design -- many scooters regularly exceed 100mph. Incidentally, the term "scooter" is also commonly used for "medical scooters", which are typically 3 or 4 wheeled vehicles for people with mobility problems, but are quite unlike "motorscooters". There are also scooters with very small engines (under 40cc) commonly called "go-peds" (a prominent brand), which look like motorized children's push scooters. However, they are not covered by this FAQ because they have their own NG, alt.sport.go-ped and since they differ significantly from the larger motorscooters commonly discussed on the "alt.scooter" NG. There is also a popular German techno band named "Scooter" that sometimes leads to confusion as well, especially when using search engines. [11/99]

How do scooters differ from mopeds?

It is a common mistake for people to confuse scooters and mopeds. In fact, many vehicles are BOTH. By legal definition, a "moped" is any two-wheeled vehicle of any design which meets local regulations that commonly relate to speed restriction. Commonly, mopeds may not exceed 30-35mph and still legally be considered mopeds. Confusion reigns, however, because some localities may require pedals, while others do not, and speed restrictions may vary from place to place. Further, a common moped design has been large, motorcycle-type wheels on vehicles that can commonly look very much like scooters, blurring the distinction. However, the term "moped" in any locality will always refer first to any vehicle that meets local regulations to such vehicles, and secondly to whatever designs people there may commonly associate with mopeds. Many speed-restricted scooters are legally marketed as mopeds, sometimes even with pedals (in places that require them). The overlap simply goes to body design with speed restrictions. It should be noted that most mopeds can be modified to exceed designed speed, in which case they are no longer legally mopeds, but motorcycles. If they have a scooter design, they will simply be faster scooters.

How do scooters differ from motorcycles?

By definition, motorcycles are nearly any two-wheeled, motorized vehicle. Therefore, scooters are by definition simply a specific motorcycle design. This is why in most localities, there are no regulations for scooters per se, and thus scooters fall either under moped regulations (assuming they meet the proper requirements to do so) or by default, they are legally treated as motorcycles. There are a few localities that have specific regulations for scooters, but as these are extremely uncommon and follow no real pattern, they are not covered here. The reason that scooters are commonly not treated as equals in motorcycle circles is simply because they generally are slower and not as performance-oriented as their larger cousins. So technically, all scooters are motorcycles, though usually only scooters that more closely resemble what are more commonly called motorcycles will be referred to as such.

What are "classic" scooters?

The term "classic" scooter has been coined to differentiate the older, original scooter designs from those that developed later on in the 80s and 90s. Piaggio has produced its Vespa scooters since 1946 and the design has been endlessly copied by other makers right up to the present day. Likewise, other makers have copied Lambretta designs. There have also been a few innovative designs related to neither, but the vast majority of "classic" scooters are variations of a Vespa or Lambretta. Those that prefer this type will commonly point to the classic 50s and 60s styling, almost exclusive use of metal bodywork, extensive use of manual shifting mechanisms, kickstarters, and typically older scooters, though these designs are still produced all over the world. Contrary to popular belief, even early Japanese scooter design followed the "classic" scheme, which is why 50s and 60s Japanese scooters by Fuji, Mitsubishi, Honda and Yamaha are all commonly accepted in classic scootering circles. Likewise, some "classic" scooters have automatic transmissions (e.g. Fuji Rabbit, Heinkel Tourist) and electric starters (e.g. some Vespa and Lambretta models).

What are "modern" scooters?

Vespa and Lambretta scooters long dominated world markets and all those attempting to compete typically copied their designs. This included early scooters produced in Japan. Because those designs ultimately could not compete with Vespa and Lambretta, scooters were no longer produced in Japan in the 70s. When the 80s dawned, Honda and Yamaha decided it was time again for them to produce scooters, albeit with a different design concept. These new designs featured radical, futuristic styling; plastic body panels to reduce costs; automatic shifting and many features not commonly found on older Vespa and Lambretta scooters. These are now called "modern" scooters to differentiate them from the older, "classic" designs. It should be noted that Piaggio produces both the "classic" Vespa scooter line and a wildly popular "modern" scooter line as well. Because "classic" scooters are still produced by several companies, the terms do not relate to date of manufacture. It is typical of "modern" scooter design that the distinction between motorcycles and scooters has been seriously blurred, though it still clearly remains.

What are "retro" scooters?

Because the classic Vespa and Lambretta designs have endured in popularity for so very long and continue to sell well even today, there have been recent attempts to market essentially modern scooters with classically styled frames. A recent well-known attempt would be Italjet with their Velocifero that has been widely marketed all over the world, including the USA. Because the Velocifero uses a metal body in a classic design, some also consider it a classic scooter, though others aren't so sure. When Honda went to market it's Giorno, with a plastic body, it was seen as naked attempt to copy the Vespa magic. Likewise, Yamaha has produced the Vino, which now also comes in a "classic edition". Malaguti and other companies are now doing the same thing, though the most brazen copy of the Vespa must be the Suzuki Verde, which even imitates the old classic Vespa script nameplate. It will be only over time that scooterists will decide which (if any) of these designs become accepted as true "classic" scooters. Given the constant advancement of scooter designs, some even feel that eventually, the first modern scooters of the early 80s by Honda and Yamaha will eventually be accepted as "classics". Only time will tell for certain. [5/00]

What are "chopper", "cut-down", "mod" and "rat" scooters?

Because most Lambretta scooters feature a tubular frame, it is very easy to make them look like miniature Harley chopper motorcycles, and many scooterists have done this. These are called "chopper" scooters. Since Vespa scooters are almost exclusively of unibody design, the only way to make them look anything like choppers is to literally cut the body panels down to make the scooter slimmer. When they stop there, these are called "cut-downs". If they then add extra long forks, they can also become choppers. There is a good photo of a Lambretta chopper on the lambretta.com website.

So-called "mod" scooters typically feature lots of chrome accessories, and lots of mirrors and lights. While it's not essential, mod scooters are usually ridden by "mods" who have mimicked their styles from the movie Quadrophenia. Finally, "rats" are simply very unattractive running scooters, either because they have been crashed, had their paint stripped for restoration or simply never been maintained. Many "rat" owners purposely parade these scooters to generate amusement. It is typical of many scooter rallies that "choppers", "cut-downs", "mod" and "rat" scooters will get their own award categories.

What are "two-strokes" and "four-strokes" and how do they differ?

There is a very important technical distinction between engine designs in the scooter world. "Two-stroke" engines burn the gas and lubricating oil together as part of the combustion process, which results in greater lower end torque, fewer moving parts and greater fuel efficiency. Unfortunately, this also means they pollute more, as unburned oil fumes exit the exhaust system. This is why two-strokes are being banned in many industrialized countries concerned with air quality. Virtually all classic scooters are two-stroke. The oldest models require "pre-mixing", which is simply pouring pre-measured oil into the gas tank when fueling. Newer models have eliminated this by adding oil injection systems that mix the oil and gas automatically. Vespas built after about 1978 typically have oil injection, but all Lambrettas are pre-mix only. There are some very good online illustrated demonstrations of how two-stroke engines work.

"Four-stroke" engines are more closely related to car engines, in that they keep the lubrication and fuel systems separate, which keeps emissions down considerably since there is no oil burned in the combustion process, unlike with "two-stroke" engines. Most modern scooters utilize four-stroke engines, though many modern scooters also use two-stroke engines, especially in 50cc models. One major disadvantage of four-stroke engines is that they are prone to overheating when run at maximum speed over several hours, leading to serious internal damage. Two-stroke engines do not have this limitation. Either engine design may be either water or air-cooled, though most two-strokes are air-cooled and most four-strokes are water-cooled. [5/00]

What are "maxi", "touring", "sport" and "performance" scooters?

In the late 80s, Honda came out with a revolutionary new scooter design with their introduction of the 250cc Helix (also called Spazio, Fusion or CN250). This scooter was exceptionally large, derisively called a "Barcalounger on wheels", but it seems to have filled a certain niche market and now many models exist, from nearly all major scooter manufacturers. These have come to be known as "maxi", "GT" or "touring" scooters, because they are designed for riding long distances in comfort. The trade off is that they are bulky to handle at low speeds, like in town. As of July 1999, the largest scooter made is now the 400cc Suzuki Burgman, which is known as the Sky Wave in Japan. It is rumored that other manufacturers also plan 400cc maxi scooters.
The "sport" or "performance" scooter has been around since the 60s, when Innocenti and Piaggio created several new Lambretta and Vespa models (respectively) designed specifically to fit the needs of riders who wanted very high performance. Vespa came out with models like the GS and SS, while Lambretta countered with the TV, SX and GP. This has accellerated in the late 80s and into the 90s with ever faster designs that seem most practical on race tracks, but get ridden on streets anyway. Probably the two most blatant examples as of July 1999 would be the Gilera Runner 180 (21hp and 85mph stock) and the Italjet Dragster (80mph after some modifications). Again, this trend is represented by models from almost all major scooter manufacturers now. [7/99]

Classic Bike Photo Gallery

2008-01-29T21:52:00.000+07:00

Triumph XL 6613

Triumph EL 2747

Harley Davidson 1923

1915 Harley Davidson 3 Speed

HD-Silent-GF-12-1

Harley Davidson WLA

Harley Davidson 1919

Harley Davidson Belt Drive Single

Harley Davidson Classic

Harley Davidson Twin

Harley Davidson WLA 45

Harley Davidson 1956 FLH

Harley Davidson 1936 Knucklehead

Harley Davidson 1923 Valve

Harley Davidson 1934 VL

Harley Davidson 1930

Harley Davidson 1931 Model 45

1936 Harley Davidson UX Prototype

Harley Davidson Ghost Race

Harley Davidson1932-1934

Harley Davidson 1916

Harley Davidson 1915

Harley Davidson 1914 10B

Harley Davidson 1914 Dragbike

Harley Davidson 1913

Harley Davidson 1907

Harley Davidson 1906

Harley Davidson 1909

Harley Davidson 1903

source : www.vintagebike.co.uk

Triumph Motorcycle History

2008-01-29T21:38:00.000+07:00

Triumph Motorcycle History,
Knowing your ride has never been so easy!

Saved by the clever owner of Triumph – John Bloor – who designed the triumphs new models in secret (for 8 years) before launching them to the public. Now the Triumph brand lives on with a history of more than 100 years and know as an all English motorcycle brand, however it was founded by Germans
Triumph motorcycles was founded by (believe it or not) two Germans named Siegfried Bettman & Muaritz Shulte. Siegfried changed his old company name to triumph, and the company was born in 1902. The first thing they did was take a small Minerva engine to a bike and their was thier first motorcycle. Later they designed their own engine. Around the First World War Triumph developed the H model, later followed by the Model R and the popular 1920’s model P with 500cc’s. Despite the high production of motorcycles during these times, Triumph hit financial problems in 1936 and was sold to Jack Sangster.

Jack Sangster appointed Edward Turner as manager which was an excellent move. Edward managed to turn Triumph around and by upgrading the old designs and renaming them Tiger 70, Tiger 80 and Tiger 90 increased the sales tremendously.

In 1937 Edward launched the Speed Twin 500cc model which started the competition with the then traditional single engines. A smart trick was that the Engine of the Speed Twin fitted nicely into the Tiger 90 frame. The overall pricing at the time wasn’t much more that the single models. The Speed Twin became a huge success.

Triumph upgrade the Tiger 90 to (yes, you guessed right) the Tiger 100 model and together with the Speed Twin dominated the market for a while. The Tiger 100 was said to be able to reach the 100 mph mark – a highlight at the time.

Once again the older models were updated and for the overseas market (usa) the Thunderbird model was introduced in 1950 with a 650cc engine (t-bird was it’s nickname). Nine years later the famous Bonneville was launched from the development of the tiger 110. Bonneville nickname came from the Bonneville salt flats where the modified model was timed at an amazing 214 mph (345 kph) in 1956 – however it was never recognized.

The Bonneville model was updated many times over the next years but it kept most of it’s original design. By 1972 over 250.000 models had been sold. In 1969 the three cylinder T150 Trident was launched. A powerful (740cc’s) retro model. The frame which was used was that of a Speed Twin, adjusted for it’s time. The ride was said to be good but not everybody like the style in those days.

The triple cylinder engine used in the Trident was also used to Triumph X-75 Hurricane. A custom style bike which lead the Japanese factories to their versions of custom bikes later on.

But between 1973 and 1983 the company had hard times keeping it’s head above the water. Even a redesign of the Trident to a modern T160 Trident which had a remarkable good reputation on the market, could not help the financial struggle of Triumph. Triumph was fighting against the high tech designs that companies like Honda were making. Triumph went into liquidation in 1983 after which it was bought by John Bloor.

John Bloor decided to develop a new range of Triumph Motorcycles in secret before launching them. It took 8 years to develop a range of 6 roadsters which could use many of the same components and had same styling features. All major cost savers.

The base model to all roadster was the trident model with a three cylinder 750cc or 885cc engine. The bikes used a strong frame with Japanese brakes and suspensions. The Trophy 1200 and Daytona 1000 were launched and a great success.

In 1664 the street look bike was launched called the Speed Triple also the 885 cc engine. Carefully timed Triumph launched a new Thunderbird model with a stylish retro look at was also based on the 885cc triple engine. The old stylish look was a great success worldwide.

Have monitored the Japanese market closely for the past years Triumph adjusted it’s modular building of motorcycles and developed the first purpose built model – the Daytona TT600. Triumph proved it could compete against the design of Japanese bikes with this successful range of models. The launch of the new 2003 model was even more stylish. Also sports touring models were developed like the Sprint ST & RS.

John Bloor pulled a great introduction of the super famous Bonneville. With a very similar look Bloor introduced the Bonneville model again to a new market which now once again trusted the triumph brand again. The same stunt was done with the speed twins.

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History of Piaggio and Vespa Motor scooters

2008-01-22T20:26:00.000+07:00

(Based on How to Restore and Maintain Your Vespa Motor scooter Book, by Bob Darnell & Bob Golfen) The Vespa motor scooter is emblematic of all that is romantic and carefree about the Continental lifestyle, a virtual symbol of Italy, and a stylistic icon readily connected with youth and adventure. For many parts of the world, Vespa scooter are also a workhorse of basic transportation, a ubiquitous urban presence in European and Asian nation – the buzzing of motor scooter is still heard throughout ancient alleys and wide boulevard. With more than 15 million sold in a half-century of production, Vespa models are far and away the best-selling motor scooter of all time.

For Italians, the Vespa scooter has a broader meaning, symbolic of their country’s reemergence as a major industrial power from the shambles of World War II. It shows how a complex economic problem can be reduced to the elegant simplicity of a motor scooter. And Vespa designs serve to demonstrate the Italian sense of style and innovation.

From its roots of providing basic transportation and the bare beginnings of economic survival for the people of Italy devastated by World War II, to its role as treed-setting fashion accessory during the turbulent 1960s, the Vespa motor scooter has retained its general design and overall mission. The style and culture fit in well with today’s youth, who appreciate the retro charm and post-industrial. Old scooters fauns parked in garages and basements are being resurrected, restored, and ridden by a new generation. Piaggio, the company that developed and produces the Vespa scooter, goes back more that a century, founded in Genoa by Rinaldo Piaggio in 1884 as Societa Anonima Piaggio. Originally dedicated to producing woodworking machinery, the company was soon engaged in building railroad cars for the booming rail industry. Latter, the company built commercial vehicles, automobiles, and boats. During World War I, Piaggio began to take part in the fledgling aviation industry by making airplane parts in 1914, and the following year, entire airplane. Piaggio’s innovative bent soon emerged as he developed such advances as as pressurized cabins and retractable landing gear. An aviation engine designed by Piaggio set 20 word records during the 1920s. In 1938, Rinaldo Piaggio died, leaving the company’s two factories in Tuscany to Enrico Piaggio, 33, and his younger brother, Armando, 31. The timing for two young industrialist to take over their father’s business couldn’t have been worse, as fascist dictator Benito Mussolini had cemented his power in Italy and was poised to enter a pact for world conquest with Germany’s Nazi leader, Adolph Hitler.

During the war, the factories cranked out aircraft for the Axis war effort, developing several fighters and Italy’s only heavy bomber. Naturally, the factories became prime targets for Allied bombing raids. They were hit again and again, and at war’s end, the factory lay in ruins, and more than 10,000 Piaggio employees were out of work. But then, much of Italy was a shambles, all its industries bombed and destroyed, its people poverty stricken and demoralized. Under terms of the Allied peace agreement, Piaggio was banned from producing aircraft, which left Enrico Piaggio, who by then had taken over the business, casting about for a new product once he had rebuilt a factory in which to produce it.

Necessity, The Mother of Vespa

Transportation was a struggle in post-war Italy. Automobiles were expensive and in extremely short supply, even if people could find enough gasoline to run them. Most of Italy’s workforce depended on a scant number of bicycles to fulfill modest transportation needs. Piaggio, with his background in transportation, saw the need of the people and a way to get his factories humming again with a product that would be relatively easy to produce and allowed under terms of the peace agreement. And as it turned out, it was a product that would boost the morale of a defeated nation. Soon, he was devising a new kind of basic vehicle so innovative that it would forge his mark on the second half of the twentieth century.

Piaggio didn’t invent the motor scooter. It had been tried before, but without much real success. The earlier scooter were mired in bicycle and motorcycle technology, failing to move beyond the tried and true, and turned out to be heavy, clumsy, and slow. Piaggio’s vision of a scooter was absolutely unique, more like a two-wheeled auto-mobile than a bicycle—a clean, comfortable vehicle that a could be driven by anyone with ease. Piaggio had observed a failed effort by the Italian army to provide small scooters for paratroopers. Called the Aeromoto, it was produced by the Turin company, Societa Volugrafo, and design to be parachuted out of airplanes along with the soldiers, who would use them to buzz their way over to the battle front more quickly. Perhaps a good idea, but the Aeromoto was so poorly designed, underpowered, and unstable that the plan was quickly abandoned, along with the scooters. In 1945, two of piaggio’s design engineers, Vittorio Casini and Renzo Spolti, produced a scooter based on a small motorcycle being built at his Biella plant. They had taken an earlier scooter design, the peculiar SIMAT designed by Vittorio Belmondo in the late 1930s, and built on the basic idea. What they produced was an ungainly contraption, nicknamed Paparino, the Italian derivative of Donald Duck, which mockingly reflected its odd, ducklike shape. Piaggio himself described it as “a horrible-looking thing,” and it was soundly ridiculed by the press and public. But from those humble efforts, Piaggio saw the spark of genius. Paparino had fired his emplotees back to work and Italy back on wheels. Piaggio wanted to build a new kind of scooter that would be inexpensive, economical, light-weigh and maneuverable, and able to be ridden comfortably by women as well as men. He wanted the rider of his scooter to be shielded from dirt, pudled, and the bike’s mechanical parts, the same as a person driving a car. And he wanted it to be the soul of simplicity, easy to build, easy to understand, and easy to repair. To help realize his vision, Piaggio in 1945 enlisted the help of his head designer, engineer Corradino D’Ascanio, the inventor of the helicopter, who took his vast knowledge of automobile and aircraft design and narrowed its complexities down to the most basic of terms. D’Ascanio disliked traditional motorcycles and felt that they had more defects than attributes—uncomfortable seating position, exposure to puddles and road debris, dangerous drive chain, and difficulty in repairing flat tires, among other faults. So he set out to create something that would take Paparino a giant step further along, and well away from motorcycle technology. A major part of D’Ascanio’s innovative work came from his understanding of stressed-skin body-work, used extensively in aircraft, in which the body serves double duty as an outside frame, eliminating any sort of separate supporting structure. Today, we know this as monocoque, or unibody, design, with essentially every passenger vehicle based on the concept. But in 1945, it was radical thinking. In just three months, D’Ascanio delivered his assignment. When the engineer returned with his take on scooter design, Piaggio was impressed with the result. D’Ascanio’s scooter was smooth and aerodynamic, with an overall shape that looked strikingly modern. As Piaggio looked at the scooter's narrow waist and wide, rounded rear aspect, and heard the buzzing of the little 98-cc engine, he remarked, “Semba una vespa,” which in Italian meant, “It seems like a wasp.” Of course, “Vespa” is the name that stuck, and remains still, all around the globe. It became the prototype Vespa motor scooter. It was constructed without a supporting frame, instead using a sheet-metal fuselage. It has a broad shield to deflect splashes and debris from the rider, who sat upright gripping wide handlebars. The front fork was substituted with a one-sided wheel assembly and suspension much like the tail-dragger wheel of an airplane. A drive chain or drive shaft was unnecessary because the unitized engine and drive train were hidden within the bodywork of the scooter, shielding the rider from grease, dirt, and oil. D’Ascanio had taken elements of motorcycles, bicycles, automobiles, and aircraft to create something new altogether.

One obvious advantage over the motorcycle was the ease of repairing a flat tire. When motorcycle riders suffer a flat, they are stuck with the daunting job of dismantling the tire and tube from the wheel—which is difficult to remove from the bike—patching the tube and putting it all back together. It’s a dirty job that requires tools and skill. But with the Vespa design, both the front and rear wheels are identical, mounted on one-sided stub axles that allow them to be removed easily and replaced with a spare, which is carried on the back of the scooter or, in later years, behind the legshield or under the left cowl.

Military changes

2008-01-19T20:35:00.000+07:00

The WLA is very similar to civilian models, specifically the WLD. Among the changes making it a military model:

paint and other finishes: painted surfaces were generally painted olive drab or black and chrome- or nickel-plated parts were generally blued or Parkerized or painted white. Some parts were left as unfinished aluminum. However, Harley Davidson was apparently very practical in its use of existing parts and processes, and many finishes remained in their bright civilian versions for a time, and, in some cases, for the whole production run.
style="font-family:arial;">blackout lights: in order to reduce nighttime visibility, WLAs were fitted with a second set of blackout head and tail lights.
fenders: to reduce mud clogging, the sides of the standard fenders were removed.
accessories: a heavy-duty luggage rack (for radios), ammo box, leather Thompson submachine gun scabbard, skid plate, leg protectors, and windshield could be fitted. Most came with at least these accessories less the windshield or leg protectors.
air cleaner: an oil bath air cleaner, originally used for tractors and other vehicles in dusty environments, was fitted to handle the dust of off-road use and to allow easier field maintenance. Oil bath cleaners require only the addition of standard motor oil rather than replaceable filters.
fording: changes to the crankcase breather reduced the possibility of water intake into the crankcase.

The US Army would use motorcycles for police and escort work, courier duties, and some scouting, as well as limited use to transport radio and radio suppresion equipment. Allied motorcycles were almost never used as combat vehicles or for troop mobility, and so were rarely equipped with sidecars as was common on the German side. Nevertheless, the WLA acquired the nickname "Liberator", since it was seen ridden by soldiers liberating occupied Europe. To this day Belgium is a major center of WLA enthusiasm.

Technology

The engine of the WLA is a side-valve design, which is reliable though not particularly efficient in comparison to overhead-valve designs. Harley Davidson already had overhead valve engines in production for its Big Twin lines, but the "small twin" flathead design was popular in applications needing reliability more than power. This engine remained in production from 1937 to 1973 in the Servi-Car, although it was superseded in two-wheeled motorcycles by the more advanced flathead engine used in the Model K in 1952.

Though the model designation suggested high compression, the motor was available in several compression ratio ratings. For reliability, the Army version actually used a medium-compression version. In modern terms, the WLA's compression ratio of 5:1 is very low. Due to this low compression, a WLA will run on 74 octane gasoline, necessary due to the poor quality of refining at the time, although fuel technology would improve rapidly during the war.

The WLA also features springer front suspension. Harley-Davidson would not adopt telescopic front forks until after the war. The rear wheel had no suspension, giving this type of motorcycle the nickname "hard tail".

With American involvement in World War II on the horizon in the late 1930s, the U.S. War Department knew exactly what it wanted in a military motorcycle.

And this Harley-Davidson WLA wasn’t it. It was, however, one of the reliable, workhorse machines officials finally decided on as the two-wheeled Jeep of the U.S. Army. And for that, you can thank William Harley, and his insistence that the WLA would be perfect for military duty. The machine’s story actually started in 1938, when War Department officials asked American motorcycle manufacturers to design a 500cc motorcycle that could ford streams, not overheat at idle or during slow running, and sustain 65 mph. Times were tough, and both Harley-Davidson and Indian designed machines in hopes of securing the military contract. Indian followed the military specs perfectly, producing the 500cc Model 741 that was based on its civilian Junior Scout. William Harley at the Motor Company, however, balked at producing a 500cc machine, to the point of confrontation. He was adamant that the military needed a 750cc (45 cubic inch) motorcycle for war, and he based his design on the W-series side-valve motor. The WLA featured alloy cylinder heads for better cooling, more ground clearance, a cargo rack and saddlebags. Simplicity and reliability were key, so compression was lowered (hence the “L” in the name) and an oil-bath air filter was added. In the end, with war imminent, the Army approved purchase orders for both the Harley and the Indian. In practice, though, the Harley was the preferred machine, and more than 90,000 were produced before war’s end. Though eventually overshadowed by the multi-use Jeep, military motorcycles found a niche in reconnaissance, traffic control and dispatch duties throughout WWII. And they endured well enough that, after the war, many Americans picked up surplus models, like this 1943 example, now owned by retired U.S. Army Brigadier Gen. George Ogden Jr.

History of WLA Harley Davidson

2008-01-19T17:41:00.001+07:00

Unusually, all the WLAs produced after Pearl Harbor, regardless of the actual year, would be given serial numbers indicating 1942 production. Thus, war-time machines would come to be known as 42WLAs. This may have been in recognition of the use of the continued use of the same specification. Most WLCs were produced in 1943, and are marked 43WLC. The precise serial number, as well as casting marks, can be used to date a specific motor accurately, and some other parts bear year and month stamps. Frames and many other parts were not tagged with the serial number, and cannot generally be dated. (This is common prior to adoption of the VIN.)

Many WLAs would be shipped to allies under the Lend-Lease program. The largest recipient was the Soviet Union, which was sold over 30,000 WLAs.

Production of the WLA would cease after the war, but would be revived for the Korean War during the years 1949 to 1952.

Most WLAs in western hands after the war would be sold as surplus and "civilianized"; the many motorcycles available at very low cost would lead to the rise of the chopper and other modified motorcycle styles, as well as the surrounding biker culture. Many a young soldier would come home hoping to get a Harley-Davidson like he saw or rode in the service, leading to the post-war popularity of both the motorcycle and the company in general.

However, this also ensured that few nearly-original WLAs would survive in the US or even Western Europe. A significant number of WLAs were left in the Soviet Union, and either stored or put in private hands. With little access to parts and no chopper culture, and no export path to the West, many of those WLAs were preserved during the Cold War. Russia and other former Soviet countries are now a major source of WLAs and parts.

Harley Davidson Model 50 WLA

2008-01-03T14:01:00.000+07:00

The primary manufacturer of motorcycles for the U.S. military during World War II was Harley-Davidson who began producing the WLA in their Milwaukee, WI factory in 1940. During the war, Harley-Davidson produced more than 88,000 WLAs, shipped to U.S. forces as well as to Allies (especially the Soviet Union) under Lend-Lease. The production for the U.S. military were designated 42WLA while the version for Canadian and other Allied forces were 43WLA, loosely related to the year the production specification was adopted.

The Harley Davidson Model 50 WLA solo motorcycle provided the U.S. Army with fast, flexible transportation for reconnaissance, messenger service, police operations, and convoy control.

The military WLA was based on the H-D WLD civilian model. Changes included olive drab paint, blued or parkerized metal parts, blackout lights, ammunition boxes, cargo rack, a bracket for a submachine gun scabbard [mounted left and right of the front tire], modified fenders, military style windshield, and saddlebags [straddled over the rear tire]. Metal leg shields were authorized for winter use. An oil bath air cleaner and modified crankcase air breather adapted the WLA to field conditions and fording requirements.

The 1942 Harley Davidson WLA

2007-12-31T20:07:00.000+07:00

The 1942 Harley-Davidson WLA was valuable
transportation for American soldiers in World War II.
The 1942 Harley Davidson WLA motorcycle and Harley Davidson XA motorcycle were two models Harley designed for the United States military during World War II.
Though rival Indian also supplied motorcycles to the U.S. military during World War II, the majority of those used in battle were Harley-Davidson WLAs.
Wearing the requisite Olive Drab paint, these were 45-cubic-inch V-twins fitted with special equipment for wartime use. Items such as an ammo box, machine-gun scabbard, and rear carrier are obvious; less so are the special "blackout lights" front and rear that projected only a small sliver of light in an effort to avoid detection.

In all, roughly 80,000 WLAs were built, many being sold as surplus after the war. These were often stripped down and fitted with aftermarket parts, fueling the rapidly developing customizing trend.

Rare when new -- and even more so today -- was the Harley XA that was intended for desert use.

In a vast departure for Harley-Davidson, the engine was a horizontally opposed twin -- similar to BMWs of the day. It drove the rear wheel through a foot shift transmission with hand clutch (production Harleys of the day were all hand shift/foot clutch) and a jointed shaft instead of a chain.

A girder-style fork handled suspension chores in front, while at the rear was a "plunger" suspension as used on contemporary Indians. However, only 1000 XAs were built, and none saw service overseas.

Go to the next page for more pictures of the 1942 Harley-Davidson WLA motorcycle and Harley-Davidson XA motorcycle.

source : http://www.olive-drab.com