The George Pardos Collection

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Dr. George Pardos has been a motorcycle rider for decades, and felt he needed a hobby. That ‘hobby’ would soon turn into a 20-year obsession focused solely on finding and restoring a series of ‘first’ model Harley-Davidsons, resulting in the remarkable collection now for sale. While any collection of Firsts might be controversial, there’s no denying that Pardos has done his homework and arrived at sensible conclusions on which machines to seek out and restore. The bikes range from 1911 to 1965, and include 20 machines which reflect the evolution of Harley-Davidsons from belt-driven singles to the mighty Electra Glide. Reading the description of the motorcycles for sale here provides an eduction in the evolution of not just a particular brand, but of the motorcycle industry as a whole, as Harley responded to or developed advances in technology for engines, chassis and ancillary parts such as electrical systems. Why Harley-Davidson? As Pardos says, “Harley is the quintessential motorcycle, with 110 years of storied history. They had a theme of rugged bikes, which weren’t trendsetters, but they worked and were cost effective to the public.” Pardos is selling his collection, saying, “This was a wonderful, 20-year chapter of my life which has come to a close.” We are lucky to reap the rewards of his extensive research and hard work, and can enjoy the benefits of being able to simply buy one of the Firsts he’s collected.



1911 HARLEY-DAVIDSON 7A SINGLE



1911

George Pardos notes, “This [Model 7A Single] was a joy to ride. It was an easy motorcycle to start on its stand. Because it was relatively light, dismounting and lifting the stand off the road was relatively easy to do. As the belt tensioner was engaged the motorcycle exhibited an unexpected pep and vitality. If one wanted to be a bit of an iconoclast (decades later to be the stereotypical motorcycle rider), the muffler cut-out could be raised, which made the ‘silent grey fellow’ a bit less silent!” This 1911 7A Single is an old restoration, patinated solely with time and appearing ‘original paint.’ As Pardos notes, it’s a charming rider with an antique look and a fantastic piece of history.

SPECIFICATIONS 30.17CI ENGINE, NOMINAL 4HP 3.3125" BORE X 3.5" STROKE 235 LBS 2 GAL FUEL CAPACITY 3.5 QT OIL TANK BOSCH MAGNETO ORIGINAL LIST PRICE $250

HARLEY-DAVIDSON 7A SINGLE

Both single and twin-cylinder 1911 model Harleys had a new frame with a straight downtube, which was stronger and gave better handling than the previous curved chassis. The 1911 7A Single benefited from the new vertical finning atop the cylinder head, which gave cooler running, and a magneto behind the engine, which protected this vital instrument from road grit and wash. The 1911 frame was lower overall than the previous year, without a decrease in ground clearance, which meant Harley was evolving away from a high bicyclestyle frame, towards the modern motorcycle chassis.



1911 HARLEY-DAVIDSON 7D TWIN

“Stranger In Town”


When you think Harley-Davidson, the image of a thundering V-twin comes to mind, and this is the motorcycle which established that lineage over 100 years ago. Harley began production with singlecylinder machines in the early 1900s, and while a twin-cylinder motorcycle appeared in Harley’s press as early as 1908, there’s no evidence a twin-cylinder machine was actually sold by the factory until the 1911 model 7D, which differed significantly from the 1908 racer and 1909 Models 5-D (a roadster) and 5-F (the racer). H-D claims 27 of the Model 5 machines were built, but they were likely used for promotion or racing only; no mention of a twin-cylinder model appears in H-D parts books until 1911. As well, the 1908/9 twins used ‘atmospheric’ inlet valves (activated by piston suction only, with no camshaft or pushrod) which gave erratic performance in any but a full-throttle position, which would not have suited Harley’s already established reputation for reliability and strong running. No V-twin was mentioned in 1910, but in 1911, a twin reappeared as the Model 7D, which was significantly improved over the old ‘atmospheric’ machines. Now both valves per cylinder were camshaft operated, and as Harley claimed in their brochure, “Exhaustive experiments covering more than four years have proved that it is impossible to get satisfactory results, particularly at low speed, from a twin-cylinder motor which is equipped with the atmospheric type inlet valves. The very design of the twin-cylinder type motor is such that induces misfiring at low speeds. Automatic valves give perfectly satisfactory results on single cylinder machines, but the twin proposition is altogether different,” and further, “only features which have shown their real merit in actual road service will be found in this machine.” Thus we can see our way to safely conclude from the confusion of first-appearance dates, experimental prototypes, promotional machines, and non-production racers, that the 1911 7D is indeed the first ‘production’ V-twin from Harley-Davidson, and represents the dawn of a remarkable era in motorcycling. The 1911 7D had its own frame, distinct from the 1911 singlecylinder models, as well as from the previous year’s frames, which had a curved downtube. Its flat leather belt had the tensioning wheel (or


1911

This 1911 7D is one of four complete first-year machines known to exist, serial #1910A, built in late 1911, with a next-year-model (1912) type front fender, introduced in the Autumn of 1911. It is painted Renault Grey, which was likely the only color available, and is in beautiful condition, albeit an older restoration. It took George Pardos over a year of negotiating to purchase this machine, and it is the rarest of beasts, one of four actual survivors, which will surely attract the arch enthusiast; of all the ‘firsts’ within the remarkable George Pardos collection, this 7D is really ‘the first’!

SPECIFICATIONS 49.48CI ENGINE, 65HP 3.0" BORE X 3.5” STROKE 295 LBS 2.5 GAL FUEL CAPACITY 1 GAL OIL TANK 5,625 PRODUCED ORIGINAL LIST PRICE $300

HARLEY-DAVIDSON 7D TWIN

‘idler’) introduced for the 1910 singles, which enabled a rider to keep the engine running while at a stop, although of course one risked burning the belt if stopped too long! The top of the cylinder casting now had vertical fins for better cooling, and an oil tank sharing the space previously occupied by the toolbox on the singles. The magneto of the 1911 machines was moved to the back of the engine, out of the path of road grit and water, and in the same vein, Harley applied for a patent for fender skirting which extended over the left side of the wheel, to protect the drive belt from slung mud and water, which caused slippage.



1912 HARLEY-DAVIDSON 8XA SINGLE


In 1912, Harley-Davidson improved on the old ‘idler’ belt-tensioner to allow a rider to stop a motorcycle without disengaging the idler arm from the engine’s belt drive; they introduced a clutch. As the new Model 8 had no gearbox, the clutch could be located either on the end of the crankshaft or the rear wheel, and both spots had their advantages. H-D decided the back end made more sense for its ‘free wheel’ clutch, which neither heated up nor stretched the belt while ‘idling,’ a significant improvement. Another plus was the introduction of the pedal-crank assembly with an eccentric mount within the frame, which made adjusting the starter-chain much easier, without chasing the right drive belt tension.


1912

The fuel tanks of the 1912 models were redesigned to fit the sloping frame, although the oil tank still hid with the toolbox. While the engine’s drip oil feed was still ‘automatic,’ a nervous or hard-riding owner could now give a visible shot of fresh lubricant from a tanktop hand pump. This 1912 Model 8XA was restored by early American motorcycle legend Mike Parti, and was George Pardo’s first machine to be restored by him, which began a 20-year friendship and collaboration on this exceptional collection of Harley ‘firsts.’ This 8XA was judged at 99.5 points at the Davenport (September 1999) and Cannon City (May 2000) AMCA meets. It is an exceptional restoration of Harley’s ‘first clutch’ motorcycle.

SPECIFICATIONS 30.17CI ENGINE, 4.3HP 3.3215" BORE BY 3.5" STROKE 316 LBS 1.5 GAL FUEL CAPACITY 3.5 QT OIL TANK DIRECT BELT DRIVE WITH CLUTCH 545 PRODUCED ORIGINAL LIST PRICE $225

HARLEY-DAVIDSON 8XA SINGLE

The 1912 models also used a slanting top frame tube for the last 1/3 of its run to the saddle lug, which meant riders of ‘less than Bunyanesque’ stature could easily stand astride the motorcycle. That shorter rider could sit with greater comfort as well, as a new saddle mount with a central, sprung pillar sliding within the frame’s vertical saddle tube, which was positively located by an articulated lever pivoting from the top frame tube, just ahead of the saddle nose. Harley called this the ‘Ful-Floteing’ seat (a rider’s comfort trumping accurate spelling) a system familiar to any Duo-Glide owner.



1914 HARLEY-DAVIDSON 10F TWIN


Finally, the modern era arrived in 1914 with Harley’s first multi-speed big twin. It was ‘only’ a 2-speeder, with an epicyclic rear hub common in bicycles, but the ability to change gears was a huge advance in a motorcycles’ rideability. The gear proved tricky to keep in good adjustment, and its tight tolerances combined with riders’ unfamiliarity with the mechanism meant two-speeders were often only one-speeders with a neutral! A service bulletin flying on the heels of the 10F’s arrival reminded riders that forcing the shifter into high or low gear while the machine wasn’t running was a recipe for a bent shift lever.


1914

What didn’t interfere with the folding footboards was the new rear brake pedal; with no pedaling gear, the coaster brake was out and a drum brake added to the rear wheel. For the all-chain twin-cylinder models, an expanding band of friction material rubbed against the inside of the seven-inch diameter brake drum. This was Harley’s first drum brake, and for the remaining belt-drive models, an external band contracted on the brake drum. This 1914 Model 10F two-speed twin was restored by legendary early American motorcycle restorer Mike Parti and was awarded a 95.25+ score at the Canyon City, Colorado, AMCA meet in May 2002. It’s a beautiful example of this first-year 2-speed Harley.

SPECIFICATIONS 60.34CI ENGINE, 8.0HP 3 5/16" BORE X 3.5" STROKE 310 LBS 2.5 GAL FUEL CAPACITY 2.0 QT OIL TANK ALL-CHAIN DRIVE WITH CLUTCH TWO-SPEED GEARBOX & REAR DRUM BRAKE 7,956 PRODUCED ORIGINAL LIST PRICE $285

HARLEY-DAVIDSON 10F TWIN

Another first for the 10F was a step-starter, by which a standing rider could spin and start the motor whilst stationary, or even astride the machine, without pedaling madly with a decompressor activated. With the first proper kickstarter, the 1914 models evolved further away from their bicycle origins, and were no longer mopeds. The kicker meant no pedalcrank, and thus no natural place to keep one’s feet, so H-D introduced footboards to their models, which were hinged for starting, as was the pedal of the new foot-clutch assembly, which interfered with the footboard when starting.



1915 HARLEY-DAVIDSON 11F TWIN


In 1915 Harley Davidson introduced a proper 3-speed gearbox and primary-case clutch. The new gearbox had nothing in common with the previous 2-speeder, which was offered for only one year. According to H-D, the new gearbox was “built to stand up indefinitely, this transmission has no small parts to break or wear out. Big generous ball bearings carry the main transmission shaft. The jack shaft, which transmits power in low and intermediate gear, runs on two special high duty Harley-Davidson roller bearings. On high gear the transmission is free running.” The 1915 Harley 3-speed transmission would prove durable enough in its design to last straight through 1936, when the Model EL ‘Knucklehead’ moved the brand further into the future with a 4-speed box. Another innovation for 1915 was an automatic oil pump, which supplanted ‘visual’ oil metering, (counting drops of oil through a sight-glass in the oil line). The automatic pump removed a source of anxiety for the rider, and most never touched the new adjustable locknut which altered the oil flow to the motor. The oil tank was moved from the toolbox and into


1915

The 1915 twins had a 37% power increase over the 1914 models, by using larger inlet valves and both valve seats chamfered at 45 degrees (compared to 60 degrees previously). The intake manifold was larger, and to handle the significant increase in power, the crank-pin was increased to 1"diameter from the previous 7/8", while its bearing surface was 3/8" wider than before, with all bearings now made by Harley-Davidson themselves. In the motor alone, H-D claimed 29 refinements in a single year. To allow the more efficient engine to breathe more easily, a new muffler was designed, with significantly less back pressure, while “at the same time the exhaust is but little more than a whisper.” This 1915 Model 11F twin was restored by Mike Parti, and was judged at 97 points at the Canyon City, Colorado, AMCA meet in May 2001. It is a stunning restoration of the first 3-speed Harley, a machine coveted by the cult of pre-1916 riders everywhere.

SPECIFICATIONS 60.34CI ENGINE, 11HP 3 5/16" BORE X 3.5" STROKE 325 LBS 1.75 GAL FUEL CAPACITY 2.5 QT OIL TANK 3-SPEED GEARBOX 9,855 PRODUCED ORIGINAL LIST PRICE $275

HARLEY-DAVIDSON 11F TWIN

the left-side pannier tank which hugged the top tubes of the frame. The auxiliary hand-pump atop the gas tank, for that comforting extra dollop of oil, was retained, although the plunger now sported an “ingenious locking device...to prevent meddlesome persons from amusing themselves by pumping the crank full of oil when the owner has left his machine standing...”



1917 HARLEY-DAVIDSON 17J TWIN



1917

The trend for increased horsepower continued, and brochures dubbed the 1917 twins the ‘New Master 17 Motor,’ as power had shot up 45% over the previous year, to a full 16HP. This was accomplished by increasing the valve timing overlap, and a change to the four-lobe camshaft as initially used on the factory’s 8-Valve racers. The exhaust pushrod return spring was now covered, as with the inlet spring, keeping a little more oil inside the motor. The ‘J’ series indicated a fully electric motorcycle, powered by a Remy 250 magneto/generator, while the ‘F’ models used a Splitdorf or Dixie magneto–as the U.S. was at war with Germany, the Bosch magnetos used previously were unavailable! This 1917 Model 17J is in exceptional condition, having been restored by Mike Parti, and includes a rare aftermarket passenger seat mounted to the rear subframe.

SPECIFICATIONS 60.34CI ENGINE, 16HP 3 5/16" BORE X 3.5" STROKE 325 LBS 2.75 GAL FUEL CAPACITY 2.5 QT OIL TANK 3-SPEED TRANSMISSION OLIVE GREEN PAINT FULL ELECTRIC LIGHTING 9,180 PRODUCED ORIGINAL LIST PRICE $310

HARLEY-DAVIDSON 17J TWIN

Every previous year Harley-Davidson was nearly Fordian in its color choice: “any color you like, as long as it’s Renault Grey.” The first model year to change that was 1917, as military contracts with the U.S. Army specified Olive Green, which was made available in polished form for civilians, with a dark green pinstripe. This would become the standard color for all Harley models until 1932, barring a two-year fling with Brewster Green in the Flapper era, 1922-23.



1919 HARLEY-DAVIDSON 19W SPORT TWIN


For many years, enthusiasts forgot Harley-Davidson had built ‘another’ opposed twin beside the World War II ‘XA’ model– the Sport Twin. Beside being Harley’s first flat-twin, it was the company's first sidevalve engine, which would not supplant the F-Head (inlet valve over exhaust valve) cylinder until 1929 with the Model D. The advantages of the ‘flat-head’ sidevalve engine over the F-Head was the elimination of an exposed rocker arm; the pushrods act directly on the valve stem, one less part to wear or risk exposure to the elements. With the mediocre metallurgy of the ‘Noughts and ‘Teens, the exhaust valve of any four-stroke engine was in peril of burning or breaking, and the F-Head kept a cooling breeze of intake mixture blowing directly onto the hot exhaust valve top. The shape of the combustion chamber and cylinder casting was complicated though, and a sidevalve engine had many advantages for cooler running with less cylinder distortion, as well as a less complicated induction path. The 1919 Sport Twin introduced a motor type (the sidevalve) which Harley Davidson would continue to produce for the next 53 years! The Sport Twin’s opposed-cylinder engine was a sales response to Indian’s flattwin Model O; the Harley had nearly twice the engine capacity but was only 25% heavier than the Indian. The flat-twin engine is nearly vibrationless, and with a low center of gravity, light weight, and good power, it was thought the Sport Twin would be an excellent ‘commuter’ motorcycle. Advertisements in 1920 featured women riders, and professional racer Hap Scherer used a Sport Twin to set endurance records in Canada-Mexico and New York-Chicago runs. The Sport Twin was also Harley’s first unit-construction machine, with the gearbox within a common engine casting – a feature they would not repeat until the 1948 Hummer and 1952 K Model. It was also Harley’s first kickstarter on the left side of the engine – also not


1919

The Sport Twin bristled with innovation, with a fully enclosed chain for the first and only time on a Harley, plus the first use of an air cleaner, and Harley’s only use of a trailing-link front fork, which used twin springs between the uprights (instead of Indian’s leaf spring). It was Harley’s only true ‘flat tank’ model, as the combined fuel-oil tank sat between the frame rails instead of straddling them, and the only Harley with an external flywheel, which was covered with a steel shroud. Much of the Sport Twin’s innovation would be carried on over the decades with other models, but this particular model never sold in great numbers. It was a rare bold move by the H-D board to introduce the Sport Twin, a machine at the forefront of motorcycle technology, but alas, like its Indian competitor, it was short-lived. This 1919 Model 19W Sport Twin is an older restoration by Mike Parti and is in excellent condition. George Pardos negotiated hard with its seller, but missed out to another buyer... from whom he eventually purchased the machine, at a much higher price! Pardos feels the Sport Twin is among the most remarkable Harley-Davidsons ever built.

SPECIFICATIONS 35.64CI ENGINE, 6HP 2.75" BORE X 3.0" STROKE 257 LBS 2.7 GAL FUEL CAPACITY 2.0 QT OIL TANK OLIVE GREEN PAINT 753 BUILT ORIGINAL LIST PRICE $335

HARLEY-DAVIDSON 19W SPORT TWIN

repeated until the Hummer (which was based on the DKW RT125). The flat-twin motor’s Schebler carb used a ‘dust baffle’ for the first time to keep road grit out of the intake, know as an air cleaner today.



1925 HARLEY-DAVIDSON TWIN JDCBS W/SC

SPECIFICATIONS



1925

The upshot of these chassis changes was a suddenly ‘modern’ looking motorcycle, which was styled to give the impression of speed while standing still. The teardrop tanks and swept handlebars combined with deeper fenders to initiate a styling trend which found its perfection in 1936 with the EL Knucklehead. There were technical improvements too: the principal frame lugs were now drop-forged for greater strength, and the gearbox no longer required removal to change its lubricant; now there was a drain plug! The gearbox bracket was lowered by 3", which meant much easier kickstarting for shorter rider. This 1925 JDCBS is in mostly ‘original paint’ condition, and includes a period sidecar. As the sidecar is a ‘leftie,’ it was either used by the postal service or is from a foreign market (Britain and its colonies, or Japan–Harley’s #2 export customer at this time).

SPECIFICATIONS 74.66CI ENGINE, 9.5HP 3 7/16" BORE X 4.0" STROKE 405 LBS (MOTORCYCLE ONLY) 4 1/4 GAL FUEL CAPACITY 1 1/8 GAL OIL TANK 9,180 PRODUCED ORIGINAL LIST PRICE $335

HARLEY-DAVIDSON TWIN JDCBS W/SC

While no dramatic mechanical changes marked the 1925 models, the JDCBS looked radically different from its predecessors, due to a total redesign of the frame, tinware, and riding position. Gone were the squared-off tanks of previous years, and the last vestiges of bicycle heritage in a tall frame. The new frame was longer and lower, yet retained the same ground clearance, and incorporated smaller diameter yet wider wheels and a much lower center of gravity, which greatly improved handling. This also gave a lower seating position, which made the bike easier for shorter riders, and the new ‘bucket’ saddle with a full 14-inch seat pillar spring (5" longer than the previous year) gave better rider comfort.



1928 HARLEY-DAVIDSON BA SINGLE


While Harley-Davidson had produced single-cylinder machines long before its V-twins, the bigger machines became synonymous with H-D, and the singles were dropped in 1918, although a ‘half 74’ was produced from 1921-23. Still, not everyone wanted a Big Twin, and riders who were just learning, or intimidated by a large machine, or simply shorter in stature, turned elsewhere if they needed a small bike, like the Indian Prince introduced in 1925. In the same vein, the AMA introduced a 21-cubic-inch racing series for 1925 (Class ‘A’ racing), with Indian and Excelsior expected to provide the bulk of entries, as both factories produced singles of the correct displacement.


1928

Both OHV and sidevalve models had detachable cylinder heads (a first for H-D), and the OHV had especially sprightly performance, with its good power-to-weight ratio. The BA shared a motor with the soon-to-be-legendary ‘Peashooter’ dirt-track racer (the Model S), which had a shorter, lighter frame, based on the Rudge speedway chassis. In common with all 1928 Harley models, the A and B models had a front brake. This 1928 BA single is equipped with a battery and coil ignition, and is a superb restoration of a very rare overhead-valve single-cylinder roadster.

SPECIFICATIONS 21.35CI ENGINE, 12HP 2.875" BORE X 3.25" STROKE 265 LBS 3-SPEED 3 GAL FUEL CAPACITY 3 QT OIL TANK OLIVE GREEN PAINT 722 PRODUCED IN 1928 ORIGINAL LIST PRICE $275

HARLEY-DAVIDSON BA SINGLE

Harley answered the racing challenge, and avoided a potential loss of customers, by re-introducing singles into its lineup in 1926, with the ‘A’ and ‘B’ single-cylinder 350cc models. One could choose a sidevalve engine (the A with a magneto or B with battery/coil) or an OHV engine (the AA with magneto or BA with coil ignition) which had a whopping 50% more horsepower (to a total of 12HP) than the docile flathead (with 8HP). The sidevalver was cheaper and lighter and sold better than its OHV brother, regardless that future generations would see the less popular machine as more attractive!



1928 HARLEY-DAVIDSON JDH #2 CAM


“Now for the first time you can own and ride the same type high-speed, highpowered, quick-getaway, two cam motorcycle that established world speed records when ridden by such stars as Brinck, Petrali, Sirkegian, Davis, and others.” The JDH wasn’t the first twin-cam motor built by Harley-Davidson, but it was the first time the general public was offered a highperformance engine for the road. The reason given by the factory for the sudden introduction of a formerly racing-only motor was simple; it had introduced a front wheel brake for the 1928 season. “Without two wheeled brakes and a positively controlled motor oiler, furnishing these motorcycles as a sort of stock proposition would be out of the question.” The oiling question was answered not yet by a fully recirculating oil system, but a throttle-controlled oil metering device, which delivered more oil when the engine was under more load.


1928

This 1928 JDH was restored by Mike Terry and George Pardos, and was judged a 98 point job at the AMCA meet in Davenport, Iowa, September 1999. The JDH is among the most desirable Harley-Davidsons of all time, being a rare instance when H-D offered one of its successful race engines for a road bike.

SPECIFICATIONS 74.66CI ENGINE, HP NOT STATED 3 7/16" BORE X 4.0" STROKE 408 LBS 3 3/4 GAL FUEL CAPACITY 1 GAL OIL TANK PRODUCTION UNDOCUMENTED ORIGINAL LIST PRICE $370

HARLEY-DAVIDSON JDH #2 CAM

Depending on its state of tune, the JDH was good for 85-100MPH, and positive valve actuation of one camshaft per cylinder wasn’t the only reason. The rocker valve lifters required with single-cam engines were gone and direct lifters acted on the cam lobes, resulting in better valve control and thus higher RPMS were possible. The pistons used were a special lightweight magnesium alloy, with a domed top for higher compression. Capable of 5000RPM, the new engine of course generated more heat, and more fins were added to the cylinders to help keep the engine cool. All this meant the JDH, and its 6-cubic-inch brother the JH, were among the fastest production motorcycles in the world in 1928.



1929 HARLEY-DAVIDSON D TWIN



1929

The chassis of the Model D was shared with the single-cylinder range, which gave a good power-to-weight ratio, but required a few compromises, most notably in the location of the generator. With no room to mount one laterally as riders had come to expect, the D used a vertical mount beside the front cylinder, leading Indian enthusiasts to joke that this was the ‘Harley 3-cylinder.’ In common with the 1929 range, the Model D had twin headlamps, and to cope with an increased range of electrical demand from the lights during the day vs. night, a lever on the generator body could adjust the output to avoid boiling the battery when power wasn’t required. This 1929 Model D was restored by Mike Parti, and after an 87.5 point AMCA judging sheet at the Canon City, Colorado meet in May 2000, the disputed points addressed, making this bike a corrected 97 point machine. As a rare first-year ‘45’, it’s the first of a very long line indeed.

SPECIFICATIONS 45.32CI ENGINE, 6.05HP 2.75" BORE X 3.81" STROKE 360 LBS 4 3/8 GAL FUEL CAPACITY 1 1/8 GAL OIL TANK OLIVE GREEN PAINT 4,513 BUILT ORIGINAL LIST PRICE $290

HARLEY-DAVIDSON D TWIN

With the introduction of a ‘45,’ or 750cc motorcycle, Harley-Davidson finally offered a middle ground between the introductory single-cylinder models and their big twin brother. The Model D was the first 45 of a very long line from H-D, and the engine was in production until 1973 in Servi-Car guise. The new sidevalve engine was not Harley’s first with lateral valves –the Sport Twin of 1919 was first–but it was H-D’s first with removable cylinder heads, which were to Ricardo pattern, increasing the compression ration and giving ‘zippy’ performance.



1930 HARLEY-DAVIDSON V TWIN

“Stella”



1930

Harley proclaimed, “Still everything looks different. And different she is. Just like an overgrown 45!” The V did indeed share the modern looks of its smaller sibling, but it was a rugged truck of a motorcycle, starting the trend for heavyweight Big Twin touring machines, as its middleweight brother took over the sporting duties in ‘Class C’ racing. This 1930 Model V is an older restoration, refurbished for road use. It was ‘de-exported’ from Australia and has been featured in two paintings by artist David Uhl: “Stella” and “A Road Less Traveled.”

SPECIFICATIONS 73.66CI ENGINE, 28HP 3 7/8" BORE X 4.0" STROKE 529 LBS 4 GAL FUEL CAPACITY 1 GAL OIL TANK BLACK PAINT WITH GOLD AND VERMILLION PINSTRIPES 1,174 PRODUCED ORIGINAL LIST PRICE $340

HARLEY-DAVIDSON V TWIN

The Model V spelled the end of the F-Head era and the beginning of the Big Twin flatheads, replacing even the JDH as the flagship machine of the H-D range. With four cams and removable Ricardo cylinder heads, the V was certainly tunable, and plenty of riders explored what the V could be persuaded to do. The entire motorcycle was redesigned from the frame outwards; the new chassis was 2 inches shorter than the F-Head range and considerably stronger, as were all the components, resulting in a whopping 120lb weight increase. To cope with the extra mass, the clutch was beefed up with four times the friction area and the primary chain was now duplex, as on the 45-cubic-inch model. The front forks used forged I-Beams, much lighter and stronger than previously, and the wheels were now interchangeable with a quick-release system (the ‘Jiffy Wheels’).



1936 HARLEY-DAVIDSON EL "KNUCKLEHEAD"

“Rose”



1936

The EL was entirely new, from its frame to the engine, gearbox and overall styling. It was the first H-D with a duplex-tube frame, which gave terrific stability when riding, and of course, it was the first OHV Big Twin from Milwaukee for the street. H-D had built OHV bikes for racing since the ‘Teens, but their fragility kept the factory close to reliable F-Head and Flathead designs. Helping to keep the new OHV engine cool was Harley’s first recirculating oil system– a proper oil pump at last. The gearbox now had four speeds and a robust clutch. Most importantly, all this innovation was styled in a compact, sleek and streamlined package which could not be faulted. Its teardrop tanks, dash-mounted speedo and sleek fenders combined to create a picture we still hold of a modern motorcycle. This first-year 1936 EL Knucklehead was restored by Ken Presson and judged a remarkable 99.75 at the Davenport AMCA meet (September of 1998 and 1999). It is as close to a perfect Knucklehead as is possible, and was featured in three David Uhl paintings: “Rose,” “The Real Thing,” and “The Art of the Motorcycle”– how appropriate!

SPECIFICATIONS 60.33CI ENGINE, 38HP 3 5/16" BORE X 3.05" STROKE 515 LBS 4 GAL FUEL CAPACITY 1 GAL OIL TANK VENETIAN BLUE PAINT WITH CROYDEN CREAM PANELS 1,526 PRODUCED ORIGINAL LIST PRICE $380

HARLEY-DAVIDSON EL "KNUCKLEHEAD"

While the ‘Knucklehead’ is recognized today as an utterly iconic American motorcycle, which set a stylistic standard so high it is echoed and imitated to the present day, Harley hid its light under a bushel the first year, fearful that disaster might strike from introducing such a radical machine. The EL wasn’t listed in the 1936 catalog or advertising, except in passing as a mention of successful events where the Knucklehead was ridden. And in truth, the first production year saw significant changes and improvements to the EL, which vexes restorers to this day, but none of this erases the true greatness of the design.



1942 HARLEY-DAVIDSON XA TWIN



1942

Harley copied the BMW R71 (a civilian model not to be confused with the military-only R75M with OHV cylinder heads); by using BMW technology, the XA initiated a host of improvements which would not be seen on postwar H-Ds for years or even decades. Its rear plunger springing was Harley’s first ever rear suspension, and the XA Type II (a later model than this, although all XAs are nominally 1942) introduced Harley’s first ever telescopic forks. The XA wasn’t Harley’s first flat-twin (that was the Sport Twin of 1919), but it was the first and only to have the cylinders ‘in the breeze’ across the frame. The cylinder location allowed the oil to remain 100 degrees cooler than the WLA V-twin, which was important indeed for the desert warfare U.S. forces shortly found themselves fighting in Africa. It was also Harley’s first foot-shift, hand-clutch machine. It wasn’t H-D’s first shaft drive vehicle (that was the 41TA military trike), but it was the first motorcycle thus powered. It was also the first and only Harley with two carburetors. This rare 1942 XA was restored by Ken Presson, and was judged at 93 points at the Davenport, Iowa, AMCA meet (September 2006).

SPECIFICATIONS 45.038CI ENGINE, 23HP 3.063" BORE X 3.063"STROKE 4 SPEEDS 538 LBS 4.1 GAL FUEL CAPACITY .5GAL OIL TANK 1,016-1,090 BUILT MILITARY CONTRACT PRICE $870

HARLEY-DAVIDSON XA TWIN

While the 45-inch WLA V-twin was Harley’s quintessential military motorcycle in World War II, with 88,000 produced, the U.S. military also asked for prototypes with a shaft drive for use in rough terrain, when an open chain might prove a handicap.



1948 HARLEY-DAVIDSON 125S HUMMER



1948

The Hummer was Harley’s first attempt to market motorcycles to young people, being of extremely simple and reliable two-stroke construction, with no valves to adjust or repair, one only needed to add oil in a 25:1 ratio to the gas. This 1948 125S Hummer is in excellent unrestored condition, and was found by chance when George Pardos walked into an antique store in Colorado! George says, “It’s quite a pleasant ride.”

SPECIFICATIONS 124.87CC, 1.7HP (NACC RATING) 2.03" BORE X 2.63" STROKE TWO-STROKE 170 LBS 3-SPEED BLACK PAINT 10,117 BUILT ORIGINAL LIST PRICE $325

HARLEY-DAVIDSON 125S HUMMER

While the 125S Hummer was essentially an industrial war trophy, being a fairly direct copy of the DKW RT125, it was the only two-stroke ever produced by H-D itself (later two-strokes being built by subsidiary Aermacchi in Italy). Harley’s stylistic adaptation of the DKW design foreshadowed several important features which would carry on in later models, especially with the Models K and Sportster. Its small teardrop fuel tank is recognizable to any Sportster enthusiast, as is the nacelle housing the headlamp and speedometer. The handclutch, foot-shift combination wouldn’t be seen again until the Model K of 1952.



1948 “Chance Encounter”

HARLEY-DAVIDSON EL TWIN



1948

The Panhead engine with the rigid frame and ‘springer’ forks is a one-year model, and as such is highly coveted by collectors, being the end of an era for a style of chassis over 40 years old. The 1948 EL is a stepping-stone between the past and the future for Harley-Davidson, as big changes were coming, with full hydraulic suspension. This 1948 EL Panhead was restored by Carl and Matt Olsen, and was judged to a (corrected) 99.5 points at the 2005 Viking Chapter AMCA meet that June. Artist David Uhl used this machine as a model for his paintings “Fine Tuning” and “Chance Encounters,” the latter of which he presented to Pope Francis...and in which George Pardos wears a priest’s outfit!

SPECIFICATIONS 60.33CI, 40HP 3 5/16" BORE X 3.05" STROKE 465 LBS 4-SPEED 3.75 GAL FUEL CAPACITY 1 GAL OIL TANK FLIGHT RED PAINT 4,321 PRODUCED ORIGINAL LIST PRICE $635

HARLEY-DAVIDSON EL TWIN

While 1948 saw the introduction of a new type of Harley engine, the ‘Panhead’ used its OHV cylinder head (in aluminum) atop Knucklehead crankcases, which had been slightly redesigned to eliminate external oil lines. The new cylinder head used hydraulic valve lifters, an industry first, to lengthen the service intervals for valve adjustment. The frame, while still rigid, had a new ‘wishbone’ front downtube, but the styling was otherwise all Knucklehead.



1949 HARLEY-DAVIDSON EL TWIN

“Custom Paint”



1949

Improvements abounded, including a sealed beam headlamp, a front brake with 34% more friction surface area, an optional oil filter, taper roller steering head bearings, etc. Harley didn’t call this first year machine a Hydra Glide, but a metal panel on the forks pronounced it, and so it became. This 1949 EL Hydra Glide was restored by George and Zach Pardos and received (a corrected) 100 points at the Davenport AMCA meet in September 2000. It would be difficult to find a better Panhead than a perfect one! This was George Pardos’ first restoration with his son Zach (now a professor at UC Berkeley) and was used as a model for David Uhl’s painting “Custom Paint.”

SPECIFICATIONS 60.33CI ENGINE, 40 HP 3 5/16" BORE X 30.05" STROKE 590 LBS 4 SPEED 3.75 GAL FUEL CAPACITY 1 GAL OIL TANK PEACOCK BLUE PAINT 3,419 PRODUCED ORIGINAL LIST PRICE $735

HARLEY-DAVIDSON EL TWIN

Harley had built a hydraulic, telescopic fork back in 1942 with the XA Military flat twin, but waited until 1949 to introduce its ‘Hydra Glide’ forks to civilian models. There were plenty of other changes to the new Panhead, which gave the machine a masculine gravity the previous models lacked. With new, deeper fender, bigger fuel tanks, a one-piece handlebar, and headlamp cowl, the Hydra Glide set standards for Harley styling which are still used as production guides, if not outright continuations.



1952 HARLEY-DAVIDSON K TWIN

“Catch of the Day”



1952

The K fulfilled many of the promises of wartime models like the XA (with a footshift and full suspension) and Hummer (unit construction and a headlamp nacelle). The sidevalve engine, while rapidly becoming obsolete in the global market, was yet being developed by Harley for racing, and incredible feats of tuning finesse were wrought on the K engine culminating in the remarkable KRTT, which shared a frame with the roadster but was capable of an astounding 150MPH by 1972. This 1952 Model K is an older restoration and in excellent condition. It was featured in artist David Uhl’s painting “Catch of the Day.”

SPECIFICATIONS 45.32CI ENGINE, 30HP 2 3/4" BORE X 3 13/16" STROKE SIDEVALVE UNIT CONSTRUCTION 440 LBS 4.5 GAL FUEL CAPACITY 3/4 GAL OIL TANK BRILLIANT BLACK PAINT 1,970 PRODUCED ORIGINAL LIST PRICE $865

HARLEY-DAVIDSON K TWIN

In some ways the ‘52 Model K was as radical a departure for Harley-Davidson as the EL Knucklehead had been in 1936. It was a completely modern motorcycle, with full suspension front and rear, a unit-construction engine and uncluttered styling. At a swoop it kicked the previous 45 cubic-inch models into history with its tight engine arrangement and simple castings. The full suspension was a tremendous improvement in rider comfort and meant Harley was serious about addressing the threat of British imports to the U.S. market with a head-on challenge.



1957 HARLEY-DAVIDSON XL SPORTSTER

“Clothing Optional”



1957

The XL Sportster is an American motorcycle icon, and is probably the most-customized machine in the world. That it is still in production is testament to the excellence of this original design from 1957. This ‘57 XL Sportster is an older restoration in very good condition. It was featured in artist David Uhl’s painting “Clothing Optional.”

SPECIFICATIONS 54CI ENGINE, 42 HP 3" BORE X 3 13/16" STROKE OHV 4-SPEED 495 LBS 4.1 GAL FUEL CAPACITY 3/4 GAL OIL TANK PEPPER RED PAINT 1,983 PRODUCED ORIGINAL LIST PRICE $1,103

HARLEY-DAVIDSON XL SPORTSTER

At first glance, the 1957 XL could be mistaken for its elder brother, the sidevalve K, but what a difference a pair of OHV cylinder heads made. The XL produced 40% more power than the K, with cam-ground, high-dome pistons giving a 7.5:1 compression ratio. The clutch now had 7 plates instead of 5, to cope with the added power. Truly, the XL Sportster is the inheritor of the spirit of the JDH, being a powerhouse machine, and its success can be measured by its longevity; it is now the longest-produced Harley model, surpassing the record of the old 45 ci flatheads.



1965 HARLEY-DAVIDSON FL TWIN



1965

The FL was the first modern touring bike, fully capable of taking a rider and passenger and luggage on very long journeys in comfort and style. To emphasize its touring capabilities, optional packages like the ‘King of the Road’ were offered, and the fuel tank was enlarged to an enormous five gallons. The addition of a button-starter meant a few shifts and reinforcements, most notably the move of the oil tank to the left side, with a very large battery box on the right, and no tool box at all. The 1965 FL was the last Panhead model, so is a mix of the new with a last link to the old days of rigid frames and springer forks. The pattern laid down in ‘65 still defines Harley tourers, and the Electra Glide is an absolute classic. This 1965 FL Electra Glide was restored by Roger Clarke and Randy Farrow, and is an older restoration in very good condition.

SPECIFICATIONS 73.66CI ENGINE, 55HP 3 7/16" BORE X 3 31/32" STROKE 783 LBS 5 GAL FUEL CAPACITY 1 GAL OIL TANK HI-FI BLUE PAINT 2,130 PRODUCED ORIGINAL LIST PRICE $1,530

HARLEY-DAVIDSON FL TWIN

With the Electra Glide, Harley entered a new era. Not only was this a Big Twin with full suspension, but Harley again addressed foreign competition with the addition of an electric starter. Now anyone strong enough to balance an 800lb motorcycle could ride one, without fighting the compression of a 1200cc motor, although the kickstart remained should one prefer!


“Pinstriping”

“The Real Thing”

“Playin’ Around”


All paintings shown are courtesy of Uhl Studios For information visit UHLSTUDIOS.COM CONTACT INFORMATION 15801 West Colfax Ave. • Golden, CO 80401 Email: info@uhlstudios.com Call: 303-993-3322 FOR FINE ART ORDERS CONTACT: Sales Manager, Greg Rhodes Cell: 303-913-4840 | Email: greg@uhlstudios.com “A Road Less Traveled”

“Gloria”


MECUM.COM // (262)275-5050


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