Harley-Davidson Knucklehead record bike 1937 & Joe Petrali - motorcycle photo

Description

WE
ARE
CLEARING OUT OUR ARCHIVES!
A superb and rare photo of the legendary
1937
Harley-Davidson Knucklehead record machine
with the equally legendary H-D worksrider and record breaker
Joe Petrali.
With this machine Petrali broke the AMA straightaway record with a speed of
136.183 mph
(
219.165,29 km/h
). He did so on the sandy conditions of
Daytona Beach
, on
March 13, 1937
.
This gorgeous photo shows
Joe Petrali
, in his official HD
factory gear
, on board of the streamlined record machine, which was a specially prepared Harley-Davidson model EL Knucklehead. It was prepared by Hank Syversten, the Racing Department Manager of HD at the time. The amazing Land Speed Record breaker delivered a healthy power output of 65 bhp at 5,700 r.p.m. It ran on alcohol that was fed to the engine by twin carburetors. Incredibly, on the sand (!) of
Daytona Beach
, Joe Petrali reached a new Land Speed Record Speed of no less then
136 mph
(
218,87 km/h
)! This remarkable fact brought both Harley-Davidson as Joe Petrali world fame! Furthermore, it immediately established the reputation of Harley’s new, in 1936 introduced, Knucklehead engine!
Joe Petrali
was an incredible rider, and without any doubt one of
America
’s most successful racers ever as he won no less then
49 national championships
.
In
San Francisco
he was born, on
the 22
nd
of February 1904
.
In 1925 he became a factory rider for Harley, after he initially rode for Excelsior and Indian.
Petrali wrote history in
1932
,
1933
,
1935
and
1936
when he won both the championship titles in roadracing and hill climbing.
Petrali dominated the circuits in the 1930s, but he achieved much more as this photograph also clearly shows!
Harley-Davidson
has a long and very interesting history that started as early as in 1901. That year,
William
S.
Harley
, age 21, drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc) and four-inch (
102 mm
) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years
Harley
and his childhood friend
Arthur
Davidson
labored on their motor-bicycle using the northside
Milwaukee
machine shop at the home of their friend,
Henry
Melk
. It was finished in 1903 with the help of
Arthur
's brother,
Walter
Davidson
. Upon completion the boys found their power-cycle unable to conquer
Milwaukee
's modest hills without pedal assistance. Will
Harley
and the
Davidsons
quickly wrote off their first motor-bicycle as a valuable learning experiment. Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc) with 9.75 inches (
25 cm
) flywheels weighing
28 lb
(
13 kg
). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by
Joseph
Merkel
, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized-bicycle category and would help define what a modern motorcycle should contain in the years to come. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on
Milwaukee
's
Lake Street
. The prototype of the new loop-frame Harley-Davidson was assembled in a 10 ft × 15 ft (3.0 m × 4.6 m) shed in the
Davidson
family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the
West Milwaukee
railshops where oldest brother
William
A.
Davidson
was then toolroom foreman. This prototype machine was functional by September 8, 1904, when it competed in a
Milwaukee
motorcycle race held at
State
Fair
Park
. It was ridden by
Edward
Hildebrand
and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record. In January 1905, small advertisements were placed in the "Automobile and Cycle Trade Journal" that offered bare Harley-Davidson engines to the do-it-yourself trade. By
April
, complete motorcycles were in production on a very limited basis. That year the first Harley-Davidson dealer,
Carl
H.
Lang
of
Chicago
, sold three bikes from the dozen or so built in the
Davidson
backyard shed. (Some years later the original shed was taken to the
Juneau Avenue
factory where it would stand for many decades as a tribute to the Motor Company's humble origins. Unfortunately, the first shed was accidentally destroyed by contractors in the early 1970s during a clean-up of the factory yard.) In 1906,
Harley
and the
Davidsons
built their first factory on
Chestnut Street
(later
Juneau Avenue
). This location remains the Motor Company's corporate headquarters today. The first
Juneau Avenue
plant was a 40 by 60-foot (
18 m
) single-story wooden structure. That year around 50 motorcycles were produced. In 1907,
William
S.
Harley
graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of
Milwaukee
pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since. Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inches (439.8 cc) engines. In February
1907 a
prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (879.7 cc) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about
60 mph
(
97 km/h
). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909. By 1911, some 150 makes of motorcycles had already been built in the
United States
– although just a handful would survive the 1910s. In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (810.8 cc), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models. By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure of reinforced concrete and red brick had been built. Begun in 1910, the red brick factory with its many additions would take up two blocks along
Juneau Avenue
and around the corner on
38th Street
. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines. In 1917, the
United States
entered World War I and the military demanded motorcycles for the war effort.
Harleys
had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for combat service. Harley-Davidson provided about 15,000 machines to the military forces during World War I. By 1920, Harley-Davidson was not by far the largest motorcycle manufacturer in the world, though their motorcycles were sold by dealers in 67 countries. Production was 28,189 machines. In
1921, a
Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever in the
USA
to win a race at an average speed of over
100 mph
(
160 km/h
). During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1200cc) V-Twin, introduced in 1922, and the "Teardrop" gas tank in
1925. A
front brake was added in
1928. In
the late summer of 1929, Harley-Davidson introduced its 45 cubic inch flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X. This as the "D" model, produced from 1929 to 1931. Riders of Indian motorcycles derisively referred to this model as the "three cylinder
Harley
" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR750. The Great Depression began a few months after the introduction of their 45 cubic inch model. Harley-Davidson's sales plummeted from
21,000 in
1929 to
3,703 in
1933. Despite those dismal numbers, Harley-Davidson proudly unveiled its lineup for 1934, which included a Flathead with art deco styling. In order to survive the remainder of the Depression, the company manufactured industrial powerplants based on their motorcycle engines. They also designed and built a three-wheeled delivery vehicle called the Servi-Car, which remained in production until
1973. In
the mid-'30s,
Alfred
Rich
Child
opened a production line in
Japan
with the 74ci VL. The Japanese license-holder severed its business relations with Harley-Davidson in 1936 and continued manufacturing the VL under the Rikuo name. An 80 cubic inch flathead engine was added to the line in 1935, by which time the single-cylinder motorcycles had been discontinued. In 1936, the 61E and 61EL models with the "Knucklehead" OHV engines was introduced. Valvetrain problems in early Knucklehead engines required a redesign halfway through its first year of production and retrofitting of the new valvetrain on earlier engines. By 1937, all Harley-Davidson's flathead engines were equipped with dry-sump oil recirculation systems similar to the one introduced in the "Knucklehead" OHV engine. The revised 74 cubic inch V and VL models were renamed U and UL, the 80 cubic inch VH and VLH to be renamed UH and ULH, and the 45 cubic inch R to be renamed W.
In 1941, the 74 cubic inch "Knucklehead" was introduced as the F and the FL. The 80 cubic inch flathead UH and ULH models were discontinued after 1941, while the 74" U & UL flathead models were produced up to 1948. One of only two American cycle manufacturers to survive the Great Depression, Harley-Davidson again produced large numbers of motorcycles for the US Army in World War II and resumed civilian production afterwards, producing a range of large V-twin motorcycles that were successful both on racetracks and for private buyers. Harley-Davidson, on the eve of World War II, was already supplying the Army with a military-specific version of its 45" WL line, called the WLA. (The A in this case stood for "Army".) Upon the outbreak of war, the company, along with most other manufacturing enterprises, shifted to war work. Over 90,000 military motorcycles, mostly WLAs and WLCs (the Canadian version) would be produced, many to be provided to allies. Harley-Davidson received two Army-Navy ‘E’ Awards, one in 1943 and the other in 1945, which were awarded for Excellence in Production. Shipments to the
Soviet Union
under the Lend-Lease program numbered at least 30,000. The WLAs produced during all four years of war production generally have 1942 serial numbers. Production of the WLA stopped at the end of World War II, but was resumed from 1950 to 1952 for use in the Korean War. The U.S. Army also asked Harley-Davidson to produce a new motorcycle with many of the features of BMW's side-valve and shaft-driven R71.
Harley
largely copied the BMW engine and drive train and produced the shaft-driven 750 cc 1942
Harley
-
Davidson
XA
. This shared no dimensions, no parts and no design concepts (except side valves) with any prior Harley-Davidson engine. Due to the superior cooling of the flat-twin engine with the cylinders across the frame, Harley's XA cylinder heads ran
100 °F
(
56 °C
) cooler than its V-twins. The XA never entered full production: the motorcycle by that time had been eclipsed by the Jeep as the Army's general purpose vehicle, and the WLA—already in production—was sufficient for its limited police, escort, and courier roles. Only 1,000 were made and the XA never went into full production. It remains the only shaft-driven Harley-Davidson ever made. As part of war reparations, Harley-Davidson acquired the design of a small German motorcycle, the DKW RT125 which they adapted, manufactured, and sold from 1947 to 1966. Various models were made, including the Hummer from 1955 to 1959, but they are all colloquially referred to as "Hummers" at present. BSA in the
United Kingdom
took the same design as the foundation of their BSA Bantam. In 1960, Harley-Davidson consolidated the Model 165 and Hummer lines into the Super-10, introduced the Topper scooter, and bought fifty percent of
Aeronautica
Macchi
's motorcycle division. Importation of Aermacchi's 250 cc horizontal single began the following year. The bike bore Harley-Davidson badges and was marketed as the
Harley-Davidson
Sprint
. The engine of the Sprint was increased to 350 cc in 1969 and would remain that size until 1974, when the four-stroke Sprint was discontinued. After the Pacer and Scat models were discontinued at the end of 1965, the Bobcat became the last of Harley-Davidson's American-made two-stroke motorcycles. The Bobcat was manufactured only in the 1966 model year. Harley-Davidson replaced their American-made lightweight two-stroke motorcycles with the Aermacchi-built two-stroke powered M-65, M-65S, and Rapido. The M-65 had a semi-step-through frame and tank. The M-65S was a M-65 with a larger tank that eliminated the step-through feature. The Rapido was a larger bike with a 125 cc engine. The Aermacchi-built Harley-Davidsons became entirley two-stroke powered when the 250 cc two-stroke SS-250 replaced the four-stroke 350 cc Sprint in 1974. Harley-Davidson purchased full control of Aermacchi's motorcycle production in 1974 and continued making two-stroke motorcycles there until 1978, when they sold the facility to Cagiva. In 1969, American Machinery and Foundry (AMF) bought the company, streamlined production, and slashed the workforce. This tactic resulted in a labor strike and a lower quality of bikes. The bikes were expensive and inferior in performance, handling, and quality to Japanese motorcycles. Sales declined, quality plummeted, and the company almost went bankrupt. In 1981, AMF sold the company to a group of thirteen investors led by
Vaughn
Beals
and
Willie
G.
Davidson
for million. Inventory was strictly controlled using the just-in-time system. In the early eighties, Harley-Davidson claimed that Japanese manufacturers were importing motorcycles into the
US
in such volume as to harm or threaten to harm domestic producers. After an investigation by the US International Trade Commission, President
Reagan
imposed in
1983 a
45% tariff on imported bikes and bikes over 700 cc engine capacity, rescuing
Harley
Davidson
subsequently. To remain profitable
Harley
continues to increase the amount of overseas-made parts it uses, while being careful not to harm its valuable "American Made" image. In that era also the "Sturgis" model, boasting a dual belt-drive, was introduced. By 1990, with the introduction of the "Fat Boy",
Harley
once again became the sales leader in the heavyweight (over 750 cc) market. At the time of the Fat Boy model introduction a story rapidly spread that its silver paint job and other features were inspired by the World War II American B-29 bomber; and that the Fat Boy name was a combination of the names of the atom bombs (Fat Man and Little Boy) that were dropped on Nagasaki and Hiroshima respectively. However, the Urban Legend Reference Pages lists this story as an urban legend. 1993 saw the replacement of the FXR frame with the Dyna, though it was revived briefly from 1999 to 2000 for special limited editions (FXR2,FXR3 & FXR4). In 2000, Ford Motor Company added a Harley-Davidson edition to the Ford F-Series F-150 line, complete with the Harley-Davidson logo. This truck was a Super Cab for model year
2000. In
2001,
Ford
changed the truck to a Super Crew and in 2002 added a super-charged engine (5.4 L) which continued until
2003. In
2004, the Ford/Harley was changed to a Super-Duty, which continues through 2009. Ford again produced a Harley-Davidson Edition F-150 for their 2006 model-year, as well
!
This is a very nice and very rare photo that reflects a wonderful era of HD motorcycle history in a wonderful way. This is your rare chance to own this photo, therefore it is printed in a nice large format of ca. 8" x 10" (ca. 20 x
26 cm
). It makes it perfectly suitable for framing!
Contact us for more H-D and other motorcycle photos of the old and famous American and European motorcycle brands and save on shipping!
Shipping costs will only be $ 7.00 regardless of how many photos you buy.   For 5 or more photos, shipping is free!
(Note: A. Herl, Inc. does not appear on photo, for ebay purposes only)
No copyright expressed or implied. Sold as collectable item only. We are clearing out our archives that we have gathered from various sources.
All items always sent well protected in PVC clear files
and board backed envelopes.
We have photographs that came from professional collections and/or were bought from the original photographer or press studio! They are all of professional and excellent quality.
After many decades of professionally collecting photographs and posters we are clearing out our archives. They make the perfect gift and are perfectly suited for framing. They will look gorgeous unframed and will be a true asset nicely framed with a border. They are a gorgeous and great asset in every home, workshop, workplace, restaurant, bar or club!
First come - first served. And you can always contact us for your requests. Please ask any questions before the auction ends.