Motorcycle Cannonball Info & Details

There seems to be a fair amount of confusion about the Motorcycle Cannonball. First off, it is a competition but  NOT a race. It could best be described as a timed and controlled endurance run (more detail in a moment). It has been held just three times, first in 2010 (for pre-1916 motorcycles) from Kitty Hawk, NC to Santa Monica, CA. The second one (for pre-1930 motorcycles) was from New York to San Francisco, CA. And the most recent one was (for pre-1937 motorcycles) from Daytona Beach, FL to Tacoma, WA.

Pat Simmons and his wife Cris Sommer-Simmons of Adventure Power’s Team American Iron pose with other Motorcycle Cannonball riders on the Bonneville Salt Flats for a photo.

The admission fee, which has climbed significantly (to $2,500 per machine for the last one) covers the admission and various support functions. Each rider (and team support staff) has to supply their own bikes, parts, spares, gas, food and hotels. The hotels and discount room prices are arranged by the Motorcycle Cannonball staff but must be confirmed and paid for by the riders. So this is not an inexpensive deal.

My 1936 Harley VLH on the last day of the 2014 Motocycle Cannonball in Washington. Not the Cannonball plates, large saddlebags, sheepskin seat cover and spare gas tank on the back. All good ideas for a tough endurance event like this.

At the end of each day, all riders are given the following day’s route sheets (printed on paper that can be as few as 8 pages and as much as 22 pages, depending on the route and number of turns planned). Most riders has purpose built roll charts mounted up for this purpose.  We are also told the evening before when the next day’s official start time is (by class), how many miles we will cover, when the first scheduled gas stop is and minimum and maximum height over sea level we will be riding that day.

SCORING. A rider gets a point for every mile ridden each day on course IF he (or she) leaves the start of the day on schedule, arrives at the end of the day on schedule and travels the entire distance under his or her own motorcycle’s power. If you are late you lose points. If your bike brakes and you can not fix it enough to ride to the end of day you lose a point for every mile you do not ride that day. You can fix your own bike with parts and tools you have or can obtain from other riders or strangers. You are not allowed to ride with or deal with a support mechanic on the ride.

Many of the riders have found it better to partner up into teams to help support each other on the road. These four riders and classic motorcycles (left to right – Buzz Kanter 1936 Harley VLH, Cris Sommer-Simmons 1932 Harley VD, Pat Simmons 1929 Harley JD and Paul Ousey 1925 Harley JE) are members of Adventure Power’s Team American Iron,

At the end of each day the scores and ranking are announced and posted at the “host hotel” for the day. The way this works is basically like this: Points (not necessarily miles) are the initial ranking criteria. Then, in case of ties, Class I bikes (smallest displacement) rank higher than Class 2 (medium size displacement engines), which rank higher than Class 3 (largest displacement). Then the older motorcycle ranks higher than a newer one. In case there are still ties the older rider scores higher than a younger one.

If you DNF (Did Not Finish) a day on the Motorcycle Cannonball, that’s bad. If you DNF too often you are disqualified from finishing. ALSO if you and your bike does not start and finish the last day on schedule you are penalized as a DNF for the entire event. This year (2014) and amazing 25% of the riders finished the event with DNF status. And what do the winners get? The top ranked rider took home a wonderful bronze motorcycle statue, a few other riders got amazing Michael Lichter yardlong photos, and the rest of us get little more than amazing memories, the feeling of accomplishment and some great new friends and stories.

For more information please visit www.MotorcycleCannonball.com or you can read about some of the exploits and adventures in American Iron Magazine or www.aimag.com. Click on PRINT to subscribe in print or on DIGITAL for a digital delivery subscription.

Posted in Classic Harley Events, Uncategorized | Leave a comment

1936 Harley EL Knucklehead Classic Photo Art via Instagram

Before I joined the magazine publishing ranks (American Iron Magazine, Motorcycle Bagger, Motorcycle magazine, and others) I was a photographer. And while I feel much has been lost in the art of photography with the popularity of cell phone cameras, a good photo is still a good photo. Interesting subject, cropping, lighting and composition draw people in.

1936 Harley EL Knucklehead engine. Classic design and art deco air cleaner.

I have just started using Instagram with my smartphone, and here are a few photos I took this morning of my classic 1936 Harley EL Knucklehead. I hope you find them of interest.

One-year only 1936 EL speedometer in Harley “skull dash” on my first year Knucklehead.

The 1936 EL Knucklehead was Harley’s first “modern” design with an OHV (overhead valve) design V-twin engine, recirculating oil, Fat Bob gas tanks, and wrap around oil tank under the seat. Not many of the first year Harley Knuckleheads were made, and they are becoming quite rare and valuable.

Floorboard and foot clutch rocker typical of the 1920s, ’30s and ’40s Harley-Davidson motorcycles.

Many of the design cues introduced on the 1936 Harley Knucklehead are still being used today, including the split gas tanks with large speedometer mounted in the center. Also the horseshoe oil tank under the saddle with battery mounted inside.

Posted in Knucklehead Harleys, Uncategorized | Tagged , , | Leave a comment

Motorcycle Cannonball 2014 – Adventure Power’s Team American Iron

The third running of the coast-to-coast Motorcycle Cannonball is less than a month away and this one is going to be amazing. Covering over 4,000 miles it runs from Daytona Beach, Florida to Tacoma, Washington. (Map and details at www.MotorcycleCannonball.com).

Buzz Kanter's 1936 Harley VLH for the 2014 Motorcycle Cannonball

Buzz Kanter’s 1936 Harley VLH for the 2014 Motorcycle Cannonball

I plan to ride this totally rebuilt 1936 Harley VLH. We rebuilt it from one end to the other at Retrocycle in Boonton, NJ and followed the progress in the pages of American Iron Magazine.

In addition to rebuilding the chassis and entire drivetrain, we installed an amazing and virtually invisible Retrocycle 12 volt upgraded electrical system so I can actually use the lights to see and be seen. Our team sponsor and battery supplier is Adventure Power, the tires are from Continental, synthetic oil from Amsoil, and general support from the folks at Wheels Through Time.

There are four bikes and riders on this year’s team, name Adventure Power’s Team American Iron – American Iron Magazine columnist, and return Cannonballer Cris Sommer-Simmons on a 1930s Harley VD, her husband and rock star (Doobie Brothers) Pat Simmons on a 1929 Harley JD, 3 time Cannonballer Paul Ousey on his 1925 Harley JD and me – publisher of American Iron Magazine, Motorcycle Bagger and Motorcycle magazine, on this 1936 Harley VLH.

Buy a 2014 Support Staff T-Shirt for Team American Iron Motorcycle Cannonball

Buy a 2014 Support Staff T-Shirt for Team American Iron Motorcycle Cannonball

You can buy a blue or gray Support Staff t-shirt – while supplies last – to help support the team and get a cool shirt. Click SUPPORT to order yours.

You can follow our progress on Youtube on the Buzz Kanter channel HERE. I will attempt to upload new videos from the road every few days if I get the opportunity.

You can subscribe to American Iron Magazine, thw best selling Harley magazien in the world, in print by clicking PRINT, or in digital delivery worldwide by clicking DIGITAL.

Posted in Big Twin Flathead Harleys, Classic Harley Events, Classic Harley News, J Model Harleys, Motorcycle Cannonball | Tagged , | Leave a comment

Harley 8 Valve Racer..

I wanted to share some additional research I’d found about a beautiful and rare Harley that I learned about because I saw a beautiful picture.  The bike is an 8 valve Harley racer.  In the pictures I’d seen, what makes it stand out to me is that it has additional valve gear to work the eight valves.

Buzz put a link to the bike on this blog earlier, but the link is now broken and I’ve done some additional research on the bike(s) that I thought you would find interesting.

Harley-Davidston 8 Valve Racer

Harley-Davidston 8 Valve Racer

In the late teens, it continued to be more and more important to win races and Harley developed the 8 valve racer. The racer had incredible technology for the time. While it used production Harley 61 cases, all of the rest of the technology was much improved. The heads were 8 overhead valve heads that were controlled by a single camshaft. The engine used high compression and high gearing that required compression releases and towing until the valves could be lowered. I’ve since learned by watching a video posted by Buzz below that the compression release was a hand lever on the right handlebar.

Racers of the time needed to be bikes which were on sale, similar to the regulations that were in place for Trans Am or NASCAR racing. These type of rules have given us great street cars like the Plymouth Superbird. In the case of the 8 valve racer, Harley priced this motorcycle at about 5 times the price as Indian did for its similar racer of the time.  While Indian was happy to sell a bike to customers, Harley-Davidson’s pricing clearly kept to the rule of having the bike available to the public, but most believe Harley did not want to really sell bikes to customers.   Harley exiting racing in 1921. There was never a reported sale of a 8 Valve Racer to the public. There was reported to be a very small number of factory racers. As a result of the lack of customer bikes and the few factory racers account for the bikes scarcity today. There are only 4 known remaining examples.

Harley-Davidston 8 Valve Racer

Harley-Davidston 8 Valve Racer

The racers were successful throughout the 20’s overseas but were not seen in the US after 1922. There are 4 of the 8 Valve racers known to exist, and that’s a pretty neat feat considering there is less than three whole bikes parts. Some is due to the continued variability and modification that goes on with racing motorcycles, some due to parts being destroyed. On the four remaining bikes, some of the pieces have had to be reproduced. Most of the 8 Valve racer parts were found in Europe and one of the most complete bikes is still in Italy.

While nothing would make me happier than to tell you more and more about the 8 Valve Racer, there is an excellent piece that I just don’t think I could improve on at:

http://books.google.com/books?id=99pnwOIVV-AC&pg=PA41&lpg=PA41&dq=1921+harley+8+valve+racer&source=bl&ots=Lx90Tqhehu&sig=4lQ2R7IpZkm920IVFSEi5L0LQLQ&hl=en&sa=X&ei=4FN5U-WUJtDmsASKm4HoCA&ved=0CEkQ6AEwBg#v=onepage&q=1921%20harley%208%20valve%20racer&f=false

The video below is of a Harley 8 Valve running with some other beautiful bikes in Germany http://www.youtube.com/watch?v=zpDRgVAwSZo

Buzz Kanter shows of Dave Fusiak’s 8 valve racer reproduction. http://www.youtube.com/watch?v=hedv8RGcvMQ

Posted in Racing Harleys, Uncategorized | Tagged , , | Leave a comment

Old TV Show With James Garner Riding Belt Drive Classic Harley

Classic Harley Belt Drive Bike On Old TV Show

Posted in Classic Harley Motorcycle Videos, Single Cylinder Harleys, Uncategorized | Leave a comment

1933 Harley-Davidson VL Restoration: Engine Preparation

CAI12

Over the winter, I’ve made a lot of progress on my 1933 Harley-Davidson build.  Now that the engine has been sent to the machine shop for rebuilding, I wanted to take some time and write about what it took to get the engine ready to be rebuilt.  If I had to sum it all up with one picture, it would definitely be this one of me standing at the blasting cabinet.  Almost every part had to be cleaned with fine aluminum oxide media to remove 80+ years of dirt and grime.

CAI11

I’m going to begin with the cylinder heads and work my way down through the rest of the engine.  On a flathead engine, the valves are located in the cylinders, so there are no moving parts in the cylinder heads.  The heads simply bolt to the top the cylinders, hold the sparkplugs and provide a combustion chamber.  The main problem you run into with VL heads is that the cooling fins are often broken from improper removal of the headbolts.  My heads only had a few broken fins, so I chose to “massage” the broken fins with a grinding wheel to get rid of the jagged broken edges.  This cleans up the heads visually and you’ll hardly notice the missing fins once everything is painted and installed.  For more serious damage, I’d recommend contacting Tom Faber to have your fins replaced.  You can see examples of his top notch work at the Harley-Davidson Museum in Milwaukee, which is one hell of a reference!

CAI02

Moving down to the cylinders, I was lucky enough to find a set without any broken fins and close to a stock bore.  My cylinders had been bored once already, but that only brought them out to .005″ and .010″ from stock.  All that was needed to prep them was some time in the blasting cabinet to clean off the old paint and a fresh coat of aircraft primer.  The cylinder heads received the same treatment, leaving me with a set of clean green cylinders and heads.

CAI03

The real work began when I started on the engine cases.  First there was a general cleaning using lacquer thinner before moving onto a couple hours of more aggressive cleaning in the blasting cabinet.  Then the cases were carefully inspected for damage during which a hole was found in the right front engine baffle which needed to be repaired.

CAI04

This proved to be a time consuming repair as a number of custom tools had to be built to complete the job.  To start, a piece of copper plate was fabricated to cover the hole and clamped into place.   Copper doesn’t easily weld to aluminum, so with the copper plate covering the hole, I could TIG weld a new bead right across it.  Then the numerous cracks which spread from the hole were each welded up.  The removal of all the excess weld material required another custom tool and a hand held router.  I started with a standard 1/2″ four-flute end mill and made an aluminum sleeve to cover the cutting surfaces on the sides of the end mill.  This kept the end mill from cutting into the sides of the case, but left the bottom of the end mill exposed to cut away the excess weld.  I made slow passes across the baffle, lowering the end mill 1/32″ each pass until I reached the desired height.  I did this with the cases bolted together, which allowed me to measure the finished heights from the intact left side baffle.

CAI05

With the cases repaired, I moved onto chasing all the threads in the various tapped holes before doing a really thorough cleaning.  All that welding, grinding and tapping, along with being cleaned in a blasting cabinet meant there was potential debris hidden in every nook a cranny of those cases.  Every hole was cleaned with wire brushes and blown out with compressed air, before the entire case was submersed in warm soapy water and scrubbed with bristle brushes.  This was followed by more compressed air and another scrub/soak.

CAI06

The last step was to coat the inside of the cases with a sealant called Glyptal.  All the surfaces that I wanted to remain clean were taped off and then a nice smooth coat of Glyptal was applied with a brush.  After a two hour bake, the inside of the cases were smooth and sealed.

CAI07

A good portion of my internal engine parts are being replaced with new parts from Eastern Motorcycle Parts, so things like valves, springs, pistons, shafts, etc will all be new.  That still left the cams, tappet blocks, flywheels and connecting rods which needed to be cleaned and repaired.  All of these parts were placed in the blasting cabinet to be cleaned up.  For the tappet blocks, flywheels and connecting rods, that was all that needed to be done and they were gone over with a wire brush before being washed with lacquer thinner and placed to the side.  The cams needed a little more work since the #4 cam had broken threads on the worm gear with drives the oil pump.

CAI08

Since these were a matched set of cams, I didn’t want to just replace the broken cam, but instead used another #4 cam as a parts donor.  V-series cams are not made from a single piece of stock, but instead are made in two parts.  One part being the shaft and the other the drive gears and lobes.  These are just pressed together, so to repair my cam I just needed to press out the shaft with the damaged threads and press in the donor shaft.

CAI09

The last major component to tackle was the cam cover.  The oil pumps and the timer are mounted on the cam cover, so all of these had to be removed and disassembled before cleaning could begin.  The cam cover was by far the dirtiest piece and took a bit of scrubbing with lacquer thinner just to get it clean enough to go in the blasting cabinet.

CAI10

Like all the other parts, a trip through the blast cabinet followed by going over the parts with a wire wheel made them look good as new.  After many hours of cleaning and repairing, all the pieces were ready.  Now it’s on to the transmission!

CAI01

For more in depth articles on this project, check out Riding Vintage.

Sponsored By

 

Posted in Big Twin Flathead Harleys, Harley Tech | Tagged , , , , , , , , | 1 Comment

Harley Davidson’s Forgotten WWII Motorcycle – the XA

I was researching a post on Police Harley-Davidsons, when I ran across what may be one of the rarest Harley-Davidsons.

Harley-Davidsons were the main General Purpose vehicle of the US Army in WWI and many other US Army actions, such as the Army’s raid on Pancho Villa.  In World War II, the motorcycles usefulness was challenged and surpassed during the war by the Willy’s-Overland Jeep.  The Jeep’s use by the Army came about very quickly. As it became clearer that the US would become involved in the war, the Army gave 135 companies 49 days to create a working prototype.  The American Bantam car company came up with the best design but was deemed too small to produce the quantity needed so the initial design was given to Ford and Willys-Overland to impove.  Willys was able to lighten its design enough to use a heavier and more powerful motor, which won Willys the bid. Ironically, to produce the 640,000 Jeeps used during WWII, Ford was given a contract to produce Willys-Overland final Jeep design. Don’t worry, we’re getting to the motorcycles..

The main Harley-Davidson used in WWII was the WLA.  These were Harley-Davidson civilian WL’s modified for military use, including 45 cubic inch V-Twins. Estimates vary but we can be pretty sure Harley produced 60,000 to 70,000 WLA’s during WWII.  Some estimates put the number of WLA’s at 80,000, with about 20,000 being used by the Russian Army.

The military was aware that the German military motorcycle, manufactured by BMW, had advantages over the WLA.  It could go twice as long between maintenance and the BMW shaft drive was much more dependable, particularly in the North African desert that would be part of the conflict.  The desert also exposed the natural design flaw of the V-Twin and lack of reliability in a 1940’s chain drive.  While a V design is relatively easy to package in a frame, the V layout has always made it difficult to cool.  The front cylinder can have difficulty getting enough air across its fins and therefore to cool the cylinder, and the back cylinder’s airflow is blocked and heated by the front cylinder. Modern Harley’s have fancy technology, like turning off the back cylinder in high temperature that the WLA didn’t have.

XA

Harley duplicated the BMW R71 flathead  motorcycle to create the XA, including the flat twin.  Testing showed that the copied BMW opposed twin allowed the cooling fins for both cylinders to be cleanly out in the airstream, which kept the oil temperature 100 degrees cooler than the V-Twin.

The boxer engine’s weight characteristics were valued.  As in modern BMW and Honda motorcycles, and Subaru and Porsche cars, the boxer doesn’t provide as much horsepower as a similar inline or V, but it improves handling by keeping much of the engines weight low in the frame.

The required geek paragraph.  The engine was square (Bore/stroke 3.063 in × 3.063 in) with a 5.7:1 compression ratio.  It had a 6V system and produced 23 HP. The transmission was a 4 speed.  XA’s were originally produced for leading link forks.

Capture

The XA provided a number of additional advantages. It was designed with a foot shift allowing both hands to stay on the handlebar, larger capacity battery and a radio shielded electric system. The XA was originally designed with a springer front end, but in later production it was replaced by H-D’s first telescopic front end. The motorcycle was designed for just a single rider.

Harley offered reduced prices on the XA to the military based on volume but the military decided to only order 1000 bikes for evaluation.  At this low volume, the XA cost $870 a bike, about twice what a WLA cost.  In fact, the XA cost more than the Willys version of the Jeep, which was $648.74 at initial contract, growing to $749 by the end of the war.

Indian also produced a shaft drive motorcycle to meet the government’s requirements, called the 841.  It was a V-Twin designed based on a Moto-Guzzi.

Because of the Jeep, the army dragged its feet on making a decision on the XA.  The success of the Jeep essentially made the decision for them.  The Jeep had many advantages including that it was less expensive than the XA, didn’t fall over and could be used with less training. The Army never ordered any more XA’s.  The WLA was judged sufficient as a vehicle to get into difficult spaces and to provide the messaging capabilities that were required from a World War II military motorcycle.  The Jeep, with its 4 wheel drive and water cooling was able to work well in adverse temperature and conditions.

The XA never saw conflict, it was used in various locations around the U.S.  It seems ironic that the motorcycle that was specifically designed for the brutal conditions in North Africa never made it outside of the United States!

Estimates have it that there are at most 300 XA’s left in the world, and that 60 or less are in running condition.  When I looked on eBay to see what an XA might be worth, or how many have been sold, there was only one XA listed and it was withdrawn before it was sold.  If you find an XA in good condition, make sure you bring pants with big pockets if you’re planning to pay in cash.

Modern XA

Posted in Uncategorized | Tagged , , , , | Leave a comment

Real Classic Harley Enthusiasts Only

Due to the aggressive number of spammers, phishers and cyberspace time wasters here, we ask you to please post or reply to something related to classic Harleys or Harley history.

If you do not reply to one of our posts with something related to the topic we will remove you from being a user here.

Thanks and we trust you understand.

Posted in Uncategorized | 3 Comments

Harley-Davidson’s First Land Speed Record

A large part of the reason Harley-Davidson is the leading US Motorcycle manufacturer after more than 100 years was its early reputation of reliability and speed established by many racing and hill climb successes. Walter Davidson himself won the 7th annual Federation of American Motorcyclists Endurance and Reliability run in 1908 with a perfect score.

With all of Harley-Davidson’s racing success, the first time Harley held the Motorcycle Land Speed was in 1970, perhaps ironically, just after AMF purchased the company.

Early Land Speed Records are a combination of firms you would know and those you wouldn’t. Curtiss, OEC and Zenith traded the record with Brough-Superior through the 1930’s and then Brough-Superior and BMW traded it back and forth until BMW held the record from 1937 to 1951. Triumph held the record for the vast majority of the muscle car error (1956-1970).

In 1970, AMF had just purchased Harley-Davidson and the firm continued to struggle against Japanese competitors. AMF decided it needed to do something to bolster Harley’s performance image as a way to improve sales and sent a factory backed effort to the Bonneville Salt flats. While there, they ran into the young designer, Denis Manning.
Manning had fashioned a streamliner that measured 23 inches in diameter.  The streamliner leaned the rider back to reduce frontal area. While larger than some of Mannings previous efforts (the pictures of his previouse efforts are scary, they looked barely big enough to fit someone in), the Manning Streamliner placed the front wheel right between the drivers legs, and the engine behind his head. It weighed about 700lbs. Manning piloted the streamliner to 187 miles an hour using a stock Sporty motor running on gasoline.

http://www.picstopin.com/480/cal-rayborn-harley/http:%7C%7Ci*ytimg*com%7Cvi%7Ct5ktIKH0cSY%7C0*jpg/

Rayborn and the 22 Streamliner

The Harley-Davidson factory team was so impressed with his design that they joined forces with Manning. They wanted to use his strong, wind cheating design combined with their motor. When the effort came together H-D offered to pay Manning if they broke the record, and to cover his room expenses if they didn’t.

First, they had to adjust the streamliner to fit the H-D driver Cal Rayborn, who was about 5 inches shorter than Manning. Harley wanted Rayborn in the cockpit, and given the speeds they needed to achieve, and the odd layout of the streamliner a professional pilot was a good idea. Manning, and now Rayborn had to pilot the bike looking out the small side window driving to stay on the center line.

https://www.youtube.com/watch?v=4gjmpZ3-uSA.

Rayborn’s feet in the Streamliner

The bike was constructed of an aluminum tube with aluminum bulkheads on each end. The bulkheads were bolted to a steel subframe at the front for the front wheel and one at the rear for the engine and other components.

Rayborn, one of the greatest riders in H-D racing history, went from having trouble staying upright in the odd shaped bike with the odd seating position, to being able to control it well enough for some high speed runs. While learning, Rayborn even had a fairly severe end over end accident. The accident confirmed the team’s faith in the Streamliners solid build. With some work, the aluminum bike was rebuilt, and more important, Rayborn survived.

The Harley team installed a highly modified 89 Cubic Inch Nitromethane burning Sportster engine. The bike achieved 286 MPH on the way out and 284 on the return run while starting to eat a valve on the return run. Speed Record runs are the average of two passes and the effort achieved a new speed record of 254.84, pushing aside Yamah by about 3 mph.

The Land Speed win was not based on the best factory effort and fancy computer generated design. It was the combination of a quickly thrown together factory effort and a privateer that met on the salt, each with key pieces of the puzzle that fit together to take the record. Looking back, it’s ironic that the record was won by Harley when it was owned by AMF. The run was impressive but couldn’t do much to offset the terrible reliability of the product AMF was selling in dealerships to consumers. Harley’s image for performance and reliability were at low points when AMF owned the firm.

The key to the success of the effort was the combined knowledge and skill of the team on the salt. They were far more than ragtag bunch of mechanics. Of course, I’ve already mentioned how renowned the driver Rayborn was. He deserves at least his own post. Manning would go on to found BUB Enterprises Inc., most famous for creating Harley-Davidson as well as other brand motorcycle exhaust. Manning’s holding of the land speed record didn’t end with this effort. Harley took back the record in 1990 but since 2006, the record has been held back and forth by the Top Oil-Ack Attack Streamliner, and the Mannings own BUB Seven Streamliner.

When researching the events of this landmark land speed event, it’s easy to overlook a common sounding name, George Smith. Smith was one of the engine builders on the Harley program, responsible for much of the fuel management that allowed the Nitromethane sporty engine to power the streamliner to its record. George Smith began on the salt years before and held records of his own, but you likely would know him as one of the founders of S&S Cycles.

I suggest watching the Youtube video https://www.youtube.com/watch?v=4gjmpZ3-uSA

Posted in Racing Harleys | Tagged , | 1 Comment

Classic Motorcycle Police Recruit Poster

Great old poster from the Maryland State Police looking to recruit new police motor officers.

Classic motorcycle police poster

$100 a month for “real men” sounds like a good deal. The motorcycle he is riding looks like a mid 1920s Harley JD.

Posted in Harley Advertising, J Model Harleys, Police Harley, Uncategorized | Tagged , | Leave a comment