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1927-'28 BMW R47


A performance car for the masses.
This was the goal for BMW R47 at the end of 1920. And to learn from everything that went into the construction of the previous generation R37-a powerful but complicated and expensive mechanical engineers of the German company failed.
The key is to keep an eye on production costs. Starting with a 500cc overhead valve engine from the R37, engineers added a simple frame and suspension, and took the necessary electronics. The end result was a bike that cost 36 percent less than the previous one, but she was still sporting ambitions, thanks to the engine. The boxer engine overhead valve was similar to the version used for the side-valve R42 tourer, but it pumped out 50 percent more horsepower, making 18 hp and a maximum speed of 70 mph. It was what the performance-minded drivers wanted, and the company sold 1,720 R47s-10 times more than R37-many of them to drivers of the German club. This is because BMW has not only suggest the use of R47 as a racebike, the company has encouraged. In fact, the street-legal electric components, a generator, horn and lights were an option. And the company offered a rapid secondary fuel tank that could be used for several trips or assigned to sprint competitions. But the R47 has also seen the competition at the highest level. A campaign team highly modified factory BMW R47s, hopped-up with compressors, beefier transmission and light frames. The R47 also shares another distinction with other BMW of his era. She was among the first truly modern motorcycles, with such elements as forward-looking roller bearings in the rocker valves, replaceable bushes throughout and a modern control layout (with the exception of the shift by hand). The R47 was sold for two years, and served as the basis for the R57 that followed. The machine's performance third-generation integrated with a more powerful front brake and transmission more robust in the proven design of the R47. This piece of history of BMW is currently on display in the "BMW: Mastery of Speed" exhibit at the Motorcycle Hall of Fame Museum in Pickerington, Ohio.

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My Urine Smells Protein Drink

1926 Harley-Davidson blowgun

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Without brakes. No clutch. No transmission.

No problem. This 1926 Harley-Davidson "blowgun" was, after all, a full-on factory racer. All that did not help to go faster was just a dead weight that was removed in a search for the win.

the late '20s, the fledgling AMA held races in a variety of engine classes, and the youngest was 21 cubic inches (350cc) class. This single-cylinder Harley, now owned by Bruce Linsday of Chagrin Falls, Ohio, is an example of motion that usually led the standings.

Its serial number indicates that it was the second blowpipe made that year, which means that almost certainly driven by a factory rider.

loosely based on the production version of the same bike, the factory racer-head valve is side-valve and overhead valve versions were available to the public was much more purpose-built. Its chassis has been shortened, a telescopic fork minimum was added, and the whole package weighed only 215 pounds.

The 350cc engine, with its valve train and a rudimentary view of exhaust pipes, differed greatly from the production version, with the full benefit of the Harley factory tuners. racing engines have a good 30 mph or more on the production versions, reportedly topping out at about 100 mph.

Part of the idea behind the 21-inch class was to help make racing on oval tracks aboard rickety and dirty safer by reducing speed. But it did not work for long.

"After a short period of time, the children had to go nearly as fast as the big" Linsday he says. "It's just like racing is."

Like today, the race also served as a showcase to boost sales, and track results for the blowgun contributed to the production version of a moderate boost sales. They were purchased as both riders and bikes each day. The blowguns have been shipped abroad, as competition from road events and becoming a popular sport bike light for the European fans. This particular

blowgun emerged 15 years ago at a swap meet in Carlisle, Pennsylvania, where he saw and Linsday popped up. Using photos from the archives Harley, has been completely restored.

"I'm always looking for old motorcycles, "Linsday said." This just happens to be a unique situation. "

Having survived his dangerous job as a driver on the track, the blowgun is currently on display at the Motorcycle Museum Hall of Fame at the headquarters AMA in Pickerington, Ohio, on a stretch of replica air-track.

What Is A Good Print Shop Program

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As products of the Roaring '20s, the AMA and this classic 1924 Indian Chief Have a lot in common. The Indian, for instance, Was a landmark development for the company, But It Was Also a mixture of new and old technology. The Chief, Introduced in 1922, was designed to downsize the big-bike class in American motorcycling, offering 74-cubic-inch (1,200cc) performance from a high-tech 61-cubic-inch (1,000cc) powerplant. But for 1923, in response to customer demand for more performance, Indian introduced this bike, the 74-cubic-inch “Big Chief.” So, although it had one of the most advanced engines in motorcycling, the Big Chief was in some respects a throwback to the past. The AMA, too, had one foot in the past and one in the future when it was born in 1924. It represented, at the time, a revolutionary idea for a national organization that would focus on motorcyclists rather than motorcycles. Yet it was founded as a division of the existing Motorcycle and Allied Trades Association (M&ATA), the trade group representing motorcycle manufacturers. And both, it turns out, were created for the same reason -- to attract enthusiasts. In the early years of the century, motorcycles were considered basic transportation, and manufacturers sprung up all over. Then came the era of mass production, driving the cost of automobiles down to compete with many motorcycles. By the ’20s, the number of American motorcycle manufacturers had shrunk to just a few, and the survivors realized they had to appeal to an audience that was attracted to motorcycles because they were more exciting than cars, not because they were cheaper. The Big Chief, with its enthusiast-pleasing engine, showed that Indian understood that message, and it instantly became the company’s best-selling model. The AMA, too, was a response by the M&ATA to develop the enthusiast market. It was designed to keep the excitement in motorcycling by giving riders things to do with their machines. Seventy-five years later, the concept seems to have worked. It’s only appropriate, then, that as the AMA approached its diamond year in 1999, Mort Wood, then a member of the Motorcycle Hall of Fame Museum board, was asked to help locate a bike that would serve as a symbol of the AMA’s heritage. And he uncovered this classic machine, which has been restored to showroom condition by Eric Smith. We should all age so gracefully.
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Romanization as a product of the Roaring '20s, the AMA and this classic 1924 Indian Chief have much in common.

India, for example, was a landmark for the development of society, but was a mix of old and new technology.

The head, which was introduced in 1922, is designed to resize the big bike class in the world of Italian motorcycling, which offers 74 cubic inches (1200 cc) the performance of a high-tech 61-cubic-inch (1000 cc) powerplant. But for 1923, in response to customer demands for higher performance, India has introduced this motion, the 74-cubic-inch Big Chief. "Thus, although one of the most advanced engines in the world of motorcycling, the big boss was in some ways a throwback.

The AMA also had a foot in the past and one in the future when was born in 1924. E 'represented at the time, a revolutionary idea for a' national organization that will focus on motorcyclists, rather than motorcycles. Yet was founded as a division of current Motorcycle and Allied Trades Association (M & ATA ), the group that represents manufacturers of category motion.

And both, it turns out, were created for the same reason - to attract fans.

In the early years of the century, motorcycles were considered the basic means, and producers fortunes around. Then came the era of mass production, the cost of driving cars to compete with many bikes.

Since '20, the number of American motorcycle manufacturers were reduced to a few, and the survivors realized they had to appeal to an audience that was attracted to motorcycles because they were more exciting than cars, not because they were cheaper.

The Boss, with its pleasant motor enthusiasts, it appeared that the Indians understood that message, and has quickly become the company's best-selling model.

The AMA also has been a response from M & ATA develop the enthusiast market. It 'was designed to keep the enthusiasm in the world of motorcycling, giving riders to do things with their machines. Seventy-five years later, the concept seems to have worked.

It 's only appropriate, then, that as the AMA was approaching its year of diamonds in 1999, Mort Wood, then a member of the Motorcycle Hall of Fame Museum on board, was asked to help find a bike that could serve as a symbol of heritage AMA. And discovered this classic machine, which has been restored to showroom condition by Eric Smith.

We should all ages with such grace.