Issue link: http://cp.revolio.com/i/567026
The events of 1911 worked to make the following year a biggie in the motorcycle industry. Not necessarily in terms of production numbers, but in significant changes that would firmly set patterns for the future. The racing push had actually begun in 1910, when Milwaukee began touting wins of privateers throughout the country. One flyer cited the Harley-Davidson singles that had finished 1-2 in the Denver to Greeley Road race, "Defeating the Time of the Fastest Double Cylinder Entry by Nearly Ten Minutes!" The tagline was, "The Harley- Davidson Makes Good Because It is Made Good". The road from Denver to Greeley was surely no stretch of smooth pavement in 1910, and top speed only counted if the engine didn't blow or the rider wasn't thrown off. So steady, reliable power and sturdy construction could win the day, which Milwaukee was proud to proclaim. Prompted by Indian's success, the factory made numerous improvements to the motorcycles for 1912. (Note should be taken, that Indian held technical superiority over its 1911 competitors at The Island. Most machines were still direct belt drive, while the 1,000cc Indian V-twin was a two- speed with chain drive, much better suited to the demands of the 37-mile/60km circuit). But the new Harley-Davidson frame was lower, the result of shortening the rear downtube and angling the top crosstube forward of the seat. This put the rider closer to the center of the machine, with an easier reach to the handlebars. Comfort was further enhanced by the introduction of the Full-Floating seat, and with it the advent of Kute Speling. The frame's rear downtube was fitted with a long spring below the set post. The saddle itself was still sprung, but now the whole assembly had four inches (10