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Trikes: History of Three-Wheeled Motorcycles

 

Trikes: A Short History of the Three-wheeled Motorcycle By Ken Aiken. (This is the original version. An edited version with photos can be found on Ed Youngblood's Moto History website.  www.motohistory.net/news2008/news-jun08.html)

 

Can-Am (Spyder) demo rides were a popular hit at rallies last year. Harley-Davidson has patented a 3-wheel motorcycle called the Kneeslider and a Norwegian firm is manufacturing a similar trike (Brudeli 625L) with lean capability. Three-wheeled cars that tilt into corners and operate on both conventional and alternative fuels are already in production and will begin to be seen on Americaís roads this year. This fascination with three-wheeled vehicles is not something new. In fact, the history of the trike begins with the first mechanically powered vehicle a full century before the motorcycle was invented.

 

Nicolas-Joseph Cugnot is recognized for building the first self-propelled vehicle to transport man in 1769. He ís also the first to have had a traffic accident. He built his 3-wheeled Fardier A Vapeur with two wheels in back and a steam boiler and two-cylinder engine mounted over the front wheel. Designed to carry gun carriages, it had a top speed of 2 mph, but stopped every ten minutes to build up steam.

 

Cugnot inspired William Murdock (a former student of James Watt) to build his own 3-wheeled steam vehicle in 1784. Richard Trevithick in London saw Murdockís vehicle and subsequently developed his famous steam trike in 1801. Dr. Church built a massive 3-wheeled steam vehicle in 1833 that averaged 14 mph on its daily commuter run between Birmingham and London while carrying 44 passengers. This was a viable commercial enterprise until a law was passed limiting the speed of steam vehicles to 3 mph. The extremely wide, solid rollers were arranged in a single line and the weight of this huge vehicle flattened the ground it drove over -- Dr. Church had inadvertently invented the steamroller.

 

Lucius Copeland developed a steam-powered trike in 1884 that had an automatic oil-fired boiler mounted behind the two seats and in front of the rear single wheel. The Northrup Manufacturing Company of Camden, New Jersey produced them, but when reorganized in 1890 they renamed it the Motor-Cycle Manufacturing Company and thus coined a new word for the English language.

 

Karl Benz is often erroneously credited with developing the first car in 1885 (Siegfried Marcus was the inventor of the spray carburetor, spark plug, magneto, and first successful internal-combustion auto-mobile in 1875), but his auto-mobile was really a trike configured with two wheels in back and the smaller one in front. While a number of steam-powered 3-wheeled vehicles were on the market, this was the first with an internal-combustion engine. The first road trip for a gasoline-powered vehicle took place when Frau Beta Benz borrowed Karl's trike one night in 1888 and rode 62 miles to her mother's house in Pforzheim.

 

Electric vehicles are not a new phenomenon. The first one was built in Scotland in 1839. Using the newly invented galvanic lead-acid batteries, Aryton & Perry built an electric trike in 1881 (it had electric lights) and A. L. Riker began production of an electric tricycle in 1895. Riker won the world's first closed-circuit dirt-track race in Naragansett Park in Cranston, RI in 1896, finishing the 5-mile heat in 15 minutes and one second. Meanwhile, the French were quietly having impromptu races on the streets of Paris in their electric vehicles. Competition between rivals sparked the world's first speed trial, held outside of Paris in Ach Ëres on December 18, 1898, with the benchmark record being established by a Jeantaud electric trike that averaged 39.245 mph. Electrics would hold the world land speed records until 1902.

 

Count Albert DeDion and George Boulton had been producing steam vehicles since 1883, but when they developed their first experimental internal-combustion engines, everything changed. They used their 1/2 hp, 4-stroke, 138cc engines to power their first line of tricycles in 1895 and the licensing of these engines gave birth to the modern motorcycle. 

 

Toward the end of the 19th century, there were so many 3-wheeled vehicles being powered by electric motors, steam boilers, and internal-combustion engines that historians have yet to compile a complete and accurate list of them. The demise of the trike was due more to poor road conditions. Deep ruts for two wheels made a high and bumpy crest for the third more than any other factor. Despite the dominance of two-wheel motorcycles and four-wheel automobiles in the early 20th century, the trike never completely disappeared.

 

Hendee Manufacturing Company began developing what was then known as a Fore-car - two wheels in front with the front passenger seat between the two wheels in 1904. In 1906, it was offered as an attachment to any Indian model and was called the Tri-Car. Each wheel had coil springs at the steering posts and leaf springs for the front seat. The Fore-cars had become popular in Europe and were produced by a number of companies from 1903 to 1911. Some, like the 1903 Diamant in Germany, the 1904 Bradbury in England, and the 1907 Brennabor Forecar Unit looked remarkably similar to the Indian. The more massive Fore-cars, the Rexette (1903), Raleigh Tandem (1903), Humber Olympia (1903) and Kelsey Motorette (1910) models appeared car-like with running boards, fenders, and leather upholstered Victorian armchairs for the fore-seated passengers. The 1905 British Quadrant even had a steering wheel instead of handlebars. 

 

The Minneapolis Motorcycle Company introduced their Tri-Car in 1911. Instead of a front seat, it had a beautiful enclosed box designed for making deliveries. The company went out of business in 1914 and that same year Harley-Davidson presented the Fore-car, a two-wheel add-on that replaced the front wheel on any of their five motorcycle models. The Fore-car was built for delivery companies and a special box was even designed for use by the U.S. Postal Service. One of the more interesting Fore-cars of the era was the 1914 Dayton Tri-Car. Also known as the Dayton Chemical Fire Fighting Unit, it carried 100 feet of hose, 35 gallons of chemical fire retardant, two 3-gallon hand extinguishers, a pick ax, crow bar, two lanterns, 12-foot extension ladder and reserves of both sulfuric acid and soda. Powered by a 9-hp Spacke twin, it also carried two men and could reach a speed of 45 mph. However, all of these Fore-cars were simply outclassed by a British cycle car invader, the Morgan.

 

The one-seat Morgan with a Peugeot engine was introduced in 1911. The 2-seater version with the J.A.P. engine replaced it the following year. The Morgan made a name for itself by consistently winning races during the 1920's. In 1927, it was upgraded to four seats in a streamline body and during the Great Depression, the Super Sport F series was introduced (1933-37). With its stock 1096cc J.A.P. V-twin motorcycle engine, this stylish British machine would go 100 mph. It was not the first cycle car, nor would it be the last, but nothing else on three wheels would come close to a Morgan in style or performance.

 

During the beginning of the Great Depression, a California company created the Cycle-Tow, which was simply a set of outrigger wheels that attached to an existing motorcycle. The distance between the rear wheels was 42 inches, the same as for automobiles and, consequently, the deep ruts in dirt roads. In 1931, Indian introduced the Dispatch Tow (101 DT) and a year later, Harley-Davidson countered with the Servi-Car. Both were marketed as economical, utilitarian vehicles designed to take advantage of the burgeoning automobile market. 

 

The DT was introduced utilizing the 45ci Model 101 Scout, but would also include the slightly smaller 30.5ci Pony Scout (also Model 101) the following year. In its various configurations, it would be called Service Car, Traffic Car, and Indian Patrol. From 1950 to 1952, the Indian Patrol would be offered with 30.5ci Warrior, the 45ci Scout, and the 80ci Chief, but in 1952, it would only be produced for the NYC Fire Department, using the Sport Scout Model 651. The Indian Traffic Car (VC-13) was introduced in 1935 as a 45ci Scout. This rare version was an enclosed van with two full-sized rear doors. Built with a steel sub-frame, on which oak flooring was laid, the oak-frame, 20-gauge steel box, had a canvas-covered plywood roof with an overhang above the saddle. The jackshaft had a sprocket on each side and was driven by two chains (dual-wheel drive). The transmission featured 3 forward speeds and reverse. Traffic Cars were always rare and little is known about the series, but a 1939 VC with a 74ci Chief is one of a handful of survivors.

 

The Servi-Car also had a 42-inch rear span with two rear wheels connected by an axle with a differential gear and the sprung rear sub-frame supported a covered toolbox. The 1932 Servi-Car was priced at $450 and was offered in 4 models and any color, as long as it was Turquoise Blue (but most service garages had them custom painted in their logo colors). There were 219 G (small box and tow bar), 36 GD (large box without tow bar and 5 GE (large box with air tank) models made that first year. The following year, 182 Servi-Cars were manufactured and two new models - GA (small box without tow bar) and GDT (large box with tow bar) added to the line. By 1934, production had jumped to 546 units. In 1951, it became the first Harley-Davidson model to be fitted with hydraulic brakes, but there few changes made during the life of the line and it was discontinued in 1973.

 

By 1925, Harley-Davidson had introduced the Package Truck sidecar, their Fore-car being nearly forgotten. Even during the Great Depression, both Indian's Dispatch Tow and Harley-Davidson's Servi-Car were simply designed as inexpensive service vehicles to complement the dominating automotive market. In Great Britain, Raleigh introduced their Karryall motorcycle van in 1929, but the company closed shop in 1935.

 

While the car was the vehicle of choice in post-war America (and the bigger, the better), on the narrow streets of war-torn and gasoline-starved Europe other alternatives appeared. The three-wheeled Isetta, with its single front door, was designed in Italy, but produced under license in numerous countries throughout the world. The BMW Isetta (1955-1962) became the most famous of the so-called bubble cars. Germany also had the Messerschmitt KR bubble car (1953-1964) England had Reliants (1952-2000) and the Bond (1949-1966) minicar. Utilizing motorcycle engines, three wheels, and enclosed bodies these trike and Fore-car designs were hybrids that never became popular in America, although over a half-million Reliants were sold in England.

 

One of the great trike success stories is the Piaggio Ape (aw-pay), named after the bee because of its sound. Designed in 1948 and built in post WWII Italy, these little scooters with their front cabs and tiny truck bodies initially had displacements as small as 50cc. (I've often contemplated what one could do to an Ape van using an S&S engine and a raked out front end.) Today, the 175cc version is assembled under license in Bangladesh, Columbia, Cuba, Ecuador, Mali, Pakistan, Philippines, Turkey, and Venzuela. It ís also built in Pune, India by Bajaj Auto and imported into the United States. Over 20,000 are sold each year and almost 2 million of these 3-wheeled vehicles are on the road. They are sold as ricksaws, vans, and pickup trucks. Vespa offers a similar design and the current European rage is to covert the vans into roving espresso bars.

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In the 1960's, the unofficial car of the counter-culture was the Volkswagen, but a cheap, wrecked Beetle could be easily converted into an ultra-cool trike using the rear suspension and engine welded to the frame of a motorcycle. Build your-own VW trike plans are still readably available, but unfortunately, old VW parts are no longer inexpensive. However, the Shining Motorcycle Company now makes something similar - a truck body welded to a small-displacement motorcycle.

 

In 1984, John Lehman built a trike for his wife, Linda. He quickly sold the trike and so had to build another to replace it. In the process, they founded Lehman Industries and began manufactured fiberglass trike bodies for Honda Goldwings. In 1991, they made their first Harley-Davidson conversion, established their first U.S. dealership and attended their first rally as a vendor. The trike industry had been reborn.

 

Motorized freight trikes

Tricycle trucks in ChinaIn Asian and Southeast Asian countries, motorized trikes, are used as small freight trucks and commercial vehicles. Nicknamed "three-wheelers" or "tuk-tuks" in popular parlance, they are a motorized version of the traditional rickshaw or velotaxi. They have a small three-wheeled cart driven by a person, and is related to the cabin cycle. While they are mostly used as taxis for hire, they are also used for commercial and freight deliveries. They are particularly popular where traffic congestion is a problem in cities like Bangkok, Dhaka, Ahmedabad, Pune, Delhi, Mumbai, Chennai, Hyderabad and Bengaluru.

 

They usually have a sheet-metal body or open frame that rests on three wheels, a canvas roof with drop-down sides, a small cabin in the front of the vehicle for the driver, an air-cooled scooter version of a two-stroke engine, with handlebar controls instead of a steering wheel. The smaller motorized trikes are used as delivery vehicles for lighter loads. The larger trikes, with more powerful engines, have larger cargo bays, and they can carry freight within a city.

 

Motorized scooter trikes

Piaggio MP3 Scooters are motor vehicles that can vary significantly in design and capability, but are generally derived from a traditional design combining a step-through frame with front fairings and floor boards, inner fairing storage, small wheels (10" to 16" in diameter) and a rear swingarm-mounted engine suitable for light duty. The classic scooter design features a step-through frame and a flat floorboard for the rider's feet. Most newer scooters use a continuously variable transmission (CVT). While most scooters have two wheels, some scooters are three-wheeled scooter trikes.

 

Most scooter trikes have two rear wheels, which are the drive wheels and a front wheel which is used for steering. Some first decade of the 21st century-era scooter trikes such as the Piaggio MP3 are reverse trikes, with two wheels in front and one in the back. The MP3 leans like a 2-wheeled bike, with the front wheels moving independently in a scissors action.

 

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Two women riding a double tricycle in 1886 19th century tricycle used in Iran. The first tricycle was built in 1680 by a disabled German man who wanted to be able to maintain his mobility. Since he was a watchmaker, he was able to create a tricycle that was powered by hand cranks. In 1789, two French inventors, Blanchard and Maguier developed a tricycle.

 

British 1920s children's tricycle being ridden in the late 1960sIn 1818, British inventor Denis Johnson patented his approach to designing tricycles. In 1876, James Starley developed the Coventry Lever Tricycle, which used two small wheels on the right side and a large drive wheel on the left side; power was supplied by hand levers. In 1877, Starley developed a new vehicle he called the Coventry Rotary, which was "one of the first rotary chain drive tricycles." Starley's inventions started a tricycling craze in Britain; by 1879, there were twenty types of tricycles and multi-wheel cycles ... produced in Coventry, England, and by 1884, there were over 120 different models produced by 20 manufacturers. The first front steering tricycle was manufactured by The Leicester Safety Tricycle Company of Leicester, England in 1881, which was brought to the market in 1882 costing £18. They also developed a folding tricycle at the same time.

 

Tricycles were used by riders who did not feel comfortable on the high wheelers, such as women who wore long, flowing dresses. In the UK, upright tricycles are sometimes referred to as "barrows." Many trike enthusiasts ("trikies") in the UK belong to the Tricycle Association formed in 1929. They participate in day rides, tours and time trials. Massed start racing of upright tricycles is limited to one or two criteriums such as in Bungay, Suffolk each year.

 

Freedom, Speed, and Passion - A History of the Motorcycle

For most people, the word motorcycle automatically conjures up images and feelings of power, speed and an undeniable conquest of the road. Whether or not they have ridden a motorcycle, people generally feel a certain envy of motorcycle riders as they rip past on the highway with the wind rushing through their hair. The motorcycle certainly has a mystique about it that has made it an important part of American culture. In existence for nearly as long as its four-wheeled counterpart, the automobile, the motorcycle has developed from a simple, steam-powered bicycle to the streamlined, powerful machine of today. 

 

From Steam to Gasoline 

By the late 1860's in both Europe and America, the steam engine had become the premier method of mobilization and mechanization for most machines. Already well entrenched as a powerful propellant in the locomotive industry, steam power was first applied to two-wheeled bicycles in 1869 (Walker 2006). Two engineers, Frenchman Pierre Michaux and American Sylvester Howard Roper, each created separate models of a steam-driven cycle in that year. Michaux's model featured a single-cylinder engine with a cylindrical boiler to generate steam, while Roper's machine boasted two cylinders with a charcoal-fired boiler. Although both bikes were certainly impressive for their time, steam engines proved to be impractically large for two-wheeled machines and they were quickly abandoned as a potential power source for motorcycles. 

 

During the early pioneering days of the motorcycle, engineers experimented with a variety of other power sources for the machine, including compressed air, mechanized clockwork and hydrogen gas. However, it would not be until the application of the internal combustion engine powered by gasoline, by German engineer Gottlieb Daimler in 1885, that the motorcycle would become truly viable (Walker 2006). Thus, Daimler is generally credited with the creation of the first, true motorcycle. In addition to a gasoline-powered engine, his machine also boasted a primitive two-speed transmission that was the first of its time. With the implementation of the internal combustion engine and the invention of the inflatable tire in the 1890s (a feature that greatly increased the shock absorption of the motorcycle), the development of the motorized two-wheeler was well on its way (Walker 2006). 

 

Power and Speed Advance the Motorcycle 

While early experimentation on the motorcycle was generally isolated to German and French designs, American and British engineers were quick to catch up in the early decades of the twentieth century. As motorcycles became increasingly more viable, dozens of manufacturers entered the marketplace with their own unique concepts and designs. While single-cylinder engines and single-speed transmissions were the norm for most early motorcycles, innovative manufacturers quickly began experimenting with advanced technology, including overhead valves, variable gears and clutches. In fact, many of the features commonly found in today's motorcycles were originally conceived of in the early 1900s, but their use was curbed by the high cost of production and the unavailability of materials (Walker 2006). 

 

Even in the early years of the motorcycle, there was a genuine interest in using the machine not only for transportation, but for racing and sport as well. This interest in motorcycle racing by both athletes and spectators necessarily resulted in demands for more powerful, versatile and comfortable machines. By the first decade of the 1900s, these demands had become major considerations for leading designers, including the American giants Indian and Harley-Davidson (Mancini 1999). Engineers began experimenting with twin-cylinder engines (also known as V-twins) and even four-cylinder engines to increase power. While the speed and power that could be produced by four cylinders were tantalizing, the machines were not quite ready for this innovation, and the two-cylinder engine eventually became standard on most motorcycles. However, by the outbreak of World War I in 1914, the motorcycle had rapidly progressed from a somewhat primitive machine just a few decades earlier to a dependable, speedy and relatively inexpensive means of transportation. 

 

Motorcycles Take Off

In the decades following World War I, populations in Europe and America gained a new understanding of the mechanical world. While armies had begun the conflict with cavalry units and horses, motorized tanks and airplanes had become common sights by the end of the fighting. This new understanding of mechanization greatly impacted the motorcycle industry and sales for the powerful two-wheeler boomed in the 1920s. Notable marques like Moto Guzzi, BMW, and Triumph began producing their first motorcycles during this decade and experienced resounding success, especially in Europe (Mancini 1999). In America, the motorcycle encountered a large amount of competition with the car, but sales remained relatively stable throughout the 1920s.

 

However, the Great Depression in the 1930s would force several manufacturers out of the business and those that survived did so only by the skin of their teeth. While the 1930's proved to be a tough decade for motorcycle manufacturing, the industry experienced a boom in sales after World War II that would last throughout the 1950's. In Europe, consumers desired a method of cheap transportation while they recovered from the reeling effects of the war and the motorcycle industry was happy to oblige. Scooters and mopeds with small, lightweight engines thrived in Europe throughout the 1950's, but the more affluent Americans clamored for large-capacity roadsters and dirt bikes (Walker 2006). Motorcycle sales reached their peak during the era, but European manufacturers generally dominated the market. Only Harley-Davidson was able to survive as an American motorcycle manufacturer. 

 

Throughout the 1940's and 1950's, a number of advances were made in motorcycle technology, including improved suspension, dual seats and sidecars, and even push-button ignition on some models. However, the early engineering pioneers were beginning to grow old and the motorcycle was facing increasing competition from the car, as a growing standard of living allowed many consumers to purchase an automobile for the first time. The vibrant motorcycle industry in the West would also soon face serious competition from rising Japanese manufacturers in the 1960s. 

 

Competition Increases and the Motorcycle Improves

As motorcycles from European and American manufacturers enjoyed commercial success in the West during the 1940's and 1950's, Japanese manufacturers were busy creating their own booming domestic market. By the dawn of the 1960s, leading Japanese manufacturers--including Honda, Suzuki and Yamaha--were ready to take on the world with their sophisticated bikes. Sales for Japanese motorcycles in the West were initially quite slow, as consumers were not used to the differently designed machines. However, the superior technology and strong performance of the Japanese models outmatched anything produced by European or American manufacturers and the motorcycles were soon embraced by consumers (Walker 2006).  

 

As the introduction of Japanese marques led to new innovations in the motorcycle industry, enthusiasm for motorcycle racing also served to improve the two-wheeler. Racing required more powerful engines, superior handling, and more reliable braking and motorcycle manufacturers were eager to provide such desirable features. By 1970, Honda had unveiled its revolutionary four-cylinder, four-stroke engine that prompted an age of superbikes (Walker 2006). Honda's competitors at first tried to counter the engine with higher-performance two-stroke engines, but the power was not comparable. Eventually, all of the Japanese manufacturers, as well as leading European manufacturers, would be forced to outfit their models with more powerful engines. This power would only increase in the 1980's and 1990's, as motorcycles became an ever-more important symbol of speed and freedom on the road. 

 

Present and Future of Motorcycles

In the twenty-first century, motorcycles are no longer seen primarily as a mode of transportation, but more as a status symbol of lifestyle and luxury. Modern-day motorcycles feature innovations that would never have been dreamed of in the early days of the motorized two-wheeler and the technology is becoming increasingly computerized. The industry is now strictly delineated into a variety of bikes for different purposes and customers can choose between sports bikes, off-road bikes, scooters, superbikes, and even customized bikes, depending upon their preferences (Walker 2006).  

 

While the future of motorcycle design will likely bring several new innovations, safety is certain to become a key concern. Engineers are currently experimenting with leg protectors and air bags on their new models. It seems the sky is the limit for how far the motorcycle can go in technological improvements. However, regardless of the changes and innovations to come, the powerful two-wheeler will likely always remain the ultimate symbol of freedom, speed, and passion on the road. 

 

-- Posted June 14, 2007 -- Source: randomhistory.com

 

Insurance

Motorcycle insurance is more common today than it ever has been in the past. For many years, motorcyclists had no real options for insurance and many of them did not want insurance, anyway. Many changes have occurred in the last century that have caused advances in motorcycle safety and the quality of insurance programs. Many states even require motorcycle insurance by law. Despite the mandatory insurance laws in most states, between 15 and 50 percent of riders do not have insurance and almost the same amount do not have a motorcycle license.

 

The first companies to offer motorcycle insurance were auto insurance companies that had separate plans for motorcyclists. The rates were very high, as motorcycling was considered to be a rebellious activity and the public had many negative prejudices against people that rode. While motorcycling was and still is dangerous, the insurance companies charged an unfairly high premium for motorcyclists because they were uneducated about the realities of motorcycling. There was also little to no formal training available, so most riders did go down a lot while they were still learning.

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In the 1970's and 1980's, riding training programs became more common. In 1974, the Motorcycle Safety Foundation was founded and began giving courses in basic rider skills. The MSF is now the nation's leading rider safety course and is found in 48 states. Many other independent and state-sponsored courses have been created, as well, such as the California Motorcyclist Safety Program created in 1987. Studies have shown that riders who take safety courses halve their chance of being in a fatal accident.

 

At the end of the last century, some states made it mandatory to wear a helmet while riding, while many also made it mandatory to have motorcycle insurance. Studies done in several states show that riders have around a forty percent higher chance of dying in a motorcycle crash when not wearing a helmet. Some studies report an even higher increase in fatalities. Many insurance companies lowered their rates when helmet laws became mandatory in some states. It is also speculated that mandatory insurance means that the average rates are lower since insurance companies have more clients.

 

In the past few decades, and especially in the past several years, many insurance companies have been created that are solely dedicated to insuring riders. This is great for riders, because these insurance companies tend to have a better understanding on the risks of riding and what constitutes safe riding. Many of the larger auto insurers have also created branches dedicated to motorcycle insurance as well.

 

We now live in a world where more people have less of a bias against motorcyclists; however, there is still a lot of misinformation. The results of studies have shown that while motorcycling is dangerous, most motorcycle accidents are often the result of untrained and/or unlicensed riders who are often under the influence of alcohol. 

 

Proper training, proper safety gear, and sober riding can make riding a motorcycle much less of a risk than most people would believe it is. The insurance companies are beginning to realize this and the result is lower and more realistic rates for safe riders. 

 

Source: Insurancesalesman.com