Henderson Motorcycle Co.
The Founders: William and Tom Henderson
In 1911 the American
Henderson Motorcycle Co, 268 Jefferson
Ave., Detroit, Michigan, was formed by William G. Henderson in
partnership with his brother Tom W. Henderson. Will had the ideas and
enthusiasm for motorcycling, and Tom had the better financial acumen.
The brothers were inducted to the
Motorcycle Hall of Fame in 1998.
[2][3]
1911 Prototype
The Henderson brothers constructed a single prototype motorcycle
during 1911. The prototype had the belt drive typical of the times, but
this was changed to chain drive for production models.
1912 Henderson Four
Henderson Motorcycle promptly announced a new 57 cubic inch (934 cc)
IOE four-cylinder 7 hp motorcycle, with the engine mounted inline with
the frame and chain drive. Production began in 1911, using the in-line
four-cylinder engine and long wheelbase that would become Henderson
trademarks, and it was available to the public in January 1912.
Advertisements boasted 7 HP and a price of $325.
It was the third four-cylinder production motorcycle built in the US, and featured a folding hand-crank starter handle.
1913 Model B
Improvements included a better brake (singular), lower seating
position, and improved girder forks. It was in this year that Carl
Stearns Clancy of New York returned from circling the globe on a 1912
Henderson, armed with many photographs to prove it.
[5]
Heath-Henderson B-4
The
Heath-Henderson B-4 engine was a modified Henderson motorcycle engine produced for use in
Heath Parasol aircraft.
[6]
1914 Model C
The 1914 Model C had a two-speed gearbox incorporated in the rear hub. (The first Henderson to have gears.)
1915 Model D and E
Shortly after the Model D was announced, it was followed by a Model
E, with the wheelbase reduced from 65” to 58”, through a change in the
footboards, and this improved handling.
1916 Model F
The shorter wheelbase became the standard, and the engine now
incorporated a cam gear driven “mechanical oiler”, and a kick-start.
1917 Model G
The old splash lubrication was superseded by
wet sump
lubrication. A three-speed gearbox was now attached to the engine and
incorporated a heavy-duty clutch. Sales soared and new dealerships were
established.
Alan Bedell averaged 48 mph for 1154 miles at Ascot Park in
California setting a new 24 hour record, and then, on June 13, 1917,
broke the transcontinental long distance record of 1915 (set by
“Cannonball” Baker on an Indian Twin,) when he rode his 1917 Henderson
from Los Angeles to the city of New York (3,296 miles) in seven days,
sixteen hours, and fifteen minutes.
[7]
The roads outside of towns were primitive by today’s standards, and the
ride would have been more like an off road ride than the highway tour
of today. The
Cannonball Baker Sea-To-Shining-Sea Memorial Trophy Dash was named in Baker's honor.
Despite record breaking and racing successes, the effects of World War I on sales had damaged their financial position.
Excelsior Motor Mfg. and Supply Co.
In 1917 the Hendersons sold the firm to Ignaz Schwinn, owner of
Schwinn, the manufacturer of Schwinn bicycles and
Excelsior motorbikes.
[8] Production was moved to Schwinn's Excelsior Motor Mfg. & Supply Co., 3701 Cortland Street, Chicago, Illinois.
Hendersons were marketed extensively overseas as well as in the
United States during the Schwinn years. Today, there are almost as many
extant Hendersons in Europe and Australia/New Zealand as in the U.S. The
Excelsior name had already been used in Germany and Britain, so export
models were marketed as the "American-X".
[9]
When production resumed for the new Model H, the engine serial numbers began with a Z, instead of the older H.
1918 Model H
- Engine: inline IOE
- Cylinders: Four
- Displacement: 67 cubic inches (1100 cc)
- Bore & Stroke: 2.53x3.0 inches (64.3x77.7 mm)
- Carburetor: Schebler
- Ignition: Magneto
- Transmission: 3-speed
- Forks: Henderson spring fork
- Brakes: Band, rear only
- Tire size: 3.00x28 inches (7.62x71 cm) (front and rear)
Initially Bill and Tom Henderson worked in management at Excelsior
(with Tom receiving twice the pay of Bill), but Tom soon left, early in
1919, to become a Henderson exporter.
1919 Model Z and Z-2
The 1919 Model Z included a GE generator on the Z 2 “electric” model.
The 70 cubic inch (1147 cc) 4-cylinder developed 14.2 H.P. This model
had a new Henderson logo which included the red Excelsior “X”.
Arthur O. Lemon
In 1915 Arthur O. Lemon had joined Henderson as a salesman, and was
employed in the Excelsior Engineering Department after the sale of
Henderson. Lemon designed an updated motor for the 1920 Model K. Bill
Henderson and Arthur Lemon had worked closely together in the past, but
Bill didn’t like Lemon’s changes toward heavier motorcycles. He left in
1920, before the Model K came into production, to form the
Ace Motor Corporation,
where he would make the lighter, faster motorcycles he had envisioned.
Arthur Lemon was then put in charge of engineering for Excelsior and
Henderson.
1920 Model K
1920 Henderson Model K
[11]
The Model K weighed more, produced more power, and was more durable
and reliable than its predecessors. The 79.4 cubic inch (1301 cc)
side-valve engine, with 2.6875 inch (68.3 mm) bore, and 3.5 inch
(88.9 mm) stroke, was rated at 18 hp (28 bhp) The K had a top speed of
80 mph (128 km/h).
The Henderson Model K was the first motorcycle to use full pressure
engine lubrication. It was also the first motorcycle to offer, an
optional, reverse gear (for use with sidecars).
The frame had steel forgings on every joint. Forks and handlebars
were the same as the Series 20 Excelsior. Among its several advanced
features were electric lighting and a fully enclosed chain.
The K continued on sale to 1922, with sales increasing despite the
post World War I depression. Increasingly, Henderson motorcycles were
being used by law enforcement agencies, and their reputation continued
to improve, with durability and distance records often falling to them.
1922 DeLuxe
1922 Henderson DeLuxe
[12]
In 1922 the 28 hp (at 3400 rpm) DeLuxe was released. Improvements
included a larger, more efficient carburetor, improved intake manifold
and rear brakes; redesigned crankshaft, cylinder head cooling, exhaust
system and seat. There were also optional Lynite die-cast alloy pistons
and a revised reverse gear.
The heavier Police Department version was demonstrated first to the
Chicago Police, and achieved 98 mph. When it was demonstrated to the
San Diego Police
a genuine 100 mph was achieved. Harley Davidson, decided to challenge
Henderson to a contest that was held at Dundee Road, Chicago, in April
1922.
The Harley won the first heat, but lost the other eleven, with the
Henderson exceeding 100 mph. This was a shining hour for Henderson.
Between May 30 and 31, 1922 Wells Bennet and his Henderson Deluxe set
a new 24 hour endurance record (including all the intermediate records)
at the
Tacoma Speedway,
Washington, clocking up 1562.54 miles averaging 65.1 mph. This record
was not beaten until 1933, by a Peugeot with a team of four. The solo
record was not bettered until 1937 when Fred Ham’s 61 cubic inch Harley
averaged 76 mph.
On December 11, 1922 William Henderson was killed in a motor accident
testing his new Ace. In 1923 Arthur O. Lemon left Excelsior to become
chief engineer for Ace.
1925 DeLuxe
The frame was redesigned with a downward slope to the rear for a
lower centre of gravity. This enabled the fitting of a shorter, wider, 4
US gallon (15 litre) fuel tank. Three ring alloy pistons were now
standard, the cylinders and camshaft were changed, low and reverse gear
ratios were altered and it was fitted with larger 3.85” tyres.
1927 DeLuxe
Henderson De Luxe 1300 cc SV 1927
1927 Henderson DeLuxe
[14]
The 1927 DeLuxe featured machined and polished “
Ricardo” cylinder-heads and developed 35 hp at 3,800 rpm.
[15]
The clutch was strengthened with two extra plates. There was a new tank
top instrument cluster, featuring speedometer, ammeter, oil pressure
gauge and a headlight switch. There were new valve spring covers and an
updated Zenith carburetor.
On January 27, 1927 the
Indian Motorcycle Company purchased the Ace Motor Corporation. Arthur Lemon moved to Indian, where the Ace was to become the Indian Four.
1928 The Last DeLuxe
The 1928 DeLuxe engine had higher compression, and hardened, polished
steel valve guides. The front end was changed to leading link forks and
a front brake was added. The wheels were also changed to drop center
rims (may have happened mid year).
Arthur Constantine
In June 1928, Schwinn poached Arthur Constantine from
Harley-Davidson, to become Chief Engineer. Constantine looked at the
existing model, and embarked on a redesign.
1929 Henderson Streamline Model
1930 Henderson Streamline "KJ"
[16]
The Streamline model, commonly called the "KJ", appeared in 1929, and
featured improved cooling and a return to the IOE (inlet over exhaust)
valve configuration, gave 40 bhp @ 4000 rpm. It had a five main bearing
crankshaft, and down draft carburetion. Advertisements boasted of “57
New Features”. The Streamline was fast - capable of a genuine 100 mph
(160 km/h), and advanced for its time, with such features as
leading-link forks and an illuminated speedometer built into the fuel
tank.
The Streamline model was produced from 1929 until 1931, and sold for $435.
On Black Tuesday, October 29, 1929, the Wall Street stock market
crashed, but Henderson sales remained strong, and business continued. At
this point Excelsior Motor Mfg. & Supply Co. was one of America’s
“Big Three” of motorcycle production, alongside Harley Davidson and
Indian.
[17]
1930 Henderson “Special” KL
Policeman on 1931 Henderson Streamline
[18]
On April 29, 1930, the new Henderson “Special” KL solo was
demonstrated on a new smooth concrete Illinois highway. Joe Petrali
achieved 116.12 mph and 109.09 mph on two recorded runs, averaging
112.61. The higher compression two-ring pistons, and an enlarged
1.25 inch (32 mm) carburetor, meant the KL engine produced 45 hp at
4,500 rpm. The KL was remarkably flexible in top gear, pulling smoothly
from 8 to 110 mph. They were even more popular with U.S. Police
Departments.
The "Special" (KL) model was priced $30 more than the regular KJ model, and was available in 1930 and 1931.
An Unusual End
The summer of 1931 saw Schwinn call his department heads together for
a meeting at Excelsior. He bluntly told them, with no prior indication,
“Gentlemen, today we stop”. Schwinn felt that the Depression could
easily continue for eight years, and even worsen. Despite of the full
order book, he had chosen to pare back his business commitments to the
core business, bicycle manufacture. By September 1931 it was all over.
[19]
Revival
In 1993, Dan Hanlon secured the rights to the Excelsior-Henderson trademarks and founded the
Excelsior-Henderson Motorcycle
Company in Belle Plaine, Minnesota. The company designed and built
nearly 2000 new motorcycles for the model years 1999-2000. The company
succumbed to the financial turmoil in the marketplace.
Brough Superior
