good lubrication. Over=supply ~ffeots motor performance as explained above» besides wasting oil around valve spring covers. If now and then a valve cover'· aacumulates and splashes out an excessivq<~t of oil, and readjusting rocker shaft for ~e.g~_ oil doesn't seem to correct "this condition, it is likely that pipe from spring covel"· to aluminum rocker housing i~ clogged with dirt and consequently surplus oil in spring cover is not being sU9ked back by motor base vacuum. The remedy in this-oase is to disconnect pipe from &~uminum housing nipple, blowout pipe with air hose, and clean out hole in nipl?~fl. ,---' ",;

In any case where a rocker arm shaft and valve appear to get too little oil or no oil at all, and readjustment for more oil doesn't get results, first disconnect oil feed pipe at aluminum rocker housing ~o be sure oil is getting that far, then clear obstruction with air hose or remove rocker shaft and clean out oil passages. A light obstruction can very often be cleaned out with air hose without removing shaft.

With the new pinion shaft and other attention described above, oil mileage may run anywhere from 200 to 400 miles per quart or possibly even more, depending on speed and operating conditions. Moderate driving means high oil mileage, but as driving speed goes up, oil mileage goes down. A motor in sidecar service can naturally be expected to use more oil than n solo motor.

Use "Regular Heavy" oil for summer service. This grade of oil is heavy enough for any kind of service and heavier oil should not be used.

Latest ignition timing for the 61 motor is 7/1611 before top center. Earlier 61 motors were timed 3/8". As 7/1611 timing effects worthwhile improvement in carburetion and all around performance all early motors should be checked and reset accordingly.

HARLEY-DAVIDSON MOTOR CO.

Milwaukee, Wis., U.S.A.

Motors below 36EL1755 fitted with latest pinion shaft:

1754 1732 1687 1420
1753 1731 1680 1400
1752 1730 1666 1363
1751 1729 . 1645 1347
1750· 1727 1629 1307
1749 1726 1595 1298
1748 1725 1594 1294
1747 ;1.724 1588 1235
1746 1723 1581 1234
1745 1721 1566 1203
1744 1720 1542 1183
1743 1719 1531 1175
·1742 1716 1521 1135
1741 1714 1519 1134
1740 1712 1518 1121
1739 1708 1507 1118
1738' 1704 1506 1089
1737 1703 1489 1087
1736 1700 1480 1083
1735 1699 1441 1081
1734 1697 1436 1053
.1733 1693 1434 . 1018
No. 146

November 4, 1936

\ l\TEW TRANSMISSION MOUlJTING

Applying to nll 1937 ~ 61, 74 and 8Q models, also a few of the latest 1936 _ 61 models, the transmission is secured at five points instead of only four as in the past. Besides the four clamping studs with which you are familiar, there is a clamp bracket on frame underneath starter side of transmission, and a cap screw throuEh this bracket secures the transmission at this point. When this change was first made, a bracket fitted to transmission end completed the clronping arrungement;however, in connection with later transrnissions this bracket has been eliminated by a boss cast integral with transmission case. Either way, the frame

bracket remains the same. .

Bear this in mind and caution ;your riders of the models mentioned that when there is occasion to free transmission when re-adjusting front chain they have four nuts and a cap screw to loosen instead of just four nuts as mentioned in all instructions that have gone out up to this time. Also remind them to be sure to tighten cap screw as well as nuts after chain adjus"baent is completed.

You will recall that earlier 1936 - 61 models had only an adjustable sup~ porting screw under the right side of transmission to take the kick starter load and as this screw head merely rested on frame tube, it did not require attention when loosening transmission for chain adjustment.

'., .' HARLEY-DAVIDSON MO'l'OR CO.

Milwaukee, Ylis.,U.S.A.

No. 189

April 12, 1939

\ FIXED OILING ON 61 OVERHEt.D VALVES AND ROCKERS

On all 1936-37-38 and early 1939 - 61 OIIV motors (up to and including 39 EL1902)

it was necessary in initial factory assembly, to adjust rocker arm shafts for

correct oiling to valve stems, and further re-adjustment, if needed, could be

made by dealer. (See Shop Dope and sketch #172.)

105 - 39 Front intc,ke rocker shaft
106 - 39 Rear " " "
107 - 39 Front exhaust " "
108 - 39 Rear " " " , All later - 61" motors, starting wi th 39 EL1903, have fixed oiling arrangement to

valve stems. No re-adjustment will be needed and no means of re-adjusting is

provided. In assembling, the shafts are placed into the rocker arms without re-

gard to location of oil feed holes.

In servicing motors, wi th motor number above 39 EL 1902, that rtiquire new rocker

arms or shafts, be st,lre to use the new IB rts listed below.

98 - 39 Front intake'rocker ann
99 - 39 Rear " " It
100 - 39 'Front exhaust " "
101 - 39 Rear " " tI These parts are listed on page 7 in your 1939 Spare Parts Catalog and are marked, "La ter 1939 - 61 twins." Rocker urrns :illd shafts for earl ier 61'° motors are also shown on page 7. Do not get them corSused.

HARLEY-DAVIDSON MOTOR CO.

Mihvaukee, Wis., U.S.A.

- .5 -
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AUTHOR AND MOTORCYCLE HISTORIAN JERRY HATFIELD WROTE TO 36EL REGISTRY FROM ARLINGTON, TEXAS:

Dear Gerry and Lisa,
After three years of working concurrently on two Indian books I'm at last coming up for air - briefly. My Indian photo h!~tory, with 256 pages and over 400 photos, was sent to the publisher recently, and will be in print by year's end. So now I'm catching up on correspondence.

The other Indian book which I'm still writing is a detailed Indian restoration guide. This book will be similar to Inside Harley-Davidson, but with much more detail. Well, as you can appreciate, this is a big job. Three years into this I'm just now comfortable with the collection of material that I've put together.

Thank you for the nice comments on Inside Harley-Davidson.

(in 36EL issue #3 - ed.) I really enjoyed putting the book together. I believe Inside Harley-Davidson is unique from the standpoint

that it takes the reader inside the board room, and inside

several Army meetings during World War II. to tell exactly what happened and who said what to whom. I also believe I'm the only person not employed by Harley-Davidson to be permitted a complete review of their written archives.

In looking through your No. 3 issue, I found no reference to dues in your organization. Enclosed is a cheCk, which I trust is sufficient to keep me on your distribution list. Please note my new address. Keep up the good work. Sincerely, Jerry Hatfield.

---------~-------------------------------------------------------

SPEEDO,

SPEEOO,

WHO·S GOT A SPEEDO?

PETER HEINZ, 77S'Walnut .Bend Road, Cordova, Tennessee 38018, restorer of SPEEDOMETERS got in touch with us at the AMCA Davenport National Meet to announce that he now has the faces to make up 1936 OHV speedometers (zero to 100 mph).

Peter has had many requests spread over the years, but has just recently obtained the screen for the correct face. He wanted to let all 36EL owners know that he is now ready to restore your 36 speedometer. Peter is also Assistant Chief Judge of the AMCA, so you know it will be right when he's done with it.