1917 reading-standards Other Reading Standard Models

FROM THE DICK SHAPPY COLLECTION: The 1917 Reading Standard Model T-E 12 HP Twin

The Reading Standard Company initially built bicycles before transitioning to motorcycles in 1903 in Reading, Pennsylvania. It was a hilly region that gave rise to the companys slogan, Built and tested in the mountains and the name Reading. Its first motorcycles were single-cylinder clones of Indians using standard available parts and Thor engines, a system that many assemblers were using followed by their own paint scheme, headstock badges, and transfers. Luckily, Chief Engineer Charles Gustafson studied the European designs and noted the improvement in power from their side-valve engines over the F-heads. By 1907, he had developed the first American side-valve motorcycle, the only company to offer one for several years. According to the National Motorcycle Museum, For a period of time, Reading Standard used competition or other challenges to prove the brand. In 1907 engineer Charles Gustafson managed an effort of three riders that rode to the top of Pikes Peak, a feat unchallenged for five years. Later, Reading Standard won a 1000 mile endurance race.

Two years later, Gustafson would be lured to Indian Motorcycle Co. where he would go on to design the PowerPlus series. Without him, Reading reverted to an F-head design, developing its first V-twin. By 1913, there were four models with varying belt and chain drives. Facing financial struggles and strong competition from Harley-Davidson and Indian, by 1922, they had sold out to Cleveland Motorcycle Company. Ahead of the Great Depression, Cleveland lost its market for expensive motorcycles and sold in 1923, putting an end to both the Reading Standard and Cleveland brand.

Surviving Reading Standard motorcycles are now considered rare and valuable collectors items, especially to those who value the history and development of the American motorcycle, as Readings are among the most respected for bringing the side valve to the states and their excellent performance.


The 1917 Reading Standard Model T-E 12 HP Twin
Complete, show-quality, no expense spared restoration with all real parts. Engine has been rebuilt with matching 67 on both belly pan cases and 70807 on both the case and jugs.

ENGINE NO.: 70307

TRANSMISSION: Three-speed

WHEELS: 40-Spoke

TIRES: 28x2/2.5

SEAT: Mesinger, New York, USA

HEADLIGHT: Hawthorne Mfg. Co., Bridgeport, CT, USA

TAIL LIGHT: Fidelity

MANUFACTURED: Reading Standard Company, 511 Water Street, Reading, PA, USA



FROM THE DICK SHAPPY ARCHIVES:

1917 Reading Standard Brochure

Americas Best Motorcycle


INTRODUCTION

"Almost from the doors of the R-S factory, the rugged sides of old Mt. Penn and Neversink Mountain tower upwards toward the sky. Their slopes and grades are the testing grounds of the R-S Motorcycle. Weak points are found, of course - and equally, of course, corrected. One after another, improvements are suggested and accomplished. Forgins and various parts have been made better - sometimes lighter - but always stronger. Power has been multiplied in generation and application, and vibrations overcome. Durability has been secured, beauty of design perfected, and speed to satisfy the most ambitious has been attained.

The R-S Motor is the key to power. Power that conquers road conditions and opens every highway in the world to the R-S owners. Power in the maximum degree for every ounce of fuel consumed. The R-S mechanically operated side by side valve motor - the Key to Power - is built on acknowledged right principles, and R-S engineers have carried these to the farthest point yet attained.

The 1917 Reading Standard is a sturdy, powerful machine of luxurious comfort. Comment on its handsome and impressive lines is not necessary. The illustration tells the story. It has always been the aim of the R-S Company to produce a high-grade motorcycle, using only such steels and materials as are suited to withstand every conceivable strain and shock incident to the roughest use.

The R-S has a distinguished appearance. Its lines are strong and bold, but dignified, and are dictated by the strength of the mechanical parts. They suggest a machine that has done something and made good for years. There is nothing feeble in it to give way.

The R-S differs in design from other motorcycles. It has not followed passing fads in design, but it has been itself and stayed itself.

The R-S mechanically operated side by side valve motor is of our own special design. It is completely manufactured and thoroughly tested by us. The superiority of the mechanically operated valve motor for motorcycle use, first introduced by us, is no longer questioned, but is confirmed by its adoption by other motorcycle manufacturers, who heretofore had adhered to the overhead valve motor.

MOTOR - The R-S motor is of the high speed, long strong, four cycle type having a 3 ¾-inch stroke, cylinder bore 3 -inch, with a piston displacement of 67.09 inches, developing twelve actual horsepower.

CYLINDERS - Extraordinary accuracy and precision is demanded in the making of the cylinders. In order to insure smooth action they must be absolutely correct. They are constructed from a superfine grade of close-grained grey iron, cast in one piece with double pocket valve chambers. Extremely wide and evenly spaced cooling fins assure ample cooling of cylinders. Exhaust ports allow pipes to shoot straight downward, thereby eliminating undue back-pressure.

PISTONS - Special formula close-grained grey iron, exceptionally light and fitted with oil grooves. Pistons are ground tot he proper degree to allow for the necessary expansion under the most severe conditions.

PISTON RINGS - Each piston is fitted with three eccentric rings hand lapped into its respective cylinder until a glossy finish is attained. These rings positively resist leakage, even after months of grueling service.

PISTON PINS - Wrist pins are of special grade steel, heat treated and accurately ground. Pins are supported in Phosphor Bronze Bushings fitted with oil grooves.

GEARS - In the R-S Motor two cam gears are used. Intake and exhaust cams are integral with each gear. This assures a longer lived cam than in most motors where only one cam gear is used, since each valve is operated by its respective cam.

Cams and timing gears are made of high grade nickel steel properly treated. Timing gears are stamped with timing marks, thus enabling them to be easily replaced in their respective position, should it become necessary at any time to remove same.

CONNECTING RODS AND BEARINGS - All connecting rods are of the I-beam construction made from Vanadium stell forgings. Rods are light and rigid, and insure unusual and lasting service. The fork rod of the Twin motor is reinforced by a tie piece at the bottom to prevent the fork from spreading. Top and bottom of rods are fitted with phosphor bronze bushings, fitted with oil grooves. In addition the bottom of rods are fitted with large steel roller bearings running in hardened steel bushings, and securely locked at each end with hardened steel thrust plates to prevent wear and shifting.

CRANK SHAFT CONSTRUCTION - The structural design of the R-S crank shaft and flywheel is responsible for the remarkable power and wearing qualities of the R-S motor. The crank shaft is made of high-grade steel subjected to a special treatment to give it further strength.

Flywheels are 9 inches in diameter, weighing approximately 27 pounds. The heavy weight accounts for the enormous reserve power of the R-S motor at very low speed.

The drive and pinion shafts are properly machined and securely fastened by Woodruff Keys, while the crank shaft is a taper fit. All shafts are held in position by large nuts securely fastened by a locking device. R-S shafts have never been known to loosen accidentally.

VALVES - R-S valves are the final result of scientific development. They are of our special formula and design. They will not pit or corrode from the action of burnt gas, nor will they warp under the highest temperature attained by the motor.

Intake and Exhaust Valves are 1 -inch diameter, with 45 degree seats. Both valves are interchangeable and ground in on their seats by hand.

VALVE OPERATING MECHANISM - All parts entering into the construction of the valve mechanism are made of nickel steel, heat treated. Valves are easily removable by unscrewing peep caps in cylinder. Cam gears and lift levers are of nickel steel, heat treated.

CRANK CASE - High-grade aluminum, accurately machined and sealed to prevent oil leakage. Cases are highly polished and spotted.

MAGNETO - A high tension armored type water-proof magneto is mounted on a platform to the front of the motor. Magneto is driven by a chain of gears operated in connection with the pinion gear and running in a film of oil. Provision is made for the adoption of Mag-Dynamo should rider desire, at some future time, to change to electric lighting equipment.

R-S THREE-SPEED - Possibly no part of a motorcycle is more delicate than the transmission. This must be absolutely correct if the machine is built to last. For the season of 1917, all R-S machines will be fitted with a three-speed sliding gear transmission located to the rear of motor.

The entire case and covera re made of heavy aluminum securely anchored by tie piece to the rear fork tubes. All shafts and gears entering into said construction are made of Chrome Nickel Steel, properly hardened. The intermediate gears have chamfered teeth, enabling them to slide freely. The main shaft is carried by large ball bearings. The secondary gear shaft is a one-piece drop forging, all gears being integral with same. A forged steel shift fork is located on a shift bar fitted with spring controlled dedents which stop the sliding gears at proper position. The standard driving ratio on high gear is 3.91 to 1, which allows a high speed for good roads, the intermediate reduction of 6 to 1 meets the requirements for all normal grades, while the low gear of 9.20 to 1 enables the rider to travel in congested traffic and over bad roads at a slow speed with an overabundance of power.

Gears are shifted by lever attached to left side of machine, working on a notched quadrant, fastened to the tank. Disengagement of clutch automatically releases gear shift lock, enabling gears to be shifted. Engagement of clutch again locks gears in position rider may desire. A safety cam located on clutch control makes it impossible to shift gears before releasing clutch, thus avoiding stripping of gears.

Several refinements will be noticed on the 1917 three-speed, among them being the driving sprocket which is broached, effecting a tight fit. This method eliminates stripping of threads, which is a common occurrence with screwed sprocket. Ratchet pinion is held in position with a key, making it easily removable. The main ball bearing housing is permanently locked by a headless set screw, and a corresponding series of notches are cut around the entire circumference of housing.

STEP STARTER - Lifting machine on the stand to start motor is a thing of the past. With the R-S step starter the motor can be started either from saddle or standing alongside machine with both wheels on ground. There is no danger to the operator or machine inc ase of motor back-firing.

The R-S starter was first introduced in 1915, and so perfectly did it perform its work that all 1916 machines were starter equipped. There will be no marked improvements for 1917 beyond the strengthening of lugs which carry the starter shaft.

All parts entering into said construction are of the best material procurable. The starter crank shaft, gear and sector, are nickel steel forgings.

Starter is of the gear and sector type, operated by means of a pedal to the left of machine. Pedal is of the folding tpe and folds within frame line of machine, thus protecting it from breakage in case of falls. The pedal is integral with transfer shaft, to which is attached the sector gear on opposite side. This gear engages with ratchet gear on main shaft of three-speed. One thrust of starting pedal gives the motor three or four revolutions.

SPRING FORK - The 1917 R-S rear, or main forks, is of the powerful triple stem type with raked ends. It is without doubt the strongest and heaviest fork on the American market. The main fork is heavy gauge reinforced seamless steel tubing extending from the front rocker arms through three heavy steel crown plates to the fork crown.

Rocker arms of the three-point type are drop forged and of such contour that regardless of what angle the blow is delivered by hitting an obstruction, it is delivered directly to the spring of the front fork, thus practically relieving the main fork of strain. Each rocker arm is provided with two oilers fitted with helmets. These oilers deliver the lubricant directly to the joints.

A heavy round Vanadium steel spring is enclosed in the top of front fork. This spring absorbs all road shocks, while a smaller spring takes the recoil. The 1917 R-S fork has been put through the most grueling tests know. It will positively not bottom and nothing short of a collision can wreck it.

HANDLE BARS - The riders safety is at all times dependent upon the reliability of the handle bars and steering arrangement.

R-S handle bars are of one piece heavy steel tubing, strengthened by a tubular tie piece fitted across same. Handle bars are fitted to fork by means of drop forged stems. The bars are long and fitted with grips so as to give the rider absolute control.

GRIP CONTROLS - The Reading Standard Company is the originator of the Imported Bowden Wire control systems. Operation is created by spiral sleeves fastened to handle bar grips. Throttle is controlled by twist of right grip, while spark is actuated by twisting left grip. Compression release is operated by neat lever conveniently located on right handle bar, while hand brake is located on left handle bar. The Boweden system of control is the most simple know. There are no knuckles or joints to come loose, it comprising but two parts: the wire and outer casing.

LUBRICATION - Mechanical oiler of the plunger type is driven by a worm shaft pressed into the timing gear. Oiler delivers a certain quality of oil into the crank case at the ratio of one drop every 20 revolutions of the motor. Ample provision is made to increase or diminish the supply of oil as conditions may warrant.

A hand plunger pump located on the tank furnishes an independent supply of oil for emergency purposes.

The R-S lubrication is of the splash system, the flywheels being so constructed as to distribute the oil tot he bearings and pistons. The oil glass located in the crank case enables the rider to determine the exact amount of oil contained therein. The compression usually created in the crank case has a tendency to force its way through the joints. This has been entirely overcome through the adoption of a large breather tube which automatically oils the driving chain.

FRAME - Camel-back type frame is constructed of heavy reinforced seamless steel tubing. Nickel steel forgings are introduced at all points of strain, while all connections are of the socket joint type. The main front tube is constructed of No. 10 gauge tubing reinforced with a solid steel plate brazed throughout its entire length. This is absolutely the strongest main tube used on any motorcycle. The construction of the frame is such as to allow the motor being removed from either side without difficulty.

LUGGAGE CARRIER - The R-S tubular luggage carrier will again be featured for 1917. The entire carrier is brazed together, thus forming a unit practically free from bolts or nuts. This luggage carrier is supported entirely from the frame, thereby removing all weight from the mud-guard. Construction is such that carrier is easily detachable.

MUD-GUARDS - Both wheels are provided with heavy guage pressed steel mud-guards. These guards are of the beaded type with deep extension sides. Front guard is provided with large side wings to stop mud and water thrown up by front wheel.

WHEEL - R-S machines for 1917 will be equipped with Standard C. C. pressed steel rims, 28 inches in diameter, with countersunk holes. Both wheel contain 40 heavy guage nickeled spokes.

Eclipse front hub is of special design, having heavy flanges and large balls and provided with a -inch knockout axle. Rear hub is of our special design with heavy buttonhole flanges. Hubs are fitted with large balls and -inch knockout axle.

BAND BRAKE - The efficiency and road qualities of a good motorcycle are dependent upon the motor and power transmission mechanism. The safety of the rider and often his life are dependent upon the brakes. The powerful brakes used on R-S machines is of our own design and construction. It is of the internal expanding and external contracting type, operated by right side foot pedal or lever on left handle bar.

Brake shoes are faced with wire inserted Staybestos. Brake drum is 6 ½ inches in diameter and 1 inches wide, an unusually large braking surface. Ample provision is made for taking up wear when necessary. These brakes are positive under the most severe conditions.

FOOT BOARDS - Long foot boards are arranged to accommodate riders of different height and reach. They are held in position by hingest and fold up in case of falls. Corrugated rubber mats with the Reading Standard name embossed thereon prevent the riders foot from slipping. The foot boards are so located with relation to handle bars and saddle as to make the rider comfortable and allow him to change his position on long runs.

TANKS - R-S tanks are made of heavy lead coated steel plate. The side, ends and bottom of tank are formed from one piece. It contains no pockets or exposed seams. All seams are lapped, riveted and soldered.

Tank contains two compartments, holding 2 ½ gallons of gasoline and 1 gallon of oil. A vertical partition separates the oil and gasoline compartments, while a pronged baffle plate strengthens the tank and prevents splashing of the gasoline.

Top of tank is fitted with oil plunger pump and large filler holes, making it possible to use hose at curb supply stations. Neat petcocks, located beneath the tank, shut off the flow of oil and gas. Tank is beautifully enameled and lettered, and held in place by improved style of fittings, making same easily removable.

TOOL BOX - All regular models are equipped with a metal took box of large capacity, located beneath saddle. On electrically equipped machines this box is used for holding storage batter. In such cases a metal tool box provided with lock and key is located to front of tank, fastened to top horizontal tube.

CLUTCH - The R-S Company has made exhaustive experiments to obtain a clutch that would operate freely and engage properly; as a result, the Eclipse over-size multiple disc clutch will again by featured. Clutch is of the lubricating type and has eleven large discs with a total driving area of 170 square inches. This is considerably in excess of the requirements of the highest powered motor in use on a motorcycle. Maximum compensation or slippage with minimum wear is assured on account of the large friction surface. Ten large nested double springs are employed that normally hold the discs in gripping contact. The spring construction combines the greatest resiliency and efficiency, same being distributed around the outer diameter of the clutch in direct alignment with the center of the friction surface. This design assures at all times the full benefit of the gripping power.

The clutch control can be operated either by means of a foot pedal on the left foot board or by hand lever working on arched quadrant fastened to left side of tank. By pressing the pedal forward, as in approved practice, the clutch is released. By releasing the foot pressure the clutch is again automatically re-engaged. This feature is particularly valuable to the rider when operating in congested traffic, or over bad roads where both hands are needed to guide the machine.

A dry-plate clutch does not give uniform compensation under all conditions as does a clutch properly designed with a correct system of lubrication, for the reason that dry surfaces will in a short time become glazed over and as a consequence have a tendency to slip rather than grip.

SEAT POST - The R-S Perfection seat post, which has met with much success during the past few years, will again be used.

Construction is of the spring and plunger type, enclosed within the seat post. Plunger is carried between two strong spiral springs; one carries the load and the other checks the rebound. Ample provision is made for adjustments to meet the requirements of riders of various weights.

SADDLE - Large Mesinger air cushion specifically constructed for R-S machines. Construction is such that it will not lose its shape through wear or after being water soaked. Saddle is fitted with heavy compression springs, entirely encased. The combination of the Mesinger saddle, R-S Perfection seat post and R-S spring fork makes the R-S motorcycle the easiest riding machine on the market.

STAND - The rear stand is mounted independently of the rear axle, permitting easy removal of the wheel. This stand is of entirely new construction and easily operated. A steel spring catch holds the stand in position when not in use.

ENCLOSED VALVES - A notable feature on the 1917 R-S motors is the enclosed valve casings. Not only do these casings eliminate the valve seating noise, but also prevent oil leakage through the valve tappets. There is no simpler arrangement on the market. Five parts constitute the entire construction, viz: Two cones, two pieces half round tubing and one jamb nut. Tubing is ground to a perfect surface, and the two pieces make a water-tight tube. Tubing is held between the two collars, the lower collar screwing up tight and locked in position by a jamb nut. There are no telescopic sleeves to content with, furthermore the R-S constuction enables the rider free access of the entire valve guide which is impossible with the telescopic arrangement.

MUFFLER - The R-S muffler is unusually large and fitted with a long nickel-plated tailpipe extension. Muffler shell is entirely constructed of pressed steel and fitted with a foot-controlled trip which gives the exhaust a free escape from the manifold without entering into the shell. With the R-S muffler there is no perceptible back pressure, and the noise is reduced to a soft purr.

FINISH - All 1917 R-S motorcycles and side cars are finished in the famous Reading Brown color. This color has been used for many years and has been found to be the most durable enamel ever used for motorcycle work. All enameled parts are given three separate coats of hand-applied enamel, each coat being carefully hand-rubbed. After the final coat the parts are artistically striped with silver and given a coat of high grade transparent varnish. Through the use of this special enamel it is possible to bake the enamel at a very high temperature, thus giving is a very hard body which will not crack nor peel, and which will retain its luster indefinitely.

Nickel plating is done at our own Factory. After thoroughly polishing the part to be plated, it is given a heavy copper plating before being nickeled. It is through this process that R-S nickel plating has never been known to peel.

EQUIPMENT - As shipped from the Factory, every R-S motorcycle is equipped with a full set of tools necessary for road repairs and adjustments. Equipement includes tire repair kit, special wrenches, screwdriver and pump packed in a metal tool box.

All motorcycles are shipped completely assembled. Carburetor and oiling adjustments have been properly made, all that is necessary for the operator is the filling of the tank with oil and gas and machine is ready for operation.

SPEEDOMETER - When order so specifies, we will equip machines with a Stewart-Warner speedometer for the addition sum of $10.00 list. Speedometer can be furnished for either front or rear wheel drive, and is constructed so as to register trip and season mileage.

SIDE CAR - Owing to the great demand for side cars, we have again arranged to furnish the Rogers Reading Standard car and van specifically constructed to fit the R-S machine.

A side car and motorcycle should be an integral construction in both mechanism and appearance. If the attaching clamps and braces are not correctly designed in relation to the motorcycle frame construction, the latter will be subjected to excessive strains that may cause disaster. We, therefore, will not be responsible for any damage which may be caused by using a side car other than that furnished by us. When machine is ordered for side car work, we furish a smaller engine sprocket, thus making motor better suited for side car work.

R-S ELECTRIC LIGHTING SYSTEM - The main electric supply is furnished by the well-knock Bosch Mag Dynamo which combines in one unit the superior qualities of an independent high tension Bosch magneto and a direct current Bosch lighting dynamo. Each electric source is absolutely independent of the other, and the operation or non-operation of one does not in any way affect the other. With this system, no electrical current is drawn from the generator or storage battery in starting, the magneto being used for starting as heretofore.

The current of the generator is absorbed by the well-known Exide Battery, which is practically indestructible, and furnishes lighting current when the machine is standing idle. This battery is of the non-spillable type, and the only attention to be given same is the addition of distilled water every ten days to keep the solution to proper level.

A large headlight containing a 15 C.P. nitrogen lamp furnishes an abundance of light for dark country roads, while a small 2 C. P. bulb is used as a dimmer. Either lamp is controlled by a simple switch placed in easy access of the rider while riding. A special focusing screw allows the ray of light to be regulated at will. A large, far sounding electric horn is built within the headlight. The horn is operated by a hard rubber press button located on left grip, while the tail light and license bracket is built as one unit. The electric harness is composed of heavy gauge stranded copper wire properly insulated and covered with steel armor.

We can only furnish electric lighting system on twin machines. All twin machines are designed to adopt the Mag-Dynamo in the event of the rider wishing to convert the regular model into the electrically equipped at a later date.


GENERAL SPECIFICATIONS

TWIN MOTOR - Mechanically operated side by side valves. High speed, long stroke, heavy duty type 3 ¾ stroke, 67.09 cubic inch displacement. 12 actual horsepower.

SINGLE MOTOR - Mechanically operated side by side valve. High speed, long stroke, heavy duty type, 3 ¾ stroke. Piston displacement 33.545 cubic inches developing 6 actual horsepower.

CYLINDERS - High grade grey iron cast in one piece with double pocket valve chambers. Spark plug in side of valve chamber.

VALVES - Chrome Vanadium, mechanically operated.

VALVE CASINGS - R-S improved split tube type. Positively oil tight.

BEARINGS - Ball bearing; roller; phosphor bronze and non-grain according to the strain to which it is subjected.

CARBURETOR - R-S Schebler with hot air intake. Manifold 1 in diameter fitted with priming valve.

IGNITION - Water-proof high tension magneto, approved standard type located to the front of motor and gear driven.

LUBRICATION - Positive worm gear-driven oil pump. Auxiliary hand pump. Oil is distributed by means of the splash system.

CRANK CASE - High grade reinforced aluminum, polished and spotted.

TRANSMISSION - R-S Progressive type 3-speed sliding gear housed in aluminum case. All gears nickel steel drop forgings.

GEAR RATIO - High 3.91 to 1; Intermediate 6 to 1; Low 9.20 to 1.

CLUTCH - R-S Eclipse over size multiple disc.

MUFFLER - Large exhaust pipe fitted with expansion chamber, equipped with cutout and long tail pipe.

STARTER - All models equipped with gear and sector type step starter.

HANDLE BARS - Heavy gauge tubing with center brace.

GRIP CONTROL - Enclosed within handle bars. Imported Bowden Wire and Casing used throughout. The R-S grip control is positive in action.

FORK - Heavy gauge reinforced tubing with triple system. Three-plate fork crown. Rocker arm connecting links. Shock absorbing and recoil check springs.

BRAKES - Two brakes: Service brakes operated by pedal on right foot board, and Auxiliary brake operated by hand lever on left handle bar.

FOOT BOARDS - Large and comfortable with deep corrugated rubber mats.

HANDLEBARS - Low and wide, braced by tie piece. Grip control.

TANK - Heavy gauge lead coated steel plate. Gasoline capacity 2 ½ gallons; oil capacity 1 gallon. Tank fitted with shut off pet cocks.

CHAIN - Duckworth roller wide, pitch.

WHEEL BASE: 58 inches.

SADDLE - Mesinger air cushion, adjustable.

FRAME - Heavy gauge reinforced steel tubing. Steel forgings at points of strain.

TOOL BOX - Metal tool box underneath seat on all models except the electrically equipped. On this model the tool box is located on the top of the tank and fitted with lock.

FENDERS - Pressed steel with extension drop sides.

TIRES - 28 x 3 Standard.

FINISH - Reading Brown, silver striped, fittings highly nickeled.

TOOLS - Complete with pump.

ELECTIRC EQUIPMENT - Bosch Mag-Dynamo; Exide Storage Battery; Hawthorne Lighting Outfit and Horn