Curtiss Motorcycles: 1902–1912
by Richard Leisenring Jr
What comes to mind first upon hearing the name Glenn Curtiss (1878–1930) is likely aviation pioneer, which he certainly was. But that’s not how or where he got his start as this book tells. It happens to be the first—and only so far/perhaps ever—book that focuses on Curtiss’ earliest motorized achievements, motorcycles.
The writing is a bit dry but then it is author Richard Leisenring Jr’s first and perhaps will prove to be his only book. Of a certainty it is authoritative as Leisenring knows his source material well and thus the story, for he was the curator of the 57,000 sq ft Glenn H. Curtiss Museum in the Village of Hammondsport, New York for some twenty-odd years.
Too, his book is generously illustrated with vintage images as well as contemporary ones of some of the Curtiss motorcycles displayed in the museum.
As with so many back then, Curtiss’ business life began with bicycles and he “quickly became a local champion bicycle racer on a team known as ‘the Hammondsport Boys’ . . . sponsored by the village druggist and bicycle dealer, James Smillie” for whom Glenn would work repairing bicycles. When he wed in 1898 he decided to go into business on his own opening his first bicycle shop on the Hammondsport village square. Glenn’s success with his sales and repairs resulted in “Smillie turning over his agencies to Glenn by 1901.”
Glenn is at far left outside his first shop circa 1900. Facing page is an advertising photo of Glenn from the same timeframe.
But it wasn’t just pedaling where Glenn was quick for he was agile of brain too so before long he was embarking on building a motorized bicycle. By 1903 he was winning motorcycle races and hill climbs. The images immediately below are, on left a 1903/04 single-cylinder Hercules-engined machine. On right the building in foreground is that of his manufacturing company situated next to his house circa 1906. And he owned and drove a succession of motorcars including a 1907 Ford, 1908 Peerless, a Stoddard Dayton of the same year, then a 1909 Electric Runabout, a 1910 EMF, 1911 Winton and more.
Early in 1906 Curtiss was drawn into dirigible flying by a client/friend to whom he supplied engines for that machine even as he continued to race motorcycles. The following year he was building and marketing a four-cylinder in-line aeronautical engine, also a V-8 as well as his own brand of carburetor. 1906 had brought another change when Glenn realized how far they were falling behind filling orders. So he added a night shift which just about doubled the number of employees and added a building addition moving the business office and enameling department into it. Those structures are visible in the two views circa 1911 on left below. Also visible are the two new two-story buildings that had been added on the property in 1909. Facing page is another motorcycle in the museum, a 1911 Curtiss Cook with a Model G engine.
“Curtiss Motorcycle Compay announced in Motorcycling Magazine . . . November 1913 . . . that ‘owing to the rapid increase in our aeronautical business . . . we offer for immediate sale our complete stock of motorcycle parts, including designs, jigs, tools, goodwill, etc.’”
The prior year, which is really when the book concludes, had brought great happiness to Glenn and his wife. Having lost their firstborn due to a congenital condition a decade earlier, on June 16 Lena gave birth to Glenn Jr. It was a fitting beginning to what would prove to be the next phase of Glenn Sr’s career—aloft—and for which he’d be best and longest remembered. Yet, “As it once was noted [by, it so happens, this book’s author whilst he was still employed as the museum’s curator so he’s quoting himself], ‘If it wasn’t for his [Glenn Sr] motorcycles, the airplanes would have never gotten off the ground.’”
Copyright 2024 Helen V Hutchings (speedreaders.info)
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