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uncle_punk13
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Huffman:
The Davis Sewing Machine Company had survived 30 years in the bike industry, but were finished by 1922. Horace Huffman was put in charged of liquidating the companies machinery. He used the funds to create the Huffman Manufacturing Company in 1924.
The remaining Davis bike inventory was sold through 1925.
The Huffman company concentrated on non-bike products until 1928 when the Huffman Company incorporated for the purpose of building bikes.
Work began on modernizing the Davis factory.
It wasn't until October 1934 that the Huffman Company announced their new
line of bikes. They used many of the Davis names including Snell, National, LaFrance, Dixie Flyer and Dayton (for the top bikes only).
New names that appeared included Zephyr, Airflyte, Davis Flyer as well as many private label brands.
The Yale name had been transferred to the D.P. Harris Company.
All Huffman bikes used balloon tires and "Aircrafted" frames. All joints were fillet brazed, then ground down and polished.
The models were identified by D (Dayton) and H (all others) and a number
(1, 2, 3 or 4), a higher number meaning more equipment.
Huffman became the sole supplier for Firestone starting in 1935.
During the first year only 90 bikes were ordered, which was also the year
that the curved seat stays were introduced.
1936 introduced 0the D-44E Safety-Streamline. The frame featured a double rear fork sweeping behind the rear tire. A special horn and headlight combination was molded to the front of the head tube. The fender braces were replaced with bracing placed inside the fenders and attached directly to the frame or fork.
A countersunk taillight was powered by a battery located at the front of the
rear fender. All of the wiring was contained inside the frame tube. The horn button was hidden in the end of the hand grip.
Since the normal location of the head badge was covered by the horn/light combo, the head badge was moved to the front of the back fender. All the bikes were "sea Mist Green".
Six months later the bike was replaced with the D-44K "Super- Streamline".
The bike featured a normal Delta horn light and taillight, braced handlebars,
truss rod fork and flat fender braces. The bike also had extra-long painted darts on the frame.
The 1936 frames all had a necked-down area on the top three inches of the seat tube.
For 1937 the Super-Streamline was available in two models. Both models had shorter frames since the original battery box was eliminated. The D-2E used the 1936 frame with a torpedo style headlight, a "Huffman Streamline Extended" gooseneck, new style rear reflector and gothic style fenders. The rear stands attached to the frame instead of the rear axle. A short mesh-like chain guard replaced the previous years extra long unit. The Dayton and National bikes were chromed and the Huffman bikes used painted chain guards. The new pedals were of a streamlined teardrop shape. The second model D-1T used a slightly modified frame. It used a 3-ribbed "Zephyr" tank with a horn button. Dual "twinlites" were also part of the package. The owner could use four "D" cell batteries or a "409" size battery in the tank. A unique feature was a cast aluminum speedometer housing that fit over the extended stem. It was know as the Dayton "ashtray" and housed either a Stewart/Warner or Walthan speedometer. The 1937 Dayton line offered 16 models and the Huffman line consisted of 22 models. There was a new camel back frame with a single top tube in addition to the Standard Motorbike with the conventional frame. An economy version, the 6-T, was available with a camelback frame, hanging tank and aluminum headlight.
The lightweight line for 1937 was available as the Model #16 with drop bars, 28" tires, aluminum fenders, chrome-moly frame, rat-trap pedals and solid rear hub. The model #17 featured an upright bar and coaster brake.
The Super-Streamline made its final appearance in 1938. The chain guard was changed from the mesh style to the "Crows Beak" style. The frame was changed to a double curve down tube. The tank was available in chrome for the Huffman model 1-T. Other changes included a lock for the front end and the newly introduced New Departure 2-speed coaster brake and front wheel brake. 1938 saw the introduction of the Twin Flex, "the most important development in cycling since the coaster brake". The suspension systems had springs on the left and right sides of the fork ends on both the front and rear. The 4-TS had a chrome tank and Delta Twin lights. The model 14-TS had a painted tank, 5-TS was the ladies' tank model, 6-TS was the men's' camelback frame with chrome tank and model 104-S was a men's model
without tank, rack, light or chain guard. After the bikes were shipped, it became obvious that the frames would break under normal use.
Huffman Incorporated created a total recall of the bikes. The recall was so complete that a 1938 Twin-Flex had not been found until 1998. The Twin-Flex became known as the "Death Bike" because of the demise of the model and the troubles it caused the company. Because of the Twin-Flex problems, Firestone decided not to rely on one supplier and gave much of their account to the Colson Corporation. The Twin-Flex was re-introduced in April 1938 as a 1939 model. The suspension was redesigned using a single spring for each wheel. This model had a straight down tube for a month before it was changed to the double curved tube.
In 1939 Huffman designers replaced the top tube on the 51-X with a Zephyr-looking "tank" that was made into he frame. The base model was without accessories. Firestone offered the same model with all the accessories named the "Flying Ace". When the Firestone bikes had a chain guard the guard used three embossed speed lines instead of the curved ones found on the Huffman branded bikes. Some Firestones had a place for the owner's initials on the front fender. Any model could be accessorized.
The 1939 dealer price list includes:
chrome chain guard $.10, painted head light $.70, aluminum head light $.80,
chrome twin lights $.80, horn tank $1.95, Twin Flex cushioning on any Dayton model $4.00.
1939 saw hand brakes and Sturmey-Archer 3-speed available on the lightweight models. The Dayton line featured the Mainliner for 1940 while Huffman had the Champion. Both bikes had a tank that wrapped around the front of the head tube, two teardrop lights on either side of the tank, and a chrome plated grill in place of the head badge.
The Mainliner featured a lighted luggage carrier and new chainguard.
The extra-deep fenders had a chrome plated ornament on both models.
The Huffman Top Flite had the tank without the built-in headlights and a stainless steel nosepiece instead of the front grill.
Most 1940 models had a gracefully curved down tube. "Safetee Kick Stand" side stands replaced the old style center stands. For this year only, the frame had a welded-on kick stand with an "H" head bolt. 1940 was the last year for the Twin-Flex, model 21-TF, which was available by special order only.
1941 was the last year of production prior to the war.
It was also the last year for the extra-long tank that wrapped around the head tube. The top models featured a new springer fork that was similar in style to the Schwinn fork. The dual lights were replaced with a single large chrome headlight in front of the fork. The Huffman Top Flight came with chrome struts instead of the spring fork and a less deluxe carrier.
The 1941 bikes also had fake molded springs on the seats even including fake molded nuts. The budget bike from Huffman were the Deluxe Line. The tank did not wrap around the head tube but it did have the same spring fork and substituted a front load Delta torpedo light on the fender.
1942 brought the Civilian Transport models with simple diamond frames, no ornamentation and painted parts. Huffman and Westfield Mfg. were chosen to produce a GI bicycle. The standard balloon tire "Universal Military Bicycle" and women's military bike (M306) used standard interchangeable parts for both manufacturers. All bikes were painted olive draband had a leather seat, small air pump, seat-mounted tool kit, coaster brake, handlebar bell, fenders, chainguard and Delta Winner fender light. The bikes were used at every camp in the U.S. and most overseas facilities that were not at the front. By the 1950's most of the bikes had been sold for scrap and are hard to find these days.
In 1942 Horace "Huffy" Huffman was named president of the company.
In 1943 civilians could qualify for a bike if the could show a "need" for one.
1946 brought a rush of pent-up demand for bikes. The Champion line featured the 1941 style spring fork that was now known as the Gliding Ride spring fork.
The "Deluxe Special" line of bikes didn't have the springer, but they did have the tanks and carriers.
The "Special" bikes had no accessories. 20" and 24" bikes were available. These bikes used the same chain guard as the pre-war bikes without the grilled nose. The louvered tank found on the less expensive 1941 models was now attached to the top models.
The Deluxe line had a large dart painted on the tank that matched those on the frame.
On May 13, 1947 the 1 millionth bike was made. The 14K gold and chrome plated bike was sent to the Henry Ford Museum in Dearborn, MI where it remains today.
1948 brought entirely new models from top to bottom. The Champion include a new tank, carrier and full length chain guard. The frame was slightly redesigned and a new "Streamlite" headlight that followed the fender contour. Auto style chrome trim was added to the tank, carrier and chain guard.
The Deluxe Special came without the chrome trim, a new chain guard and Delta torpedo light. The new carrier attached directly to the rear fender with no additional braces. The fender braces had a gentle curve to them.
Huffman improved the chain adjusters to use lock nut installed in the frame. If there was a problem this made it much easier to fix than the adjusters that were tapped into the frame.
The Model 90 was made for the Whizzer motor. It had a slightly modified frame, notched rear fender, and a special crank to clear the belt guard. A Morrow rear brake and New Departure front brake were used for stopping and .120 gauge spokes were used for extra strength.
For the year of 1949 the recession chopped bike production in half. The Deluxe Line now had screenprinted decorations on the chain guard, tank and carrier. Most models had an embossed aluminum badge wrapped around the seat tube. Both sides of the badge had Scotchlite reflectors for visibility. Most models had "Air-wheel" rims which were available in chrome
or paint finishes. The rims held more air due to their shape and were supposed to give a better ride. More chrome was added to small parts such as lock washers.
The 1949 Champion used a Delta Road-liter instead of the Streamlite. The Huffy name was used for the first time in 1949 on a new "convertible" model. 20" and 24" Huffy models were soon added.
1950 found the Huffy name added to an electric mower. Huffman bikes introduced the "Dial-Your-Ride" fork in 1950. The large fork had an adjustable knob on the top of the spring to adjust the spring tension. The torpedo style light was replaced by a larger ball-type light that mounted on the front fork. Bikes in 1950 or 1951 were the last to use the Dayton name badge.
The Huffy line added a 26" model in 1951. The Super Deluxe Tank Model 210SFG was very similar to the previous Dayton bikes except for a different chain guard. The 26" bike used a Gliding Ride fork and ball shape headlight. The 24" bike used the Rocket Ray headlight that was introduced the year before.
By 1953 import bikes accounted for 22% of sales. Huffy introduced the XC210SFG with a rear carrier that flowed into the tank and the tank wrapped over top tube. The hand-striped fenders were dropped in favor of chrome fenders.
The Gliding Ride fork was used and a front expander brake was added.
Huffy joined with Raleigh in 1954 to market the "Huffy-Sportsman" line of English bikes.
To help remain competitive the "Mainliner" line of bikes were cut 20% off the previous years models.
To respond to the imports, Huffman introduced the lighter weight "Huffy Customliner" with 1.75" tires in 1955. They had a Bendix 2 speed hub and a headlight with a long tapered lens for a futuristic look. Because the volume of Huffy bikes were increasing a new factory was needed. A plant in Celina, Ohio was built in 1955. One of the first bikes made in the new facility was the Huffy Radiobike. This bike had a radio built into the tank powered by a "Power Pak" mounted on the rear carrier. They had a 2 speed Bendix hub, 1.75" tires, long lensed headlight and was available in red, blue or green.
The lawnmower division acquired the mower division of the Monark Silver King Company in 1957.
Later in 1957 Huffman acquired the bicycle division of Monark as well. Some of the Monark tooling was shipped to Celina and the Monark name lived on into the 1980's. Some Monark parts began to show up on Huffy branded bikes such as the "Custom Royale".
Huffy's four millionth bike was produced in 1961.
By 1975 Huffy had a 28.7% market share.
In 1977 the name was officially changed to the Huffy Corporation.
In the 1980's Huffy acquired the rights to the Raleigh name in the United States.
The Huffy Tech Center in Miamisburg, Ohio, under the direction of Mike Melton, produced the
1984 Olympic bikes. Greg Lemond would ride Huffy branded bikes in the Tour De France.
Most of this information was distilled from the Volume 3 Number 2 1997 Classic Bike by
Steve and Lynn Culver.
* Note* I have a few Huffys- the early 1950's one (unknown model) is a good solid bike, but their early middleweights, such as my 1957 Customliner were of extremely poor quality; hence, I believe this is where the reputation as being "garbage" came from. By the early sixties the frame construction and fit of parts had come back up to a decent and acceptable level, but unfortunately, that reputation has persisted through the decades.
Purely my own perception and opinion; based on experience, but my own opinion just the same.
Rif
The Davis Sewing Machine Company had survived 30 years in the bike industry, but were finished by 1922. Horace Huffman was put in charged of liquidating the companies machinery. He used the funds to create the Huffman Manufacturing Company in 1924.
The remaining Davis bike inventory was sold through 1925.
The Huffman company concentrated on non-bike products until 1928 when the Huffman Company incorporated for the purpose of building bikes.
Work began on modernizing the Davis factory.
It wasn't until October 1934 that the Huffman Company announced their new
line of bikes. They used many of the Davis names including Snell, National, LaFrance, Dixie Flyer and Dayton (for the top bikes only).
New names that appeared included Zephyr, Airflyte, Davis Flyer as well as many private label brands.
The Yale name had been transferred to the D.P. Harris Company.
All Huffman bikes used balloon tires and "Aircrafted" frames. All joints were fillet brazed, then ground down and polished.
The models were identified by D (Dayton) and H (all others) and a number
(1, 2, 3 or 4), a higher number meaning more equipment.
Huffman became the sole supplier for Firestone starting in 1935.
During the first year only 90 bikes were ordered, which was also the year
that the curved seat stays were introduced.
1936 introduced 0the D-44E Safety-Streamline. The frame featured a double rear fork sweeping behind the rear tire. A special horn and headlight combination was molded to the front of the head tube. The fender braces were replaced with bracing placed inside the fenders and attached directly to the frame or fork.
A countersunk taillight was powered by a battery located at the front of the
rear fender. All of the wiring was contained inside the frame tube. The horn button was hidden in the end of the hand grip.
Since the normal location of the head badge was covered by the horn/light combo, the head badge was moved to the front of the back fender. All the bikes were "sea Mist Green".
Six months later the bike was replaced with the D-44K "Super- Streamline".
The bike featured a normal Delta horn light and taillight, braced handlebars,
truss rod fork and flat fender braces. The bike also had extra-long painted darts on the frame.
The 1936 frames all had a necked-down area on the top three inches of the seat tube.
For 1937 the Super-Streamline was available in two models. Both models had shorter frames since the original battery box was eliminated. The D-2E used the 1936 frame with a torpedo style headlight, a "Huffman Streamline Extended" gooseneck, new style rear reflector and gothic style fenders. The rear stands attached to the frame instead of the rear axle. A short mesh-like chain guard replaced the previous years extra long unit. The Dayton and National bikes were chromed and the Huffman bikes used painted chain guards. The new pedals were of a streamlined teardrop shape. The second model D-1T used a slightly modified frame. It used a 3-ribbed "Zephyr" tank with a horn button. Dual "twinlites" were also part of the package. The owner could use four "D" cell batteries or a "409" size battery in the tank. A unique feature was a cast aluminum speedometer housing that fit over the extended stem. It was know as the Dayton "ashtray" and housed either a Stewart/Warner or Walthan speedometer. The 1937 Dayton line offered 16 models and the Huffman line consisted of 22 models. There was a new camel back frame with a single top tube in addition to the Standard Motorbike with the conventional frame. An economy version, the 6-T, was available with a camelback frame, hanging tank and aluminum headlight.
The lightweight line for 1937 was available as the Model #16 with drop bars, 28" tires, aluminum fenders, chrome-moly frame, rat-trap pedals and solid rear hub. The model #17 featured an upright bar and coaster brake.
The Super-Streamline made its final appearance in 1938. The chain guard was changed from the mesh style to the "Crows Beak" style. The frame was changed to a double curve down tube. The tank was available in chrome for the Huffman model 1-T. Other changes included a lock for the front end and the newly introduced New Departure 2-speed coaster brake and front wheel brake. 1938 saw the introduction of the Twin Flex, "the most important development in cycling since the coaster brake". The suspension systems had springs on the left and right sides of the fork ends on both the front and rear. The 4-TS had a chrome tank and Delta Twin lights. The model 14-TS had a painted tank, 5-TS was the ladies' tank model, 6-TS was the men's' camelback frame with chrome tank and model 104-S was a men's model
without tank, rack, light or chain guard. After the bikes were shipped, it became obvious that the frames would break under normal use.
Huffman Incorporated created a total recall of the bikes. The recall was so complete that a 1938 Twin-Flex had not been found until 1998. The Twin-Flex became known as the "Death Bike" because of the demise of the model and the troubles it caused the company. Because of the Twin-Flex problems, Firestone decided not to rely on one supplier and gave much of their account to the Colson Corporation. The Twin-Flex was re-introduced in April 1938 as a 1939 model. The suspension was redesigned using a single spring for each wheel. This model had a straight down tube for a month before it was changed to the double curved tube.
In 1939 Huffman designers replaced the top tube on the 51-X with a Zephyr-looking "tank" that was made into he frame. The base model was without accessories. Firestone offered the same model with all the accessories named the "Flying Ace". When the Firestone bikes had a chain guard the guard used three embossed speed lines instead of the curved ones found on the Huffman branded bikes. Some Firestones had a place for the owner's initials on the front fender. Any model could be accessorized.
The 1939 dealer price list includes:
chrome chain guard $.10, painted head light $.70, aluminum head light $.80,
chrome twin lights $.80, horn tank $1.95, Twin Flex cushioning on any Dayton model $4.00.
1939 saw hand brakes and Sturmey-Archer 3-speed available on the lightweight models. The Dayton line featured the Mainliner for 1940 while Huffman had the Champion. Both bikes had a tank that wrapped around the front of the head tube, two teardrop lights on either side of the tank, and a chrome plated grill in place of the head badge.
The Mainliner featured a lighted luggage carrier and new chainguard.
The extra-deep fenders had a chrome plated ornament on both models.
The Huffman Top Flite had the tank without the built-in headlights and a stainless steel nosepiece instead of the front grill.
Most 1940 models had a gracefully curved down tube. "Safetee Kick Stand" side stands replaced the old style center stands. For this year only, the frame had a welded-on kick stand with an "H" head bolt. 1940 was the last year for the Twin-Flex, model 21-TF, which was available by special order only.
1941 was the last year of production prior to the war.
It was also the last year for the extra-long tank that wrapped around the head tube. The top models featured a new springer fork that was similar in style to the Schwinn fork. The dual lights were replaced with a single large chrome headlight in front of the fork. The Huffman Top Flight came with chrome struts instead of the spring fork and a less deluxe carrier.
The 1941 bikes also had fake molded springs on the seats even including fake molded nuts. The budget bike from Huffman were the Deluxe Line. The tank did not wrap around the head tube but it did have the same spring fork and substituted a front load Delta torpedo light on the fender.
1942 brought the Civilian Transport models with simple diamond frames, no ornamentation and painted parts. Huffman and Westfield Mfg. were chosen to produce a GI bicycle. The standard balloon tire "Universal Military Bicycle" and women's military bike (M306) used standard interchangeable parts for both manufacturers. All bikes were painted olive draband had a leather seat, small air pump, seat-mounted tool kit, coaster brake, handlebar bell, fenders, chainguard and Delta Winner fender light. The bikes were used at every camp in the U.S. and most overseas facilities that were not at the front. By the 1950's most of the bikes had been sold for scrap and are hard to find these days.
In 1942 Horace "Huffy" Huffman was named president of the company.
In 1943 civilians could qualify for a bike if the could show a "need" for one.
1946 brought a rush of pent-up demand for bikes. The Champion line featured the 1941 style spring fork that was now known as the Gliding Ride spring fork.
The "Deluxe Special" line of bikes didn't have the springer, but they did have the tanks and carriers.
The "Special" bikes had no accessories. 20" and 24" bikes were available. These bikes used the same chain guard as the pre-war bikes without the grilled nose. The louvered tank found on the less expensive 1941 models was now attached to the top models.
The Deluxe line had a large dart painted on the tank that matched those on the frame.
On May 13, 1947 the 1 millionth bike was made. The 14K gold and chrome plated bike was sent to the Henry Ford Museum in Dearborn, MI where it remains today.
1948 brought entirely new models from top to bottom. The Champion include a new tank, carrier and full length chain guard. The frame was slightly redesigned and a new "Streamlite" headlight that followed the fender contour. Auto style chrome trim was added to the tank, carrier and chain guard.
The Deluxe Special came without the chrome trim, a new chain guard and Delta torpedo light. The new carrier attached directly to the rear fender with no additional braces. The fender braces had a gentle curve to them.
Huffman improved the chain adjusters to use lock nut installed in the frame. If there was a problem this made it much easier to fix than the adjusters that were tapped into the frame.
The Model 90 was made for the Whizzer motor. It had a slightly modified frame, notched rear fender, and a special crank to clear the belt guard. A Morrow rear brake and New Departure front brake were used for stopping and .120 gauge spokes were used for extra strength.
For the year of 1949 the recession chopped bike production in half. The Deluxe Line now had screenprinted decorations on the chain guard, tank and carrier. Most models had an embossed aluminum badge wrapped around the seat tube. Both sides of the badge had Scotchlite reflectors for visibility. Most models had "Air-wheel" rims which were available in chrome
or paint finishes. The rims held more air due to their shape and were supposed to give a better ride. More chrome was added to small parts such as lock washers.
The 1949 Champion used a Delta Road-liter instead of the Streamlite. The Huffy name was used for the first time in 1949 on a new "convertible" model. 20" and 24" Huffy models were soon added.
1950 found the Huffy name added to an electric mower. Huffman bikes introduced the "Dial-Your-Ride" fork in 1950. The large fork had an adjustable knob on the top of the spring to adjust the spring tension. The torpedo style light was replaced by a larger ball-type light that mounted on the front fork. Bikes in 1950 or 1951 were the last to use the Dayton name badge.
The Huffy line added a 26" model in 1951. The Super Deluxe Tank Model 210SFG was very similar to the previous Dayton bikes except for a different chain guard. The 26" bike used a Gliding Ride fork and ball shape headlight. The 24" bike used the Rocket Ray headlight that was introduced the year before.
By 1953 import bikes accounted for 22% of sales. Huffy introduced the XC210SFG with a rear carrier that flowed into the tank and the tank wrapped over top tube. The hand-striped fenders were dropped in favor of chrome fenders.
The Gliding Ride fork was used and a front expander brake was added.
Huffy joined with Raleigh in 1954 to market the "Huffy-Sportsman" line of English bikes.
To help remain competitive the "Mainliner" line of bikes were cut 20% off the previous years models.
To respond to the imports, Huffman introduced the lighter weight "Huffy Customliner" with 1.75" tires in 1955. They had a Bendix 2 speed hub and a headlight with a long tapered lens for a futuristic look. Because the volume of Huffy bikes were increasing a new factory was needed. A plant in Celina, Ohio was built in 1955. One of the first bikes made in the new facility was the Huffy Radiobike. This bike had a radio built into the tank powered by a "Power Pak" mounted on the rear carrier. They had a 2 speed Bendix hub, 1.75" tires, long lensed headlight and was available in red, blue or green.
The lawnmower division acquired the mower division of the Monark Silver King Company in 1957.
Later in 1957 Huffman acquired the bicycle division of Monark as well. Some of the Monark tooling was shipped to Celina and the Monark name lived on into the 1980's. Some Monark parts began to show up on Huffy branded bikes such as the "Custom Royale".
Huffy's four millionth bike was produced in 1961.
By 1975 Huffy had a 28.7% market share.
In 1977 the name was officially changed to the Huffy Corporation.
In the 1980's Huffy acquired the rights to the Raleigh name in the United States.
The Huffy Tech Center in Miamisburg, Ohio, under the direction of Mike Melton, produced the
1984 Olympic bikes. Greg Lemond would ride Huffy branded bikes in the Tour De France.
Most of this information was distilled from the Volume 3 Number 2 1997 Classic Bike by
Steve and Lynn Culver.
* Note* I have a few Huffys- the early 1950's one (unknown model) is a good solid bike, but their early middleweights, such as my 1957 Customliner were of extremely poor quality; hence, I believe this is where the reputation as being "garbage" came from. By the early sixties the frame construction and fit of parts had come back up to a decent and acceptable level, but unfortunately, that reputation has persisted through the decades.
Purely my own perception and opinion; based on experience, but my own opinion just the same.
Rif