WARUM STAN DISHONG ALS "HOG LEGEND" BEKANNT IST

Of all Stan Dishong’s accomplishments and high-powered two-wheeled creations, his hand-built, 96 cubic inch – heavily modified Harley Dragster – The HOG – was legendary at dozens of drag strips across the western United States.

Die HOG war genauso ein Kunstwerk

as es war ein Dragstrip Beast ...

Just Look at those cylinders and Carberators!

... Und ein BEAST war es ... Frag einfach

der Lions Dragstrip in Los Angeles!

Stan nannte dieses glänzende, rekordbrechende Biest

“The HOG” (Beachten Sie den Gastank!)

... hauptsächlich wegen der Art, wie es Treibstoff eingeatmet hat.

Es war seine berühmteste Schöpfung

- Verdiene ihm den Titel "The HOG Legend".

Aber wir kommen uns selbst voraus ...

the HOG story comes later.

Fangen wir von vorne an:

Born on September 9th, 1928 in Hamburg Iowa, Stan grew up in the Midwest, following his father on the horse racing circuit. He traveled throughout the middle of America handling and training fast thoroughbreds – listening to the cheers of horse racing fans – and learning from his father a focused commitment to winning (that’s Stan holding the bridle).

But living on the race track for Stan was not all fun and games. He was born almost exactly one year before the U. S, stock market crashed, grew up during the depression – a time of soup kitchens, gas rationing and no parts for bikes! He lived his teen years during World War II. Through all this he learned valuable lessons that he would later take to the racetrack, this time on the Iron Horses of Harley and Indian!

Wie ein Teenager…

Während er aufwuchs, lernte er Disziplin, er lernte Opfer und - vor allem - er lernte FAST.

In der Mitte des Zweiten Weltkriegs zog er mit seiner Mutter nach Berkeley, Kalifornien, um mit seinem ältesten Bruder Gerald zu leben ...

Hier bekam er seinen ersten Geschmack von Motorrädern - von seinem Bruder.

Gerald - der Älteste seiner drei Brüder und eine Schwester - hatte eine Harley-Kombi, auf der Stan am liebsten saß und den Geruch liebte - es war, als sass er auf dem Fahrrad seines Bruders, dass er zuerst davon träumte, schnell zu gehen ... wirklich schnell - aber nicht auf einem Pferd!

Stan erkannte, dass Motorräder viel schneller waren als Pferde, und - für ihn - schienen sie viel leichter zu kontrollieren!

Stan verbrachte jeden Tag Stunden mit Gerald, beobachtete und redete über Motorräder.

Sobald er 16 Jahre alt geworden war, kaufte Stan seine erste Harley Davidson - ein 1938 Knucklehead.

Seine erste Fahrt ...

Als Stan das erste Mal den Knucklehead ritt, versuchte er, seine Brüder einzuholen, ergriff zu viel Gas und fuhr gegen die Bordsteinkante und stürzte am Eingang eines Lebensmittelladens.

So wie er es erzählte, klopfte er sich selbst "irgendwie doof".

Von diesem ersten Tag an war Stan - trotz seines verletzten Körpers - und seines Ego - an Harleys - und später - an Indian's hängen geblieben.

Leider konnte er wegen der Kriegsrationierung - zu der auch Motorradteile gehörten - den Knucklehead nicht länger als drei Monate reparieren.

Unnötig zu sagen, dass er nicht glücklich war und seiner Harley auf der Straße sehr ungeduldig gegenüberstand.

Sobald es repariert war, und für die nächsten 60 Jahre, war Stan nie wieder ohne eine Harley Davidson.

Nachdem er den Knucklehead zurück auf die Straße gebracht hatte, begann er, in der flachen Spur zu konkurrieren.

Er gewann Rennen vor seinem 18th Geburtstag.

… Eine Besessenheit…

Eventually motorcycles would become an obsession for Stan. By the end of the 1940′s, he was building his own engines and testing them at every flat track, hill climb, time-trials, drag strip and dry lake in the western United States. Every weekend Stan trailered his bikes behind his car and headed for ‘Speed’ USA, wherever that happened to be.

In 1950 zog Stan nach Vallejo, Kalifornien, und machte sich ernsthaft Gedanken über den Bau von Fahrrädern. Sein erster Stall war der 1938 Knucklehead - modifiziert für die trockenen Seen

Ein 1938 Indian Scout für flache Strecken

und ein 1937 Scout für Drag-Strips.

He started in a garage behind his house on Rice Street (later renamed Dishong St) and began building history with his bare hands. The buzz spread. Soon, people came from everywhere to see what Stan was up to next.

200+

Trophäen gewonnen

155 mph

auf dem "Salz"

33

Seltene klassische amerikanische Motorräder restauriert

16 Jahre alt

als er sein erstes Motorrad kaufte

Datensätze einstellen ... Auf dem Salz

It was while Stan was running the Knucklehead at Rosamond – in 1950 – that he met Bus Schaller, who was testing and adjusting the Harley that Joe Petrali had set the world record on in 1938. Bus was representing the Harley factory, where the Petrali engine had been replaced with a special 80 cubic inch racing model, and was at Rosamond to prepare to make a run for the record later that year at the Bonneville Salt Flats. The record at that time was 150 mph – set by Rollie Free (famous for stripping down to his underwear, with his legs sticking off the back of the bike, during the current record run) – and Bus believed he had the best rider he could find on the Petrali Harley at Rosamond that day.

While Stan was watching the Petrali bike running the dry lake, he hollered to a friend, “that guy’s scared… he’s shutting down in the clocks!” Bus overheard and hollered back, “you think you can do better?” and – of course – Stan said, “Hell yeah I can!”

Ohne zu zögern kam Stan auf diesen Petrali-Plattenspieler und schlug 160 mph!

Bus was no fool and hired Stan on the spot. As a result, Stan became one of the original ten riders ever invited by the Southern California Timing Association (SCTA) to participate in Speed Week at Bonneville.

1951 war das erste Jahr, in dem Motorräder von der SCTA nach Bonneville eingeladen wurden.

Stan’s first day at Bonneville – on the “salt” – was very exciting…a wrist pin failed at 150 mph, blowing the rear barrel off the motor. The engine was rebuilt overnight at the local Harley shop, with Stuart Hilborn himself flying in with replacement fuel injectors. Unlike that rider Bus had had at Rosamond, Stan was not afraid – he was back out on the salt the next day. He went on to have runs of 129, 134, 147 and 155 mph (not as fast as Rosamond – which was at sea level) and, because his last two runs averaged 151 mph – Stan beat Rollie Free’s record – and kept his clothes on while he did it!!

80 ci Harley - Stan_@_Bonneville_on_Petrali's_record_setting_Harley.__SCTA_Timing_plaque_for_fastest_run_-_155.__WR_at_time_was_150.

Stan auf der 80 ci Harley, spezieller Rennmotor der Harley Fabrik speziell für Bonneville. Southern California Timing Association Plakette dokumentiert Stans 155 MPH-Lauf.

Der unbesiegte Indianer ...

After Bonneville, Stan’s reputation as an engine builder continued to grow. People started lining up to see what he was doing to make his bikes so fast.

Stan zog so viel Aufmerksamkeit auf sich, dass er sich bald öffnete Stan’s Cycle Shop – starting off in the garage behind his house in Vallejo, California, and later – as demand for his expertise grew – he built a new building to house his hotbed of innovation. He also sold BSA motorcycles – because he was not able to get a Harley dealership.

Stan's Cycle Shop eröffnete seinen neuen Standort in 1966, bis dahin hatte Stan sein Geschäft aus seiner Garage gelaufen.

Die Zeit nach Bonneville war der Beginn von Stans zwei Jahrzehnte währender Herrschaft als Meisterinnovator, der sich auf den Bau der schnellsten Zweiradmaschinen an der Westküste konzentrierte.

Während des ersten Jahrzehnts verwandelte Stan einen 1950-Indianer Scout in einen 62-Kubikzoll-Dragster, der auf den ersten Drag-Strips lief, von denen viele aus verlassenen WWII-Flugfeldern umgebaut wurden.

Stan wurde auf dem Scout, der 108 - 118 mph lief, nie besiegt ... das war zu einer Zeit, als die Harley und Vincent des Tages 95 - 98 mph betrieben.

Demonstrating his genius for innovation after innovation, Stan had a strip of live rubber vulcanized onto a bald tire, creating the first ‘slick’ ever used on a motorcycle. He first went to Goodyear, Firestone and Dunlap – they all refused to manufacture a tire with no tread. No tire manufacturer would do it, until Stan found Pope Tire in Tulare, California. They agreed to build the slick he was asking for, but also told him he would probably kill himself using a tire with no tread on it. Stan, unafraid once again, mounted his invention onto the back of his Indian dragster and, not only did he not kill himself, he immediately became the talk of the West Coast drag circuit.

Weekend after weekend, no one could defeat the Scout. In addition to the slick, Stan added a water atomizer at the intake of his dual carburetors and then designed and installed foot pedals on the rear axle that simultaneously actuated the clutch and shifted hands-free. The culmination of his innovations was recorded in July 1954 – when Stan and his legendary Scout won the National Championship at Winters Dragstrip in California.

1937 Indian Scout Späte Dragster - Tank @ Winters Dragster in 1954 - gewann National Championship

The Scout, which had been named, “The Burp” since he first built it, ran until 1958 and was never defeated. Stan often told the story of watching riders pack up and leave as he was unloading the Scout – it was that intimidating.

Der Hog - Stans größte Schöpfung

As intimidating as the Scout was, Stan brought out his most famous creation during his second decade of drag strip domination – and cemented his reputation as the ‘HOG Legend.’ Stan’s new creation was named the ‘HOG’ – a 96 cubic inch monster dragster with barrels, flywheels and heads he cast and machined himself. He machined the barrels out of a material known as Nitralloy – a super hard alloy invented during WWII. Remembering the wrist pin failure at Bonneville, he fabricated the cylinders from Nitralloy to ensure what happened there would never happen again… and it never did. Not only were the cylinders indestructible, they were impressive to look at – as you can see in the photographs on this site.

In 1958, Stan piloted the HOG to the West Coast Championship at Vacaville which, by the way, was the first dedicated drag strip built in the western United States. The later version of the HOG boasted the first 1/4-speed overhead cams ever used on a motorcycle, culminating in Top Eliminator honors in 1965 – including a run where Stan set the Lion’s Drag Strip, located in Los Angeles California, quarter and half-mile records of 127 and 147 mph – only 3 mph short of the world record, which was 150 mph at the time.

Die Chopper-Revolution

In the late 60′s, Stan shifted his attention from racing to manufacturing, putting himself right-smack in the middle of the Chopper Revolution. He expanded Stan’s Cycle Shop to include Dishong Manufacturing and attracted the attention of the motorcycling world to Vallejo.

Stan's Cycle Shop mit Dishong Manf Erweiterung

Stan stellte eine breite Palette an Sonderteilen her, einschließlich verlängerter Vorderteile, von denen das berühmteste seine verlängerten Springer-Vorderenden waren. Sein Manufacturing-Slogan "Dishong, auf Französisch bedeutet Qualität" war nie wahrer als mit seinen erweiterten Frontends - diese glänzenden, schlanken und sauber gestalteten Kreationen waren wirklich verchromte Kunstwerke.

Während der 70 und 80 war Stan weiterhin "die Quelle" für unmöglich zu findende Harley- und Indianer-Teile und hielt seine Hand im Rennen, indem er Speedway-Fahrer sponserte. Sogar Burt Munroe (der schnellste Indianer der Welt) besuchte Vallejo und suchte nach indischen Handreichungen.

Während dieser Zeit suchte und sammelte Stan immer wieder alte "Korbhüllen" - jetzt, statt jedes Wochenende zu fahren, war er jedes Wochenende beim Motorradtausch und füllte sieben Schuppen mit den Stücken einiger sehr seltener Motorräder.

In 1988, Stan and his wife, Jackie, closed up the shop and retired to Port Orford, Oregon. Stan held his own Swap Meet’ to liquidate much of what he’d accumulated in his sheds. He kept the best of what he’d gathered, shipped it to Oregon and spent the next 15 years rebuilding and restoring 33 of the rarest and most unique motorcycles in America.

Ein Vermächtnis aufbauen

Stan transformed those boxes and sheds filled with antique and rusted parts into gleaming, show-room quality restorations. After 15 years of building and grooming and polishing these antique motorcycles, Stan focused his energy into putting his beloved antique restorations on display for America to enjoy, including a 1903 Indian (for many years the oldest Indian in existence – until a 1902 was found), an 1896 Marks (with engine serial #1), a 1934 Crocker Speedway racer (#16 of only 32 manufactured), a 1914 Indian 8-valve board-track racer, a 1929 Harley DL (owned by Steve McQueen) and many others, including Stan’s ‘HOG’ and Indian Scout ‘The Burp’ dragsters.

Reiter außerhalb von Stans Museum


Linke Seite des Museumsinnenraums mit dem HOG, dem 1937 Scout Dragster und dem 1938 Scout Flat Tracker.


Mittelteil des Museumsinnenraumes, mit 1911 Pope (weiß), 1903 Indianer (blau) und Bordwand-Wandbild deutlich sichtbar

In 2006, Stan closed the museum and sold his collection to an auction house so he could move to Idaho with his daughter and grandchildren. Unfortunately, and unknown to him at the time, he already had prostate cancer. By the time the doctors discovered it, it had spread throughout his body. Stan passed away, surrounded by family, in January, 2008. Before Stan passed away he knew that my sister and I had submitted him for induction into the American Motorcycle Association Hall of fame. Sadly, he also knew that his nomination had not been accepted. It is a primary goal of us at Hog Legend to resubmit Stan to the AMA Hall of Fame for a posthumous induction.

Stan was a simple and generous soul. He loved everything about American motorcycling and worked his entire life to share that love with many, many others. For his entire life, Stan thought about motorcycles – constantly. He acted on those thoughts. His actions benefitted the entire American Motorcycling community.

We, at Hog Legend, believe Stan would have wanted us to build a community where we could all continue to share the love of motorcycles. We believe his contributions are worthy of his induction into the American Motorcycle Association Hall of Fame and a focus of this web site is to achieve that goal. We hope you agree and we thank you for helping us get Stan inducted into the Hall of Fame!

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