Whizzer engines put the metal to the pedal
As a fifth-grade student, Ray Spangler's interest in Whizzers was sparked. The Whizzer-built engines, most notably during the 1940s and 1950s, that could be bolted onto bicycles.
In a roundabout way, the Schaumburg resident and longtime teacher had been around Whizzers for 27 years.
“I taught my classes about mechanics,” Spangler said. “In the late 1960s, my brother gave me a Whizzer engine. I used it in the classroom to show the kids the parts of an engine.”
In 1990, one of his students recognized this peculiar power plant and told Spangler his uncle restored them. He passed along the relative's contact information and Spangler arranged a meeting.
“He was going to pick up some new projects and invited me to tag along,” Spangler said. Spangler ended up buying his first motorized bicycle, a green 1950 example.
From there, his two-wheeled love blossomed and today he has amassed a collection of more than 50 motorbikes. While numerous companies made engines for bicycles, Spangler prefers the Whizzer brand, which encompasses 37 of his fleet.
A Los Angles-based airplane-parts manufacturer created the first Whizzer engine in August 1939. With a relatively simple installation process, it could be mounted into any ordinary balloon-tired bicycle. “The most common ones used were Schwinns,” Spangler said. “They were built stronger and were quite durable.”
While bike stores offered to complete the transformations, many conversions were done at home. “Some of the old advertising states it could be done with dad's workshop tools. Many kids did it themselves.”
Upon the close of World War II, the company moved to Pontiac, Michigan, to be closer to the numerous auto factories that were booming with the pent-up demand for motorized machines. Increased competition led to faltering sales in the earlier 1950s and in 1964, the company closed its doors.
It's estimated that 1 million Whizzer engines were made, but only about 3,000 still exist today. One of the reasons for their postwar popularity was the existence of a wide “dealer” network.
“The kit cost roughly $100,” Spangler said. “It could be mailed away for or found at bicycle stores, hardware stores and department stores.”
The standard kit came with such things as a nearly 2-horsepower engine, three-quarter gallon fuel tank and a more stable bike stand to accommodate the added 28 pounds. Motorbike riders averaged 120 miles per gallon and top speed was around 35 mph.
For those times when fuel wasn't available, the rider could release the clutch and the bicycle could be pedalled as normal. Whizzer owners were also treated the availability of unique and custom accessories. They had their choice of such things as rear racks, wider seats, rear saddlebags, windscreens, headlights and generators and even specialized fender ornaments.
Spangler's restored bikes have garnered awards but his favorite honor was having one be accepted into the Smithsonian national museum collection in Washington, D.C.
Accolades are great but his ultimate joy is riding. During the summer he takes frequent trips, sometimes even graveling 30 to 40 miles a day.
“The advertising always said, 'Ride one and you'll buy one.' It's so true,” Spangler said. “It's like being on a bicycle but always going downhill.”
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