Analysis of information sources in references of the Wikipedia article "Berliner Motor Corporation" in English language version.
Joe Berliner (or so the story goes) persuaded Bob Blair of ZDS Motors to combine the G15 power train with the lightweight G85CS chassis to produce the final, and most sought-after hybrid - the Norton P11/P11A/Ranger 750 series. As Joe Berliner was by far and away the biggest customer for AMC machinery, the factory lost little time in accommodating his demand for factory-built machines to this specification, and the Norton (or Matchless, according to one sales brochure) P11 was made available for export for 1967 and the early part of '68.
With their father, the pair operated a small store in Budapest that sold radios, sewing machines, bicycles, and Zundapp motorcycles. At the end of the war there was no question of returning to Budapest and the business. Their father had been an officer in the Austro-Hungarian army during World War I, and a fervent anti-Communist. With the Soviet Union in control of Hungary following World War II, says Michael Berliner, now retired in New Jersey, 'We couldn't stay in Hungary.'
The US distributor Berliner had traditionally influenced the direction of Ducati's production line-up. It was instrumental in the creation of the Apollo, the fan-cooled two-strokes, and the Ducati 450 R/T, and as such, was indirectly responsible for the dire financial crisis Ducati was faced with at the end of the 1960.
The first 85, the N, appeared late in 1958, a strange mishmash from the Ducati parts bins -- frame from the 125 TV, forks from a 98 S, and an engine based on the three-speed 65 unit! Hardly a potion to set the motorcycling scene alight. the 85 T came in 1959 and this had a new tank (similar to the early Monza 250) and larger 130mm headlight. [...] The Bronco was the final model. It first appeared in 1960 expressly for the north American Market. It was basically an 85T, but with four speeds, dual-seat, and high, wide bars.
In 1961 the 250cc version of the Scrambler fulfilled the dream of Ducati lovers across the Atlantic, thanks to its importer Joe Berliner; this was even before it was marketed in Europe, where it arrived later among the symbols of the American dream. "In the 1965s-'60s Joe Berliner was far and away the best of Ducati's customers," states Livio Lodi, "and so he had the power to influence the firms policies. He encouraged the project of an all-purpose bike that would appeal to young people but also revive the youth of the not-so-young. Remember that in those years in Europe and above all in Italy, the utilitarie like the new Fiat 500 penalized sales of motorbikes with medium-large engines. Berliner knew that in the states cars would never affect motorcycles sales, the two market segments were nurtured by completely different dreams..." Page 102: "But while Ducati owed the Scrambler to the insistence of Joe Berliner, the firm's American importer, the Monster was the fruit of the intuition of Miguel ..."
...following requests from the go-ahead Berliner brothers in America, a 750 cc twin named Atlas was shown for the first time at Earls Court late in 1962, just before Nortons moved.
Soon after joining Moto Guzzi, Tonti set about developing the V7. At the time the United States was the largest market for the model but Berliner, the US importer, wanted a larger capacity motorcycle. The V7 proved too slow in police acceleration tests, and Berliner needed a faster machine to secure the big police contracts. Guzzi responded by sending two tuned 750s to the US, specifically for police speed trials, and quickened development of the 750.
As the high compression, big valve, 850cc engine couldn't satisfy US emission standards imposed on motorcycles manufactured after January 1, 1978, a specific Le Mans was created for the US for 1979. American buyers also required larger displacement engines, and the importer, Berliner, asked for a 1000cc Le Mans.
[Joseph Berliner said,] 'One Sunday in 1941, I was dragged from my home in chains and taken to a slave labor camp. During the years 1941 to 1944 I spent 14 months in this camp, on and off.' Then came the occupation by units of the German Army.
Even as Ducati struggled to increase production of road bikes, it expanded its dealer network through Europe and as far afield as Australia, Asia, and Europe. In the United States, however, Ducati remained largely unknown. That was soon to change [in 1958], thanks to a pair of enterprising brothers who didn't know a lot about motorcycles, but who knew a great deal about how to sell them-- so much so that they helped shape Ducati's product for decades.
The Berliner Motor Corp., following their successful appointment as sole distributor of Norton motorcycles for the 25 Easter states plus Colorado, Kansas and Washington last year, have now been appointed Norton's sole distributor for the entire United States.
Guzzi gratification -- Benelli/Moto Guzzi North America, a division of Maserati Automobiles Inc., will now import and distribute Moto Guzzi motorcycles and replacement parts. A result of the changeover from Berliner Motors of New Jersey, according to George Garbutt, president of Maserati, is an expanded motorcycle parts inventory and, possibly, a larger dealer network.
1969 saw the introduction of the V7 Special, which would use the larger 757cc (83 x 70 mm) version of the 90 degree V-twin. In the North American market the Special sold under the Ambassador label. where Guzzi imports were handled by the Premier Motor Corporation (part of the Berliner Group)
In 1963 Joe Berliner, the only official Ducati importer in the United States since 1958, and a man endowed with great decision-making power in Borgo Panigale, decided to begin the construction of a new 1200 cc motorcycle, initially conceived as a potential competitor to Harley-Davidson (which was used in those days by American police) and later as a motorcycle to present to customers across the ocean.
In 1963, the Berliner brothers (Ducati importers in America), gave Ducati a really ambitious mission: to create a rival to the Harley-Davidson. Probably this bike, whose technical specifications were almost freakish for the time (and would still be so today), was thought of as an alternative for police departments around the U.S.: the idea of this quantity of orders drove American importers wild.
Berliner had great vision. It was due to him that Ducati began production of the 250 Scrambler in 1964.
The Berliner Brothers, who took on the US Ducati franchise in the late 1950s, brought an american-style flair to the company. The Berliner corporation, because of the brothers' forceful personalities, began playing an increasingly important role in the direction the bologna company would take.Though this ultimately ended up having disastrous consequences for all concerned, in the short run it secured for Ducati a much larger slice of the U.S. market than they would otherwise have had.
Few motorcycles ever built have enjoyed as mythical a reputation as the Ducati Apollo, a failed Italian attempt at a Harley-style cruiser for the American market. [...] Joe Berliner was convinced of the potential of the U.S. police market, especially since U.S. anti-trust legislation required police departments consider bikes other than Harley-Davidsons. Official police department specifications were increasingly standardized across the U.S., favoring the large-capacity Harleys. [...] the brothers' only stipulation was that the bike have an engine bigger than anything in Harley's range.
Nov 4, 1959 - The one - story industrial building containing 20000 square feet of floor space at Plant Road and Railroad Avenue, Hasbrouck Heights, NJ, has been purchased by the Berliner Motor Corporation, formerly of New York.
In 1963 Joe Berliner, the only official Ducati importer in the United States since 1958, and a man endowed with great decision-making power in Borgo Panigale, decided to begin the construction of a new 1200 cc motorcycle, initially conceived as a potential competitor to Harley-Davidson (which was used in those days by American police) and later as a motorcycle to present to customers across the ocean.
In 1963, the Berliner brothers (Ducati importers in America), gave Ducati a really ambitious mission: to create a rival to the Harley-Davidson. Probably this bike, whose technical specifications were almost freakish for the time (and would still be so today), was thought of as an alternative for police departments around the U.S.: the idea of this quantity of orders drove American importers wild.
Berliner had great vision. It was due to him that Ducati began production of the 250 Scrambler in 1964.
Joe Berliner (or so the story goes) persuaded Bob Blair of ZDS Motors to combine the G15 power train with the lightweight G85CS chassis to produce the final, and most sought-after hybrid - the Norton P11/P11A/Ranger 750 series. As Joe Berliner was by far and away the biggest customer for AMC machinery, the factory lost little time in accommodating his demand for factory-built machines to this specification, and the Norton (or Matchless, according to one sales brochure) P11 was made available for export for 1967 and the early part of '68.
The Berliner Brothers, who took on the US Ducati franchise in the late 1950s, brought an american-style flair to the company. The Berliner corporation, because of the brothers' forceful personalities, began playing an increasingly important role in the direction the bologna company would take.Though this ultimately ended up having disastrous consequences for all concerned, in the short run it secured for Ducati a much larger slice of the U.S. market than they would otherwise have had.
In 1961 the 250cc version of the Scrambler fulfilled the dream of Ducati lovers across the Atlantic, thanks to its importer Joe Berliner; this was even before it was marketed in Europe, where it arrived later among the symbols of the American dream. "In the 1965s-'60s Joe Berliner was far and away the best of Ducati's customers," states Livio Lodi, "and so he had the power to influence the firms policies. He encouraged the project of an all-purpose bike that would appeal to young people but also revive the youth of the not-so-young. Remember that in those years in Europe and above all in Italy, the utilitarie like the new Fiat 500 penalized sales of motorbikes with medium-large engines. Berliner knew that in the states cars would never affect motorcycles sales, the two market segments were nurtured by completely different dreams..." Page 102: "But while Ducati owed the Scrambler to the insistence of Joe Berliner, the firm's American importer, the Monster was the fruit of the intuition of Miguel ..."
[Joseph Berliner said,] 'One Sunday in 1941, I was dragged from my home in chains and taken to a slave labor camp. During the years 1941 to 1944 I spent 14 months in this camp, on and off.' Then came the occupation by units of the German Army.
The Berliner Motor Corp., following their successful appointment as sole distributor of Norton motorcycles for the 25 Easter states plus Colorado, Kansas and Washington last year, have now been appointed Norton's sole distributor for the entire United States.
Guzzi gratification -- Benelli/Moto Guzzi North America, a division of Maserati Automobiles Inc., will now import and distribute Moto Guzzi motorcycles and replacement parts. A result of the changeover from Berliner Motors of New Jersey, according to George Garbutt, president of Maserati, is an expanded motorcycle parts inventory and, possibly, a larger dealer network.
