Rebuilding Your Indian – How to Identify your Rods
by Gary Stark
When you start the rebuilding your powerplant, one of the first things you will want to look at will be your rods. Many people wonder what type, and how strong the rods are in their motor. First of all, let it be said that all Indian rods are strong and not prone to breakage. Indian had four basic sets of rods. Pre 1940, 1941-45 Military, 1946-1948, and finally 80ci rods. Before using any original rods, be sure to check for straightness and it is a good idea to have them magnafluxed to check for hidden cracks. If you are building an 80+ci motor we recommend the 41-45 rods. If you are building a stock 74ci motor, the original rods that came with your powerplant should be sufficient as long as you have checked them thoroughly. Carefully look at the photos and you should be able to identify your rods:
Pre 1940 – Indians 3rd strongest rod. Characteristics: Wrist pin reinforcement, thin lower race section.
1946-48: Indian’s weakest rod. Characteristics: No wrist pin reinforcement, thin lower race section.
1946-1948
1946-1948
1946-1948
80ci rods: 2nd strongest rod. Characteristics: No wrist pin reinforcement, thick lower race section.
1950-1953
1950-1953
1950-1953
If you have any questions on your rods please give us a call. If you have any hesitation on using your rods. Starklite Cycle manufactures some of the strongest rods available to use in your restoration.
You may also be interested in our tech article – How to install Indian Rod Races. Please be sure to look it up!
During this pandemic times, if you will be traveling and passing through San Francisco International. Stop by and visit the exhibition on Motorcycling
At a time when many flight restrictions are still in force, an exhibition in the airport’s International Terminal explores the history and the wonders of another mode of transport, motorcycling.
USA. An exhibition exploring the history and development of motorcycling has opened at San Francisco International Airport (SFO).
The SFO Museum exhibition, in the International Terminal Departures, started on 11 February and will run through 19 September 2021.
According to exhibition organisers, early American motorcycles “reflect a bygone era of mechanical innovation and bold industrial design”. They are prized by collectors around the world and displayed on vintage rides, endurance runs, and at special events.
The exhibition presents fourteen ‘exceptional’ examples made prior to 1916, along with a collection of rare engines and photographs from the pioneering era of motorcycling.
It follows the development of the motorcycle – “one of the earliest and most exciting applications of another new invention, the gasoline-powered internal combustion engine” – from the 1890s until 1915. The exhibition highlights the progress of motorcycle technology during that period and the evolvement of riding “from a novelty, to a hobby, sport and a reliable source of transportation”.
Augusta and Adeline Van Buren on Indian motorcycles in Tijuana, Mexico 1916 [Courtesy of Bob and Rhonda Van Buren and Cris Sommer Simmons, The American Motorcycle Girls]
Charles Henshaw and Oscar Hedstrom on a Hedstrom Motor-Pacer [Courtesy of Lyman & Merrie Wood Museum of Springfield History]
As the presentation points out, “motorcycling in the early twentieth century was always an adventure”.
“Road conditions were generally poor and hitting a pothole or other hazard on a motorcycle supported by a primitive, stiffly sprung suspension could easily throw a rider off the bike”.
It also underlines the need for “athletic ability” to start and ride these machines and that motorcyclists had to be mechanically minded to keep them in working condition.
The Flying Merkel twin-cylinder racer dates from 1912 [Courtesy of Dave Scoffone]
The 1914 Jefferson twin-cylinder racer (left) and the 1910 Harley-Davidson Model 6 both feature in the exhibition [ Courtesy of Dave Scoffone]
The SFO Museum, a division of San Francisco International Airport, is a multifaceted programme with rotating exhibitions on a wide variety of subjects and interactive play areas featured throughout the terminals.
Its mission is to “delight, engage, and inspire a global audience”; to collect, preserve, interpret and share the history of commercial aviation, and to enrich the public experience at San Francisco International Airport.
SOME FOLKS collect stamps, some go for photography in a big
way, others spend all their spare time on the golf course-but my hobby is
motorcycling. If I live to be a hundred I will never forget the thrill I had
when, at the age of 16, I took delivery of my first brand new motorcycle. It
was a Cleveland Lightweight, and it was so beautiful that I could hardly
believe it was really mine.
It had fenders and frame finished in lustrous black enamel,
gasoline tank and toolbox painted in gleaming blue, and the wheels were
painted cream color! It had a small, single cylinder engine, 2 speeds, and a
long lever beside the tank, to operate the clutch. The gold letters on the tank
spelled out the name “Cleveland,” and I thought they, too, were
beautiful. But that was as far as I saw.
My view, at 16 years of age, was limited to what I could see
in the gleaming new motorcycle. Little did I realize that you cannot judge a
motorcycle from its looks alone. Little did I dream of the vast amount of
engineering and testing work which must be done at the factory before a new
model is placed on the market.
In the years since that day when the new Cleveland dazzled
me with its three-color paint job, I have owned many, many motorcycles of all
sizes, makes and types, Some have been good, others excellent, and still others
not so good. Why were some better than others? The answer is in the painstaking
care put into engineering and testing-before the models were ever placed on
the market.
WE ARE TAKEN BEHIND THE SCENES ON THE 4th of July, this
year, I was privileged to see, and ride, the new Indian Arrow, the single
cylinder overhead valve, four-speed lightweight which is now being bought by
riders all over the country, as fast as Indian can turn them off the production
line of the new Indian factory. More than that I was privileged to have a full
hour’s talk with G. Briggs Weaver, the designer of the Arrow, and William
Bandlow, one of the testers who has pounded the new Arrow over thousands of
miles of road tests.
In that interview my eyes were opened to many interesting
facts which I had not realized-and which I know will be of intense interest to
all motorcycle enthusiasts. Here, you may read some of my questions and Mr.
Weaver’s answers.
As you read the answers, keep in mind that Mr.. Weaver is
probably the smartest motorcycle designer in the world today. He is a former Indianapolis
Racing Car designer, was the creator of the Indian Sport Scout which has blazed
such a trail of victories in major competitive events over the past 10 years,
designer of the Indian Shaft Drive Military motorcycle, and more recently
designer of the new Indian Scout Vertical twin.
AT LAST WE LEARN HOW A NEW MOTORCYCLE IS BORN
SITTING in Mr. Weaver’s study, facing him and Bill Bandlow,
a test rider, we asked
Q: “How long ago was design work started on this new
Indian Arrow which is now sitting out here in the yard ready for me to
ride?”
ANS: “We started on it four years ago, after the
Management and Sales Department outlined what was wanted. We have worked four
years to perfect it-to make absolutely certain, by all known engineering and
testing means-that it is by far the best and most serviceable lightweight
motorcycle that has ever been produced.
“We know that some motorcycle designs have been produced
and released to the public in as little time as a year or two, but we at
Indian do not believe in that “rush it through” policy. Time,
testing, more engineering, more testing, and consistent, painstaking follow
through is the only policy upon which we work. It has to be right in all
respects before we O. K. it for production.”
Q: “What was the basic idea … what did you set out
to design in the new Arrow Single?”
ANS: “We set out to produce a lightweight motorcycle
that would weigh not over 250 lbs.-would be capable of 60 miles per hour top
speed, have excellent acceleration, and be extremely durable-able to average
road speeds on a trip as good as other road traffic, including larger
motorcycles and cars. In short-a lightweight that was tough in ability to take
punishment of sustained high speeds-not a `featherweight’ for short trips-but a
real serviceable lightweight motorcycle.”
Q: “Do you feel that you have achieved it?”
ANS: “We know that we have.”
Q: “How can you be sure?”
ANS: “Our extensive program of testing, year after year
under my close personal observation, each day over those years, has enabled us
to eliminate, one after another any minor points which could give trouble,
until we have a very sound, reliable motorcycle, which our young, strong, test
riders are unable to break down, even when they deliberately set out to
“ride it to destruction.”
Q: “How
was the road test program conducted?”
ANS: “Well, our 75,000 miles of road testing on this
new design were conducted in two stages. We started by designing and
constructing two pilot models. These were put on the road three years ago, and
sent out on the road in the hands of testers who were ordered to report every 6
or 8 hours, on general handling, characteristics, riding qualities, arrangement
of controls, operation of clutch, gearbox, brakes, and all other details in the
motorcycle.
“Each item was carefully watched, findings noted, and
careful records made. Occasional modifications were made. Each small
improvement made the motorcycle better, and prepared it for the day we would
start the second stage of road testing.”
Q: “What was the second stage of road testing ?”
ANS: “I will
let Bill Bandlow, who did a great deal of that road testing, answer that
one.”
BILL, who has been a motorcycle rider for fifteen years, and
who was a Flight Instructor in Texas for three years during the war, grinned
and said, “When the day came that the models were ready for the acid test,
my boss, Clarence Bergsma, head of the Testing Department, told us to take
those motorcycles out, pile up the mileage, day after day, seek out the worst
roads we could find-pound the daylights out of ’em-in fact, beat ’em up. We
did, for weeks on end. Most of us on the testing end had been riding big Chiefs
and Sport Scouts, and we had our eyes opened to what a lightweight motorcycle
really can do.
“We were told to ride these models just as fast as we
could hour after hour, and that is what we did. We soon, changed our
ideas-found this new lightweight could maintain almost as high road speeds as
even a big Chief with an engine several times as big! Now I don’t mean it’s as
fast on the straightaway-but because of its lighter weight and ability to
hold the road-it can make wonderful time on the curved and winding roads. I
think Mr. Weaver can give you an example of what I mean.”
“Yes,” said Mr. Weaver, “we had a good
example a few weeks ago. A young man left Springfield on the Arrow, headed for
the Laconia Races. He made the 160
miles in 31/2 hours over exceedingly twisting, tortuous roads, at average
speed of close to 45 miles per hour-and you wouldn’t make that trip in a car in
any better time than that.”
“Yes,” cut in Bandlow, the tester “-and you
probably wouldn’t make it any faster on a big `61′ or `74’you wouldn’t go `boiling’
into those winding roads on a big, heavy machine, as fast as you could on the
Arrow, because of the ease of handling on the turns.”
Q: “Mr. Weaver, tell me of a specific instance of a
high speed test with the new model.”
ANS: “First of all-our own testers have never been
able to break one up-over thousands of miles of speed. We took one of the new
models to a place where there is no speed limit-the famous Harrisburg
Turnpike, the super speed highway that runs across Pennsylvania. We put a tester
on it-told him to turn it on-full speed, and hold it on full throttle for the
entire 156 mile run, up long hills and down long hills-a supreme test of any
engine. Only in the tunnels did he ease off on the throttle. The new model took
the full throttle beating for the 156 miles without a murmur. There wasn’t
even an oil leak showing, and she idled like a kitten after 156 miles on wide
open throttle!”
Q: “After you were satisfied with the pilot models,
what was the next step?”
ANS: “The pilot models were now put aside, and we built
several prototypes of production models, that is, we incorporated all the
improvements the pilot models had shown necessary. These models were
duplicates of the motorcycles later to be put into production. We now started
all over again with the heavy road testing program-told the testers to take the
prototype models out and beat ’em up -and this continued for months, until we
were satisfied the models to be put into production were perfect.”
Q: “Now, gentlemen, how do you account for this extreme
durability from a motorcycle of only performance inches piston displacement,
and weighing only 250 pounds?”
ANS: “From a durability angle we put only the best of
materials and most modern design into the new Arrow-and that goes for the new
Vertical Twin Scout as well. For instance the cylinder is of iron, with
aluminum alloy finning cast onto the process developed during the war for air
cooled engines. A very high percentage of the working parts throughout the
whole motorcycle are of highest grade alloy steels-parts which in most
motorcycles would be made of less expensive material. We further added strength
and saved weight by using die castings wherever possible. We have spared no expense in design, testing, or in tooling,
to make the new models extremely durable and reliable no matter how the rider
flogs the machine.”
Then Bill Bandlow added, in typical tester’s jargon,
“Ted, you can take this Arrow out on the road, crack the whip, dig in the
spurs, tuck in your elbows-and roll ‘er up to maximum “revs” for
hours at a time and you can’t hurt it.”
MR. WEAVER then continued: “To get excellent
acceleration and a good turn of high speed, we have both an engine and
transmission that reduce friction to the lowest possible degree. The whole
mechanism runs free and easily, largely on ball or roller bearings. Proper lubrication
of each bearing has been most carefully worked out. For instance, the
connecting rod lower end bearing receives fresh oil under 50 pounds pressure
from the instant the engine is started.
“Having thus reduced friction to a minimum, the power
output can be utilized for the acceleration and speed the rider wants, rather
than in overcoming the friction that is found in less carefully engineered
motorcycles. That is a long story-and there is a great deal in it. More could
be told about it if we had the space.
“The engine, of 13 cubic inches piston displacement, is
of overhead valve design which gives extremely snappy performance. Clutch is
cork faced, with eight friction surfaces; the transmission has four speeds,
runs on ball and roller bearings; the wheels are on roller and ball bearings.
As a result of this expensive construction, we are positive this motorcycle
will surpass in performance anything of its size, as well as many motorcycles
having considerably more power.”
Q: “All the experienced riders who have ridden the
Arrow tell me it holds the road exceptionally well feels very steady-has no
bounce or weaving, on any road, at any speed. How did you accomplish
this?”
ANS: “I will be frank-we started by designing into the
motorcycle all the knowledge of road-holding we have gained in our many years
of racing success. While this is no racing motorcycle, it is a well known fact
that the race course has been the proving ground for outstanding automotive
developments.”
WE TRY THE ARROW ON THE ROAD AFTER thanking Mr. Weaver for
his courtesies and for a mighty interesting hour, we started out to ride this-
wonderful new motorcycle -our head filled with a new conception of the vast
amount of engineering and test work that made it possible.
The road holding is exceptionally good, and we found it hard
to believe we were on a lightweight: The engine is a sweet running mechanism
that seems to be happy in any of the four gears, even on a wide open throttle
in second or third. .
On the model we rode, vibration at any speed is positively
not there she is smooth as glass from zero to 63 miles per hour, the top speed
we hit. We like the gear ratios, which are 17 to one in low, 11.69 to one in
second, 7.4 in third and 6.12 to one in fourth.
EXCELLENT PERFORMANCE AFTER checking the speedometer with one we knew to be right on the button, we made tests in all four speeds-found these results: In low gear, 30 miles per hour. In second gear 41 miles per hour. In third 55, and in fourth, 63 miles per hour, and if we had let ‘er roll a bit farther think she would have touched 65. The new. Indian Arrow is a thoroughbred-worthy of its long line of illustrious ancestors, the product of an excellent modern engineering and test-program, covering four years. THE END
Cylinder bore refinishing is extremely important in the engine rebuild process. There are some basic rules and facts which will prevent common problems incurred when deglazing or refinishing cylinders.
CROSS HATCH ANGLES
The correct angle for cross hatch lines to intersect is approximately 45°. Too steep an angle promotes oil migration down the cylinder resulting in a thin oil film which can cause ring and cylinder scuffing. Too flat a cross hatch angle can hold excess oil which conversely causes thicker oil films which the piston rings will ride up on or hydroplane. Excessive oil consumption will result. The diagrams will illustrate cross hatch angles.
HONING METHODS
Two basic systems are used to refinish cylinder wall either rigid stones or a flexible brush. Correct cylinder finishes can be achieved with either system if used correctly. In all cases the manufacturers instructions must be followed with respect to :
Stone grit
Honing oil
Stone pressure (Automatic equipment) The vertical speed of the brush or hone in the cylinder is what causes the cross hatch angle on the surface of the cylinder wall Too slow a vertical speed causes too flat an angle while too rapid up and down motion of the hone or brush causes too steep an intersecting angle. In the case of hand honing it will be necessary for the operator to experiment to learn the proper up and down movement in relation to the rotating speed of the one to produce proper cross hatch angle.
CYLINDER ROUGHNESS
Substantial controversy exists on the correct cylinder roughness for proper seating of piston rings whether chrome moly or plain cast iron It has been our experience that the use of 220/280 grit stones and achieving proper cross hatch angle produces a finish compatible to all three types of the above rings
CYLINDER CLEANING
The single most critical factor of any cylinder refinishing job is the cleaning of that cylinder after the honing operation It can be stated pistons rings and cylinder bores will forgive slight variations in roughness cross hatch angle etc. No engine component will tolerate dirt! Honing cylinders leaves two types of “dirt” on the cylinder wall, honing stone residue and cast iron dust If not removed before the engine is reassembled the worlds finest lapping compound is waiting to destroy all the hard work of assembly the instant the engine is started. Proper cylinder cleaning consists of a thorough scrubbing of the block with hot soapy water taking care to clean the surface under the cylinder facing the crankcase Rinse with hot water dry and lightly oil to prevent rust For detailed honing questions it is wise to contact the manufacturer of your specific equipment They are experts in metal finishing and of course completely understand their own equipment In general if the foregoing practices are used excellent engine performance will result
Carburetor Model Identification & Specs for American Motorcycles
Carburetor Model Identification & Specs for American Motorcycles
————————————————————————————————————————————— This resource is under development, ALL additions and corrections WELCOME, in fact its a MUST!!. —————————————————————————————————————————————– Carbs used on competitor models are shown incase you come across one at a swap meet or auction. You can then compare nozzle, venturi, and hole sizes against the original specs for your Indian carb. This page is not (yet) intended as a rebuild or tuning resource – just serves as an identification and comparison guide. It mainly came about with me having to identify over thirty carbs in my parts pool – hopefully it will help others too. Schebler Carburetors were manufactured in Indianapolis, Indiana, patent applied by the Wheeler-Schebler Company in Oct 1902.Notes: Drill size numbers on two hole idle (Idle2) systems are annotated (fl)=flange (in)=intake, one hole idle (idel1) on the Deluxe models are plug number sizes. ScheblerModels G, H, C, AM – Carb ID numbers (ID #) are stamped on the upper body casting.
List excludes AMX 6 and AMX13 as used on some Indian racing specials. <Above Left is picture of a rare AMX12 racing carb,, Above Right, a rarer AMX13 For H Series Only: The sNozzle column is the size of number drill used for cleaning spray nozzle, TheaValve column is used for size of leather air valve disc. (see photo of operation for a Model H)
Schebler Model G
ID #
Size”
Venturi “
aValve
Idle2 (fl)
Idle2 (in)
sNozzle
Make, model,year
Flange Type: 2 point flange and clamp type (Indian)
Schebler Deluxe Models A, B, (C with and without air horn) Carb ID numbers are stamped on body casting Notes: The style of carb connection for the following carbs are all 3 point flange. Most of these have 1/4″ gas nipples, some are 3/16. Throttle discs are numbered for idle chamfer degree, be aware of this if swapping discs between carbs.
Schebler Deluxe Make,model,year
ID #
Size “
Venturi “
Idle1
Idle2 (fl)
Idle2 (in)
Air Bleed
Equiv
Excelsior 1912-25 74″ 1926, 45″ Sport
DLX-8
1¼
15/16 (DL-13)
#4
….
….
….
DLX-27
Reading Standard 1921-1925 72″
DLX-9
1¼
15/16 (DL-13)
#4
….
….
#55
Indian Scout 1920-1926 37″
DLX-10
1
3/4 (DL -33)
….
#55
#55
#52
DLX-50
Indian PowerPlus 1916-1919 61″
DLX-11
1
7/8 (DL-15)
….
#65
#50
#55
Harley Davidson 1915-24 61″
DLX-12
1
7/8 (DL-15)
….
#71
#50
#55
Excelsior 1917-25 61″ 1926-27 45″
DLX-13
1
7/8 (DL-15)
….
#71
#55
#52
DLX-27
Ace 1920-25 Four ’26?
DLX-16
1
3/4 (DL-33)
#71
#55
#55
DLX-52
Harley Davidson 1921-24 74″
DLX-20
1¼
15/16 (DL-13)
#5
….
….
#55
Indian Pplus/Chief 1920-24 72″ PPlus 1922-26 74″ Chief
DLX-21
1¼
15/16
#5
….
….
#55
DLX-14
Harley Davidson 1924-26 74″Racing
DLX-23
1¼
1 1/16 (DL-29A)
#5
….
….
#55
Indian Daytona Racing
DLX-24
1¼
1 1/16 (DL-29A)
#5
….
….
#55
Ace 1926 Four
DLX-25
1
3/4 (DL-33)
….
#71
#50
#55
DLX-52
Indian Chief 1920-1925 61″
DLX-26
1¼
7/8 (DL-15)
#5
….
….
#55
DLX-4
Excelsior 1925-28 45″
DLX-27
1
13/16 (DL-13)
….
#71
#55
#52
Indian Big Chief 1927-29 74″
DLX-36
1¼
15/16 (DL-13)
….
#55
#55
….
DLX-37
Harley Davidson 1927 74″
DLX-38
1¼
7/8 (DL-14)
….
#65
#50
….
Indian Scout 1927 45″
DLX-40
1
13/16 (DL-40)
….
#55
#50
#52
DLX-50
Excelsior 1925-28 45″ Sport
DLX-41
1¼
15/16 (DL-13)
….
#65
#50
….
Harley Davidson 1928 74″
DLX-45
1¼
7/8 (DL-14)
….
#65
#50
….
Harley Davidson 1928 74″ Police
DLX-48
1¼
1 1/16 (DL-29)
….
#65
#50
….
Indian Scout 1928 37″ Scout 1928 37″ 101
DLX-50
1
13/16 (DL-40)
….
#55
#55
#52
DLX-63
Indian 101 Scout 1928 45″
DLX-51
1
3/4 (DL-33)
….
#55
#50
#52
DLX-64
Indian Ace 1928 Four
DLX-52
1
3/4 (DL-33)
….
#71
#55
#55
Harley Davidson 1928 74″ Racing
DLX-53
1¼
1 1/16 (DL-29A)
….
#65
#50
….
Cleveland 1928 Four 61″
DLX-54
1
3/4 (DL-33)
….
#71
#58
#55
Indian 101 Scout 1929-30 37″ 101
DLX-63
1
13/16 (DL-40)
….
#55
#55
#52
DLX-50
Indian 101 Scout 1929-30 45″ 101
DLX-64
1
3/4 (DL-33)
….
#55
#55
#52
DLX-51
Indian Four 1929 Four
DLX-65
1
3/4 (DL-33)
….
Indian Four 1930-32 Four
DLX-77
1
3/4
Indian Scout Pony 1932 30.50″
DLX-78
1
3/4
….
DLX-78A?
Indian Scout, 101 1931-34 45″
DLX-79
1
7/8
Indian Chief 1930-32 74″
DLX-81
1¼
15/16
Harley Davidson?
DLX-88
….
??
Indian Four 1932-34 Four
DLX-97
1
15/16
….
??
Indian Scout Pony 1933-35 30.50″
DLX-98
1
3/4
….
??
Indian Std Scout 1933-34 45″
DLX-99
1?
15/16
….
??
Indian Chief 1933-34 74″
DLX-100
1¼
15/16
….
??
Indian MotoPlane 1933 45″
DLX-102
1¼
3/4?
….
??
Indian Std/SScout 1934-37 45″,DT
DLX-107
1¼
7/8
….
??
Indian Chief 1935-39 74″
DLX-108
1¼
15/16
….
??
Indian Scout/Chief 1935-39 ‘Y’ S/Scout 1939 74″
DLX-110
1¼
3/4?
….
??
Indian Four 1935 Four
DLX-111
1¼
7/8?
….
??
Indian Scout Pony 1936-39 30.50″Jr.
DLX-112
1
3/4
….
??
Indian Four 1938-39 Four
DLX-113
1¼
7/8
….
??
Indian ThirtyFifty 1940 30.50″
DLX-122
1
3/4
….
??
Indian Four 1940 Four
DLX-124
1¼
15/16?
….
??
Indian S/Scout 1940 +Bonneville
DLX-128
1¼
7/8
….
??
Indian Chief 1940 74″
DLX-130
1¼
15/16
….
??
Linkert 3 Bolt Pattern Only Check Victory Library for more Linkert documentation. Quick ID, All 1940 carbs bear the inscription “Langsenkamp-Linkert Carburetor Co….” 1941 and later bear the inscription “L & L Manufacturing Co…”
L&L Beck Aftermarket Replacement CarbsThese carbs were aftermarket Linkerts remanufactured by Beck. As you can see left, there was a small INDIAN stamped under or above the model number.
1939-1942 Chiefs
M6
1¼”
1931-1938 Chiefs
M6A
1¼”
1931-1938 Chiefs (Bonne)
M6B
1¼”
1939-1942 Chiefs (Bonne)
M6BA
1¼”
1943-1947 Chiefs
M6AP (strainer)
1¼”
Harley 1930-1936
M6VL
1¼”
1934-1938 Sport Scouts
M6S
1¼”
1934-1938 Sport Scouts
M6SA
1¼”
1932-1943 30.40 Jr.Scouts, All
M7 , M7SA?
1
Indian Fours, All?
M8
1
Tillotson The Tillotson Mfg Co. Toledo Ohio. <Left MS-34A
Tillotson
ID #
Indian Scout 1929-30 37″ 101 1933 Scout Pony
MS-33A
?
?
?
Indian Scout 1929-30 45″ 101
MS-34A
?
?
?
Amal British designed and built Type 6 (early) Amal Carburetors where used on some Chiefs ’52-53 (Police excluded), Vertical Scouts and Warriors from 1949 to 51 (I think!). Note the 3 bolt linkert manifold to 2 bolt amal adaptor. From the late 40’s through the early 70’s and beyond most all British, American, and European carburetors have been of similar types. Whether its an early Amal Type 6, or a Linkert, or a late Amal concentric, they all function basically the same. The major difference between American carburetors and those on British and European bikes, is that for the most part American carburetors have used a butterfly valve rather than a slide/needle to meter the air/fuel above idle.
Amal – Type 6, Model 29
ID #
Indian Arrow 1949-1950 Models 149,150
Amal 27?XX
Indian Scout 1949 Models 249, 250
Amal 275XX
Indian Warrior /Warrior TT 1950- 1951 Model ?
Amal 276ES
Indian Chief 1952-1953 Models 352 & 353
Amal 289R
Zenith At this time I have very little knowledge on the Zeniths. I believe they were used on some 36/37 fours, i.e.. the upside down fours, particularly the sports four (dual carb). please contribute if you can.
Hedstrom <under development>This is a variation (perhaps racing?) of the Hedstrom Hendee carbs as used in the early Indians
Marvel Help!
Revision History
25/02/06
added photos on AMX12, Tillotson MS34A, Marvel and Beck carbs
25/09/04
minor corrections to Std Scout and ‘Y’ Scout (Schebler Deluxe)
24/07/03
Added more M series Harley carbs (3 bolt only), plus the Beck L&L aftermarket replacement
26/01/03
More work on the Amal Carburetor
06/17/02
Finally got around to doing something on Linkerts, thanks to Victory Library for their help
10/24/01
Added Zenith info (for what its worth!
07/02/01
Draft release, Schebler carbs completed, do you have more data to offer?
07/10/01
changes to the 101 scout’s, also added Tillotsons, thanks to Erv Moller.
Indian motorcycle celebrates the Chief nameplate’s 100th anniversary with a modernized trio of new models that pay homage to the past, while embracing the future.
100 years ago in 1921, Indian Motorcycle unveiled the iconic Indian Chief, one of the Springfield firm’s most successful models, already sporting a V-twin engine at the time. Since then, the Chief remains to be a historic and influential motorcycle, both for Indian and cruisers in general.
Now, in celebration of 100 years, America’s First Motorcycle Company is unleashing three new, totally reimagined Indian Chief models. Combining iconic, American V-twin style with modern performance and technology, Indian Motorcycle is giving the new Chief series a simplistic and mechanical aesthetic that pays homage to the glory days of American motorcycling, while still integrating the latest technology.
For the Chief’s 100th birthday, Indian Motorcycle will be offering it in 3 new variants. All based these are based on timeless, simplistic steel-tube frame and powered by Indian Motorcycle’s powerful 1890cc V-twin Thunderstroke motor that produces 162 Nm of torque. The new Indian Chief Dark Horse, Indian Chief Bobber Dark Horse and Indian Super Chief Limited offer three unique takes on the classic American V-twin, each appealing to a slightly different rider.
Chief Dark Horse
The Indian Chief Dark Horse features stripped-down styling highlighted by drag handlebars, 19-inch cast wheels, mid-mount foot controls, a slim headlight bucket and a solo bobber seat. The Chief Dark Horse is offered in Black Smoke, Alumina Jade Smoke and Stealth Gray.
Chief Bobber Dark Horse
In the Chief Bobber Dark Horse, mini-ape hanger handlebars paired with forward foot controls provide a more upright and commanding riding position. This model sits on 16-inch (40.6 cm) wire wheels, adds fork and shock covers, and features a large headlight bucket wrapped in a nacelle. The Chief Bobber Dark Horse is available in Black Smoke, Titanium Smoke, and Sagebrush Smoke.
Super Chief Limited
Designed for comfort, the Super Chief Limited stands apart with a quick-release windscreen, black leather saddlebags, touring seat with passenger pad, floorboards and traditional cruiser handlebars. The Super Chief Limited features 16-inch (40.6 cm) wire wheels, large headlight bucket with nacelle, fork covers, and a full chrome exhaust that delivers a premium fit and finish. The Super Chief Limited is available in Black Metallic, Blue Slate Metallic, and Maroon Metallic.
To maintain the classic look, Indian has fitted these models with a multi-function LCD dial. It can show vital info in the classic speedometer style or be customized to show alternate views and information more pertinent to the rider. This is thanks to integrated functions like satellite navigation and several other accessible functions. These can easily be adjusted thanks to touch controls, inspired by a smart phone, on the border of the dial. Accessories Like any American cruiser motorcycle, Indian Chief riders will have access to over 70 accessories, including parts specifically designed for Chief models, as well as several existing pieces available for Scout and Thunderstroke models. Indian Motorcycle’s accessory line has been designed to enhance performance, personalized style and add rider comfort. For more info, visit www.indianmotorcycle.com. Source: Indian celebrates 100 years of the Chief with new models – Motorcycle News
An improved and modernized Indian Chief has just been announced from Springfield. The new 74-model 346-is known as “War-time Model 3 Conversion” and will be made and merchandized under War Production release.
From the August 1945 issue of Motorcyclist Magazine
The new War-time Indian, first new American motorcycle to be publicly announced, will be built as standard to replace the former 74 cu. in. model. Manufacturing is under way and it is expected that deliveries will commence within the next few months and be progressively increased during the latter part of 1945.
The new Model 346 is powered by a 42° V-twin engine of L-head design. The standard Indian unit power plant with enclosed primary chain running in a bath of oil is retained. Precision refinements such as mirror finish cylinders, diamond bored holes in piston and connecting rods and precision grinding of bearing surfaces have been incorporated, and each engine is completely block tested before assembly into the frame.
Notable features of the new Indian Chief as discussed by the Indian Motocycle Company are as follows:The new Indian dual spring front fork with hydraulic shock absorber has been thoroughly proved in the toughest military service as being unequalled in handling and road holding qualities. Action is soft and easy and the natural fork rebound is shock absorber controlled and coordinated with Indian’s sprung rear wheel for unusual stability and comfort. Construction is of heat treated steel and exceedingly strong.Rubber mounted handlebars which eliminate all road shock and vibration offer a new treat to motorcycle riders. Shock action may be set to any desired tension.
The handlebars are fully adjustable to suit individual riding position.A built-in steering damper provides for exact lateral control according to road conditions of the rider’s wishes.Full streamlined design featuring Indian’s skirted fenders make this model as modern as the next minute…and the most attractive of motorcycles.
An improved seat post with long travel springs gives smooth action over the biggest of bumps…a spring build-up principle does not permit the saddle to “bottom”.New saddle construction provides added comfort to the rider. The saddle is full cushioned with a layer of sponge rubber beneath the leather top. Protective metal side plates prevent tearing at the usual point of wear.The new wheels are lighter than previous designs. New style hubs and a simpler, stronger, direct-tension wheel spoke arrangement result in increased strength which maintains wheel trueness despite hard use.
The water shielded front wheel brake has increased lining area. Brake drum is ribbed for greater strength and the resulting air cooling increases brake lining life.The front brake plate is of polished aluminum. A new brake hand lever and new easy brake adjustment make operation and maintenance easy.Indian’s “Double Action” Spring Frame has been improved to allow greater wheel travel. Riding comfort is increased and the better road holding characteristics result in safer stopping and longer tire life.
Instruments continue to be mounted in the motorcycle tank panel. A modern speedometer face makes for easy reading even at speed. Maximum speed hand is standard equipment. Ignition switch is of new construction and of positive rotary contact design.
Indian’s frame is again the rigid double tube cradle type. The spring center stand returns automatically to the “up” position as the motorcycle is rolled forward off the stand. Safety guards are more compact yet fully effective are fitted to the frame