Tuesday, June 2, 2020

Crocker Motorcycle Company Resurrected- Quail Motorcycle Gathering

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Crocker & Indian Shared a history – Let’s read about the revival….

After nearly twelve years of hassles and legal setbacks, a brand-new Crocker Big-Twin motorcycle has emerged from a hangar in SoCal. Learn more at Cycle World now.

After nearly twelve years of hassles, legal setbacks, a change of countries, and one nasty recession, a brand-new Crocker Big-Tank motorcycle has emerged from a hangar in SoCal. Michael Schacht is at no loss for words in describing the ordeal he’s overcome to reach the point of turning a key, kicking over the 80 cubic-inch V-Twin, and hearing an engine he literally built from scratch rumble into throaty life. His first complete Crocker sits unpainted, brazed joints bright and cast iron dull, spun metal fenders covered with a zillion tiny scratches, the big aluminum tanks resplendent in their own bare-metal shine.

Schacht was a staunch Indian man a dozen years ago, and still rides a 1929 ‘101’ Scout nearly every day. His restored Indians brought him to the attention of a branding company who owned the Indian name in Canada. His machines were used for promo work and he gradually became ‘involved’ with the company, which was mostly interested in T-shirt sales at that time. When talk began of making an Indian motorcycle by re-badging a Ural, Schacht ran away. The idea of resurrecting an important American motorcycle marque stuck with him though, and while looking over two Crockers at a friend’s restoration shop, the big light went on and his destiny was set. “The Crocker name is so pure, nobody had tried to make a new one, even though several people tried to claim the name. It took some work, but I was finally able to secure the name with the intention of starting production of Crockers.”

Few people have made an entire motorcycle from scratch. Schacht admits he knew little of making castings, metallurgy or even production machining before he embarked on his dream.  “I was lucky, and hired some incredibly talented people. I moved my facilities from Canada to Southern California, so that the Crocker would be made 100% in the U.S.A. It was important to me that such a historic name was built, again, in the country it started from. This is an all-American deal.” Schacht also wasn’t an expert on Crockers, but enlisted the help of collectors who are, such as Chuck Vernon. “These guys are the keepers of the flame. They know everything about these machines and helped me tremendously to sort out exactly how the original Crocker was made.” While the new Crocker is as faithful to Al Crocker’s original machine as possible, a few of the materials have been upgraded. “Better steels are available now, stronger and lighter, and while the appearance is identical with a 1939 bike, what’s inside is better.”

The Crocker Motorcycle Company does not, Schacht insists, produce ‘replicas’ of the motorcycles last produced in 1942. “These are continuation machines, built by the legal owner of the Crocker motorcyclename.” The new engine is certainly more powerful than a standard 61-inch Crocker from the 30s, pumping out a whopping 85 horses from the 80-inch V-Twin to push the same 500 pound machine. “We’ve just finished it, and there are a few minor bugs to sort out, but basically, she’s the best sounding motorcycle I’ve ever heard, is really, really fast, and handles beautifully. That was one of my biggest surprises about the Crocker; this is a serious performance machine.”

Stay tuned to Cycle World for additional information about production plans for these machines and a potential modern “retro-bike” in the works.

Source: Crocker Motorcycle Company Resurrected- Quail Motorcycle Gathering

The Wall of Death

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Great short documentary on the Wall of Death – Riding Vintage Indian Motorcycle 101 Scouts!

If you ever get a chance to see the performance, it’s amazing, with the sites, sounds, and smells of this thrilling display!

Dottie Mattern, Seventy-Year-Old Cancer Survivor, Rides 1936 Indian Scout Coast to Coast

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Inspirational Dottie Mattern rides a 1936 Indian Scout motorcycle 4,000 miles coast to coast in her seventies after surviving cancer.

Most people in their seventies are starting to slow down. Not Dottie Mattern. She’s still picking up steam. This fall the world traveler and seasoned rider trucked her beloved 1936 Indian Scout to Daytona Beach, Fla. She did it to embark on the adventure of a lifetime.
On Sept. 5, she and 102 other entrants from all over the world departed the famous beach town to begin a two-and-a-half-week sojourn to Tacoma, Wash., on antique motorcycles. She was one of only three females entered in the run that attracted regular Joes and rock stars alike, including Pat Simmons of Doobie Brothers fame.
What prompted her to do it and what was the event that offered the challenge? The second half of that question answers the first: the challenge — which is something Dottie Mattern never shrinks from. The answer to the rest of the question is the Motorcycle Cannonball Endurance Run, which is the brainchild of Lonnie Isam Jr.

Dottie Mattern riding her 1936 Indian Scout

(Photo : Dottie Mattern Official Facebook Page)
Dottie Mattern, Rider #43, rides her 1936 Indian Scout Motorcycle on the 2014 Motorcycle Cannonball Endurance Run at the age of 70

There have been three Motorcycle Cannonball Endurance Runs since 2010. It’s held every other year in large part because it’s so difficult to coordinate, and most riders need the extra time to get their bikes together between events. The ride is as tough on the 80- to 100-year-old motorycles as it is on the riders.
After hearing about the last two runs, Dottie Mattern was determined to enter herself. She began preparing the Scout in the winter of 2013. It was rebuilt from the ground up by Dennis Craig. Craig serves on The Antique Motorcycle Foundation with her.
Although she’s been riding since she was 19, and owned the Scout for 30 years, she didn’t really start to spread her wings until she retired in her 50s. She took up tennis at 50. She went to a week-long baseball fantasy camp where she was both the oldest and most valuable player at 54. 
In 1999, at age 55, Dottie decided she wanted to become a ball “kid” for the U.S. Tennis Association. After a five-week tryout, she was accepted — along with roughly 100 children aged 12 and under. She did it for six years.
It was in September of 2001 that she’d be diagnosed with colon cancer. Like everything else in her life, she approached it with steely determination.
After beating it, Dottie became active in raising funds and awareness regarding testing. She hoped to raise $70,000 for the cause before, during and after her ride.
Her experience didn’t slow her down. Eight years ago she became a U.S. Tennis Official. In 2007, at age 63, Dottie Mattern set the East Coast Racing Association land speed record in Maxton, N.C., on a stripped down ’37 Indian Scout doing 74.1 mph.
Oh, and somewhere in between all this she found time to become a vice commander with the Coast Guard Auxillary. The moral to the story? Life can begin at any age, if you let it. Ride, Dottie, ride!
Source: Dottie Mattern, Seventy-Year-Old Cancer Survivor, Rides 1936 Indian Scout Coast to Coast On Challenging 2014 Motorcycle Cannonball Endurance Run [EXCLUSIVE] : From A to B : Design & Trend

Antique Indian Motorcycle Insurance

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Indian Motorcycles through the Years

Many people ask us, how do we insure our Vintage Motorcycles. There are several companies that specialize in Vintage Insurance. When you insure with one of these companies you pay liability on a sliding scale. ie the more vehichles the less expensive you pay for liability, and then you set your comprehensive coverage. This makes for some reasonable rates on insurance. Condon & Skelly is one of the companies that specialize in this insurance market. Check them out for a quote.

The Indian Motorcycle Company, America’s first motorcycle company, was founded in 1901 by engineer Oscar Hedstrom and bicycle racer George Hendee. Hedstrom began affixing small engines on Hendee’s bicycles, and from there, they quickly honed their craft, creating some of the best motorcycles of that era. Just one year later, the first Indian Motorcycle that featured innovative chain drives and streamlined styling was sold to the public. Then in 1903, Hedstrom set the world motorcycle speed record, traveling at 56 mph.

The Indian brand rolled out production two years before Harley-Davidson, and these motorcycles quickly became a force to be reckoned with, introducing the first V-twin engine, the first two-speed transmission, the first adjustable front suspension, the first electric lights and starter, and many more innovations. Indian was clearly dominant in the marketplace in its beginnings, consistently setting and breaking speed records.

The motorcycle wasn’t always called such. When motorcycles began to appear in the late 19th century, there was uncertainty about what to call them. Some people called them “motocycles”. In 1923 The Hendee Manufacturing Company chose to use this term, changing their name to the Indian Motocycle Company. It was in the 1930’s that “motocycles” became known as motorcycles.

Following WWII, Indian Motorcycles struggled with re-entry into the public market and Indian was forced to halt production in 1953, despite the Indian Chief being re-introduced two years prior as a mighty 80-cubic-inch model. The following decades involved a complex web of trademark rights issues that foiled numerous attempts to revive the Indian name. But in 1998, several formerly competing companies merged to become the Indian Motorcycle Company.

It wasn’t until very recently that a new era of Indian Motorcycles was born. The Indian Thunder Stroke III engine was introduced at Daytona Bike Week in March of this year, and the 2014 Indian Chief was unveiled at the Sturgis Motorcycle Rally in August. Many motorcycle enthusiasts agree though, nothing compares to the classic and antique Indian Motorcycles.

No matter what type of classic or vintage motorcycle you own, we can insure it at Condon Skelly. Your vehicle will fall into the antique category if it is completely original and at least 25 years old. We insure many different types of antique cars, trucks, and motorcycles so we’ll be able to craft the perfect policy for your vehicle. Please contact us today for more information. (866) 291-5694

 

Source: Condon Skelly | Antique Indian Motorcycles Archives – Condon Skelly

Hail to the Indian Chief Motorcycle

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This 1948 Indian Chief is one of the most important Indian motorcycles on the planet.

There’s a good chance, many years from now, that history will judge this particular red-and-white 1948 Indian Chief as one of the most important Indian motorcycles on the planet. No, it wasn’t owned by Steve McQueen or any other celebrity; it’s not a special VIN, not the only or the first or the last of anything; it certainly didn’t win any races or set any speed records either. It’s unremarkable except for one fact: This is the motorcycle that spent two years parked in the Polaris design studio, where it served as the visual inspiration and literal touchstone for the design team that reinterpreted the vintage Indian style for the modern era.

This bike isn’t a static showpiece. It’s fully operational, and Indian Product Director Gary Gray offered us the unique opportunity to ride this vintage classic side by side with the modern Chief that carries so much of its DNA in its lines and design. Gray is the person who actually located this bike for Polaris , negotiating the purchase from a Minnesota collector shortly after Polaris acquired the Indian brand in 2011. It’s a 1948 Chief with the mid-level Sportsman trim package, distinguished by the chromed crashbars, handlebar, headlight and spotlights, and “De Luxe” solo saddle. Riding this bike alongside the 2014 Chief Vintage reveals how far bikes have come in 66 years—it feels like light-years—but it’s surprising how similar the two bikes feel in certain ways. That’s a testament to the fine job Gray and company did translating the old glory to a new generation.

The first difference you notice is scale. Wheelbase and seat height are roughly similar, but the vintage bike, weighing just 550 pounds, is almost 250 pounds lighter than the modern machine. This makes the older bike easier to maneuver, especially pushing it around a parking lot, and it handles well at speed too. Sixteen-inch wheels are concealed under those deep fender skirts, and the ride is surprisingly smooth thanks to the coil-sprung, hydraulically damped girder fork and “Double Action” plunger-sprung rear frame (each shock carries two springs: a top spring for cushioning and a bottom spring for damping) that was a cut above Harley’s then-current rigid frame/sprung saddle combination.

The 74ci (1,200cc), 42-degree flathead V-twin, with roots reaching back to 1920, was already obsolete in 1948 (Harley-Davidson released its overhead-valve Panhead that same year), but with roughly 50 hp and a broad spread of torque it’s adequate for back-road cruising. Top speed is said to be near 100 mph, but it’s happier nearer the double nickel where it doesn’t feel (and sound) like it’s going to shake itself apart. Besides, the drum brakes—the front all but useless and the back not much better—can’t compete with more velocity than that.

Often copied, never equaled (until now): the original 1948 Indian Chief

The control layout is utterly unlike the modern bike. Both grips rotate. The right grip “controls” the Linkert carburetor; the left rotates the automotive-type distributor to manually retard or advance the spark for easier starting. “Controls” is in quotes because any grip input to the crude, poorly atomizing Linkert is a mere suggestion. Engine response lags behind grip input by a few seconds, and the lack of a throttle return spring and a solid throttle wire—not a cable—makes rev-matching during shifting all but impossible. Speaking of shifting, there’s no clutch lever. Instead there’s a foot clutch on the left floorboard (a rocker clutch you have to manually engage and disengage, not a spring-loaded “suicide” clutch) and a hand-shifter on the left side of the fuel tank.

Temporarily rewiring your brain to smoothly manipulate that rocker clutch with your foot and fluidly change the cantankerous, non-synchronized, three-speed gearbox with your left hand is the biggest challenge, but once you get the vintage Chief up to speed it’s a delightful back-road ride, with a perfectly upright riding position that’s more natural and less slouchy than the clamshelled hunch the newer bike demands. It’s a classic American motorcycle experience, and Gray and his team have done an excellent job of transposing this vintage vibe onto the new machine. Starting with such sound genetic material as this, though, how could they go wrong?

Source: Hail to the Indian Chief Motorcycle

Starklite Cycle Behind the Scenes Part2

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Starklite Cycle as shown on American Thunder. They interview Bob Stark about his dedication to keeping the Indian Motorcycle Brand alive for most of his life.

Can Harley vs Indian Spark a Flat Track Revival?

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In late September of last year Indian rocked the flat track racing world by hiring three of the elite riders in the championship – Brad Baker, Jared Mees and Bryan Smith. Between them that trio won the last five Grand National No. 1 Plates. It was obvious that Indian was serious about winning the 2017 title.
Not only did the team get the best riders, but Indian also scooped up arguably the two best teams in the Howerton Motorsports team, which won the championship last year with Bryan Smith on Kawasakis and Mee’s powerful squad with the machines being prepped by legendary flat track tuner Kenny Tolbert. Most pundits believed after the announcement, that the Indian squad would be practically unbeatable.
Harley-Davidson responded last month by announcing its own very strong squad with Kenny Coolbeth and Jake Johnson (both multi-time champs) and Brandon Robinson, a rising star in the series.
Another semi-shocker was that Harley announced the factory team would race the new liquid-cooled XG750R exclusively, with development being done by Vance & Hines. That was a big move by Milwaukee, especially considering the venerable Harley-Davidson XR750 has been the team’s racing machine almost exclusively for 46 years! And as long in tooth as the XR seems, it’s still probably the best overall flat track race bike on the planet, bolstered by years of refinement.
But while the move away from the old-school, air-cooled, pushrod two-valve XR750 seems a bit risky, with the advancement of the Kawasaki EX650-based machine and the apparent head-turning speed of the new Indian, the XR was being pushed well beyond the design limits and as a result the bikes were breaking at an alarming rate.
Indian brings a truly international program to the track. The engine was designed in conjunction with Swiss Auto, a company that has built both Formula One and Motorcycle Grand Prix race engines.
XR750
To give you an idea of potentially how good the new Indian FTR750 is, Joe Kopp, a 47-year-old retired rider, hopped on the bike in last year’s season finale and actually led the race early on! Not bad for a debut run. Jared Mees helped develop the FTR and he’s very enthusiastic about the prospect of racing it in 2017.
On paper it seems the battle for this year’s championship is going to be strictly between Harley and Indian, if for no other reason than the sheer talent of the two teams. That may well be, but it also seems to be a window of opportunity for other squads to use the already proven Harley XR750 or the Kawasaki EX650 and possibly pull a major upset over the factories.
The state of professional flat track racing is still an open question. Certainly, it seems that since the DMG sold road racing to MotoAmerica a couple of years ago, that more resources are being directed at flat track. Nearly half of the races on the schedule are being promoted by an arm of the DMG, so they have a major incentive to put butts in the seats.
On the plus side, the DMG has new and visionary leadership. It’s hired a large PR agency to promote the series and there’s been big time exposure like never before in national magazines and newspapers. You’ve got Indian coming in a big way, Harley is stepping up its game and rumors persist that both Yamaha and Honda are considering joining the fray in the not-too-distant future.
On the other hand, flat track’s fan base is among the oldest of any motorsport and there does not seem to be enough young fans coming in to replace them. Fan’s Choice TV’s excellent live coverage has proven to make it a tough decision for some fans to justify coming to watch the race live, when they can see everything from the comfort of their family rooms.
There are just a few races that have proven to be able to draw big crowds year after year and even the strongest races on the calendar like Springfield, Peoria and Sacramento, have seen inexplicable ups and downs in attendance in recent years. And consider races like the Indy Mile, which could not sustain itself without the help of being on the same weekend as MotoGP.
In spite of the challenges, which to a large extent, all forms of motorsports are trying to overcome, there is an undeniable buzz about American Flat Track. The series is no longer opening on the sidelines, at the small Daytona Short Track venue, but the Thursday, March 16 season debut of the Daytona TT (with the big twins) promises to be a massive, high-profile launch in front of the main grandstands at Daytona International Speedway.
This momentum and renewed factory interest is either going to work or it’s not. We won’t be able to tell for a couple of years, but you cannot fault the organizers.  They certainly seem to be reaching for the moon and it’s going to be fun to watch.

Source: Can Harley vs Indian Spark a Flat Track Revival? | SuperbikePlanet

The Return of the Iron Redskin

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As we follow the travels of the latest Indian Revival, let’s look back at the history of Indian Revivals, with this reprint from 1968.
   INDIAN! That magic name recalls the days when All‑American motorcycles, ridden by Red‑Blooded American men, accepted victory as their due at the Isle of Man TT, the GPs of Belgium and Argentina, the sands of Daytona Beach, and every board bowl and marbled flat track from Reading to El Centro. The distinctive bark of the flathead twin became part of the heartbeat of generations of American boys. There was no other Indian but the red Indian from the Wigwam at Springfield, Mass.,glowing redly, frame sharp black, smell­ing of heated metal and fuel, eager for the challenge of throughway or crooked lane. Indian!
If General George Armstrong Custer himself had been put in charge of the Indian works, the post‑World War II massacre of Indian hopes, plans, production, and racing victory could not have been more complete. The Indian tribe died 14 years ago. Yes, the name limped along with some Britishers masquerading in tawdry beads and trade blankets, but Indian, the Indian died.
Ordinarily, it would be safe to state flatly, “The Indian has gone to the Happy Hunting Ground.”
But has it? Those who decry the passing of the Great Red Motorcycle haven’t reckoned with the greatest Indian agent of ‘em all, Sam Pierce. In 43 years of riding, repairing, and haranguing at length on the real and fancied proclivities of Indian motorcycles, Sam, in profile view, has come to resemble the familiar hook‑nosed redman, emblem of Indian. With longer, darker hair, and some feathers entwined therein, Sam could stand as his own trademark signature illustration for the American Indian Motorcycle Co., his company, the outfit that has breathed new life into the once‑expired Indian.
Yes! Indian lives! Where Spanish Padres over a century ago built a mission for settlement of American aborigines, there now exists a neo‑Indian, an American Indian, built by Sam Pierce’s hands as a prototype machine, tribal leader for the American Indian Motorcycle Co. of San Gabriel, Calif.

There it is, the Indian “Super Scout,” frame black as the inside of a mystic Kiva, tank red as warpaint ‑albeit metalflake red as a concession to modern times and this first of new Indians carries well the echoing names of its forbearers Prince, Chief, Warrior, Scout.
Indeed, the frame is Warrior, drawn from the vast stock of Indian motorcycle frames Sam Pierce has gathered from across the land over the years since ’53. Lithe as its namesake, fabricated of chrome‑moly steel in single toptube, single downtube configuration, the Super Scout frame carries Indian’s own telescopic, hydraulically damped fork forward, and rigid axle mounting at the rear. The fork is fitted with new seals and compound springs ‑ more modem practice ‑ but that rigid rear end is purely Indian. Sam plans to build rigid frame models for those who desire, plunger frame units for those who want them, and swinging arm Indians for the third group, though the latter may be custom fabricated.

“Forty‑five inches, forty‑five horsepower,” is how Sam describes his 45‑cu. in. flathead Indian engine ‑also built from stacks of cylinder barrels, a broom closet full of Timkin crankpins, drawers full of pistons, boxes of bearings, shelves of crankcase castings, and the hodgepodge of American standard thread nuts and bolts that make up the utterly indescribable ordered confusion that comprises Sam Pierce’s one Indian‑a‑day assembly plant.

Indian power need not be solely from 45‑cu. in. engines. For a thousand bucks, plus a few hundred or so more or less, Sam will recreate the Indian of his customer’s heart’s desire. The 30.50 (500 cc), or 600, 825 or 900 cc are available to the latter‑day Indian buyer. The engines are there, new or restored to mint condition, with freshly forged pistons and rods, glinting in the newness that abounded at the Wigwam 30 and 40 years ago.
Among the heads, liners, brakes, wheels, spokes, and tanks, is the collection of transmissions, some removed from defunct Indians, some discovered in a distant warehouse, embalmed in cosmoline, as if preserved especially against the day of resurrection in Pierce’s shop. The prototype Indian Super Scout is fitted with 4.02:1 Scout gearing, driven through the notoriously grabby‑when‑cold Indian assembly known to every schoolboy in the 1930s as the “suicide clutch.”

This left foot operated clutch, in conjunction to a left hand shift lever, complete with aluminum Indian head knob, comprises a gear change mechanism that is classic. Pierce, however, will locate the shift lever to customer taste, or, if present plans don’t go awry, fit more currently conventional left hand clutch, left foot change lever controls. However, Sam clearly regards this modification as something akin to leprosy, something unclean, un‑American, un‑Indian.

The red metalflake fuel/oil tank/seat combination is a molded fiberglass product of Don Jones and American Competition Frames. The sleek unit construction tank/ seat gives the newest of Indians a very healthy, competitive, contemporary appearance ‑ and contributes to the motorcycle’s lightweight, a mere 296 lb. without lighting equipment. Though Pierce minimizes the fact, in preference to redskin red, the tank/seat is available in any color.

Electricals are standard Autolite components ‑American as . . . as . . . as Indians. The chain driven generator for the prototype Scout 11 is clamped to the downtube, forward of the engine. However, if the buyer desires, this unit may‑be tucked neatly under the battery box and gear driven off the rear of the clutch housing. This simply is one more roll‑your‑own feature offered by Pierce’s American Indian Motorcycle Co.
Pierce has combed the U.S., from cliffdweller country to the land of the moundbuilders, for parts. He has bought out the stocks of numerous dealers who once sold and serviced the great red machines.

Why?

The answer to that question was laced with exquisite badmouth for the HarleyDavidson Motorcycle Co., its people, and the machines it produces, but when the answer did filter through, it was as clear as human conviction can be. Sam Pierce said: “I aim to build what I think is the best motorcycle ever.”

After that one concise statement, Sam said he believes his American Indian will appeal to the sport rider, the individual who desires a motorcycle that can be flipped end over end and continue on in the brush, or can cruise at 75 mph when called upon for a day’s tour of the turnpikes.

Folding footpegs and riser handlebars, alloy engine mounting plates of Sam’s own design, a hearty mixture of absolutely standard Indian parts, and “$25 per cu. in., with lights, and a guaranteed 100 mph” are part of the Super Scout of the 1960s.

“I’m setting up for 300 machines. I plan to build one a day ‑ and I figure to sell ‘em faster than I can build ‘em. And, I’ve got enough Indian parts to keep all the Indians in the world running for the next 2000 years.”
The old‑time motordrome rider, the flat tracker who showed numerous competitors the hind end of an Indian through a haze of dust and castor oil, exudes confidence that the American Indian Motorcycle, indeed, will live on for 2000 years and that he’ll be around to try for 3000.

The boast is brash. The boast is Sam Pierce. He will turn out 300 American Indian Motorcycles at $1000 per copy.
Even in the shadow of the full‑to‑bursting parts warehouse, the incubator of the new American Indian Super Scout, Sam Pierce, now 54 years of age, is forced into this admission: “I can’t go on forever.”