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Indian Motorcycle Military Legacy

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    America’s first motorcycle company, today announced its Scout Inspired Custom Series; a chronology of the rich, century-long history of the Indian(R) Scout(TM) motorcycle. Throughout 2015, Indian Motorcycle will unveil a series of custom Indian Scouts designed and crafted by some of America’s leading custom bike builders — each designed to celebrate an important Indian Scout milestone or achievement since its debut in 1920. Each of the custom Scouts will be accompanied by vignettes to share the legacy of the Indian Scout.

To kick-off the series, Indian Motorcycle today launched the Custom Military Scout in a vignette narrated by Mark Wahlberg. The Custom Military Scout is a tribute to the company’s nearly 100-year history of supporting the U.S. Military and to celebrate Indian Motorcycle’s partnership with USO. The Custom Military Scout was designed and built by world-renowned custom builder Klock Werks Kustom Cycles of Mitchell, South Dakota.

“Klock Werks Kustom Cycles is honored to partner with Indian Motorcycle on a project that pays tribute to the USO and their outstanding work on behalf of the dedicated men and women of our U.S. Armed Forces,” said Brian Klock, founder of Klock Werks. “Indian Motorcycle has a long and impressive legacy of supporting the U.S. Military dating back to WWI and all of us at Klock Werks are humbled to play a role in this important and historic endeavor.”

The Custom Military Scout is built on the award-winning 2015 Indian Scout platform, sporting a matte green paint indicative of a vintage military bike that was perfectly applied by Brad Smith of The Factory Match. It utilizes taillights that are modern street legal reproductions on a custom bracket to mimic the original military-style lights. The Custom Military Scout features Genuine Indian Motorcycle Accessory leather saddlebags, a Klock Werks “Klassic” seat kit and leather wraps for the base of the Indian accessory quick-detach windshield — all upholstered using matching leather hides. A custom gun scabbard mount holds a Thompson sub-machine gun with a custom gunstock by Boyds Gunstocks of Mitchell, SD etched with both the USO and Indian Motorcycle logos.

“Today we are proud to launch our Scout Inspired Custom Series with our inaugural episode dedicated to the USO and our mutual support of the U.S. Military and their families, and we are grateful to brand ambassador Mark Wahlberg and our friends at Klock Werks for their support and fine craftsmanship,” said Steve Menneto, Polaris Industries vice president of motorcycles. “The Indian Scout has built a long and storied legacy of racing wins, world records, engineering innovations and industry firsts, and along the way it has won the hearts and minds of fans around the world. Those achievements have materially impacted our current and future direction for the Indian Scout marque, and we look forward to telling some of those important stories through our Scout Inspired Custom Series.”

The Custom Military Scout and accompanying video vignette narrated by Mark Wahlberg can be found by visiting www.indianmotorcycle.com, along with upcoming stories in the Scout Inspired Custom Series.

ABOUT THE USO The USO lifts the spirits of America’s troops and their families millions of times each year at hundreds of places worldwide. We provide a touch of home through centers at airports and military bases in the U.S. and abroad, top quality entertainment and innovative programs and services. We also provide critical support to those who need us most, including forward-deployed troops, military families, wounded warriors, troops in transition and families of the fallen. The USO is a private, non-profit organization, not a government agency. Our programs and services are made possible by the American people, support of our corporate partners and the dedication of our volunteers and staff.

ABOUT KLOCK WERKS Located in Mitchell, South Dakota, Klock Werks has grown from humble beginnings to an internationally recognized brand. Achieving status as “Air Management Experts,” Klock Werks credits this to the success of the original patented, Flare(TM) Windshield. Also supplying fenders, handlebars, and other motorcycle parts, Klock Werks proudly leads the industry through innovation in design and quality of materials and fitment. Team Klock Werks has been successful for years designing parts, creating custom motorcycles and setting records on the Bonneville Salt Flats. You will find motorcycles, family, and faith at the core of Klock Werks, along with a commitment to caring for the needs of enthusiasts around the world who enjoy their products.

ABOUT INDIAN MOTORCYCLE(R) Indian Motorcycle, a wholly-owned subsidiary of Polaris Industries Inc. is America’s first motorcycle company. Founded in 1901, Indian Motorcycle has won the hearts of motorcyclists around the world and earned distinction as one of America’s most legendary and iconic brands through unrivaled racing dominance, engineering prowess and countless innovations and industry firsts. Today that heritage and passion is reignited under new brand stewardship. To learn more, please visit www.indianmotorcycle.com.

1947 Indian Chief Roadmaster | History-Making Motorcycles

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The recent resurrection of Indian Motorcycle by Polaris conjures memories of the originals and engenders comparisons of the classics to the new generation.

Larry Van Horn’s 1947 Indian Chief Roadmaster is subtly better than the originals.

The recent resurrection of the Indian motorcycle name by Polaris conjures memories of the originals and engenders comparisons of the classic Indians to the new generation.

At the top of the original Indian product line in its closing years from 1947 to 1953 was the Indian Chief Roadmaster.

It was the model that out-accessorized the base Clubman and mid-range Sportsman variants offered that year. Since the Chief was the only model offered that year, and total production was only 11,849 units, finding a serviceable example can be difficult these days.

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But, once found, if you know what you’re doing, as Larry Van Horn of Monroe, Wis., does, you can not only save that great bike, you may be able to make it better than the original.

Larry Van Horn is a former Suzuki Motorcycle dealership owner and also has many years of experience with automotive body and paint work. His love for classic motorcycles and skill in making machines look beautiful combined when he saw an Indian Chief still in action earning its keep on farm.

Van Horn checked into acquiring the bike and when the deal was done in 2006, he went to work getting it back to its original glory—and a little more.

Original Indians — even the top-of-the-line Roadmaster — lacked a few things that modern motorcycles have. Some affect safety, such as turn signals; some affect rideability like an electric starter; some affect bike longevity and operating status like a tachometer and engine oil temperature gauge.

With some careful reengineering during the bike’s restoration process, Van Horn managed to add all these things, and did so skillfully in a subtle way, so the bike did not lose its original character.

Adding the electric starter was more than just a convenience upgrade; Van Horn explained that he was getting to the age where using the kickstarter made getting the bike going for a ride was more of a challenge than he wanted. Tucked down low and working through the transmission, the electric starter is barely noticeable.

Adding a tachometer was a matter of personal preference. “I don’t push the bike all that hard, but I’m used to having a tachometer, so I added one,” he explained. Again, a Drag Specialties model with a small case tucked down behind the windshield makes the modern upgrade something you have to look for to notice.

“Having to rely on hand signals bothers me. I wanted turn signals, but they had to be consistent with the bike’s design and not overly noticeable,” he said. Again, using vintage style units, sized to blend with the bike’s lines filled the bill.

While those upgrades were carefully melded into the bike’s restoration to go virtually unnoticed to preserve its authenticity, the aesthetic restoration was done to be full-on gorgeous.

The bike was stripped to the frame and all the painted surfaces stripped smoothed and completely re-done with the help of friends and local artisans. A stunning two-tone paint job with hand-painted pin striping, script and graphics makes this Indian a piece of rolling classical art.

Period fringed leather bags and seat are complemented by amazing hand-made studded leather fender skirts front and rear, taking the hallmark deeply valenced fenders one step further.

The 80 cubic-inch, flat-head 42-degree V-twin motor was tuned and thoroughly cleaned, but did not require major mechanical overhaul. The major mechanical components, carburetor and ignition system were cleaned, lubed and tuned to spec, but not replaced with electronic ignition or other modern components.

Van Horn has named his breathtaking Chief Roadmaster “Indian Summer,” a name befitting not only it origins, but its late-blooming beauty and staying power.

Source: 1947 Indian Chief Roadmaster | History-Making Motorcycles

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

Georgia Motorcycle History: The First 60 Years: 1899-1959

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Georgia Motorcycle History: The First 60 Years, is the culmination of tireless research, pouring over hundreds of archives, articles, family collections, books, and interviews. This stunning, 270-page, clothbound, hardcover coffee table book illuminates the earliest days of American motorcycling culture through the photographs and stories of Georgia. The exclusive collection contains nearly 250 black and white archival photographs, each image methodically researched and captioned in vivid detail. While several key figures in American motorcycling history are featured, the book also explores topics such as the motorcycle’s role as it was used by civilians, military and service departments, professional racers, and farmers.

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The book begins with an introduction of the motorcycle at the turn of the century. From there, the first chapter presents the story of Georgia’s first motorcycle and expands into colorful stories of America’s earliest enthusiasts and pioneering spirits. The second chapter recounts the exhilarating and dangerous tales of motorcycle racing, from its origins on horse tracks and the infamous motordromes to the later industrialized and professional sport that we know today. It wasn’t all fun and games though. In chapter three, the book looks into the motorcycle’s role in both WWI and WWII as well as its indispensable place in various municipal service departments. In the last chapter, Georgia Motorcycle History steps back and reviews the motorcycle’s evolution from a bicycle with a clip-on motor to an advanced technological mode of transportation, from a simple utility to a member of the family.

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The pictures and stories included in Georgia Motorcycle History reach far beyond a simple documentation of local history. They embody the American spirit and represent a cornerstone of our nation’s culture. Over 200 copies of this stunning book have been sold to eager customers in 15 different countries within the first 2 months of its release and copies are now being carried by exclusive retailers and world-class museum gift shops.

For more information and to purchase the book, you can visit the authors website at:

Buy the Georgia Motorcycle History Book Here

The book is $50 and a great value! Let the author know you heard about it at the IMCA Website

Indian Motorcycles- History of America’s Oldest Motorcycle Brand

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High on the list of truths universally acknowledged must be the fact that the Indian Motorcycle, as a legend, a logo and a symbol ranks up there with the golden arches and the three-pointed star, with power and value beyond calculation. On the other hand, naming your daughter Baby Ruth doesn’t ensure she will hit 60 homers a season against big-league pitching. To collect on the promise of legend and esteem, you gotta have a product.

We are concerned here with the Indian, originally spelled Motocycle by the founders, as currently offered by Polaris Industries. To fully appreciate this, we’ll have to look back 60 years, to an un­disputed tragedy.

At the close of WWII, a prosperous and product-starved public was ready to buy just about anything. The car and motor­cycle makers had learned a lot during the war, but they were canny enough to offer the old versions while testing and refining the new. The 1947 Harley-Davidsons, Fords, Chevys, Dodges, etc., were identical to the 1941 models, while the improved models—the ohv Oldsmobile engine and the telescopic-fork Hydra-Glide—didn’t get here until 1949.

But at the Wigwam, as always, things were different. E. Paul DuPont, who owned Indian and kept the brand in business through the Great Depression, sold his shares in the company. The new owners had new ideas—vision, one could say. The firm’s chief engineer had designed a radical line of really new machines, modular in that there would be a Single, a Twin and a Four, all using the same basic design, all overhead valve, foot shift and hand clutch, suspension fore and aft, with the writing on the tank being the only clue as to what was what.

Indian Scout

Further, the new president embarked on a revolutionary ad campaign. As the Japanese say, he reckoned to enlarge the pie, rather than fight over slices. The completely different motorcycles were launched in 1945, with a completely different campaign endorsed by baseball, show business and movie stars.

But wait: Doesn’t this sound like Honda in 1959, meeting the nicest people and all that? Yes. But for one thing, Honda’s dealer network was based on new people who mostly ran hardware or sporting-goods stores, and for another, Honda’s engineering raised the bar worldwide.

Indian’s new bikes—the Single and Twin (the inline-Four never got past the prototype stage)—were disasters. When they didn’t blow up, they broke down. The motorcycling community was small, and everybody knew how bad the new models were. Add to that, the old dealer network, the guys who’d raised a stink when the evergreen Scout was abandoned and stormed the boardroom demanding a new one, wasn’t always that happy with the new people.

Suffice it here to say that everything that could go wrong did. The money ran out and Indian’s new owners begged for help. The English brands were doing well, so Indian asked to distribute several makes. A partnership was formed, and before you could say the camel’s nose was in the tent, the Indian visionaries were out, the English owned Indian and production of the new models was immediately stopped. The final production run of the final genuine Indians, the Blackhawk version of the side-valve 80-inch Chief, came in 1953.

There followed a run of Royal Enfields and later, Matchlesses labeled Indian, but fooling nobody. Next, a puzzle and struggle over ownership of the script, name and symbols. There were Matchless-Indians, then a run of Italian Indians backed by entrepreneur Floyd Clymer, first road bikes and then motocross.

Indian Enfield

Next, a series of failures on a different stage: promoters with big plans and no money, who never made any motorcycles. A serious effort appeared in 1999. There was a major market at the time for full-dress Harleys and look-alike rivals from the major brands. Indian of America had a factory in Gilroy, California, and produced a viable machine, a big Twin styled like the old Chief and powered by a version of a Harley clone. But the funding wasn’t enough, sales did not meet hopes and the firm went bankrupt in 2003. Three years later, another group of investors picked up the baton and began building the same sort of repro-Indian Chief, this time with modern engineering as in EFI and a bigger V-Twin than Indian Motocycle ever dreamed of—all of it just in time for the bottom to drop out of the market.

But the true revival, one can only hope, came in 2011, when Polaris bought the struggling brand. What’s the difference this time? The lesson since the debacle in 1945 is clear: It’s a heap more difficult to produce a viable motorcycle than all those dreamers and promoters realized. They all had the script and the logo and the legend, but not one had a product to match the hype, good intentions or no.

In contrast, Triumph, with a logo and badge nearly as good, was revived and still thrives simply because it had 1) the capital to invest; and 2) a properly engineered machine that created its own market. It didn’t revise the classic Bonneville Twin until the big Triples proved that the product matched the promotion. Knock wood, those Indian dealers who stormed the boardroom demanding a new Scout in 1947, may soon get their wish. Except there is a very good chance it will be a Chief.

I don’t hear anybody complaining.

Source: Indian Motorcycles- History of America’s Oldest Motorcycle Brand

105-year-old ‘motorbike’ 1906 Indian Camelback could be worth £50k

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The 1906 Indian Camelback, one of the first ever two-wheeled motorized machines, is hugely desirable despite its rusty appearance and could fetch £50,000.

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This weekend Las Vegas will be hosting two prominent Vintage Motorcycle Auctions. Bonhams Auction on Thursday January 8th and Mecum’s Auctions on January 8-10, 2015. It will be an interesting weekend to see where prices go with our improving economy!

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It was owned by the du Pont family, which bought the ‘Indian Motorcycle Manufacturing Company’ that built it, and this cycle was last ridden in the Seventies.

Whoever buys the machine will probably use minimum efforts to restore it to a working condition, but complete restoration would see its value reduce.

The Indian cycles were the great rivals of Harley-Davidson, but the company eventually went bankrupt in 1953.

It had a rudimentary braking system and a hobnail boot on the ground would have been needed to help it stop.

The motorcycle is going under the hammer at Bonhams in Las Vegas, U.S., on January 12.

Ben Walker from Bonhams said: ‘This motorcycle is in such demand because of its condition and to restore it would actually take value off.

‘The motorcycle will probably be ‘oily-ragged’, which means wiping it down with oil to preserve it as it is.

‘It will probably be rebuilt mechanically but with as little change to its condition.

Experts believe that cleaning the bike or restoring it to a better condition could actually be detrimental to its value

Experts believe that cleaning the bike or restoring it to a better condition could actually be detrimental to its value

BRAKELESS

‘India were the great rivals of Harley-Davidson and were at the forefront of motorcycles when they evolved from bicycles.

‘It would have been a quick machine with a fair turn of speed and no brakes on early motorcycles were much good – the were the same design as bicycle brakes.

‘This is an extremely rare thing and hs come from the du Pont family that owned the company.

‘It was a pedal assisted bike and it still has its original registration number on the rear mud guard.

‘These motorcycles have never really reduced in value – if I filled a whole sale with them they would all go for good prices.’

As it was: Only 1,698 Camel Backs were made in 1906

As it was: Only 1,698 Camel Backs were made in 1906

 

Source: 105-year-old ‘motorbike’ 1906 Indian Camelback could be worth £50k | Daily Mail Online

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!

The Great Indian V Harley Motorcycle Race

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Here is a link to the Video I made in 2010 about the Great Indian V Harley Race in Australia. After going on this race I decided to start sponsoring this event in the US. So far we have had 3 events in the states and our next event will be Spring 2016

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The Great Race 2010 Indian Vs Harley – 120 motorcycles competing in Australia’s Snowy River for bragging rights. I was invited to the event by Peter Arundel, who loaned me his 53 Chief to ride on the event. I had a great time, meeting and riding with the other participants. It was a real fun weekend of riding! This was my first trip to Australia, and in my 5 days of staying in the country I spent everyday riding, and we rode over 1,000 miles! How can you beat a trip like that! Riding antique bikes every day!
I had so much fun at this event, that I decided we needed to have an event like this in the states. “The Great Indian v Harley Race” is coming to Yosemite CA. May 12-14 2011 – sign up today and see you on the road!
For details on the 2011 event see our website at:
www.IndianvHarley.com