1912 Indian Single is a two-wheeler that Jay Leno just couldn’t pass up. In this episode he highlights the stock 1912 Indian Single and talks to its owner. The motorcycle was part of the Motorcycle Cannonball Ride and given its age, it seemed like the perfect opportunity to try it out. Yes, this 1912 Indian Single can still hit the streets. It’s owner Alex Trepanier tells us more about its history.
According to him, the 1912 Indian Single has been in their family since before he was born. His dad bought it for $650, back in 1962. Leno, of course, was pretty quick to offer twice the price. However, in this state, the 500cc bike has a current market value in the $70,000 range. Given the fact that it is unrestored and is still functional, the prize range makes sense.
When it comes to power, the 1912 Indian Single has a 4-horsepower single-speed. It has completed more than 3,000 miles in the Cannonball event. Also, it features a total-loss lubrication system. Thus, an interesting fact is that the engine probably consumed 5 quarts of oil each day.
Nevertheless, what Jay Leno is trying to point out is how much effort was put into making motorcycles in the early days. Not many could do it as Indian’s hand clutch and twist-grip throttle was pretty challenging. That’s why it took several false starts by Leno to make the vintage thumper run along. The 1912 Indian Single motorcycle’s top speed is around 35 mph.
But be that as it may, it surely is an exceptional experience to hop on this machine nowadays. The sound of the engine isn’t as pleasant as you would imagine but, all in all, it’s totally worth it. Check it out!
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.
A new book has just been published with some very nice photographs. If you are a fan of early motorcycle history you will love reading about and looking at this unpublished early photographs.
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.
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.
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:
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?
Motorcycle board track racing was the deadliest form of racing in the history of motorsports. Hundreds of lives were lost, both racers and spectators, during the relatively short-lived era of the boards. Yet in spite of, or perhaps partly because of, the dangers, motorcycle board track racing in the 1910s was one of the most popular spectator sports in America. Races attracted crowds of up to 10,000 fans. Young riders knew of the dangers, but chose to ignore them because the payoffs were so lucrative. Top racers could make $20,000 per year racing the board tracks, nearly a half-million dollars in today’s currency. From America's Historical Newspapers. The reasons for the lethal nature of motorcycle board track racing were easy to understand. Motorcycles, even in the 1910s, the heyday of the board track era, were capable of speeds approaching 100 miles per hour. The boards were oil soaked and slick due to the engines being of “total loss” design, meaning oil pumped by the riders to lubricate exposed valves and springs sprayed freely into the air behind the speeding bikes. Riders raced with just inches between them, sometimes even touching as riders jockeyed for position. The machines had no brakes, and spectators were separated from the speeding machines by just couple of 2×4 boards nailed between fragile posts.
The first decade of the 20th century, with the advent of automobiles and motorcycles, saw an explosion of race track construction. The mention of motordromes in newspapers began as early as 1901. In the July 18, 1901 edition of the Kansas City Star there was news from Europe of government officials threatening to exclude automobile racing from all public roads and that motordromes could be the solution.
“Automobile News from Paris,” Kansas City Star, (07-18-1901), 7. America’s Historical Newspapers.
Motorcycle racing in America during the early 1900s was primarily confined to city-to-city runs and races on bicycle velodromes. But as engines became more powerful it was clear that the small bicycle tracks were not large enough to showcase the capabilities of motorcycles.
In 1910 the Los Angeles Motordrome, built in the resort of Playa Del Ray, was the first large board track built in America. The Salt Lake Telegram reported on April 9, 1910, that world records were broken in auto races on the new board track. The Albuquerque Journal on the previous day gave some of the specs of the new track. It reported the track “a perfect circle, a mile in circumference, banked one foot in three. The grand stands are placed above the forty-five feet of the inclined track. The surface consists of two by four planks laid to make a four-inch floor and laminated to give great strength. About 3,000,000 feet of lumber and sixteen tons of nails were used in the construction of the ‘pie-pan,’ as it has been dubbed.”
“World’s Records Are Broken On New Board Track,” Salt Lake Telegram, (04-09-1910), 23. America’s Historical Newspapers.
Jack Prince, the builder of the Los Angeles track, traveled the country proposing board tracks to city fathers and motor clubs. The Salt Lake Telegram reported on April 26, 1910, that Prince planned to build a half-mile motordrome in Salt Lake City at a cost of $100,000. The paper later reported, on June 18, 1910, that the new board track at Wandamere Park in Salt Lake City was constructed in less than two weeks.
Soon motordromes were being built across the country. And the races drew large crowds. The Salt Lake Telegram on July 4, 1910, reported a crowd of 8,000 to 10,000 on the grand opening night of the Wandamere Motordrome. The race featured Jake De Rosier, the great Indian Motorcycle factory rider, as the main attraction.
The Philadelphia Inquirer on June 15, 1912, reported the grand opening of Philadelphia’s Pointe Breeze Park Motordrome. Pointe Breeze would become one of the most successful board tracks with a regular weekly program. Two of the leading motorcyclists of the era Morty Graves and Eddie Hasha were the featured riders that opening night at Pointe Breeze.
“Motorcycle Races New Motordrome at Point Breeze Opened Today,” The Philadelphia Inquirer, (06-15-1912), 11. America’s Historical Newspapers.
The safety failings of board track racing became all too obvious not long after the facilities were built. The Salt Lake Telegram on July 5, 1912, reported a serious accident in which a rider named Harry Davis was killed and seven spectators injured when Davis’s motorcycle crashed into and snapped a light pole. Throughout that summer a week rarely went by without reports of a rider or spectators being killed at the motordromes.
Two accidents in particular permanently tainted the reputation of the motordromes and eventually led motorcycle racing’s governing body to no longer sanction board track races. The first was a tragic accident at the motordrome in Newark, New Jersey, on September 8. 1912. The Lexington Herald on Sept. 9, 1912, reported that two racers (Eddie Hasha and Johnny Albright) died when they crashed into the outside rail. Four spectators were killed in the incident as well and 19 others suffered injuries. The story of this accident ran in newspapers across the country.
“Eddie Hasha and Five Others Are Killed Outright. Thirteen More Are Badly Injured in Frightful Motorcycle Accident at Newark Motordrome,” Lexington Herald, (09-09-1912), 1. America’s Historical Newspapers.
The following summer, on July 20, 1913, a freak accident at a board track across the river from Cincinnati in Ludlow, Kentucky, caused more outrage. A racer named Odin Johnson crashed; his motorcycle hit a light pole, kicking off a tragic domino effect. The motorcycle’s gas tank exploded. An exposed electrical wire from the light pole then sparked the fuel, spreading flames into the crowd. The ultimate death toll was eight as reported by the Salt Lake Telegram on August 1, 1913. Afterwards the widow of Johnson vowed to devote her life to ending races on board tracks.
The headline of an editorial in the August 1, 1913, edition of The Evening Press (Grand Rapids, Mich.) put it succinctly—“Thrills and Funerals.” The board tracks were referred to as “Murderdromes.”
“Thrills and Funerals,” Grand Rapids Press, (August 1, 1913), 6. America’s Historical Newspapers.
A Salt Lake Telegram article on August 22, 1914, tracked the rise and fall of the motordromes, citing the numerous deaths as well as revelations of fixed races as the causes of the decline of motorcycle board track racing.
By the end of the 1910s the board track era was largely a thing of the past. Besides the dangers of racing the boards, the tracks rapidly deteriorated and many burned down. A thrilling but deadly chapter in American motorsports came to a close.
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.
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!
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
‘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
Three motorcycles owned by actor Steve McQueen will go under the hammer on January 8, once more threatening auction records. This article chronicles the history of cars and bikes formerly owned by…
Unlike many screen heroes whose world-beating antics were entirely restricted to celluloid, McQueen was the real deal. Congruence and authenticity list high among his brand values. As a motorcycle rider, he represented America in the International Six Day Trial (now ISDE – the world’s oldest international off-road competition) and he was an international class racing car driver.McQueen had genuine speed, something that cannot be learned or purchased. He also performed all his own stunts when the film studios allowed it and his premature death from cancer at the height of his popularity seems to have frozen his brand attributes in time, something that those idols that live on cannot hope to emulate. As a race driver, he won’t get slower. As a heart-throb, he will not grow old and wrinkly.Unlike Elvis Presley, Michael Jackson, John Lennon and a handful of other public figures who continue earning more than US$10 million a year after their death, McQueen’s star quality can also be measured by the multiplication of value he has bestowed upon anything that he has touched.
If any living creature really has had something resembling the legendaryMidas touch which Dionysus bestowed on the King of Phrygia (enabling him to turn whatever he touched into gold), then it’s Terrence Stephen McQueen.McQueen’s star quality means that the many cars and motorcycles he collected generally fetch far in excess of their book value when they reach auction. Here are a few examples:
The Porsche 911S which he drove through the French countryside at ballistic speed for the first three minutes of the same film makes number six on the same top 10 movie car list, having sold for US$1.37 million at a Pebble Beach auction by RM Auctions in 2011. That’s about ten times what you’d pay for an identical car.
Perhaps the best example of this is a 1970 Kawasaki G31M Centurian given to Steve McQueen by the Japanese manufacturer to be used as a paddock bike during the filming of Le Mans. Sold at any other auction without McQueen’s ownership in its resume, the 44 year-old 100cc motorcycle would not fetch US$1000 yet , it fetched US$55,575 at auction in 2007.McQueen owned seven of the top 100 motorcycles ever sold at auction and he has two bikes just outside the top 100. Check our analysis of the most collectible marques and you will see that only three manufacturers (Brough Superior, Vincent-HRD and Harley-Davidson) have more bikes in the top 100.Crocker, the American manufacturer of pre-WWII superbikes has the same number of bikes as McQueen in this hyper-elite listing. Behind McQueen’s seven, BMW has six bikes, Indian has five and Ducati has four. What’s more, if it weren’t for McQueen’s influence, Indian would not have nearly that many bikes in the top 100 sales.
The first to sell will be lot 124, a 1936 Indian Chief, (pictured above) which was part of the original McQueen Estate Auction in 1984 and comes with the certificate of authenticity and a Bonhams’ estimate of US$ 80,000 to US$100,000 on its anticipated sale price.McQueen’s Indian Chief will probably sell for more than that figure, probably a lot more, and here’s why. Firstly, we noted in our analysis of the top 100 motorcycles that Indian was McQueen’s favourite marque.In the book McQueen’s Machines: The Cars and Bikes of a Hollywood Iconby Matt Stone, McQueen biographer William Nolan conveys that in the fall of 1951, a pre-fame McQueen had saved enough money to buy a battered cycle with a sidecar (removed at an unstated time), which he proudly tooled around the (Greenwich) Village. “It was my first bike and I loved it,” admitted Steve. “But I was going with a girl who began to hate the cycle – just hated riding in the bumpy sidecar. She told me, ‘Either the cycle goes or I go!’ Well, there was no contest. She went.” That battered cycle was the 1946 Indian Chief pictured below.
In 2013, Auctions America sold the 1946 Indian Chief for US$146,750 at a sale in Los Angeles.There’s more McQueen history with Indian motorcycles at auction, and it all suggests that this bike (lot 124) will enter the top 100 most expensive motorcycles ever sold at auction.
At the same 2006 Bonhams’ sale, a 1000cc 1920 Indian Powerplus “Daytona” Racer (pictured above) formerly owned by McQueen sold for US$150,000.
At Bonhams’ 2014 Las Vegas Auction, a first-year 1923 Indian Big Chief, complete with an original Indian Princess sidecar (pictured above) sold for US$126,000. The bike was beautifully restored by McQueen’s great mate Kenny Howard, aka “Von Dutch”, adding to its celebrity status, but without McQueen’s name it would have sold for considerably less.Which brings us to lot 124. It’s not a restored motorcycle. In fact, it’s very original and in exactly the same state that it was when McQueen last rode it.
By comparison, you can have a fully restored Indian Chief for a fraction of the price if the McQueen name is not important to you. Just down the road in Vegas, Mecum is auctioning no less than eight Indian Chiefs within a day or two of the Bonhams auction of the McQueen Indian Chief.
The bike above, from the Kenny Price Collection, is a beautifully restored 1923 Indian Chief which Mecum expects will fetch between US$40,000 and US$44,000. The other Indian Chiefs on offer are all expected to fetch less than US$25,000 with some lower estimates reaching US$15,000 (use thesearch function on Mecum’s site to find them all). Some people believe McQueen’s unrestored model may reach ten times that amount.Bonhams also has a pair of Indian Chiefs beyond McQueen’s at its auction, being a 1947 model (US$20,000 to US$24,000) and a 1948 model(US$32,000 to US$36,000).
1912 Harley-Davidson X8E Big Twin
Harley-Davidson offered both a single or twin-cylinder model in 1912, with the X8E being Harley’s top of the range model, costing $10 more than the standard 6.5hp twin’s $310.Late-1912 8hp Harley twins are rare, as mid-year the engine capacity was increased from 49 cubic inches to a full 61 cubic inches to create the first Big Twin. This ex-McQueen matching-numbers 1912 Harley-Davidson X8E Big Twin was purchased at the 1984 Steve McQueen estate auction and comes with a certificate of authenticity. It is believed that McQueen rode this Harley in at least one Pre-1916 event.
The bike comes with a distinctive paint scheme. Legend has it that McQueen and his buddy Von Dutch rattle-can painted the bike red during a late-night drinking session. That unconfirmed legend alone is probably worth an extra US$10,000 to the price, and virtually guarantees the bike will forever retain its impromptu paint job with what appears to be the original factory paint beneath. This Big Twin is in full running condition, and Bonhams estimates it will fetch between US$120,000 and US$140,000. Multiply the rarity by the McQueen factor and you could get a lot more than that. Bonhams gets these bikes to sell because it is the most respected auctioneer of extremely rare motorcycles. More than half of the bikes on our top 100 list have been auctioned by Bonhams.
1971 250cc Husqvarna Cross
Further compelling evidence of the McQueen-effect can be seen whenever a two-stroke motorcycle bearing his provenance reaches auction. Two-strokes are generally not the stuff of collectors – older two-strokes live in a white cloud of unburnt hydrocarbons and burned oil and don’t sound like bikes worth coveting. Despite the fact they could induce lifelong tinitus, you have to have been there and held the throttle when the expansion chambers heralded the coming of genuine power to truly appreciate a two-stroke. They may have sounded like a tin can full of ball bearings, but they went MUCH faster than the agricultural four-strokes of the day.While McQueen obviously had an appreciation of the wonderfully rich heritage of American motorcycling, he was also very practical, was a big fan of “what works” and when it came to competition riding, he liked to be competitive.When McQueen was part of the very first American ISDE Vase team that competed in the gruelling six day event in September 1964, he rode a Triumph TR6 750. It was state-of-the-art at the time, but within a few years the two-stroke engine offered a much lighter bike with a far more usable power spread and McQueen became an immediate fan.
A terrific article on the first American Vase Team in the 1964 ISDE can be found in this official FIM magazine. That’s McQueen on the Triumph at left, and his international competition licence in the centre of the right hand page.
In the legendary motorcycle film On Any Sunday, McQueen rode a Husqvarna 400 and the success of that film and the subsequent appearance of McQueen riding a Husqvarna on the cover of Sports Illustrated magazine, was one of the principal reasons for the acceptance of the Swedish brand in the American marketplace.
There are only two two-stroke bikes on our top 100 list and McQueen is responsible for both of them. The first is a Husqvarana 400 dirt bike. It’s not the bike McQueen rode in the film, but without McQueen’s ownership in its resume, the US$144,500 1971 Husqvarna 400 Cross (above) would be worth closer to one hundredth of that value.
The other two-stroke on the list is a Scott Flying Squirrel (above), which was restored by his buddy Von Dutch, and achieved many multiples of the price of similar Scotts.
Which brings us to the third and final bike with a McQueen pedigree to be sold by Bonhams this coming January 8 (2015). Its a 250cc Husqvarna Cross that McQueen purchased through his Hollywood production company, Solar Productions, in 1971. That’s it directly above.Bonhams estimates the bike will sell for between US$70,000 and US$90,000, though it is close to identical to the aforementioned 400cc version which sold for US$144,000, so clearly there’s a lot of wiggle room in the estimate.One final reflection on the potency of the McQueen name is the coincidental auction in Paris in early February of a 1970 Husqvarna 405cc cross that is again near identical to the McQueen bike which sold for US$144,000 at Quail Lodge in 2011.
This particular Husqvarna was campaigned by Swedish ace Bengt Åberg during the ten-race 1970 InterAm Series in America in which he finished second. This was a time when factory Grand Prix riders rode exactly the same bike that was sold in the showroom.Åberg rode a near identical machine to the 500cc World Motocross championship in 1969 and 1970, and was part of the Swedish team that won the Trophée des Nations in 1968 and the Motocross des Nations in 1970, 1971 and 1974.Åberg was a motorcycle legend before coming out of retirement to win the Swedish ice speedway championship in 1995 at 51 years of age, which sealed the deal for a second time. You don’t heal as quickly once your age passes 30, and winning a title in a (ridiculously) dangerous and demanding sport like ice racing is … the stuff of legend.This bike won’t sell for anywhere near $144,000 though. Even with a history that includes being campaigned by one of the greatest riders in history, it will probably achieve around ten percent of that price because it was not owned by Steve McQueen.The provenance is just as tangible though. If it’s the provenance you are buying at auction when you purchase a world class machine of yesteryear which has been campaigned by one of the greats, then this bike’s wonderful history has been discounted 90 percent compared to the McQueen machine and in the grand scheme of things, it represents extraordinary bang per buck. Anyone who wishes to chime in with an opinion as to why this bike is worth only ten percent of the price of an identical bike that has been ridden by a movie star is welcome to use the comments section.Bonhams is only expecting between €15,000 and €18,000 (US$18,000 to US$22,000) for this bike. Bourgeois quality at a proletarian price.
McQueen’s legend is fixed and three decades after his death, it isn’t going to change. He raced cars and bikes, he smoked and drank and he was the real deal as far as adrenalin fans are concerned. He is and will always be the “king of cool.”There are a limited number of motorcycles which McQueen owned, and that number will not get any bigger. Supply is fixed.The amount of money being diverted from traditional instruments of wealth creation to “investments of passion” is growing, and the number of High Net Worth Individuals on Planet Earth grows at around 9 percent per annum. Demand for “investments of passion” is growing steadily and relentlessly.You don’t need to be a Rhodes Scholar to calculate the fairly logical conclusion. Therefore, based on the laws of supply and demand, whatever these bikes sell for, I think it’s pretty obvious that they will continue to appreciate in value.One of our more contentious office debaters argues that petrol heads are dinosaurs and will follow them into extinction in the next fifty years, causing the collectible car and motorcycle markets to tank. It’s the first plausible theory I have heard that threatens the possibility that rare cars and motorcycles will appreciate in value forever.I think we’re safe for a lifetime or two though. My recommendation: BUY!
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
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