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!
Ever since Indian Motorcycle was revived by Polaris, the American motorcycle brand’s lineup of products has been growing fast. However, there’s one thing that all Indians have in common, from the entry-level Scout Sixty up to the luxurious Roadmaster Elite: they’re all cruisers. Since the brand is positioned to go toe-to-toe with another century-old name in American motorcycles, the new Indian Motorcycle has been competing exclusively in those segments, and it’s actually done a pretty nice job scraping out a market share for itself.
But for a while now, we’ve been hearing Indian promise that greater product diversity was on the way. Indian Motorcycle marketing and product director Reid Wilson told The Drive a year ago that the company would be “venturing into new categories with new models that push forward and expand Indian’s relevance with a wider range of riders.” A month later, Indian pulled the wraps off of the FTR1200 Custom concept bike, a motorcycle for the street that’s heavily influenced by the dominant FTR750 race bike that’s won that last two American Flat Track titles.
The concept was a hit and got a lot of attention, prompting Indian to confirm a production model in June and unveil the official FTR 1200 and FTR 1200 S production models this month. We went to the massive Intermot motorcycle show in Cologne, Germany where the bike was unveiled and had a chance to talk to a few big shots at Indian Motorcycle about how one of the most important American motorcycles in years went from a dominant flat tracker to a stunning concept to the first non-cruiser in Indian’s modern history.
One of those big shots was Wilson, the same guy who told us a year ago to expect a more diverse lineup from Indian. “You’d like to think it was a really clear and simple path, but we started working on this bike in March of 2016,” he said. “You make compromises and you figure out the best way to express [the spirit of the FTR750] in a way that is relevant for a street rider for something that will work on an everyday basis, but will still maintain the essence of the race bike.”
So it sounds like a production bike was the plan all along ever since Indian got back into flat track racing. It just so happens that Indian built a very good race bike and a concept that was extremely well-received, both of which aided in building hype around a bike that you’ll actually be able to buy.
Flat track champ Jared Mees aboard the FTR 1200 with some very enthusiastic Indian fans behind him.
Wilson went on to talk about how Indian surveyed the globe and spoke with thousands of riders about what they would want to see in a performance-oriented motorcycle from an American brand. Based on that feedback, the FTR1200 Custom concept was born. I asked Wilson about some of the challenges involved in turning the concept bike into a production bike.
“Exhaust is always challenging just due to the regulatory challenges we face. This is a global bike so we have to adhere to a wide array of countries’ standards,” he said, highlighting of one of the most noticeable differences between the concept and the production model. “The FTR1200 Custom is a very pure motorcycle, but it’s not a motorcycle you’d want to ride more than a couple hours at most. But you get on [the production bike] and you could ride this thing cross-country without a lot of compromises in terms of comfort. It’s quite friendly to the customer in terms of comfort and performance.”
Wilson went on to speak of the overall significance the FTR 1200 will hold in the American motorcycle industry. “The significance of this motorcycle is massive. I’m almost 40 and I grew up dreaming about this motorcycle from an American brand my entire life. To be able to work on it is a dream.”
2019 Indian FTR 1200 S
Next up was industrial designer Rich Christoph, the man who designed the FTR750, the FTR1200 Custom, and the FTR 1200 production bike. He detailed the importance of starting with a race bike and designing a street form around it.
“Thank God we went racing to begin with,” he said. “It would be really easy to just keep doing the same basic cruiser stuff and not get involved in flat track racing, but we challenged ourselves to raise the bar. We knew that racing would improve chassis development and powertrain development that got us information we can deliver back to the customers on our street bikes.”
“I was trying to capture the championship lines and the shape of the tank and carry those lines, silhouette, and proportions into the FTR1200 Custom. I had nobody in the way telling me what I could and couldn’t do. There were no restrictions. It was just pure sculpture, pure emotion, and pure mechanics.”
For anyone disappointed that the production FTR doesn’t look more like the concept, Christoph explained to me why they couldn’t just mass-produce the concept. “What I may have done is done it a little too well. Now you’ve gotta take that bike and dissect it. You need to cut a seat and real fuel volumes out of that silhouette. The 1200 Custom had high pipes on it and you’d burn your leg after about 20 km and at about 25 km you’d run out of gas. And it would be about $95,000 to build that and sell it on the street.”
Indian FTR1200 Custom
You hear that, naysayers? If you got a carbon-copy of the production bike in dealers like you wanted, it would almost have a six-digit price tag, not to mention its various practical disadvantages.
“All of those design challenges in making a real motorcycle at a cost that the customer is actually willing to pay for and fall in love with is a very delicate balance and it’s a big challenge,” said Christoph.
That design challenge was completely worth it, Indian’s international product director Ben Lindemann told me, expanding on the importance of the brand exploring segments outside of its bread-and-butter cruisers and diving into racing.
“As a brand, we were always known for racing,” said Lindeman. “When [Polaris] bought [Indian] in 2011 it was important to us from the beginning to get back into racing. Coupled with that, we wanted to grow outside of our traditional segments of cruiser, bagger, and touring bikes. We wanted to get into segments that are growing in the U.S. and are also really big internationally.”
“About four years ago we said ‘okay, let’s do a race bike and then let’s leverage that race bike to build a street bike.’ Once we did the race bike we got a lot of feedback and people loved how it looked so we knew we were on the right path.”
Indian Motorcycle- Jared Mees doing a burnout at the unveiling of the FTR 1200
But it isn’t just visual similarities that the race bike shares with the production model. Although they share zero components, the FTR 1200 actually got some mechanical inspiration from the FTR750 as well. “The airbox on the FTR 1200 is directly above the throttle bodies just like on the race bike,” Lindemann pointed out. “We ended up packaging the fuel under the seat which gave us more advantages. It lowered our center of gravity and made the bike more agile.” Another mechanical similarity is in the bike’s swingarm, whose tubular steel design matches the race bike as well.
Lindemann went on to talk about the four priorities Indian had when designing the street bike. It needed to look like the race bike, it needed to be fun, it needed to have character, and it needed to be customizable. Indian believes that with this formula, the FTR 1200 will be a hit that can set the stage for further diversity in the brand’s lineup.
That leads me to the one question I asked all three of the important people at Indian Motorcycle that I spoke with. Since Indian is making it sound like the FTR 1200 is the first of multiple bikes to use this engine and this platform, I asked what Indian can tell us about the future of this new platform. All three answers made me giddy so here they are verbatim:
WILSON: “You’ll definitely see more. When you ride the bike, you can feel where it can go and I’ll leave that to your own interpretation when you get to ride the bike. You can see the potential in it and this will be one of many bikes coming over the next coming years. It’s an amazing platform that has a lot of flexibility to go a lot of different places and it’s going to be a really fun couple years.”
CHRISTOPH: “We’re exploring everything. I would say nothing’s off the table. You can kind of look at the bike and you can imagine what its variants may be. I can’t say anything specific, but we’re not done. We’re just getting started.”
LINDEMANN: “It’s a very capable platform. We think the Indian brand can play in any segment. We talked to a lot of customers and they feel like it’s a brand that resonated outside of cruiser/bagger/tour. We think from a customer readiness and market readiness standpoint, we can go in any segment we want. We designed this platform to be capable of doing a lot of things. We have an exciting future with this platform and we’ve got a lot of other great news coming as well.”
2019 Indian FTR 1200 S
My personal translation: Indian is probably working on an adventure bike with this platform. After seeing it in person, it’s very easy to visualize different styling, suspension, tires, ergonomics, etc to morph this platform into a bona fide ADV. It’s a very hot segment and it’s one that Harley-Davidson is about to get into with the Pan America. For Indian, the platform and engine are already done and the brand might even be able to bring an adventure bike to market sooner than the Pan America shows up, which is supposed to be in 2020. Of course, this is just my own speculation, and time will ultimately tell.
From the styling to the pricing to the spec sheet, it sure seems like Indian knocked it out of the park with the FTR 1200. If this thing’s real-life performance is as good as we hope it is, we think Indian Motorcycle will have a global winner on its hands when this bike hits dealers next spring
Up for sale through Heroes Motors of Los Angeles is a 1919 Indian Power Plus, and not just any (very) old motorcycle. It was a board track racer in its day and raced at the Los Angeles Motor Speedway; there is a chance this very bike is one of the motorcycles in the above video from 1921!
Heroes Motors has limited information on the machine, except that its owner moved from the United States to France with this bike after World War II, and the machine was then sold to, and stored in, a museum in France from the 1970s through the 1990s. The current owner bought the bike from that museum. It remains in unrestored condition (though some of the leather pieces like the seat have been replaced).
The Indian Power Plus, while a throwback now and certainly bearing little resemblance to modern motorcycles, was well ahead of its time. It was truly a marvel of engineering. Indian employed engineers as well as their factory racers to design the engines and frames of these bikes. These were the machines that set speed and distance records in their day.
The oval board track racers regularly saw speeds of 100mph and better, which is pretty impressive for a machine that put out just a hair over 15hp. The demons who rode them did not have the benefit of modern safety gear but instead donned leather helmets, and their clothing sometimes had wooden armor. This didn’t help a whole lot when a crash occurred on the speedway, where riders would sometimes (gird your loins here, friends) end up with twelve-inch splinters from the wooden track.
Fire up your imaginations; can you begin to believe what these races must have been like?
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.
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.
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.
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.