Wednesday, July 8, 2020

Along for the Ride with ‘Fast Eddie’

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FOX TOWNSHIP, Pa. — A short film about a Sullivan County man’s love for racing motorcycles was recently released on YouTube.

“Fast Eddie” tells the story of what motorcycle racing life was like in the 1950s.

Ed Fisher, also known as Fast Eddie, began racing motorcycles when he was 16 years old. Now at 94, the former racing legend still enjoys riding, just at a slower pace.

Fisher was born in Lancaster County in 1925, and he loves to ride motorcycles. If you give Fisher two wheels, handlebars, and an open road, he will fly right on by. Fisher brought his first motorcycle, an Indian Scout Pony, in 1941 and hasn’t looked back.

After just celebrating his 94th birthday, the man from Shunk still loves to ride his bike in Sullivan County and beyond.

“You are out in the open. You see your surroundings much better, and normally it is nice fresh air,” said Fisher.

“Fast Eddie” is a documentary on YouTube that focuses on Fisher’s racing days in the 1950s. One of biggest wins of Fisher’s career was the 1953 Laconia 100-mile National Championship in New Hampshire.

“And you went off blacktop onto the sand, then sand onto the blacktop onto a 90-degree turn which got pretty slippery. If you learned to maneuver that good, that is how you make good time.”

Fisher eventually stopped racing professionally in 1957 and was voted into the American Motorcyclist Assocation Hall of Fame in 2002.

“You can’t say I think I have done something better than everybody else, but just being recognized as being one of the top competitors in your day. (It means a lot?) Yeah, yeah.”

Fisher says he will continue to ride his motorcycles until he can’t.

1912 Indian Single hits the street after a silly start up with Jay Leno!

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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!

Source: 1912 Indian Single hits the street after a silly start up with Jay Leno!

The Indian Enfield

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In the 1955 Indian started to import English built motorcycles, and branded them Indian Motorcycles. This was under a five year contract with Royal Enfield, which ran from 1955 – 1959 inclusive. After 1953 the Indian name survived only as the Indian Sales Corporation. The Indian Sales Corporation primarily imported Royal Enfields. These bikes were branded as Indian motorcycles for the American market. The imported motorcycles ranged in size from 150cc to the largest 750cc twin model. One model they imported was the Royal Enfield Bullet. This model was called the Indian Woodsman, and Westerner for the US market. Amazingly this same bike is still in production and is being imported into the United States as the Enfield Bullet.
Now one may ask, how can this be when Royal Enfield went out of business in 1970 ? It is not generally known that the Royal Enfield – after the closure in England – nevertheless went on in another place where the classic already had been manufactured for years. The Royal Enfield was also being manufactured in India. This was owing to the fact that the Indian government had set about purchasing a large number of motorcycles for its police and army in 1955. They needed a solid, economical, maneuverable and reliable motorcycle in order to cope with the miserable roads of the mountainous regions, the heat in the deserts and the humidity of the tropical rain forest. After doing a lot of testing of various brands, the Bullet of the Royal Enfield company was chosen as the most suitable. Thus the Indian government ordered 800 of the 350 cc model in England.
The Royal Enfield company was not able to keep up with the sizable orders coming in from India and a decision was made then to form an independent Indian firm (Enfield India) with British tools in Tiruvottiyur, Madras. There, various Bullet models were manufactured similary to those from England during the 1955 model year. After the closure of the Royal Enfield company, Enfield India was alone in manufacturing the Bullet.
During the 1980’s, the Bullet started being exported to foreign markets, among others, to it’s native country, England, and by the mid 90s the gradually refined classic was for sale in more than 20 countries including Canada and the USA among others. To this day more than half a million Enfields have come out of the modern production line in India, where six different models are being manufactured. On all the models, old traditions like the hand painted golden pinstripes on the tank and the mudguards are maintained. Where on earth did you ever see the like of it?
The Enfield Bullet comes in two versions – a 350 cc and a 500 cc. At the moment Enfield Bullet is available in three variant types: Standard, Deluxe and a Army model. The only difference between the standard and the deluxe models is that the deluxe model has a chrome plated tank, chrome plated mudguards, and chrome air cleaner.
The standard model comes in the colors grey, green, and black. The deluxe model is available in black, red and blue. It is possible to obtain the motorcycle in other colors as well. For both models, an option is available to convert the foot shift to the right side, instead of the British Left Side.
It can be said that everybody stares at the Bullet. Only a few own one. Everywhere you go, you will be turning heads, as people look at your new classic motorcycle. The 1999 Bullet is still a 1955 motorcycle. It’s a rickety ride compared to anything modern. It has huge amounts of character. For just under $4,000, it’s a reasonably priced bike. The Enfield India does have modern hand controls, mirrors, shocks and a seat that works, although, purchasing one of the accessory seats may be more comfortable. The motor is very peppy and has a high amount of torque, for a single. The quality is good, remember they now have 40 years experience building this motorcycle ! Most reviewers relate that overall the bike is very reliable, as well. In an age when we seem fascinated with what is classic, the Royal Enfield works. It’s a classic, hands down. You’ll be the first on the block with one of these. All that is needed, is to add the Indian Script to the tank, and you can claim it is an “Indian Enfield.”
Technical specifications
Engine 4 stroke, air-cooled, OHV
Displacement 499cc
BoreXstroke 84x90mm
Max. bhp 22bhp@5400rpm
Max. torque 3.5 kgm/3000rpm
Compression ratio 6.5:1
Transmission Four-speed gear box
Special features
– Top speed of 125 kmph
– Unique neutral finder lever
– Fuel consumption of 70 mpg
– Stunning black paint finish with gold line on fuel tank
– Tiger-head headlamp casing design
– Pilot lamp for parking
– Unique silencer beat
– Fulcrum lever on main stand for easy parking
– Adjustable rear shock absorbers
For more info please contact the U.S. Distributor:
Classic Motorworks PO BOX 917; Fairbault, MN 55021.
Phone: 800-201-7472. http://www.enfieldmotorcycles.com

1948 Indian Big Base Scout Restoration

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If Invercargill man Hamish Alan idolises anyone, it would be the Indian Wrecking Crew, a group of three motorcycle racing champions who rode their Indian Scouts to victory against Harley-Davidsons in the 1950s. Alan tells reporter Hannah McLeod how images of one of them racing inspired him to build his very own Indian racing bike.

I’m the only gearhead in my family but my love of bikes probably began when I was a kid, riding a little Benelli, or with my dad’s old Indian motorcycle, which was in our garage under a bit of canvas.

My brother, sister and I would pull the sheet off and sit on it, bouncing up and down, pretending we were riding it, as kids do.

I think that old motorbike was a bit of an impulse buy of Dad’s. It never ran during my lifetime, until I was about 18, when I decided to restore it.

I had to outsource a lot of the work because I simply didn’t have the skills.

But a few years ago I saw 1950s race photos of another Indian motorbike, which I decided I wanted to build.

Fortunately, in my 20s, I quit my day job and started an adult apprenticeship as a fitter-turner, purely so that I could develop my skills to work on motorbikes.

I’ve built a 1948 Daytona Scout. The body’s almost entirely original, but the engine is reproduction. I’ve managed to do most of the work on this myself, with a little bit of help from local man Ray McCulloch.

I hate to think how much it’s cost me. There’s a pile of receipts I haven’t even looked at, but that’s not the point.

This weekend, I’ll be racing it for the first time at Teretonga as part of the Burt Munro Challenge. I’ve had a couple of test runs, and I’ve already figured out I’ll never be satisfied.

I’ll probably rebuild this bike three times over to reach my goals of developing the engine and getting to a good top speed.

Racing in the United States. these bikes could do 120mph, but they had been rebuilt in aluminium, not steel.

This bike won’t get up there – it has brakes!

But, eventually, I’ll probably start developing my own skills so that I can work with aluminium and continue working on this bike.

I’ve owned fast road bikes before, a Honda and a Ducati.

Problem was, I was getting faster and faster on the road, and I was probably pushing legal limits.

While I certainly respect and appreciate Burt Munro’s achievements and his Munro Special, his Indian was a land speed bike, not a racing bike.

Mine looks like an everyday motorcycle but it’s built for the track.

You can do things there that you can’t do on the roads legally

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

New Beginning at end of Indian Bike Trail

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New Beginning at end of Indian Bike Trail

Motorcycle Restoration part of nostalgia trip

BOULDER (AP) — A growing band of once nearly extinct Indians is being resurrected in Boulder, some restored from rusting graveyards while others quietly survived the decades until their time had come again.
Not the red-blooded variety of hos­tiles these, but iron and steel Indian motorcycles built at the old Wigwam factory in Springfield, Mass., before the firm went bankrupt in 1953, leav­ing Harley Davidson as America’s lone motorcycle manufacturer.
“Save a piece of America — restore something,” is how machinist and tool-and-die maker Jeff Grigsby explains why he got into his growing business of restoring the old Indians to better-than-new condition.
Grigsby, born the year Indian went broke, says his customers are a “well-to-do crowd” since his inside-out restoration jobs run $7,000 to $9,000 on the Chiefs, the big 74-to-80 cubic inch V-twin Indians.
Back in the 1950s after Indian went broke, a dollar-short generation of young riders bought up those big, graceful but distressed Chiefs for $150 to $300. They hacksawed the full-skirted fenders into bobtails and destroyed them in street-drag duels with the quicker, lighter British bikes then flooding the market.
Only a few Indians survived.
Grigsby says there are more than 20 of the Indians running around the Boulder area now, ranging from well-worn to concourse condition. They in­clude the rare Indian 4-cylinder ma­chines, mostly the big V-twin Chiefs, and even a 1915 Power Plus twin.
One of those Indian riders is Eldon Arnold, 58, who bought his 1950 80-inch Chief 23 years ago and now has about 60,000 miles on it.
“You can’t wear them out. With a little extra care they’ll run forever. As the years went by, the Indian got more valuable and I hated to go out on the road with it. And at one time, parts were hard to come by. But they’re being duplicated again now,” Arnold said, summing up the nearly three decades since Indian went broke.
Ninety percent of American motor­cycling today is done on Japanese bikes. Grigsby thinks increasing inter­est in the old Indian bikes is because they were American-made and repre­sent a vibrant, classic era in motorcy­cling.
“It’s a study of history, of American engineering,” Grigsby said of the In­dian bikes who battled Harley, Excel­sior, Henderson, Pope and Cyclone for race track and sales supremacy during the golden age of American motorcycle production.
Indian began production in 1901, won the nation’s first motorcycle race (a 10-miler at Brooklyn, N.Y.) in 1902, then entered international Gran Prix racing and swept Britain’s Isle of Man 1-2-3 in 1911.
Every U.S. national motorcycle championship in 1928 and 1929 was won by an Indian.
“A Harley rider looked on an In­dian rider like a racist thing. It was blood for blood back then and Indian still held all the speed records — and that determined the sales of a lot of motorcycles,” Grigsby said.
“The Indian is a rarer breed (than Harleys a desirable unit. People that rode these bikes when they were young now realize they can get one in better than new condition.
“I guess it’s a compensation to give up a gas-eatin’ hog for a piece of clas­sic transportation that gets 60 to 65 miles to the gallon on regular,” Grigsby added.

At 27, Grigsby is an 11-year veteran of motorcycle mechanics. He dropped out of school at age 16 to attend a Har­ley Davidson factory mechanics school and then took a job at a Los An­geles Harley shop.
He took his four-year machinist’s apprenticeship in Boulder with Ed Gitlin at the shop where Grigsby still does his machining trade.Grigsby had balanced, tuned and blue-printed Harley V-twins for sev­eral years before “I fell into a large in­vestment of close to 40 Indian motorcycles three years ago.”
Since then he has restored five of the Indians, with three more under­way for completion in March. He hopes to expand to 12 at a time for the next batch. “Everybody that sees ‘em, wants ‘em.”
Partner in the effort is Jim Arnold, Eldon’s son, who restores the Indians’
instruments, speedometers, switches and does all detail work.
Grigsby says his Indians go through five stages of complete dismantling and reassembly. The final finish and fit is more like that of a hand-built Italian Ferrari than the original, pro­duction Springfield Indians.
Grigsby replaces plain bronze bush­ings with needle bearings wherever possible, Teflon-coats engine parts, mirror polishes combustion chambers and improves on the original lubri­cation system.
If the Indian was such a classic, why did the firm go belly up?
Cycling historians say loss of World War II government contracts when the military opted for the Jeep instead of courier motorcycles and a fatally flawed new British-style engine mar­keted after the war — it consistently blew main bearings — led to Indian’s defeat.
Now, 27 years later, restorers like Grigsby and Arnold at shops scattered across the country are bringing the last remnants of the old Indian line back to showroom condition as Amer­ica’s nostalgia kick moves into the mo­torcycling arena.
And after so many moons, the end of the trail for Indian has become a new beginning.

Editors Note:This reprint is from 1980. Jeff is still active with building musem quality Indian Motorcycles. He is one of many rebuilders who have kept the brand alive!

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.”

Indian Motorcycle Restoration – A Labor of Love

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For Barry Teller, the recipe for a labor of love involves an engine with three speeds, 300 hours of work and approximately 1,500 moving parts.
   Four years ago, Teller received a 1937 Indian Sport Scout motorcycle packed in “many boxes,” after agreeing to take on the restoration project for a friend in Ohio in memory of his brother.
   As Teller looked over the motorcycle, he said, some of the parts inside the boxes or connected to the Sport Scout were wrong. And that is when he was determined to set out and restore the Depression-era motorcycle faithfully to its original look.
   The motorcycle, manufactured by the Indian Motorcycle Co. from 1934 to 1942, was smaller than the Chief model, Teller said, and was “a little more affordable.” The motorcycle Teller restored was purchased from the original owner’s family in the 1960s, and has been in pieces for many years.
   Teller said he scoured the nation looking for original or faithfully reproduced parts. “They’re hard to come by,” Teller said of suitable parts for the motorcycle.
   Although Teller has restored other motorcycles and mechanical items, taking on the Indian Sport Scout was mostly “for the challenge of the project.”
   While working on the Indian, Teller said he was told by a few seasoned restorers that the Sport Scout is “one of the hardest to restore.”
   “It was nerve-wracking at times,” he said. But he didn’t go at it completely alone. Another friend painted the motorcycle, while a pinstriping contact from Ohio took on the 10-hour project of applying the gold linear highlights.
   Because of its insured value — $30,000 to $40,000 — Teller said, the recipient of the motorcycle requests anonymity.
   Before packing the motorcycle for its trip south, Teller test-rode the vintage wheels through the neighborhood, but because he is used to riding only “conventional” motorcycles, his travel in nostalgia was brief. “It operates and rides differently,” he said.
   Last week, the motorcycle made its trip “home,” where it will likely be stored in a private, museum-like setting. And that is fine with Teller. “It’s like a work of art,” he said about the restored motorcycle.