Tuesday, December 10, 2019

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.”

1933 Indian Four – Jay Leno

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In 1901, bicycle racer and builder George Hendee teamed up with engineer Carl Oscar Hedstrom to build a 1.75 hp single cylinder motorcycle prototype with a revolutionary chain drive. This motorized bicycle met with immediate success, and the 1933 Indian Motorcycle. Indian Motocycle Company was soon formed in Springfield, Massachusetts.

Who was Floyd Clymer?

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Floyd Clymer played a big roll in the History of the Indian Motorcycle – Here is a brief history of the Man:


Here at the Library, it’s hard to scan the shelves without coming across the name of Floyd Clymer.  From 1944 through the 1970s, his publishing company stood at the forefront of automotive books.  At the Library, we have more than fifty of these books on-hand for reference, covering everything from history to racing!  While Clymer’s books have remained his biggest claim to fame, they are but only one piece of this legendary man’s life story.

Since he was a lifelong fan of automobiles, it seems fitting Floyd Clymer was born in Indianapolis, home of the famed 500, in 1895.  Shortly thereafter, his family moved to Berthoud, Colorado.  In 1902, Clymer’s father (a physician) introduced his son to the world of cars with the purchase of the family’s first vehicle, a one cylinder Curved Dash Oldsmobile.

Floyd Clymer didn’t have what you would call a typical childhood.  At just seven years old, he learned how to drive his dad’s Olds.  Later, Clymer and his younger brother participated in the 1904 Reliability Run from Denver to Spokane.  Behind the wheel of a Flanders 20, several breakdowns thwarted successful completion of the trip.

If racing was in Clymer’s blood, so too was the entrepreneurial spirit.  While most ten year olds boys found fun playing baseball, Clymer got his kicks from selling cars.  With faith in young Floyd’s dream, Clymer’s father allowed his son to set up shop in a room within his practice.  In what was formerly a dentist’s office, Berthound Auto Co. was founded, specializing in REO, Maxwell and Cadillac.  In two years, the wonder kid managed to sell at least twenty six vehicles.

For trade publications of the day, the story of a young auto dealer was too good to pass up.  Motor Field ran an article on Clymer (then 11), “the Kid Agent,” in their February 1907 issue.  Salesmanship in his blood, the article doubled as an ad for Clymer who claimed, “[I] can supply your wants in repairs and supplies, and can save you money.”  Later in life, Clymer reprinted and sold this same issue for just a dollar.

Clymer Motor Field Article
Eventually, Clymer grew interested in motorcycles.  His first bikes were a California-built Yale and Thomas Auto-Bi.  Ever the showman, Clymer discovered how to ride backwards by the time he was fourteen and, in 1912, he won his first amateur bike race in Boulder, Colorado.

Clymer's victories earned him a spot in Indian's advertising.In 1916, Clymer made motorcycle history by winning the very first Pike’s Peak Hill Climb.  Contrary to popular opinion of the time, his Excelsior proved motorcycles were capable of more arduous trips, having ascended 4,958 ft in only twelve miles.  Thanks to such victories, Clymer attracted the attention of Harley Davidson and became a member of their factory racing team in 1916.

Though an accomplished rider, Clymer never abandoned the world of salesmanship.  In 1914, he moved to Greeley, Colorado and opened up a motorcycle shop, selling Excelsior bikes and, eventually, the Harleys he was known for racing.  Clymer promoted his dealerships by setting long distance records between cities on his bikes.

Cover of a brochure for Floyd Clymer, Inc.

After his stint in Greeley, Clymer set up Floyd Clymer, Inc. in Denver, becoming a major distributor of Indian, Excelsior and Henderson bikes for the western part of the country.  In a 1929 brochure, Clymer touted he was the “largest motorcycle dealer in the west” and that he had “…sold motorcycles and shipped them into practically every state in the union.”  In addition to new and used bikes, Clymer sold parts and accessories.

By the 1930s, he made the move to Los Angeles, taking over Al Crocker’s West Coast Indian distributorship and managing a profitable venture in the mail order parts business.  Taking full advantage of his close proximity to Hollywood, Clymer gave Indian bikes to celebrities as gifts or loaned them in return for advertisement-worthy publicity shots.  Consequently, Indians were well-represented on the silver screen back then!

During World War II, Clymer began collecting automotive sales literature and photographs, many of which wound up in his first book.  Published in 1944, Floyd Clymer’s Historical Motor Scrapbook was a collection of reprinted advertisements and period articles, featuring two hundred fifty brass era vehicles.  Reception of the book exceeded Clymer’s expectations, becoming an overnight success and receiving a glowing review from TIME.
Clymer's first book (1944)

A small sampling of the Library's Floyd Clymer books 2 small

From then on, Clymer established himself as the pre-eminent publisher of automotive books, having printed more than four hundred different titles by 1965.  Among them were several more “scrapbooks,” including special editions devoted to steam powered cars and motorcycles.  Clymer also localized foreign titles, published a long-running series of Indianapolis 500 yearbooks (the first in 1946), and reprinted entire works, including the National Automobile Chamber of Commerce’s Handbook of Automobiles series.

While a successful publisher, Clymer never turned his back on motorcycles.  In the 1960s, he became a distributor of the high-end German-built Munch Mammoth IV, a $4,000 bike he labeled the “Ferrari of motorcycles.”  Starting in 1963, he attempted to revive Indian (defunct since 1953), slapping the name on imported bikes decked out with engines from Royal Enfield and Velocette.

Although the closest one can get to a tangible tall-tale, Clymer was not immune to the world of medical misfortune, and he succumbed to a heart attack in 1970.  In his short time on Earth, Clymer had accomplished what few could hope to achieve in five lifetimes, let alone one.  Far from forgotten, his is but one of many stories awaiting your discovery here at the Library.

Source: Who was Floyd Clymer? | AACA Library and Research Center

Crocker Motorcycle Company Resurrected- Quail Motorcycle Gathering

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

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

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

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

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

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

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

Source: Crocker Motorcycle Company Resurrected- Quail Motorcycle Gathering

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

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

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

Dottie Mattern riding her 1936 Indian Scout

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

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

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!

Antique Indian Motorcycle Insurance

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Indian Motorcycles through the Years

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

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

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

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

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

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

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

 

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

Motorcycle enthusiasts soak in the exhaust at Cannonball Run (09/10/14)

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One of the oldest of the antique motorcycles that sat arrayed on Spanish Street on Tuesday afternoon was a 1916 Harley-Davidson, just a shade lighter than robin’s egg blue with a wide leather seat and broad, rounded handlebars.

Navy, red and gold pinstriping curled finely across the bicycle-looking frame, and the long, boxy gas tank bore the moniker “The Frankfurter.” Across the street, lounging in the shade on a bench outside the Brick Street Gallery antique store was the bike’s owner, Thomas Trapp.

He was one of more than 100 vintage-motorcycle enthusiasts rolling across the country in the motorcycle Cannonball Endurance Run. They started in Daytona, Florida, on Friday and made a pit stop in Cape Girardeau on their way to Tacoma, Washington.

Trapp runs a Harley Davidson dealership in Frankfurt, Germany, and says the run is the apex event for old-school gearheads such as himself. As he talked about the run, his blue eyes turned bright with the type of devotion to craft, bikes and lifestyle that motorcyclists are known for.

“Let me tell you,” he said in a round German accent, “I am riding vintage bikes for 40 years. I’m racing vintage for a long time. When you are into vintage stuff, I am always searching for the new thing, a new challenge.”

(Photo)

A 1916 Harley Davidson F owned by Thomas Trapp of Germany is displayed for the Motorcycle Cannonball Endurance Run on Tuesday in Cape Girardeau.
(Fred Lynch)

He explained Erwin “Cannon Ball” Baker’s legacy is one of the most potent allures of the run. Baker set more than 140 driving records in his day, and his reputation for marathon rides is what inspired the event.

“He made it [across the country] in 12 days,” Trapp said, “in 1914 on an Indian [motorcycle].”

The motorcycles turn heads, to be sure, but some followers had traveled a distance to see the classic machines. Dave Sickmeyer has been following the competition online since it left Daytona. He and his wife Cindy came from Steelville, Illinois, to see them. He said the engineering of the Hendersons are his favorite part.

“How long have I been riding? Oh boy,” he said.

“His whole life,” Cindy assured.

(Photo)

Ron Roberts of New Hampshire rides his 1936 Indian Chief across the Bill Emerson Memorial Bridge for the Motorcycle Cannonball Endurance Run on Tuesday in Cape Girardeau.
(Fred Lynch)

“Yeah, I’m 63; I’ve been riding since I was 12,” he said. He shifted his weight to ponder the midnight blue four-cylinder Henderson in front of him.

“Boy, I’d like to be able to buy an old bike like this, but you’re talking around 50 grand right off the bat.”

“What intrigues me is that they come from all over the world,” said Cindy. She said she was impressed by the German bike and at how old some of them were.

At 98 years old, Trapp’s bike isn’t much different from Baker’s original Indian, and the similarities don’t stop at the antique V-twin engine. The rules of the run allow for modification in the name of safety, Trapp explained, pointing at another driver rolling off his Henderson four-cylinder to fix a flat.

“See? He’s changed the wheelbase to get modern tires and a front brake from a BMW,” he said. “Which is totally fine for safety.”

But as he detailed his ride’s specs, a smile cracked across his sunburned face. He hadn’t installed a front brake. He hadn’t altered his wheelbase. What he’d done is position himself to compete in the run as a purist.

“There is nothing more in the world than the Cannonball on a Harley Davidson,” he said. “We are just about five or six people whose bikes are 1915 to 1919.”

When he brushed back his weather-beaten white-blonde hair, the inside of his right forearm bore an intricately inked rendering of a motorcycle: a 1916 Harley Davidson with a V-twin engine and a long, boxy gas tank.

“Yes, it’s the same one,” he nodded, beaming with pride.

Source: seMissourian.com: Local News: Motorcycle enthusiasts soak in the exhaust at Cannonball Run (09/10/14)