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?
It was 1949 and Indian Motorcycle was struggling. It was so bad that the company could not fulfill the orders it had from, all-important police and other commercial entities. West Coast distributor Hap Alzina got the news and selflessly shipped huge stocks of parts he had in his West Coast warehouse, just so Indian could build bikes to fulfill its orders. Then, not long after that, Alzina learned that Indian was to the point of being so cash strapped, it wasn’t going to be able to meet payroll. Again, Alzina went into action to try to save the manufacturer, by placing a massive advance order, well over his normal allotment, just so Indian would have an instant cash infusion and be able to pay its employees.
Alzina’s ardent devotion to Indian motorcycles went back to the early years of America’s first major motorcycle company. When he was just 15 years old, he bought he first Indian and he loved it. So much so that when he was 17, he took a job as a mechanic for an Indian dealership in San Francisco and quickly worked his way up to service manager.
Born on September 14, 1894, Loris Alzina’s interest in motorcycling began early in life. As a boy he bought his first motorcycle, a Reading-Standard, for $50. In 1909, Alzina’s family moved from Santa Cruz, California, to San Francisco. There, he bought his first Indian from C.C. Hopkins, who was the Indian distributor for Northern California at the time. It was for Hopkins’ agency that Alzina began working for Indian.
Alzina spent 56 years devoting himself to motorcycling. Involved in motorcycling from its infancy, he is best known for being the western states distributor for Indian and, later, BSA. He oversaw the sales of those brands during the height of their popularity. Alzina — who earned the nickname “Hap” from his good-natured attitude — also sponsored many of the top AMA professional racers.
In the early 1910s, racing was becoming increasing popular and Alzina tried his hand in competition. He did some flat-track racing, but his primary interest was endurance runs. Alzina raced in many of the early desert city-to-city runs that were popular at the time. In 1919, Alzina edged well known racers Wells Bennett and Cannonball Baker to win the prestigious San Francisco Motorcycle Club Two-Day Endurance Run. That was a huge upset victory over two very popular racers. Of the 30 starters in the 680-mile endurance event, only seven riders managed to finish. Competitors had to battle against rain, hail, snow and even a landslide during the February contest. One rider slid off a muddy wooden bridge and was injured when he fell into the creek below. Alzina overcame those obstacles to earn a perfect score, riding an Indian sidecar outfit. Bennett, riding an Excelsior and Baker, on a factory-backed Indian, were on solo machines.
Alzina’s 1919 endurance victory was his biggest achievement as a competitor and it made him a popular name by way of win ads in motorcycle magazines across the country.
A few years before his big race win, Alzina opened his own dealership, selling Reading-Standard and Cleveland motorcycles. That enterprise was short-lived due to the onset on World War I. After closing his shop, Alzina again worked as sales manager for San Francisco’s Indian distributor. In 1922, Alzina saw a golden opportunity across the Bay in Oakland and bought out the dealership of E.S. Rose. Alzina turned the struggling franchise into a very successful business.
Alzina’s business expertise was recognized by Indian. In 1925, the company assigned him all of Northern California’s distribution. The next year, he was given the entire state, and by 1927 his territory expanded to include Nevada, Arizona and Washington. By 1948, Indian sales in Alzina’s territory represented over 20 percent of Indian’s total worldwide volume.
At the age of 54, moved on to another business venture and bought the western states distribution rights for BSA motorcycles from Alf “Rich” Child in 1949. The growth in motorcycling over the next 15 years was explosive. Under Alzina’s direction, BSA’s western distribution went from three dealerships to 265 dealers in 20 states. The move to BSA helped keep him in the motorcycle business even after his beloved Indian failed in the mid-1950s.
Alzina was an enthusiastic supporter of racing. Many racing stars such as Ed Kretz, Gene Thiessen, Al Gunter, Dick Mann, Kenny Eggers and Sammy Tanner credited Alzina for being a big part of their success. Several of those riders worked in Alzina’s shop and were allowed generous time away to travel to races.
At one point, Alzina also served as Vice President of the AMA.
Famous for his practical jokes, Alzina once walked a horse through a plush New York hotel lobby, pushing the horse into an elevator and taking him up to a room where a party was going on. He also enjoyed marking “Private & Confidential” on the address side of post cards so that everyone would be sure to read the card.
Alzina retired in 1965. He and his wife, Lillian, enjoyed traveling together, visiting friends across the country during their retirement years. He was given an Award of Merit from the AMA on behalf of its 70,000 members upon his retirement.
He was by a journalist if he viewed motorcycling as more business or pleasure.
“Motorcycles are a business,” he said. “But now, as you’re asking questions and I look back over the years, I call it 40 years of fun.”
Alzina died on July 21, 1970 at the age of 75. He will always be remembered as a man of integrity, honesty, loyalty, foresight, common sense and hard work. He was also a one of Indian’s most passionate supporters. He was inducted into the first class of the Motorcycle Hall of Fame in 1998.
Larry Lawrence | Archives Editor – Cycle World In addition to writing our Archives section on a weekly basis, Lawrence is another who is capable of covering any event we throw his way.
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.
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.”
Engine 4 stroke, air-cooled, OHV
Max. bhp 22bhp@5400rpm
Max. torque 3.5 kgm/3000rpm
Compression ratio 6.5:1
Transmission Four-speed gear box
– 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
High on the list of truths universally acknowledged must be the fact that the Indian Motorcycle, as a legend, a logo and a symbol ranks up there with the golden arches and the three-pointed star, with power and value beyond calculation. On the other hand, naming your daughter Baby Ruth doesn’t ensure she will hit 60 homers a season against big-league pitching. To collect on the promise of legend and esteem, you gotta have a product.
We are concerned here with the Indian, originally spelled Motocycle by the founders, as currently offered by Polaris Industries. To fully appreciate this, we’ll have to look back 60 years, to an undisputed tragedy.
At the close of WWII, a prosperous and product-starved public was ready to buy just about anything. The car and motorcycle makers had learned a lot during the war, but they were canny enough to offer the old versions while testing and refining the new. The 1947 Harley-Davidsons, Fords, Chevys, Dodges, etc., were identical to the 1941 models, while the improved models—the ohv Oldsmobile engine and the telescopic-fork Hydra-Glide—didn’t get here until 1949.
But at the Wigwam, as always, things were different. E. Paul DuPont, who owned Indian and kept the brand in business through the Great Depression, sold his shares in the company. The new owners had new ideas—vision, one could say. The firm’s chief engineer had designed a radical line of really new machines, modular in that there would be a Single, a Twin and a Four, all using the same basic design, all overhead valve, foot shift and hand clutch, suspension fore and aft, with the writing on the tank being the only clue as to what was what.
Further, the new president embarked on a revolutionary ad campaign. As the Japanese say, he reckoned to enlarge the pie, rather than fight over slices. The completely different motorcycles were launched in 1945, with a completely different campaign endorsed by baseball, show business and movie stars.
But wait: Doesn’t this sound like Honda in 1959, meeting the nicest people and all that? Yes. But for one thing, Honda’s dealer network was based on new people who mostly ran hardware or sporting-goods stores, and for another, Honda’s engineering raised the bar worldwide.
Indian’s new bikes—the Single and Twin (the inline-Four never got past the prototype stage)—were disasters. When they didn’t blow up, they broke down. The motorcycling community was small, and everybody knew how bad the new models were. Add to that, the old dealer network, the guys who’d raised a stink when the evergreen Scout was abandoned and stormed the boardroom demanding a new one, wasn’t always that happy with the new people.
Suffice it here to say that everything that could go wrong did. The money ran out and Indian’s new owners begged for help. The English brands were doing well, so Indian asked to distribute several makes. A partnership was formed, and before you could say the camel’s nose was in the tent, the Indian visionaries were out, the English owned Indian and production of the new models was immediately stopped. The final production run of the final genuine Indians, the Blackhawk version of the side-valve 80-inch Chief, came in 1953.
There followed a run of Royal Enfields and later, Matchlesses labeled Indian, but fooling nobody. Next, a puzzle and struggle over ownership of the script, name and symbols. There were Matchless-Indians, then a run of Italian Indians backed by entrepreneur Floyd Clymer, first road bikes and then motocross.
Next, a series of failures on a different stage: promoters with big plans and no money, who never made any motorcycles. A serious effort appeared in 1999. There was a major market at the time for full-dress Harleys and look-alike rivals from the major brands. Indian of America had a factory in Gilroy, California, and produced a viable machine, a big Twin styled like the old Chief and powered by a version of a Harley clone. But the funding wasn’t enough, sales did not meet hopes and the firm went bankrupt in 2003. Three years later, another group of investors picked up the baton and began building the same sort of repro-Indian Chief, this time with modern engineering as in EFI and a bigger V-Twin than Indian Motocycle ever dreamed of—all of it just in time for the bottom to drop out of the market.
But the true revival, one can only hope, came in 2011, when Polaris bought the struggling brand. What’s the difference this time? The lesson since the debacle in 1945 is clear: It’s a heap more difficult to produce a viable motorcycle than all those dreamers and promoters realized. They all had the script and the logo and the legend, but not one had a product to match the hype, good intentions or no.
In contrast, Triumph, with a logo and badge nearly as good, was revived and still thrives simply because it had 1) the capital to invest; and 2) a properly engineered machine that created its own market. It didn’t revise the classic Bonneville Twin until the big Triples proved that the product matched the promotion. Knock wood, those Indian dealers who stormed the boardroom demanding a new Scout in 1947, may soon get their wish. Except there is a very good chance it will be a Chief.
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:
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:
John Gee’s extraordinary Antique Motorcycles collection
Antique Motorcycles, in Moorabbin, outside Melbourne, Australia(Credit: Loz Blain/New Atlas)
VIEW GALLERY – 46 IMAGES
Tucked away in Melbourne’s urban sprawl is one of Australia’s true hidden gems. Antique Motorcycles features the amazing and ever-changing motorcycle collection of owner John Gee, who was nice enough to take us on a guided tour and tell us about some of his favorite machines.
I’ve lived in Melbourne, Australia nearly 40 years, and been into motorcycles for about half that – and yet this hidden treasure has somehow managed to remain completely off my radar until now. Tucked away beside Moorabbin Airport is a historic motorcycling wonderland, almost a museum, built on one man’s personal collection.
Antique Motorcycles is a monument to owner John Gee’s passion for anything interesting with two wheels. Walking in the front door, through the cafe/bar area, you step into a huge showroom/museum area where dozens upon dozens of bikes sit in beautifully chaotic displays. Model planes, minibikes, snowmobiles, bicycles and speedway cars hang from the rafters, and the place is chock-full of all kinds of memorabilia.
John took the time to take us through the museum area and talk about a few of his many favourites. We’ll let him take it from here in his own words:
Antique Motorcycles started in 1988, believe it or not. I’ve been going to the States since 88, buying classic bikes and bringing them back to Australia.
I got bitten by the motorcycle bug as an 8-year-old and the bug kept getting worse. By the time I was an apprentice motorcycle mechanic at 17, I owned half a dozen road bikes that I kept at a friend’s house so my parents wouldn’t know. It was around this time I started buying and selling bikes, and building a collection.
In the late 80s, I was traveling across the United States, and I noticed that Triumphs, Nortons and BSAs were cheap. So I planned a trip over there, went and bought 30-odd bikes, shipped them back, and I’d spend the year doing them up in the garage. Eventually when you amass a collection of motorcycles it attracts other people with the same passion. Before you know it, you’re importing bikes for other people and working on their projects for them. One day you wake up and you own a motorcycle shop! It doesn’t happen overnight, but if you do it long enough, you end up with a place like this.
We’ve got a bit of everything here. I’ve got a pretty big mini-bike collection – a hangover from that bug I had as a kid. I prefer original condition bikes. I’ve spent most of my life taking chopper forks and handlebars and Craig Vetter fairings and touring bags off motorcycles and returning them to their original condition. I’ve got choppers from the 70s, I’ve got turbo bikes, I like my British bikes, I love my German bikes … but Indians is my #1 passion.
We became a dealer for Indian about 12 months ago. We’re very happy to sell them, they’re not a hard product to sell at all. They sell themselves out of the box because they’re such a good bike. It’s great to see a serious competitor to Harley Davidson.
Destroyer II – Billy Gibbons’ custom Kawasaki Z1R
We’ve got a lot of famous stuff here … This is a bike that Billy Gibbons, from ZZ Top, had made. He called it Destroyer II, because that’s the kind of guitar he plays.
He got a ’78 Z1R turbo, which was probably one of the most expensive bikes available on the day, and he sent it back to the factory. They put a stage 3 kit in it, which is a bigger sump, a welded crank, 6:1 forged turbo pistons, undercut the gearbox, all that sort of stuff.
Then they sent it off to this mob called RC Hill’s of Orlando, and they did all the gold plating, and the painting, and the custom work.
We haven’t restored the seat, because the seat had Billy Gibbons on it. The time’s come, it sort of needs to be done, but I’ve held back, because it’s Billy’s own seat. Pretty cool bike, it’s only done about 6,000 miles.
I found it in a collection in Michigan. I was buying about 20-odd bikes off one guy. It was in a pretty poor state. But they were the fastest bike in the world at the time. They still currently hold the record for an 11-second quarter mile, sitting on the bike backwards. Quite incredible!
Mad Max Honda Four
This bike here’s out of Mad Max. The guy lived five Ks from here, and he came in and said he had an old Honda and he wanted to sell it. I went and looked at it, I didn’t know it was out of Mad Max, he wanted too much money … I was leaving, I was in the car ready to drive away.
But just as I was leaving, he told me the story of how he rode the thing in Mad Max, and I quickly changed my mind and bought it. There’s a picture of it, right here… There was only two Honda Fours in the film.
When you watch the movie and slow it down, you can see the Star mags, you can see the twin-disc front end, which is unusual for a Honda, they only had a single disc front end. And you can see the calipers are behind the fork – normally Hondas had the caliper in front. He customized his own bike, way back when, ’74 or 5.
They had a Mad Max reunion last year. We all went to Clunes. And they had just about every vehicle from every Mad Max film made. All the people in the clothing and whatnot.
I had this bike there, and nobody knew about it – it doesn’t exactly jump off the page. By the end of the weekend, I found out I had the only genuine vehicle out of any of the Mad Max films at the event. There were at least 10 Interceptor cars, and the MFP police cars, 10 or 12 of those … There’s a lot of passion out of there for Mad Max.
TZ750 race bike
Here’s a TZ750, this was one of Trevor Flood’s bikes. Reputedly raced by Michael Dowson … and Kevin McGee in the ’84 Swann series. I think they raced it to second place in the championship.
It’s a GP bike you could buy off the shelf. This one’s got around 130 horse, it’s running Lectron flat-slides, White Power suspension, Dymag wheels and Brembo brakes. All products that the Floods were the importers for at the time. I bought it from a deceased estate about 25 years ago.
I’ve ridden this one on track. You go flat chat down Phillip Island straight, and when you hit the hump where the tunnel goes underneath, the thing does a huge wheelstand and you have to back off. Whenever you ride this bike, you have the utmost respect for it. When you get off in the pits, you’re shaking, and you go “whew… I lived!”
2002 Indian Chief: Schwarzenegger bike from Terminator 3
This is out of Terminator 3, Arnie Schwarzenegger. They made four bikes, they destroyed two, and two survived. This is the one he actually rode in the scene where they’re chasing the crane truck, and the crane’s jib is pointed sideways and the whole world’s blowing up. It’s taking down the power lines, flipping all the parked cars upside down. Pretty spectacular scene.
This particular Indian was known as the Gilroy Indian. Made in Gilroy, California. Not to be confused with the Polaris product of current times, which is a much superior motorcycle. The chase scene was only a small part of the movie, but Indian fans would’ve been sure to notice what Arnie was riding. It was the first time an Indian had been used in a movie in a very long time. They had a lot to live up to, as previous Terminator chase scenes involving Harleys were also spectacular.
Honda CBX1000 Turbo
In 1978, Honda came out with the CBX1000 six cylinder. A stunning bike, with a motor that was described as “a block of flats.” Absolutely an instant classic. So what to do to improve it?
Meet the Honda CBX turbo! They only made 10 kits, which were dealer fitted. They weren’t factory endorsed, but the factory would’ve been happy they had a product that could run with the Kawasaki Z1R turbos of the time … So that’s one of ten of those. I’ve had a fascination for turbos and have owned many examples, from all the four Japanese brands. I currently still have quite a few, and also some pretty wild Frankenstein home-built turbo bikes. Always fun.
This kit doubles whatever horsepower it had. What’d they have, like, 75 horsepower new? Not much … It might have 140 now.
1942 Harley-Davidson WLA
This WLA was restored by the US army, it’s probably the best example of a WLA in the world. It’s cool shit. Like all bikes here, it goes. Bit of fuel, bit of choke, couple of prime kicks, ignition … (bike starts) Hey? Not bad!
It had the radio instead of the Thompson machine gun. It’s a communication bike. It’s probably the best example of a WLA in the world, since it was restored by the army. It’s not like WLAs are very rare – they made 90,000 of them. But they are rare to find like this.
I didn’t have to do any work on it. The work I had to do was count out the bills and hand ’em over. Haha! Serious stuff. This bike is now owned by one of our very best customers, and is part of his extensive collection.
1951 Harley-Davidson WR
WR Harley-Davidson up there, a 1951 WR, they made 23 in the world. That was Harley’s weapon on the flat tracks. This bike comes from one of the oldest Harley Davidson shops in the USA. It was a spare bike that only saw a few practice laps in its life.
In ’52, they already had the KR top end on the WR – the WR was on its way to morphing into the KR. By ’53, WRs were gone and the KR was born. Very fast bike for the time. They’d pull wheelstands down the main straight at over 80 miles an hour, I’ve seen it myself at the Davenport flat track.
1966 Triumph Bonneville XR750
That’s a Triumph. We use that to test whether people know their shit or not. You just failed. Haha! I just put a Harley tank on a Triumph, because it fit … I was building a bike to race in New Zealand at the Burt Monroe challenge, and the tank came up in Just Bikes magazine, and it had a brand new paint job on it, so I stuck it on there. I was reluctant to take the Harley badge off, because I didn’t know if I was going to keep that tank.
One thing led to another, next thing, people are coming in and telling us they used to have one exactly like it … We left it on there for a bit of fun, we use it to qualify people. It’s amazing how many people will swear black and blue, that that’s exactly how the one they owned was – much to our bewilderment!
1975 Hercules Wankel
We’ve got two Hercules rotaries, we’ve got two Norton rotaries, the water-cooled and the air-cooled, and a Suzuki RE5 Wankel.
They’re a different thing to ride. We don’t call ’em a motorcycle, we call ’em rotorcycles. They’re a bit … heavy and slow to get going, but they’re quirky, and we still like ’em. When I was an apprentice motorcycle mechanic, we used to work on these things. I’ve got fond memories. We used to look at the engine and go “what the hell do you do with that?”
The Hercules is a very surprising motorcycle to ride. It is very quick off the line, it has unexpected power delivery, and it’s very quick and nimble. Quite the opposite to the Suzuki RE5.
The Garage display
That’s the old garage. We use all the stuff in here. It’s all rare stuff. ’23 Indian, there’s a ’39 Indian engine, a ’38 Indian engine, all kinds of important stuff in there. Transmissions, magnetos, carburetors … Whenever we’re restoring an old bike, this is where we come to get our bits.
We did it up like an old ’20’s servo you’d find in outback Australia. Couple of gas pumps out the front, a collection of stuff under a lean-to. We’ve got a bit of junk piled up in there today, it’s not really as good a display as it normally is …
Steve McQueen sidecar
Chad McQueen was just in Australia. I know Chad from the States, he’s one of those identities that kind of turns up at a lot of things.
I met him up at the Rock Store once, up on Mulholland Drive. He was driving an old Porsche. I just noticed this car, you know, it had cut slicks, and a full camber job, and all the body panels were fiberglass, and racing seats … It was a pretty rough old looking car.
I was looking at it, and this guy yells out from across the street, “get in! knock yourself out!” Like Americans do … Next minute, of course, he’s there, and he’s on for a chat. I was asking questions about his car, like how fast does it go, it looks pretty serious … He said “aw look, I’ve lost my nerve these days, after I hit the wall at Daytona doing 200 …” I was thinking to myself, typical American, bragging, or making up stories …
Anyway, he said “what’ve you guys got?” Well, I told him we had a rental car and we weren’t very proud of it, we’d parked it ’round the corner. But we’re into Indian motorcycles in a big way, and that’s what we ride at home. He said he had an Indian motorcycle with a sidecar. So we listened to his story about that. And I said, well, I’m not a fan of sidecars, but I do have one. I only keep it because it belonged to Steve McQueen … And he said “well that mah daddy!” And then I realized, shit, this is Chad McQueen – and that story about hitting the wall at Daytona at 200, that was actually true!
That’s the sidecar up there, and that’s the bike it was on, down below. It got caught in a fire at my previous address – one of the buildings burned down. It got a bit singed, but it’s still in pretty good condition. And I told him about it. He remembered the bike – and he said he hated it, because his dad used to make him polish it! Pretty funny.
1951 Indian Squad bike
This is my favourite Indian, it’s a 1951 New York police bike. It’s got a siren on it, still. I bought it off the original cop. Some of the towns, depends where you came from, you had to own the bike to be a cop. I don’t think that’s what happened to him, I think this was a fleet bike.
It was never a pursuit bike, it was a parade bike. So, when the president or whoever came to town, there’d be two of these out in front and two behind as a police escort, that kind of thing.
I’ve ridden it around the grand canyon, I’ve ridden it around New Zealand … It’s been my rider for about 25 years now. I can’t put my finger on why, this bike has something that reaches out to me. Whenever I’m going out for a ride, I look round the shop, and I always end up choosing this one. Actually I’d better get that bike up on the bench, I’ll be riding it the weekend after next. We’re going up to Mansfield in the high country. We’re doing the 25th annual Great Race – Harley vs. Indian.
2016 Indian Scout custom cafe racer
Here’s one we’re building right now, a cafe racer, something a bit different. It’s home grown, right here. We’re just giving people examples of what can be done using a Scout as a base. It’s about getting people’s imagination going, so they can then buy a bike and either get us to customize it, or run off and go and customize it themselves. It’s an awesome platform – 100 horsepower and very nimble handling.
1974 Norton Commando (supercharged)
There’s another bike up here that’s a bit far out … That’s a supercharged Norton Commando. You could buy a kit back in the 70s, bolt on a Drouin supercharger, and double your horsepower. So that’s just one that I knocked up. It’s a … let me think, a ’74 Commando. It’s got a Dunstall kit, Norman Hyde fork brace, alloy rims and clip-ons, a 2-into-1 exhaust …
Not everything’s for sale. Obviously I got into this because I was passionate about bikes and I wanted to build a collection of bikes. All of a sudden you end up being a motorcycle shop, and you’re buying and selling and you’re head-first into it.
But my passion is still collecting. And there’s still plenty of bikes on my bucket list that I want to get before I’m done. So once in a while, maybe I’ll sell a couple of bikes to get something else on my bucket list. It’s about experiencing them.
I got to about 130 bikes in my collection, that was stupid, I couldn’t keep the tires pumped up. It was a major job just looking after them, and there were bikes in there that were quite rough. So I cut it back. I’m probably at about 70 or something at the moment. I try to keep it round about there.
I’ve got a warehouse over the road, I keep a bunch more over there. I like to swap ’em around, keep it all alive. This isn’t a museum you walk into one time – you come back next week, it’s different. Come back the week after, it’s different again. There’s always a reason to come back.
Same with the museum we’re building upstairs. I know a lot of people with collections of very rare and exotic motorcycles. We’ll do a Brough Superior display, we’ll do a Harley-Davidson display, we’ll do all sorts of things, maybe an American brand display with Thors and Merkels and Popes, things like that. It’s always going to be changing, so it’s important to keep coming back.
Friday nights we have our Tapas night, which is where we open the bar and get drunk. There’s some live music, lots of fun. Two bands every Friday, and the cafe’s open every day except Sunday. So there’s the new Indian dealership, and the workshop and the team of mechanics. We work on vintage and classic bikes, which not a lot of shops would touch.
We’ve also got the Classic Racer Club based at the shop, we have rides every Saturday morning, 8 o’clock, heading off in whatever direction the riders choose on the day. Anywhere between 5 and 40 bikes, it depends who turns up.
After several hours chatting with John and photographing the bikes out back, I never felt like I’d scratched the surface of what’s in there – and John’s perfectly happy about that, telling me I should come back again and feature more of the bikes he rotates in and out of the museum.
We might take you up on that, John! There’s a ton of other stuff in the shop we’d love to feature.