Polaris takeover
Thu, 15th September, 2011
Buckshot sent me an email with the link for Jim Dorin of Brand New Old Bikes first News letter. Jim is a member of the IIRA and of course has a cream colored 2000 Chief.
Below is what he has to say about the Indian takeover. If you are interested in reading the entire news letter you can go to
http://www.brandnewoldbike.com/NEWS.html
he's got some pictures of motorcycles and even a beautiful 1948 Chief. If you like what you've read we hope you will sign up to get his news letter delivered to your inbox
This is taken from Jim's September News Letter -
------------------------------------------------
Meanwhile, over at Indian …
By now, I’m sure most everyone has heard about the Polaris take over of Indian. From my point of view, this appears to be a good thing and is not at all surprising. For those of you who are unfamiliar with the goings on with the famous marquee over the past dozen years or so, here is a brief run down.
In the ‘90s, there were a number of companies marketing various products under the Indian brand name. These included t-shirts, jackets, coffee mugs, etc., but no one was producing Indian motorcycles. In a nutshell, after much legal wrangling between the many parties claiming to have legal rights to the trademark, a US judge awarded the rights to an amalgamation of companies, lead by the California Motorcycle Company (CMC) of Gilroy, California.
As CMC was already in production and had a working prototype, as well as a factory, staff and suppliers. This
being the case, the judge awarded the case as they had the best chance of getting a viable product to market in
the shortest time, thus putting an end to the squabbling that had gone on since the original Indian’s demise back
in 1953. However, one stipulation was that the new Indian Motorcycle Company (IMOCO) must produce a proprietary motor within a given time frame.
The initial Chief models began rolling off the production line for the 1999 model year. These bikes were basically existing CMA models with a few modifications, such as the iconic fenders, and extensive badging/branding. These were powered by the venerable S&S 88 cu. in. engine in a stretched and raked softail frame. As much as I hate to admit it as I have owned my 2000 Chief since new, these bikes were essentially very fancy Harley softail clones with Indian style fenders and nameplates. The good news is that parts are easily available for these machines.
Production of these first models continued form 1999 through 2001 with only minor changes between these years. Then for the 2002 model year, the Indian PowerPlus 100 motor was introduced along with an all-new frame, front end, brakes and rear suspension. Although based on the Harley Evolution, the new engine differed in displacement, lubrication system and was cosmetically quite a beautiful engine. Unfortunately, these new models, and the engine in particular, were rushed into production without sufficient
R&D time to work out all the bugs. Coupled with that, the enormous expense of designing and manufacturing the new engine put a strain on the company’s finances. As a result, contracted companies manufactured many of the components in an attempt to save money. Quality controlled suffered, warranty claims increased significantly and the financial backers pulled the plug the week of the 2004 model rollout set for September 2003 in Las Vegas.
It was as if history had repeated itself. This was similar sequence to the late ‘40s and early ‘50s with the new Indian lightweights. Both then and 50 years later, the product concepts were sound, but due to a number of factors, most notably inadequate financing, the new bikes were rushed into production which caused the company into a downward spiral that it would not and could not recover from.
For almost a year following the announcement of the demise of IMOCO, rumours circulated as to who, if anyone, would pick up the pieces and allow the company to carry on. There were accusations and media releases leaving Indian enthusiasts wondering who would carry on the tradition. Surely Indian, and all it stood for, would not be allowed to simply fade into history as it had 50 years earlier. There were rumours of the founder of IMOCO buying back the company after being unceremoniously ousted by the financiers and its
henchman. [By the end, IMOCO boasted 11 vice-presidents in a company that was producing 2000 units per year, tops].
Scuttlebutt had Victory and even Harley Davidson battling it out for acquisition. Was any of this true? We’ll probably never know. It would certainly have been a feather in the corporate hat at Harley Davidson to have purchased its one time bitter rival and finally put it to rest. Financially this was extremely unlikely as Harley had its own problems to tend to and such a move would have not been in its best interest. The truth is, that the IMOCO was in financial dire straits and few, if any, outside companies were willing to take on any company with far more liabilities than assets. It appeared that Indian was once more DOA.
Enter the Stellican Private Equity Group. With their announcement in July 2004 of the acquisition of the intellectual rights to Indian Motorcycles, they began rebuilding the marquee in a slow, meticulous reconstruction of what had once been. Here was a company with deep pockets and an excellent track record of resurrecting heritage brand names back to profitability. The most famous example of this is the iconic Chris-Craft boat company.
Although Stephen Julius, the driving force behind the takeover, stated that he was in the project for the long haul, the writing was on the wall. Stellican is after all, a venture capitalist group whose existence is dedicated to investing in companies that are having problems, nursing them back to financial health, and selling them at a profit.
This sounds very matter-of-fact and cold, but it resulted in Indian still being around today. Indeed Mr. Julius and company have done an excellent job of restructuring the company at Kings Mountain North Carolina and vastly improving the product. If you have ever had a look at the new Indians, they are spectacular while maintaining the traditional Indian aura.
I like to equate Mr. Julius’ contribution as being similar to that of E. Paul du Pont in the 1930s. Both men managed to rescue the company from oblivion and lead it into some of the most productive periods since Mr. Hendee and Hedstrom founded the company in Springfield, Massachusetts back in 1901.
Had Stellican not improved the product and restored the company back to a viable operation, it is doubtful that Polaris, or any other company for that matter, would be willing to add Indian to its operations. Polaris produces
recreation machinery and is not a venture capitalist company in the same sense that Stellican is. In other words, Polaris was likely only interested in adding Indian if it showed potential to be profitable over the long haul.
So is Polaris to Indian what AMF was to Harley Davidson back in the seventies? Maybe. The good news is that AMF’s acquisition of HD allowed a much-needed influx of capital into the floundering company at a critical time in their history. This provided Willie G. and his cohorts with the resources to design many new models such as the SuperGlide, Lowrider, Wide Glide, and many more. Many of these models have evolved and are still in production. Had AMF not come along, Harley Davidson would likely not be around today.
The bad news is that as the ‘70s wore on, AMF’s interest began to wane and quality suffered. This eventual lead to the executive buyout in the late ‘70s and rest, as they say, is history.
Polaris swears that they will keep Indian as a separate division and not amalgamate it with their Victory line. I
personally feel that this is a smart move as Indian aficionados are a traditional bunch and would not appreciate
sticking Chief fenders and Indian tank badges on an existing Victory model. There is room in the market for both an ultra-modern American built motorcycle (Victory) and the original. Certainly, the current 2012 models show little, if any change from last year’s offering.
Polaris has been reaching out to and picking the brains of existing Indian owners, be they Springfield, Gilroy or Kings Mountain era machines. In my view, this is a very good thing, although I am concerned that they seem to be at least toying with the idea of redesigning the upcoming models.
With the solid track record Polaris has both in terms of the quality and innovation of its product as well as its solid financial management, I have no doubt that Indian is about to embark on an exiting future. Will the Indian motorcycle of 2020 still be recognizable as an Indian? Will Indian be restored to its once legendary status?
Let’s watch and see…
------------------------------------------------------
I'm sure Jim would love any comments you have on this so please do go to his website
http://www.brandnewoldbike.com/ContactForm.html
to leave him a comment
Below is what he has to say about the Indian takeover. If you are interested in reading the entire news letter you can go to
http://www.brandnewoldbike.com/NEWS.html
he's got some pictures of motorcycles and even a beautiful 1948 Chief. If you like what you've read we hope you will sign up to get his news letter delivered to your inbox
This is taken from Jim's September News Letter -
------------------------------------------------
Meanwhile, over at Indian …
By now, I’m sure most everyone has heard about the Polaris take over of Indian. From my point of view, this appears to be a good thing and is not at all surprising. For those of you who are unfamiliar with the goings on with the famous marquee over the past dozen years or so, here is a brief run down.
In the ‘90s, there were a number of companies marketing various products under the Indian brand name. These included t-shirts, jackets, coffee mugs, etc., but no one was producing Indian motorcycles. In a nutshell, after much legal wrangling between the many parties claiming to have legal rights to the trademark, a US judge awarded the rights to an amalgamation of companies, lead by the California Motorcycle Company (CMC) of Gilroy, California.
As CMC was already in production and had a working prototype, as well as a factory, staff and suppliers. This
being the case, the judge awarded the case as they had the best chance of getting a viable product to market in
the shortest time, thus putting an end to the squabbling that had gone on since the original Indian’s demise back
in 1953. However, one stipulation was that the new Indian Motorcycle Company (IMOCO) must produce a proprietary motor within a given time frame.
The initial Chief models began rolling off the production line for the 1999 model year. These bikes were basically existing CMA models with a few modifications, such as the iconic fenders, and extensive badging/branding. These were powered by the venerable S&S 88 cu. in. engine in a stretched and raked softail frame. As much as I hate to admit it as I have owned my 2000 Chief since new, these bikes were essentially very fancy Harley softail clones with Indian style fenders and nameplates. The good news is that parts are easily available for these machines.
Production of these first models continued form 1999 through 2001 with only minor changes between these years. Then for the 2002 model year, the Indian PowerPlus 100 motor was introduced along with an all-new frame, front end, brakes and rear suspension. Although based on the Harley Evolution, the new engine differed in displacement, lubrication system and was cosmetically quite a beautiful engine. Unfortunately, these new models, and the engine in particular, were rushed into production without sufficient
R&D time to work out all the bugs. Coupled with that, the enormous expense of designing and manufacturing the new engine put a strain on the company’s finances. As a result, contracted companies manufactured many of the components in an attempt to save money. Quality controlled suffered, warranty claims increased significantly and the financial backers pulled the plug the week of the 2004 model rollout set for September 2003 in Las Vegas.
It was as if history had repeated itself. This was similar sequence to the late ‘40s and early ‘50s with the new Indian lightweights. Both then and 50 years later, the product concepts were sound, but due to a number of factors, most notably inadequate financing, the new bikes were rushed into production which caused the company into a downward spiral that it would not and could not recover from.
For almost a year following the announcement of the demise of IMOCO, rumours circulated as to who, if anyone, would pick up the pieces and allow the company to carry on. There were accusations and media releases leaving Indian enthusiasts wondering who would carry on the tradition. Surely Indian, and all it stood for, would not be allowed to simply fade into history as it had 50 years earlier. There were rumours of the founder of IMOCO buying back the company after being unceremoniously ousted by the financiers and its
henchman. [By the end, IMOCO boasted 11 vice-presidents in a company that was producing 2000 units per year, tops].
Scuttlebutt had Victory and even Harley Davidson battling it out for acquisition. Was any of this true? We’ll probably never know. It would certainly have been a feather in the corporate hat at Harley Davidson to have purchased its one time bitter rival and finally put it to rest. Financially this was extremely unlikely as Harley had its own problems to tend to and such a move would have not been in its best interest. The truth is, that the IMOCO was in financial dire straits and few, if any, outside companies were willing to take on any company with far more liabilities than assets. It appeared that Indian was once more DOA.
Enter the Stellican Private Equity Group. With their announcement in July 2004 of the acquisition of the intellectual rights to Indian Motorcycles, they began rebuilding the marquee in a slow, meticulous reconstruction of what had once been. Here was a company with deep pockets and an excellent track record of resurrecting heritage brand names back to profitability. The most famous example of this is the iconic Chris-Craft boat company.
Although Stephen Julius, the driving force behind the takeover, stated that he was in the project for the long haul, the writing was on the wall. Stellican is after all, a venture capitalist group whose existence is dedicated to investing in companies that are having problems, nursing them back to financial health, and selling them at a profit.
This sounds very matter-of-fact and cold, but it resulted in Indian still being around today. Indeed Mr. Julius and company have done an excellent job of restructuring the company at Kings Mountain North Carolina and vastly improving the product. If you have ever had a look at the new Indians, they are spectacular while maintaining the traditional Indian aura.
I like to equate Mr. Julius’ contribution as being similar to that of E. Paul du Pont in the 1930s. Both men managed to rescue the company from oblivion and lead it into some of the most productive periods since Mr. Hendee and Hedstrom founded the company in Springfield, Massachusetts back in 1901.
Had Stellican not improved the product and restored the company back to a viable operation, it is doubtful that Polaris, or any other company for that matter, would be willing to add Indian to its operations. Polaris produces
recreation machinery and is not a venture capitalist company in the same sense that Stellican is. In other words, Polaris was likely only interested in adding Indian if it showed potential to be profitable over the long haul.
So is Polaris to Indian what AMF was to Harley Davidson back in the seventies? Maybe. The good news is that AMF’s acquisition of HD allowed a much-needed influx of capital into the floundering company at a critical time in their history. This provided Willie G. and his cohorts with the resources to design many new models such as the SuperGlide, Lowrider, Wide Glide, and many more. Many of these models have evolved and are still in production. Had AMF not come along, Harley Davidson would likely not be around today.
The bad news is that as the ‘70s wore on, AMF’s interest began to wane and quality suffered. This eventual lead to the executive buyout in the late ‘70s and rest, as they say, is history.
Polaris swears that they will keep Indian as a separate division and not amalgamate it with their Victory line. I
personally feel that this is a smart move as Indian aficionados are a traditional bunch and would not appreciate
sticking Chief fenders and Indian tank badges on an existing Victory model. There is room in the market for both an ultra-modern American built motorcycle (Victory) and the original. Certainly, the current 2012 models show little, if any change from last year’s offering.
Polaris has been reaching out to and picking the brains of existing Indian owners, be they Springfield, Gilroy or Kings Mountain era machines. In my view, this is a very good thing, although I am concerned that they seem to be at least toying with the idea of redesigning the upcoming models.
With the solid track record Polaris has both in terms of the quality and innovation of its product as well as its solid financial management, I have no doubt that Indian is about to embark on an exiting future. Will the Indian motorcycle of 2020 still be recognizable as an Indian? Will Indian be restored to its once legendary status?
Let’s watch and see…
------------------------------------------------------
I'm sure Jim would love any comments you have on this so please do go to his website
http://www.brandnewoldbike.com/ContactForm.html
to leave him a comment
Recession Takes Toll on Harley Dealers & HOG Chapters
Sun, 30th January, 2011
article taken from Cyclefish.com
http://www.cyclefish.com/BikerNews/blog/753/
Store closings place number of U.S. dealerships at about same level as 2002
Downshifting with the economy, 64 Harley-Davidson stores have closed in the United States in the last two years as sales fell and the world's largest maker of heavyweight motorcycles throttled back production.
Last week, Harley-Davidson Inc. executives said 36 storefronts closed in 2010, not a reason to panic as the company has more than 650 primary U.S. dealerships and 162 secondary locations - dealers with multiple storefronts. That compares with 644 primary dealerships and 132 secondary storefronts in 2002. Yet the 36 closings caught some in the motorcycle industry by surprise since, not long ago, it was unusual for a Harley dealership to go out of business.
"To me, it's an incredibly high number" said Chaz Hastings, owner of Milwaukee Harley-Davidson and a former district sales manager for the motorcycle company.
Harley-Davidson would not say how many of the closings were dealership shutdowns or store closings where a dealer had more than one location. The number was in line with expectations, according to the company, and it places the number of U.S. dealerships at about the same level as in 2002.
As recently as 2006, Harley-Davidson Inc. had a profit of $1 billion. It had a $55 million loss in 2009 and a $146.5 million profit in 2010.
Some dealership closings were necessary to protect the overall health of the dealer network, according to Harley. The closings were a mix of primary dealerships and alternate locations, said company spokesman Bob Klein. No new dealerships were opened in the U.S. in 2010, he said.
Since the dealers are independent businesses, Harley-Davidson would not say where store closings took place in 2009 and 2010. But dealer checks confirmed closings in Wisconsin, Michigan, New Jersey, North Carolina, Florida, Louisiana, California and Washington.
This week, Harley dealers will attend an annual dealership meeting in Orlando, Fla. Some of them may be relieved that stores have been shuttered in markets saturated with motorcycle dealerships. "I can't call it a good thing because it is somebody's livelihood that has been lost. But the world has changed" Hastings said. Losing a franchise
In Wisconsin, Harley stores have closed in Green Bay and Hartford. "It's upsetting to lose a Harley-Davidson franchise" said Ken McCoy with the former Green Bay dealership.
McCoy still has a motorcycle shop with two locations, although it no longer sells new Harley-Davidsons. He blames the recession for the loss of the franchise that he had operated for more than 40 years. "Lenders weren't helping us much" he said.
West Bend Harley-Davidson closed its Hartford store in the recession, saying it no longer made sense to have two locations less than 20 miles from each other. The Hartford store had operated for about nine years. "Looking back, it was a real good decision because it would have been pretty tough having all of that overhead" said Louie Lauters, co-owner of the West Bend dealership, which has been in business since 1946. "It's easier not having to stock motorcycles, parts and accessories for two locations, in addition to providing dealer services at two locations. It's also good that Harley-Davidson ratcheted down the number of bikes it shipped to dealerships" Lauters said. "All of the dealers are not getting as many motorcycles as they were used to getting" he said."That's created a little sense of urgency for people to buy early this year. It seems as if things are on the upswing."
The costs of becoming a Harley-Davidson dealer depend on the opportunity available, according to the company. Minimum requirements include a net worth of $1 million and $600,000 in unencumbered funds, such as cash, stocks and bonds. There's no specific distance for how close dealerships can be to each other, although Harley-Davidson has policies to address the issue and does its own marketing study when considering an expansion of the dealer network.
In the 1980s, when the company struggled badly, it may have opened too many dealerships including locations in rural communities. "I never want to see anybody go under" said Hastings, who in 1996 was Harley-Davidson's district sales manager of the year."But I know that Harley-Davidson and other dealerships definitely felt there were too many locations." In some corn belt states,"We had bikes stuck between weed whackers and tractors" Hastings said. Familiar with hard times, Hastings became an owner at Milwaukee Harley-Davidson in 2005 when the dealership was on the brink of closing. It was encumbered in debt and struggled from some previous decisions. Hastings, who also owns three taverns and a limousine service, recast Milwaukee Harley-Davidson's image to one of endless parties and special events such as mud wrestling, cage fighting, a soapbox derby and a polar bear plunge. The dealership, once one of the smallest in the state, is now one of the biggest. It took renegotiating with lenders, previous partnerships, and Harley-Davidson to keep the business going. "We just had our best year since 2003" Hastings said "I think that most of us feel that we have weathered the storm."
Impact on H.O.G.
A dealership's closing can be personal for motorcycle enthusiasts since Harley Owners Group chapters are tied to the dealers that sponsor them. Mary Baker, director of the former H.O.G chapter in Shreveport, La., said she was shocked to learn that the Shreveport dealership was closing last spring to merge with a location in Bossier City, La. "They pretty much blamed it on the economy but also said Harley-Davidson had lowered its production so the shops weren't going to get as many motorcycles as in the past" Baker said. The Shreveport H.O.G chapter has since merged with the Bossier City chapter. Many members dropped out because the new chapter had a different feel to it, Baker said. "But like anything in life, you adapt to change" said chapter member Ron Delaney."You hate to lose a dealership that's been in business a long time. But, in essence, we didn't lose anything. We just consolidated and made things better" he said. "Some areas are saturated with dealerships" said Laurence Richardson, editor of Clutch Chrome, an online motorcycle magazine based in South Florida. "I have seen where one guy had three locations within 20 miles of each other. And you had to wonder what some people were thinking when they built these huge dealerships" Richardson said.
Motorcycle shops that did not expand much probably had an easier time weathering the recession. "of these mega-mall stores have a lot of space to fill" Richardson said. "If you are limiting the number of new motorcycles they can have, then that's going to hurt them when they are trying to put product on the showroom floor."
Harley plans to ship 5% to 8% more motorcycles to dealers this year to bolster inventories drawn down in 2010. Harley is shedding millions of dollars in costs while, at the same time, planning for the future and the health of its dealership network. "I think Harley-Davidson has knuckled down with a long-term plan and is starting to reap the benefits" Richardson said.
2011 Indian Motorcycles Canadian Debut
Tue, 18th January, 2011
article taken from
http://www.ultimatemotorcycling.com/2011-indian-motorcycles-canada
2011 Indian Motorcycles Canadian Debut
Don Williams
01/15/2011
Indian In Canada
Indian Motorcycles presented the new 2011 Chief Blackhawk and Dark Horse colors to the public at the North America International Motorcycle Supershow at International Centre in Canada on Jan. 7, 2011. Inspired by the Art Deco era, the Blackhawk and Blackhawk Dark are new-for-2011 special edition Chief motorcycle models.
The Blackhawk motorcycle comes in Thunder Black with Ivory Cream and Indian Red custom detailing, while the Blackhawk Dark arrives in Thunder Black with Indian Red custom detailing. The Chief Dark Horse is a dark and sinister motorcycle available in new gloss finishes of Thunder Black and Indian Red, as well as a smoke "matte" finish available in Thunder Black, Indian Red and Deep Water Blue.
The 2011 Indian motorcycles feature American-built 105 cubic inch PowerPlus V-Twin powertrains with electronic closed loop sequential port fuel injection. The cylinders are Nikasil-plated, and the stainless steel exhaust system has an integrated 3-way catalytic converter with heated oxygen sensors.
A 6-speed Baker transmission delivers power to the real wheel via a belt drive. Stopping is achieved via updated Brembo 4-piston calipers, with 11.5-inch dual rotors up front. A standard 5.5-gallon fuel tank extends the Indians' cruising range. Seats are all-leather and built to exacting specifications.
Indian Motorcycle accessories were also on display, and apparel available for purchase, at North America International Motorcycle Supershow at International Centre. All 2011 Chiefs feature 110th anniversary badging, as well as a 110th anniversary speedometer.
Indian Motorcycle was founded in 1901 in Springfield, MA, and Pappy Hoel, one of the company's original dealers, founded the legendary Sturgis Rally. Indian Motorcycle, now located in Kings Mountain, NC, takes great pride in its rich history.
"We are all excited to be part of 110 years of history," Chris Bernauer, Indian Motorcycle General Manager told Ultimate MotorCycling.
"Our new product, accessories and apparel show that Indian Motorcycle Company is looking forward while celebrating our past. We strive to achieve a great product through sound engineering, dedication to quality, exceptional dealers and outstanding customer service."
http://www.ultimatemotorcycling.com/2011-indian-motorcycles-canada
2011 Indian Motorcycles Canadian Debut
Don Williams
01/15/2011
Indian In Canada
Indian Motorcycles presented the new 2011 Chief Blackhawk and Dark Horse colors to the public at the North America International Motorcycle Supershow at International Centre in Canada on Jan. 7, 2011. Inspired by the Art Deco era, the Blackhawk and Blackhawk Dark are new-for-2011 special edition Chief motorcycle models.
The Blackhawk motorcycle comes in Thunder Black with Ivory Cream and Indian Red custom detailing, while the Blackhawk Dark arrives in Thunder Black with Indian Red custom detailing. The Chief Dark Horse is a dark and sinister motorcycle available in new gloss finishes of Thunder Black and Indian Red, as well as a smoke "matte" finish available in Thunder Black, Indian Red and Deep Water Blue.
The 2011 Indian motorcycles feature American-built 105 cubic inch PowerPlus V-Twin powertrains with electronic closed loop sequential port fuel injection. The cylinders are Nikasil-plated, and the stainless steel exhaust system has an integrated 3-way catalytic converter with heated oxygen sensors.
A 6-speed Baker transmission delivers power to the real wheel via a belt drive. Stopping is achieved via updated Brembo 4-piston calipers, with 11.5-inch dual rotors up front. A standard 5.5-gallon fuel tank extends the Indians' cruising range. Seats are all-leather and built to exacting specifications.
Indian Motorcycle accessories were also on display, and apparel available for purchase, at North America International Motorcycle Supershow at International Centre. All 2011 Chiefs feature 110th anniversary badging, as well as a 110th anniversary speedometer.
Indian Motorcycle was founded in 1901 in Springfield, MA, and Pappy Hoel, one of the company's original dealers, founded the legendary Sturgis Rally. Indian Motorcycle, now located in Kings Mountain, NC, takes great pride in its rich history.
"We are all excited to be part of 110 years of history," Chris Bernauer, Indian Motorcycle General Manager told Ultimate MotorCycling.
"Our new product, accessories and apparel show that Indian Motorcycle Company is looking forward while celebrating our past. We strive to achieve a great product through sound engineering, dedication to quality, exceptional dealers and outstanding customer service."
Hoka Hey Challenge
Tue, 15th June, 2010
Article taken from
http://hokaheykeywest.blogspot.com/2010/06/are-you-chosen-one.html
ARE YOU A CHOSEN ONE?
On June 20th, 2010 some of the world’s most fearless riders will come together for a 7,000 mile run from Key West, FL to the Kenai Peninsula in Alaska. Across two countries we will ride and test our will as warriors in the Hoka Hey Motorcycle Challenge!
Many are called but few will be chosen. Only 1,000 chosen individuals – those who can hear 10,000 horses hooves thunder across the prairie as they ride into battle – will be counted among the most elite riders to ever straddle a steel horse.
In the same manner as the finest military organizations, the chosen few will receive a numbered challenge coin, minted with the Hoka Hey Motorcycle Challenge Logo. And, at the end, there lies a HALF MILLION DOLLARS in ALASKAN GOLD for whoever reaches the final checkpoint first. There is no prize in a warrior society for second place.
Riders should prepare to be challenged not only by the Hoka Hey Motorcycle Challenge Organizers but by riders from around the globe!
Meaning – It’s a Good Day to Die – “HOKA HEY” was the roar of every warrior that rode into battle with Crazy Horse. Join us as we ride into battle. As we put ourselves on the line to find out just who we are.
Any one looking for way to renew their spirit and do good for those in need, definitely needs to be a part of this great event! Whether you make it to the first gas stop or all the way to Homer, AK; participants who are in Key West at the start of the Hoka Hey Motorcycle Challenge will be a part of something that is greater than any one of us.
We will only follow this particular route one time in history! So, if you have the heart to take up the challenge you will need to get your application in now!
Does your heart pump the blood of the warrior grandfathers?
http://hokaheykeywest.blogspot.com/2010/06/are-you-chosen-one.html
ARE YOU A CHOSEN ONE?
On June 20th, 2010 some of the world’s most fearless riders will come together for a 7,000 mile run from Key West, FL to the Kenai Peninsula in Alaska. Across two countries we will ride and test our will as warriors in the Hoka Hey Motorcycle Challenge!
Many are called but few will be chosen. Only 1,000 chosen individuals – those who can hear 10,000 horses hooves thunder across the prairie as they ride into battle – will be counted among the most elite riders to ever straddle a steel horse.
In the same manner as the finest military organizations, the chosen few will receive a numbered challenge coin, minted with the Hoka Hey Motorcycle Challenge Logo. And, at the end, there lies a HALF MILLION DOLLARS in ALASKAN GOLD for whoever reaches the final checkpoint first. There is no prize in a warrior society for second place.
Riders should prepare to be challenged not only by the Hoka Hey Motorcycle Challenge Organizers but by riders from around the globe!
Meaning – It’s a Good Day to Die – “HOKA HEY” was the roar of every warrior that rode into battle with Crazy Horse. Join us as we ride into battle. As we put ourselves on the line to find out just who we are.
Any one looking for way to renew their spirit and do good for those in need, definitely needs to be a part of this great event! Whether you make it to the first gas stop or all the way to Homer, AK; participants who are in Key West at the start of the Hoka Hey Motorcycle Challenge will be a part of something that is greater than any one of us.
We will only follow this particular route one time in history! So, if you have the heart to take up the challenge you will need to get your application in now!
Does your heart pump the blood of the warrior grandfathers?
60 years and the honeymoon motors on
Sat, 20th March, 2010
Article taken from Wheels.ca
http://www.wheels.ca/reviews/article/784432
For Ed and Marilyn, an everlasting union started with an eventful ride to Daytona Beach
Feb 13, 2010
Allan Johnson
SPECIAL TO THE STAR
It was early in 1950 when Ed Given and Marilyn Clare decided to get married. A relative had moved back to England and there was a house available. When Ed said, "Where do you want to go for our honeymoon?" Marilyn said, "Daytona Beach for the motorcycle races."
So Ed took his 1946 Harley-Davidson side-valve 74 Big Twin in for a service and checkover before the big trip. The mechanic did a valve job on the bike and said that if he reduced the oil pump pressure, the Harley would leak less oil on the long trip. Ed told him to leave it the way it was – the bike hadn't been any trouble.
For riding suits, he bought two war-surplus paratrooper coveralls, although Marilyn vowed she wasn't going to wear "that outfit" on her honeymoon. She would ride in the ladies' motorcycle gear of the day: knee boots, riding breeches, leather double-front jacket, kidney belt, goggles and white flying helmet.
So they married on Saturday, Feb. 11, 1950, at St. Andrew's Presbyterian Church in Welland. And on Sunday, Feb. 12, with Ed driving and Marilyn in the Indian sidecar hitched to the big Harley, they started the 2,400 km trip south from Port Colborne to Daytona Beach, Fla.
In those days, there were no interstate highways to Florida, just two-lane state highways that ran through every town along the way.
No snow was on the roads when they left Ontario but that quickly changed after they reached Pennsylvania and, by the time they got to Harrisburg, they were soaked through and freezing. After a cold night in a motel, they rode through more snow into Washington, D.C.
By the time they arrived in Richmond, Va., the weather had improved so they detached the sidecar, leaving it with the local Harley-Davidson dealer for safekeeping, and rode the solo Harley the rest of the way to Daytona Beach. They arrived well in time for the races on Feb. 18 and 19.
The races in those days were held on a 6.6 km long course, half paved highway and half oceanfront sand. That year, 11,000 spectators lined the beach, the sand dunes and the narrow, but paved, two-lane highway that ran just behind the beach.
On Feb. 18, the 100-mile amateur race was won by an American rider, Rod Coates on a Triumph. For the main event the next day, the 200-mile national championship race, 124 riders had entered. Billy Mathews from Hamilton, riding a Norton 500 cc Manx, won the race at a record 142.6 km/h. It was his second Daytona 200 win; he had won in 1941, also on a Norton.
Ed and Marilyn got to meet Mathews after the race.
A few days later, it was time to head home and they rode north on old Route 1. While travelling through South Carolina, the Harley's engine gave a loud bang – followed by silence. They coasted down a long hill and ended up at an old-fashioned rural general store.
After some discussion with the only local motorcyclist, a man named Billy Bob, they got a 10 km rope tow behind a car until they could reach the town of Bamberg. There, they loaded the bike onto a hog farm truck that was headed to Columbia, S.C., where there was a Harley-Davidson dealer.
The bad news when the Harley got into the shop was that it needed a major overhaul to replace both seized pistons, a new big end bearing and hone the damaged connecting rods.
The bike wouldn't be ready to go again until the next day. The repairs were going to be expensive and that wouldn't leave the couple much money, if any, for a place to stay that night.
A woman who happened to be in the motorcycle shop at the time heard about their situation. About a half-hour after she left, she phoned the shop asking for Marilyn. Marilyn knew nobody in Columbia and couldn't imagine who could be calling.
The woman explained that if Marilyn and Ed would like to stay with her family for the night, she would send her son down that evening with the car to pick them up.
Relieved they would have somewhere to stay, Marilyn and Ed accepted the offer. The son, driving a large straight 8 Buick, picked them up at the shop in the evening, leaving the two mechanics still working on Ed's Harley.
After a short ride, the Buick pulled up at a set of large iron gates, defended by an armed, uniformed guard. Ed was alarmed, "Where are we?" he asked. The son then explained that his father was the warden of the state prison in Columbia and that they would be guests in the Warden's residence – which was inside the prison walls.
Ed doesn't think that many Canadian honeymoon couples have spent a night in a state prison.
The next day their host delivered them back to the Harley dealer. About noon the bike was ready, the mechanics having worked through the night to complete the repairs. The cost was $40 for the parts and $10 for the all-night labour.
Ed asked that they check the oil pump setting and it was found that it had been set at 12 psi instead of the normal 32 psi. Ed has always believed that the Canadian mechanic had lowered the oil pressure before the trip in spite of his request to leave it alone. The pump was quickly set to the higher level and he and Marilyn headed the Harley to Richmond to pick up the sidecar. That done, they looked for the cheapest hotel room they could find – which cost $3.15.
From Columbia, it took them two long days of riding until they reached home. When they crossed the border into Canada on Feb. 25 in a blinding snowstorm, they had just 15 cents (U.S.) remaining.
It has been 60 years since that honeymoon and Ed and Marilyn are still married. Sadly, Marilyn now must live in a nursing home due to Alzheimer's disease. Ed visits twice a day to help her with her meals.
"Whenever I was sick or had broken an arm or leg after a motorcycle racing accident she looked after me," he says. "Now it's my turn to look after her."
What happened to the bike and sidecar they used for the journey? Ed kept and used it for a number of years after the honeymoon trip and in 1957 entered and successfully completed the famous and difficult Corduroy Enduro on that same old Harley/Indian combo.
Toronto Star
http://www.wheels.ca/reviews/article/784432
For Ed and Marilyn, an everlasting union started with an eventful ride to Daytona Beach
Feb 13, 2010
Allan Johnson
SPECIAL TO THE STAR
It was early in 1950 when Ed Given and Marilyn Clare decided to get married. A relative had moved back to England and there was a house available. When Ed said, "Where do you want to go for our honeymoon?" Marilyn said, "Daytona Beach for the motorcycle races."
So Ed took his 1946 Harley-Davidson side-valve 74 Big Twin in for a service and checkover before the big trip. The mechanic did a valve job on the bike and said that if he reduced the oil pump pressure, the Harley would leak less oil on the long trip. Ed told him to leave it the way it was – the bike hadn't been any trouble.
For riding suits, he bought two war-surplus paratrooper coveralls, although Marilyn vowed she wasn't going to wear "that outfit" on her honeymoon. She would ride in the ladies' motorcycle gear of the day: knee boots, riding breeches, leather double-front jacket, kidney belt, goggles and white flying helmet.
So they married on Saturday, Feb. 11, 1950, at St. Andrew's Presbyterian Church in Welland. And on Sunday, Feb. 12, with Ed driving and Marilyn in the Indian sidecar hitched to the big Harley, they started the 2,400 km trip south from Port Colborne to Daytona Beach, Fla.
In those days, there were no interstate highways to Florida, just two-lane state highways that ran through every town along the way.
No snow was on the roads when they left Ontario but that quickly changed after they reached Pennsylvania and, by the time they got to Harrisburg, they were soaked through and freezing. After a cold night in a motel, they rode through more snow into Washington, D.C.
By the time they arrived in Richmond, Va., the weather had improved so they detached the sidecar, leaving it with the local Harley-Davidson dealer for safekeeping, and rode the solo Harley the rest of the way to Daytona Beach. They arrived well in time for the races on Feb. 18 and 19.
The races in those days were held on a 6.6 km long course, half paved highway and half oceanfront sand. That year, 11,000 spectators lined the beach, the sand dunes and the narrow, but paved, two-lane highway that ran just behind the beach.
On Feb. 18, the 100-mile amateur race was won by an American rider, Rod Coates on a Triumph. For the main event the next day, the 200-mile national championship race, 124 riders had entered. Billy Mathews from Hamilton, riding a Norton 500 cc Manx, won the race at a record 142.6 km/h. It was his second Daytona 200 win; he had won in 1941, also on a Norton.
Ed and Marilyn got to meet Mathews after the race.
A few days later, it was time to head home and they rode north on old Route 1. While travelling through South Carolina, the Harley's engine gave a loud bang – followed by silence. They coasted down a long hill and ended up at an old-fashioned rural general store.
After some discussion with the only local motorcyclist, a man named Billy Bob, they got a 10 km rope tow behind a car until they could reach the town of Bamberg. There, they loaded the bike onto a hog farm truck that was headed to Columbia, S.C., where there was a Harley-Davidson dealer.
The bad news when the Harley got into the shop was that it needed a major overhaul to replace both seized pistons, a new big end bearing and hone the damaged connecting rods.
The bike wouldn't be ready to go again until the next day. The repairs were going to be expensive and that wouldn't leave the couple much money, if any, for a place to stay that night.
A woman who happened to be in the motorcycle shop at the time heard about their situation. About a half-hour after she left, she phoned the shop asking for Marilyn. Marilyn knew nobody in Columbia and couldn't imagine who could be calling.
The woman explained that if Marilyn and Ed would like to stay with her family for the night, she would send her son down that evening with the car to pick them up.
Relieved they would have somewhere to stay, Marilyn and Ed accepted the offer. The son, driving a large straight 8 Buick, picked them up at the shop in the evening, leaving the two mechanics still working on Ed's Harley.
After a short ride, the Buick pulled up at a set of large iron gates, defended by an armed, uniformed guard. Ed was alarmed, "Where are we?" he asked. The son then explained that his father was the warden of the state prison in Columbia and that they would be guests in the Warden's residence – which was inside the prison walls.
Ed doesn't think that many Canadian honeymoon couples have spent a night in a state prison.
The next day their host delivered them back to the Harley dealer. About noon the bike was ready, the mechanics having worked through the night to complete the repairs. The cost was $40 for the parts and $10 for the all-night labour.
Ed asked that they check the oil pump setting and it was found that it had been set at 12 psi instead of the normal 32 psi. Ed has always believed that the Canadian mechanic had lowered the oil pressure before the trip in spite of his request to leave it alone. The pump was quickly set to the higher level and he and Marilyn headed the Harley to Richmond to pick up the sidecar. That done, they looked for the cheapest hotel room they could find – which cost $3.15.
From Columbia, it took them two long days of riding until they reached home. When they crossed the border into Canada on Feb. 25 in a blinding snowstorm, they had just 15 cents (U.S.) remaining.
It has been 60 years since that honeymoon and Ed and Marilyn are still married. Sadly, Marilyn now must live in a nursing home due to Alzheimer's disease. Ed visits twice a day to help her with her meals.
"Whenever I was sick or had broken an arm or leg after a motorcycle racing accident she looked after me," he says. "Now it's my turn to look after her."
What happened to the bike and sidecar they used for the journey? Ed kept and used it for a number of years after the honeymoon trip and in 1957 entered and successfully completed the famous and difficult Corduroy Enduro on that same old Harley/Indian combo.
Toronto Star
INDIAN | THE GOLDEN AGE OF ICONS THE SCOUT, CHIEF, AND THE BIG CHIEF
Tue, 26th January, 2010
2010 January 19
Article taken from The Selvedgeyard
http://theselvedgeyard.wordpress.com/2010/01/19/indian-the-golden-age-of-icons-the-scout-chief-and-the-big-chief/
The 1920s marked a decade of growth and model expansion for Indian. The Powerplus-era street bikes, known for their durability and performance, gave birth to the new Scout in 1920 designed by Charles B. Franklin– featuring a 37 cubic inch (600 cc) V-twin engine. The low-slung Scout model, with its long wheelbase, innovative semi-monocoque construction, three-speed transmission and helical-gear drive, was an immediate hit with performance riders on the street, dirt tracks, and endurance circuits alike. The Scout wasn’t the most powerful bike on the market, but it gained a following for its responsiveness and agile handling. In 1928, Franklin masterfully tweaked the Scout, and in the process created the 101 Scout– with an even stronger frame, superior suspension and steering, longer wheelbase, increased fork rake, lower seat, addition of a front brake. and beefed-up engine putting out 45 cubic inches (750 cc) of displacement. The result was what many consider to be the best bike Indian ever built.
“You can’t wear out an Indian Scout, or its brother the Indian Chief. They are built like rocks to take hard knocks– it’s the Harleys that cause grief.“
Sport riders and racers were drawn to the 101’s performance– and the new Scouts enjoyed a strong run dominating the competitive scene. Unfortunately, the 101 model lasted a scant four years in the Indian model lineup. The country’s Great Depression forced Indian to cut production costs– and the 101 Scout was an unfortunate victim of downsizing. In 1932, to cut down production costs, Indian began pairing the Scout engine with the larger Chief frame. The matchup resulted in a motorcycle that was bulkier, heavier, and according to many– not as capable on the performance front.
1922 saw the introduction of the Scout’s big brother– the 61 cubic inch (1000 cc) Indian Chief. Soon to follow was the Big Chief, introduced in 1924 with a 74 cubic inch (1200 cc) that could easily cruise at hit 85 mph fully stock– and in the hands of a masterful motor-head could be tuned to scream at well over 100 mph. In 1940, all models were fitted with Indian’s signature sweeping skirted fenders, and the Chief was fitted a new soft-tail frame– vastly superior in terms of rider fatigue when compared to rival Harley’s rigid hard-tail. The Indian Chief soon cemented a reputation as being the very best touring motorcycles money could buy for quality, comfort and performance..................
this is a great article that I'm sure you'll want to read in it's entirety, some awesome old photos for you Indian History Buff's. Have a great day 44 Magnum
Article taken from The Selvedgeyard
http://theselvedgeyard.wordpress.com/2010/01/19/indian-the-golden-age-of-icons-the-scout-chief-and-the-big-chief/
The 1920s marked a decade of growth and model expansion for Indian. The Powerplus-era street bikes, known for their durability and performance, gave birth to the new Scout in 1920 designed by Charles B. Franklin– featuring a 37 cubic inch (600 cc) V-twin engine. The low-slung Scout model, with its long wheelbase, innovative semi-monocoque construction, three-speed transmission and helical-gear drive, was an immediate hit with performance riders on the street, dirt tracks, and endurance circuits alike. The Scout wasn’t the most powerful bike on the market, but it gained a following for its responsiveness and agile handling. In 1928, Franklin masterfully tweaked the Scout, and in the process created the 101 Scout– with an even stronger frame, superior suspension and steering, longer wheelbase, increased fork rake, lower seat, addition of a front brake. and beefed-up engine putting out 45 cubic inches (750 cc) of displacement. The result was what many consider to be the best bike Indian ever built.
“You can’t wear out an Indian Scout, or its brother the Indian Chief. They are built like rocks to take hard knocks– it’s the Harleys that cause grief.“
Sport riders and racers were drawn to the 101’s performance– and the new Scouts enjoyed a strong run dominating the competitive scene. Unfortunately, the 101 model lasted a scant four years in the Indian model lineup. The country’s Great Depression forced Indian to cut production costs– and the 101 Scout was an unfortunate victim of downsizing. In 1932, to cut down production costs, Indian began pairing the Scout engine with the larger Chief frame. The matchup resulted in a motorcycle that was bulkier, heavier, and according to many– not as capable on the performance front.
1922 saw the introduction of the Scout’s big brother– the 61 cubic inch (1000 cc) Indian Chief. Soon to follow was the Big Chief, introduced in 1924 with a 74 cubic inch (1200 cc) that could easily cruise at hit 85 mph fully stock– and in the hands of a masterful motor-head could be tuned to scream at well over 100 mph. In 1940, all models were fitted with Indian’s signature sweeping skirted fenders, and the Chief was fitted a new soft-tail frame– vastly superior in terms of rider fatigue when compared to rival Harley’s rigid hard-tail. The Indian Chief soon cemented a reputation as being the very best touring motorcycles money could buy for quality, comfort and performance..................
this is a great article that I'm sure you'll want to read in it's entirety, some awesome old photos for you Indian History Buff's. Have a great day 44 Magnum
Cannonball Run Sept 10-26 2010
Sun, 27th December, 2009
article taken from
http://motorcyclecannonball.blogspot.com/2009/12/cannonball-run-on-pre-1916-motorcycle.html
Friday, December 25, 2009
Cannonball Run on a Pre-1916 Motorcycle
Tuesday, December 22, 2009
Maybe you didn’t grow up watching Burt Reynolds and Dom DeLuise in the Cannonball Run, but most everybody knows the premise. A Cannonball Run is a no-holds barred, cross-country race where winner takes all. Technicalities like speed limits are often overlooked as riders push it to the limit for a chance to win big money. But somehow I don’t think too many speeding tickets will be issued for this latest rendition I came across called MotorcycleCannonball.com, which will make the coast-to-coast run on Pre-1916 Motorcycles.
Think you’re an iron butt? Then try riding across the country on a motorcycle with a thin seat pan, no suspension, and a top speed of maybe 35 mph tops. This is going to be a true test of mental and physical endurance. Most of the old bikes haven’t seen this type of action, either, so keeping the motorcycles in running order will be the other major challenge. We’re talking almost 100-year-old motorcycles, here, back when companies like Sears, Flying Merkel, Excelsior, and Henderson competed against infant Harley-Davidson, Indian, and Triumph companies.
The classic Cannonball Run will take place from Sept. 10-26, 2010. It will start in Kitty Hawk, North Carolina, and will end 3300 miles later in Santa Monica, California. It is scheduled to take place over 16 total days, 15 of them being on the road with one rest day in Fort Smith, Arkansas, in between. The route will avoid busy interstates, instead sticking to rural country roads as much as possible. Most days the ride will be 250 miles or shorter and are scheduled to run predominantly during daylight hours.
No machine built after 1915 can compete in the run. The motorcycles must be powered by an original engine and will be divided into three categories. Class 1 is for Single Cylinder, Single Speed motorcycles, Class 2 is for Twin Cylinder, Single Speed bikes, and Class 3 is Multi Cylinder, Multi Speed motorcycles with two- and three-speed transmissions.
Just think about it. What a nostalgic ride, doing it the way Erwin ‘Cannonball’ Baker did it back in the day. Baker set his first record on an Indian motorcycle back in 1914 when he traveled coast-to-coast in 11 days. He would go on to set 143 driving records from 1910 through the ‘30s.
I’m nominating Motorcycle USA’s Bart Madson to compete on our behalf. Bart-man took part in the Grave Robbers Ride during the summer which pitted motorcycles that cost less than $1000 and had been ‘resurrected from the grave’ on a run through the wilds of Idaho. Bart fudged the rules slightly by riding a couple of modern classics so this time I think he should have to play by the rules and do the Cannonball on a Pre-1916 motorcycle. Bad part is, Motorcycle USA doesn’t have any Pre-1916 bikes in our garage to fit the bill. Is there anybody out there with an old Henderson or Flying Merkel sitting in their garage that would like to help out the cause? Maybe we could get Monkey Butt to sponsor him, too!
http://motorcyclecannonball.blogspot.com/2009/12/cannonball-run-on-pre-1916-motorcycle.html
Friday, December 25, 2009
Cannonball Run on a Pre-1916 Motorcycle
Tuesday, December 22, 2009
Maybe you didn’t grow up watching Burt Reynolds and Dom DeLuise in the Cannonball Run, but most everybody knows the premise. A Cannonball Run is a no-holds barred, cross-country race where winner takes all. Technicalities like speed limits are often overlooked as riders push it to the limit for a chance to win big money. But somehow I don’t think too many speeding tickets will be issued for this latest rendition I came across called MotorcycleCannonball.com, which will make the coast-to-coast run on Pre-1916 Motorcycles.
Think you’re an iron butt? Then try riding across the country on a motorcycle with a thin seat pan, no suspension, and a top speed of maybe 35 mph tops. This is going to be a true test of mental and physical endurance. Most of the old bikes haven’t seen this type of action, either, so keeping the motorcycles in running order will be the other major challenge. We’re talking almost 100-year-old motorcycles, here, back when companies like Sears, Flying Merkel, Excelsior, and Henderson competed against infant Harley-Davidson, Indian, and Triumph companies.
The classic Cannonball Run will take place from Sept. 10-26, 2010. It will start in Kitty Hawk, North Carolina, and will end 3300 miles later in Santa Monica, California. It is scheduled to take place over 16 total days, 15 of them being on the road with one rest day in Fort Smith, Arkansas, in between. The route will avoid busy interstates, instead sticking to rural country roads as much as possible. Most days the ride will be 250 miles or shorter and are scheduled to run predominantly during daylight hours.
No machine built after 1915 can compete in the run. The motorcycles must be powered by an original engine and will be divided into three categories. Class 1 is for Single Cylinder, Single Speed motorcycles, Class 2 is for Twin Cylinder, Single Speed bikes, and Class 3 is Multi Cylinder, Multi Speed motorcycles with two- and three-speed transmissions.
Just think about it. What a nostalgic ride, doing it the way Erwin ‘Cannonball’ Baker did it back in the day. Baker set his first record on an Indian motorcycle back in 1914 when he traveled coast-to-coast in 11 days. He would go on to set 143 driving records from 1910 through the ‘30s.
I’m nominating Motorcycle USA’s Bart Madson to compete on our behalf. Bart-man took part in the Grave Robbers Ride during the summer which pitted motorcycles that cost less than $1000 and had been ‘resurrected from the grave’ on a run through the wilds of Idaho. Bart fudged the rules slightly by riding a couple of modern classics so this time I think he should have to play by the rules and do the Cannonball on a Pre-1916 motorcycle. Bad part is, Motorcycle USA doesn’t have any Pre-1916 bikes in our garage to fit the bill. Is there anybody out there with an old Henderson or Flying Merkel sitting in their garage that would like to help out the cause? Maybe we could get Monkey Butt to sponsor him, too!
INDIAN | AMERICA’S FIRST MOTORCYCLE THE EARLY YEARS OF COOL INNOVATION
Thu, 26th November, 2009
Circa 1937– Springfield, Massachusetts. Since the creation of the Indian Motorcycle, the Indian Factory (the Wigwam) has been the greatest of its kind in the world. The tremendous facilities of this factory are laid out over 12 acres of floor space– nothing short of an actual visit will enable you to visualize the manufacture of today’s Indian motorcycles. In making a tour of the 35 departments of the factory, a person would walk a distance of 7 miles. The row upon row of machinery, if placed end to end, would alone stretch out over 1 1/2 miles. Indian leadership has been maintained thru the years by that manufacturing expertness which finds its outlet in making each new Indian better than the best Indian which has gone before it. When you ride on an Indian, you ride on the Best.
When you think of classic American Iron, two brands typically come to mind– Harley-Davidson & Indian. Well, Harley-Davidson always comes to mind– and if you know a thing or two about bikes, then hopefully you’re familiar with Indian too. For those of us that came along after the heyday of American manufacturing, it’s easy to overlook that in the early days there were literally dozens (some even say hundreds) of companies producing motorcycles right here in the US.
Dig around and you’ll find an amazing archive of stories behind companies like– Ace, Cleveland, Crocker, Cushman, Emblem, Excelsior/Henderson, Flying Merkel, Flanders (mainly accessories), Iver Johnson, Marsh, Pierce, Pope, Reading Standard, Schickel, Sears, Thor, Whizzer, Yale, just to name a few. Out of the crowded pack, two iconic brands emerged, and for years went head-to-head for dominance on the race tracks, and in the hearts of the American motorcycle enthusiast. In the end, one clearly came out on top. And while we all know who won– it’s interesting to glean from the many missteps that would eventually lead to Indian’s demise.
Indian is recognized as being the first major player on the scene, rolling out production (all of 3 bikes) in 1901– two years before Harley-Davidson. Started by Oscar Hedstrom & George Hendee, a couple of bicycle racers and self-taught engineers, they set out by essentially bolting Hedstrom’s small engines on to Hendee’s bicycles, and from there they quickly honed their craft to create some of the best motorcycles of that era. Indian became the force to be reckoned with, and first-to-market with innovation after innovation– the first V-Twin engine, the first two-speed transmission, the first adjustable front suspension, the first electric lights and starter, and many more. Indian was clearly dominant in the marketplace, and on the race track– setting and breaking speed records hand-over-fist.
...............
Charleston motorcyclist takes riding to extremes
Mon, 16th November, 2009
By Bonnie Clark, Features Writer
bclark@jg-tc.com
Life is a series of challenges, and when they don’t present themselves, Tim Yow of Charleston goes looking for them.
Yow, 66, a serious biker and businessman, completed a 17,000-mile motorcycle trip in a month this summer, with an extra week thrown in for bike maintenance. There were challenges to spare.
The journey took him from Florida to California, then up the Coastal Highway to Alaska, up to Prudhoe Bay, across Canada and into Newfoundland and Labrador, and back to Florida.
A member of the international Iron Butt Association, Yow has amassed a large number of awards for long-distance and extreme motorcycle trips.
“Within Iron Butt, there are a lot of different kinds of rides,” Yow said. “The entry level ride is called a Saddle Sore — that’s a thousand miles in 24 hours. You have to do an entry level ride before you can do the extreme rides.
“When I got into it around 2003, I was number 12,063. Now, there are more than 40,000 of us in the world.”
Yow said Iron Butt events, like the every-other-year rallies, are not races, but rather endurance events.
“It’s possible to do every Iron Butt ride legally. You don’t have to speed,” he said. “You just have to keep the wheels turning.”
While he was originally to have made his recent trip with friends, other commitments thwarted their plans, and Yow decided to go alone. He did meet and ride with friends who were traveling shorter distances a couple of times.
“I decided to do five coasts,” Yow said, “Key West, Fla., to Prudhoe Bay, Alaska, to Goose Bay, Labrador, and back to Key West, which would touch five coasts, counting Key West as the start and finish coast.
“I wanted to do Goose Bay Road because I’d heard a lot about it, and knew it had broken a lot of bikes and hurt a lot of riders. I added it just for the challenge.”
Yow is currently considered one of the “10 most extreme riders in the world” by the IBA, ranking in the top three.
Mike Kneebone, IBA president, described Yow as an “experienced rider who knows what he’s doing.
“There’s nowhere in the U.S. that he can’t be in two days,” he said. “I think I’d call it a defective gene that makes what the rest of us would call a normal life just not enough for Tim. His mind never stops working on finding something new to do.
“Once, just for fun, he decided to set a record for how many different motorcycles he could ride a thousand miles a day,” Kneebone said.
On his five-coast trip, Yow left Key West on his Kawasaki KLR 650 at 3 a.m. on a rainy June 25. First, he headed to the police station to look for witnesses to authenticate his IBA ride certification papers.
While he was talking to officers, his “overweight, top heavy bike” fell onto a squad car. Fortunately, there was no damage and he did get the required signatures.
It was an inauspicious beginning for a trek that took Yow through treacherous, sometimes hot, sometimes mountainous, mosquito-infested, bear and bison country for five weeks, counting a total of a week of down time for maintenance.
“Animals were my biggest fear,” Yow said. “You don’t know where anything is going to go — caribou, American buffalo, bison and black bears. There are bears everywhere. I couldn’t even count the number I saw.”
Possibly the most hazardous portion of his trip was Dalton Highway, also called the Haul Road, into Prudhoe Bay/Deadhorse, 500 miles north of Fairbanks, Alaska.
“For 240 miles, there’s nothing but that road; there are no buildings, certainly no gas stations; no nothin’.
“A lot of it is gravel, but the last 230 miles is the rough part. I knew the road, because I rode it under the worst conditions the last time I was up there. That time, just tore my bike to pieces.
“When I got into Prudhoe, I’d had a flat tire, thrown my chain off, and my radiator was completely plugged.”
Yow said he and the friend he was riding with had to pump the tire for the last 90 miles.
“He would plug a little air compressor into a cigarette lighter and pump up my tire and I’d ride just as hard as I could until the tire went down,” Yow said.
On the last 130 miles, they were riding in calcium chloride, like that used on Illinois bridges in the winter. “They use it because it pulls the moisture out of the perma-frost and that’s what the whole road is built on,” he said. “It’s just rock on perma-frost.
“The calcium chloride was all over us. It was slimy and miserable; my radiator was plugged, and my bike was overheating.”
Dalton Highway runs through Atigun Pass, part of the Brooks mountain range, on its way to the oil fields at Prudhoe Bay.
“Atigun Pass is 12 percent grade,” Yow said. “If you’ve ever been to Chattanooga, that’s 6 percent.
“We were riding on gravel and mud, straight down and straight up. And, I had to ride with no brakes,” he said. “I still get goose bumps when I think about it.
“I was in first gear and the only thing that kept me from going 200 miles an hour was my engine.”
Yow had told his friend that when he got to the top, he wasn’t even going to stop to think, or he wouldn’t do it.
“Once I’d been through that, this time was a snap.
“But, it was raining before I got to Atigun Pass and rather than too much rock like last time, it was very muddy and slick.”
Yow said he has met “some of the most interesting people” on his trips into Alaska. “Those are frontiersmen in Prudhoe Bay. The motel I stayed in had just shot a grizzly bear in the hallway a short time before.
“Alaska is full of totally unique individuals. I’ve made some good friends there.”
Since he often rides in desolate areas, Yow said he has to be “electronically” on his toes.
“I ride with a ‘SPOT’ satellite transponder and two GPSs, and I always carry a spare.”
In addition to a “help” button, SPOT has a button that transmits “I’m OK, but my bike’s not.” It also has an option that automatically sends a signal every 10 minutes to let family and friends know where he is at all times.
“If it ever quits moving,” he said, “they know it.”
Yow said the thing that always gives him a lump in the pit of his stomach is seeing a grader and a truck hauling calcium chloride.
“They’re doing about 5 miles an hour spreading this stuff and the grader comes along and creates a berm down the middle of the road.
“When you come up behind a grader, you can see trucks coming from the other way, and they’re not slowing down for anything,” he said. “You have to watch for your chance, jump the berm, get around the grader and the truck, jump the berm again and get back to the right hand side, and the road is only 22 feet wide.
“The berm is so tall you can barely touch your toes to the ground.”
Yow said the worst road he traveled was the notorious Goose Bay Road — 700 miles from Quebec through Newfoundland and up into Labrador.
Changing road surfaces are a big problem, he said.
“Everyone I’ve known who has been hurt has gotten hurt because of a rapid surface change. There are five or six different surfaces and you have to be able to look ahead and assess whether it’s packed mud or gravel, loose gravel, sand, or slate-type gravel and ride accordingly.
“There’s no dust abatement,” he said, “so, while you can see a truck coming four or five miles away, once it passes you, you can’t see anything.”
On parts of the road, the dust is so bad visibility is zero after a truck has passed.
“You can’t see anything, and you can’t see surface changes. All you can do is get off your bike or get up on your pegs and ride like you’re riding motorcross — just going along with the bike and letting it jiggle under you.
“You’re tempted to slow down because your bike is acting so squirrely. But, if you slow down the guy coming behind you can’t see you, and he’s got a truck with 30 wheels, loaded to the hilt.”
Yow said he isn’t planning to do many more extreme rides, and at 66, it would be unusual if once in a while he didn’t think about how much longer he’ll be riding.
“I’ve got friends in their 80s who are still riding and I have friends who had to quit in their 50s. It’s an individual thing,” he said. “I’ll probably know when it’s time to quit.
“If I have to, I’ll ride a three-wheeler, maybe one of the new Spiders.
“I’ll have to do that just to feel the wind in my face. But, if that time comes, I’ll have some great memories.”
Contact Bonnie Clark at bclark@jg-tc.com or 238-6847.
bclark@jg-tc.com
Life is a series of challenges, and when they don’t present themselves, Tim Yow of Charleston goes looking for them.
Yow, 66, a serious biker and businessman, completed a 17,000-mile motorcycle trip in a month this summer, with an extra week thrown in for bike maintenance. There were challenges to spare.
The journey took him from Florida to California, then up the Coastal Highway to Alaska, up to Prudhoe Bay, across Canada and into Newfoundland and Labrador, and back to Florida.
A member of the international Iron Butt Association, Yow has amassed a large number of awards for long-distance and extreme motorcycle trips.
“Within Iron Butt, there are a lot of different kinds of rides,” Yow said. “The entry level ride is called a Saddle Sore — that’s a thousand miles in 24 hours. You have to do an entry level ride before you can do the extreme rides.
“When I got into it around 2003, I was number 12,063. Now, there are more than 40,000 of us in the world.”
Yow said Iron Butt events, like the every-other-year rallies, are not races, but rather endurance events.
“It’s possible to do every Iron Butt ride legally. You don’t have to speed,” he said. “You just have to keep the wheels turning.”
While he was originally to have made his recent trip with friends, other commitments thwarted their plans, and Yow decided to go alone. He did meet and ride with friends who were traveling shorter distances a couple of times.
“I decided to do five coasts,” Yow said, “Key West, Fla., to Prudhoe Bay, Alaska, to Goose Bay, Labrador, and back to Key West, which would touch five coasts, counting Key West as the start and finish coast.
“I wanted to do Goose Bay Road because I’d heard a lot about it, and knew it had broken a lot of bikes and hurt a lot of riders. I added it just for the challenge.”
Yow is currently considered one of the “10 most extreme riders in the world” by the IBA, ranking in the top three.
Mike Kneebone, IBA president, described Yow as an “experienced rider who knows what he’s doing.
“There’s nowhere in the U.S. that he can’t be in two days,” he said. “I think I’d call it a defective gene that makes what the rest of us would call a normal life just not enough for Tim. His mind never stops working on finding something new to do.
“Once, just for fun, he decided to set a record for how many different motorcycles he could ride a thousand miles a day,” Kneebone said.
On his five-coast trip, Yow left Key West on his Kawasaki KLR 650 at 3 a.m. on a rainy June 25. First, he headed to the police station to look for witnesses to authenticate his IBA ride certification papers.
While he was talking to officers, his “overweight, top heavy bike” fell onto a squad car. Fortunately, there was no damage and he did get the required signatures.
It was an inauspicious beginning for a trek that took Yow through treacherous, sometimes hot, sometimes mountainous, mosquito-infested, bear and bison country for five weeks, counting a total of a week of down time for maintenance.
“Animals were my biggest fear,” Yow said. “You don’t know where anything is going to go — caribou, American buffalo, bison and black bears. There are bears everywhere. I couldn’t even count the number I saw.”
Possibly the most hazardous portion of his trip was Dalton Highway, also called the Haul Road, into Prudhoe Bay/Deadhorse, 500 miles north of Fairbanks, Alaska.
“For 240 miles, there’s nothing but that road; there are no buildings, certainly no gas stations; no nothin’.
“A lot of it is gravel, but the last 230 miles is the rough part. I knew the road, because I rode it under the worst conditions the last time I was up there. That time, just tore my bike to pieces.
“When I got into Prudhoe, I’d had a flat tire, thrown my chain off, and my radiator was completely plugged.”
Yow said he and the friend he was riding with had to pump the tire for the last 90 miles.
“He would plug a little air compressor into a cigarette lighter and pump up my tire and I’d ride just as hard as I could until the tire went down,” Yow said.
On the last 130 miles, they were riding in calcium chloride, like that used on Illinois bridges in the winter. “They use it because it pulls the moisture out of the perma-frost and that’s what the whole road is built on,” he said. “It’s just rock on perma-frost.
“The calcium chloride was all over us. It was slimy and miserable; my radiator was plugged, and my bike was overheating.”
Dalton Highway runs through Atigun Pass, part of the Brooks mountain range, on its way to the oil fields at Prudhoe Bay.
“Atigun Pass is 12 percent grade,” Yow said. “If you’ve ever been to Chattanooga, that’s 6 percent.
“We were riding on gravel and mud, straight down and straight up. And, I had to ride with no brakes,” he said. “I still get goose bumps when I think about it.
“I was in first gear and the only thing that kept me from going 200 miles an hour was my engine.”
Yow had told his friend that when he got to the top, he wasn’t even going to stop to think, or he wouldn’t do it.
“Once I’d been through that, this time was a snap.
“But, it was raining before I got to Atigun Pass and rather than too much rock like last time, it was very muddy and slick.”
Yow said he has met “some of the most interesting people” on his trips into Alaska. “Those are frontiersmen in Prudhoe Bay. The motel I stayed in had just shot a grizzly bear in the hallway a short time before.
“Alaska is full of totally unique individuals. I’ve made some good friends there.”
Since he often rides in desolate areas, Yow said he has to be “electronically” on his toes.
“I ride with a ‘SPOT’ satellite transponder and two GPSs, and I always carry a spare.”
In addition to a “help” button, SPOT has a button that transmits “I’m OK, but my bike’s not.” It also has an option that automatically sends a signal every 10 minutes to let family and friends know where he is at all times.
“If it ever quits moving,” he said, “they know it.”
Yow said the thing that always gives him a lump in the pit of his stomach is seeing a grader and a truck hauling calcium chloride.
“They’re doing about 5 miles an hour spreading this stuff and the grader comes along and creates a berm down the middle of the road.
“When you come up behind a grader, you can see trucks coming from the other way, and they’re not slowing down for anything,” he said. “You have to watch for your chance, jump the berm, get around the grader and the truck, jump the berm again and get back to the right hand side, and the road is only 22 feet wide.
“The berm is so tall you can barely touch your toes to the ground.”
Yow said the worst road he traveled was the notorious Goose Bay Road — 700 miles from Quebec through Newfoundland and up into Labrador.
Changing road surfaces are a big problem, he said.
“Everyone I’ve known who has been hurt has gotten hurt because of a rapid surface change. There are five or six different surfaces and you have to be able to look ahead and assess whether it’s packed mud or gravel, loose gravel, sand, or slate-type gravel and ride accordingly.
“There’s no dust abatement,” he said, “so, while you can see a truck coming four or five miles away, once it passes you, you can’t see anything.”
On parts of the road, the dust is so bad visibility is zero after a truck has passed.
“You can’t see anything, and you can’t see surface changes. All you can do is get off your bike or get up on your pegs and ride like you’re riding motorcross — just going along with the bike and letting it jiggle under you.
“You’re tempted to slow down because your bike is acting so squirrely. But, if you slow down the guy coming behind you can’t see you, and he’s got a truck with 30 wheels, loaded to the hilt.”
Yow said he isn’t planning to do many more extreme rides, and at 66, it would be unusual if once in a while he didn’t think about how much longer he’ll be riding.
“I’ve got friends in their 80s who are still riding and I have friends who had to quit in their 50s. It’s an individual thing,” he said. “I’ll probably know when it’s time to quit.
“If I have to, I’ll ride a three-wheeler, maybe one of the new Spiders.
“I’ll have to do that just to feel the wind in my face. But, if that time comes, I’ll have some great memories.”
Contact Bonnie Clark at bclark@jg-tc.com or 238-6847.
Indian Motorcycle Company | Resurrection
Wed, 4th November, 2009
Indian Motorcycle Company | Resurrection
Neale Bayly
11/04/2009
Indian Motorcycle Company
Indian Motorcycles Rolling south toward Kings Mountain, N.C., the smooth, three-lane interstate gently twists and bends, slowly climbing ahead of me into the distance. Edged by a lush wall of trees shouting out their early summer colors, the moving picture is framed with a perfectly blue, cloudless sky. Beneath me the steady rhythm of a muscular V-twin is setting the pace, as reflected shades of amethyst, emerald and gold play in the chrome headlight in front. It is warm but not hot, and the steady flow of air invigorates my soul; as each heartbeat grows more vital, I feel at one with the machine. As the miles slide effortlessly by, the philosophy, spirit, and future of the new Indian Motorcycle Company now become crystal clear.
Looking back five years, there were serious doubts over the future of the Indian Motorcycle brand. A group of nine companies had been awarded the trademark in 1999, and they merged together to produce the first new Indian motorcycles since 1953. Manufactured in Gilroy, Calif., the company's bikes carried the great names of the past-Chief, Scout, and Spirit.
Initially using Wisconsin-built S&S Cycle engines, by 2002 the company was building its own Powerplus 100 engine, requisitioning a name that dates back to 1916. Production of these motorcycles continued until late 2003, when the company went into bankruptcy. By this time, some 12,000 motorcycles, using both power plants, had been sold. Reliability issues plagued these machines, known today as Gilroy Indians, and Indian Motorcycle production ceased.
This situation did not remain for long, though. Having already resurrected the famous Chris-Craft and Riva boat companies, entrepreneurial lightning rod Stephen Julius and his Harvard Business School classmate Steve Heese purchased the intellectual property rights and went to work on the Indian Motorcycle Company.
Spending much of the next year researching the industry and putting a new workforce in place, by September 2006 a new home had been found for Indian Motorcycles in Kings Mountain. Moving the business to this location provided Indian with a number of benefits. A business friendly state, North Carolina has an international airport with direct flights to Heese's London home, as well as a temperate climate and close proximity to the fabulous riding available in the Great Smoky Mountains.
While this was happening, the heart and soul of the new Indian Motorcycle Company was being formed. Hand picking a group of highly skilled engineers, designers, and developers from the motorcycle industry, Julius assembled his dream team. Bringing decades of experience from the American V-twin world, the attitude of each member is reflected in General Manager Chris Bernauer's enthusiasm as he gives me a personal tour of the new facility........
to read the rest of this story go to
http://www.ultimatemotorcycling.com/Indian_Motorcycle_Company_Resurrection
Neale Bayly
11/04/2009
Indian Motorcycle Company
Indian Motorcycles Rolling south toward Kings Mountain, N.C., the smooth, three-lane interstate gently twists and bends, slowly climbing ahead of me into the distance. Edged by a lush wall of trees shouting out their early summer colors, the moving picture is framed with a perfectly blue, cloudless sky. Beneath me the steady rhythm of a muscular V-twin is setting the pace, as reflected shades of amethyst, emerald and gold play in the chrome headlight in front. It is warm but not hot, and the steady flow of air invigorates my soul; as each heartbeat grows more vital, I feel at one with the machine. As the miles slide effortlessly by, the philosophy, spirit, and future of the new Indian Motorcycle Company now become crystal clear.
Looking back five years, there were serious doubts over the future of the Indian Motorcycle brand. A group of nine companies had been awarded the trademark in 1999, and they merged together to produce the first new Indian motorcycles since 1953. Manufactured in Gilroy, Calif., the company's bikes carried the great names of the past-Chief, Scout, and Spirit.
Initially using Wisconsin-built S&S Cycle engines, by 2002 the company was building its own Powerplus 100 engine, requisitioning a name that dates back to 1916. Production of these motorcycles continued until late 2003, when the company went into bankruptcy. By this time, some 12,000 motorcycles, using both power plants, had been sold. Reliability issues plagued these machines, known today as Gilroy Indians, and Indian Motorcycle production ceased.
This situation did not remain for long, though. Having already resurrected the famous Chris-Craft and Riva boat companies, entrepreneurial lightning rod Stephen Julius and his Harvard Business School classmate Steve Heese purchased the intellectual property rights and went to work on the Indian Motorcycle Company.
Spending much of the next year researching the industry and putting a new workforce in place, by September 2006 a new home had been found for Indian Motorcycles in Kings Mountain. Moving the business to this location provided Indian with a number of benefits. A business friendly state, North Carolina has an international airport with direct flights to Heese's London home, as well as a temperate climate and close proximity to the fabulous riding available in the Great Smoky Mountains.
While this was happening, the heart and soul of the new Indian Motorcycle Company was being formed. Hand picking a group of highly skilled engineers, designers, and developers from the motorcycle industry, Julius assembled his dream team. Bringing decades of experience from the American V-twin world, the attitude of each member is reflected in General Manager Chris Bernauer's enthusiasm as he gives me a personal tour of the new facility........
to read the rest of this story go to
http://www.ultimatemotorcycling.com/Indian_Motorcycle_Company_Resurrection
http://roadracingworld.com/news/article/?article=38454
Mon, 19th October, 2009
Take It 2 The Track Will Hold Events At New Track In Arizona In 2010
Oct 19, 2009, ©Copyright 2009, Roadracing World Publishing, Inc.
From a press release issued by Take It 2 The Track:
Take it 2 the Track is pleased to announce that it will be the premier motorcycle track day organization at Inde Motorsports Ranch in Willcox, AZ for the 2010 season.
"Inde Motorsports Ranch is a beautiful facility set in the high desert in Willcox, AZ. This track has a little bit to offer every motorcycle enthusiast including, elevation changes, technical sections, and a long front straight tipping in to a high speed turn. Motorcycle enthusiasts will have a blast at this track," said Matt Guilbert, one of the owners of Take it 2 the Track.
CJ Dorland of Inde Motorsports Ranch added, "We are very excited to have Take it 2 the Track at Inde Motorsports. They are a great group and we are glad that we are able to help with their Eastern expansion."
Inde is located about 80 miles East of Tucson and has a close proximity to Tucson, Phoenix, El Paso, and Albuquerque. It can be run in many different configurations both forwards and backwards, and is 2.75 miles long in its fullest configuration. It will have a lot of amenities on site for the customer, and is within 8 miles from many hotels in Willcox.
"I can't remember the last time I had so much fun at a race track!" raved Aaron Morgan, the other owner of Take it 2 the Track. "The setting is just amazing."
Inde Motorsports Ranch can be found online at www.indemotorsports.com. Take it 2 the Track will be running 8 full weekends there for the 2010 season.
Oct 19, 2009, ©Copyright 2009, Roadracing World Publishing, Inc.
From a press release issued by Take It 2 The Track:
Take it 2 the Track is pleased to announce that it will be the premier motorcycle track day organization at Inde Motorsports Ranch in Willcox, AZ for the 2010 season.
"Inde Motorsports Ranch is a beautiful facility set in the high desert in Willcox, AZ. This track has a little bit to offer every motorcycle enthusiast including, elevation changes, technical sections, and a long front straight tipping in to a high speed turn. Motorcycle enthusiasts will have a blast at this track," said Matt Guilbert, one of the owners of Take it 2 the Track.
CJ Dorland of Inde Motorsports Ranch added, "We are very excited to have Take it 2 the Track at Inde Motorsports. They are a great group and we are glad that we are able to help with their Eastern expansion."
Inde is located about 80 miles East of Tucson and has a close proximity to Tucson, Phoenix, El Paso, and Albuquerque. It can be run in many different configurations both forwards and backwards, and is 2.75 miles long in its fullest configuration. It will have a lot of amenities on site for the customer, and is within 8 miles from many hotels in Willcox.
"I can't remember the last time I had so much fun at a race track!" raved Aaron Morgan, the other owner of Take it 2 the Track. "The setting is just amazing."
Inde Motorsports Ranch can be found online at www.indemotorsports.com. Take it 2 the Track will be running 8 full weekends there for the 2010 season.
America's First Motorcycle
Sun, 18th October, 2009
America's First Motorcycle: In the Beginning, a Genius Created a Pacer Bicycle
this article was taken from
http://www.indianmotorcycle.com/History/HistoryHome/tabid/78/Default.aspx
Indian motorcycle riders had been roaming the dirt trails and rolling along the wagon-wheel ruts of America for almost a decade. Hitting the road in 1901, Indian was not only the first American motorcycle, it was the world's best-selling bike and, having introduced the first V-twin motorcycle to the world in 1907, the most technologically advanced. Harley-Davidson 1910 models, by contrast, were all singles, producing five horsepower or less.
A History of Innovation
Engineering and Competition Highlights
1901
Prototype and two production units successfully designed, built and tested.
1902
First Indian motorcycles, featuring innovative belt-drives and streamlined styling, sold to public.
1903
Indian co-founder and chief engineer Oscar Hedstrom sets world motorcycle speed record (56mph).
1904
Crimson Steed of Steel paint scheme introduced; Indian wins Gold Medal for Mechanical Excellence at St. Louis Exposition
1906
Indian releases first American production V-Twin after several years of development and testing; 101 years later V-Twin remains most popular cruiser-motorcycle engine design
1907
New York Police Department selects Indians for first motorcycle police unit
1909
Indian "loop frame" positions gas tank on front horizontal frame member, other makers eventually follow suit; basic configuration still used by virtually all motorcycles.
1911
Indian sweeps top three positions in first Isle of Man Mountain Course Race
1913
First swingarm and leaf-spring rear suspension in the industry is introduced.
1914
Indian debuts world's first motorcycle with electric lights and starter; Cannonball Baker sets cross-country speed record on an Indian V-Twin
1916
61-cubic-inch Powerplus side-valve engine is introduced
1918
An overhead cam, four-valve-per-cylinder Powerplus racing motorcycle tops 120 mph
1920
First use of semi-monocoque engine/transmission/frame construction; Indian Scout introduced
1922
Indian becomes first company in America to use "leakproof" aluminum primary cases; competition retains leaks for decades.
1924
74-cubic-inch Big Chief V-Twin introduced
1927
Four-cylinder Indian Ace introduced.
1937
Indian Rider Ed "Iron Man" Kretz wins inaugural Daytona 200; Indian introduces first motorcycles with dual carburetors
1940
Indian pioneers use of "plunger" (spring coupled to an oil-dampened shaft) rear suspension; introduces trademark full-skirt fenders (aka valences).
1941
Indian begins production of advanced shaft-drive, four-speed military motorcycle
1943
Indian wins Army-Navy Production Award
1948
First Daytona 200 held on new beach/road course won by Indian rider Floyd Emde
this article was taken from
http://www.indianmotorcycle.com/History/HistoryHome/tabid/78/Default.aspx
Indian motorcycle riders had been roaming the dirt trails and rolling along the wagon-wheel ruts of America for almost a decade. Hitting the road in 1901, Indian was not only the first American motorcycle, it was the world's best-selling bike and, having introduced the first V-twin motorcycle to the world in 1907, the most technologically advanced. Harley-Davidson 1910 models, by contrast, were all singles, producing five horsepower or less.
A History of Innovation
Engineering and Competition Highlights
1901
Prototype and two production units successfully designed, built and tested.
1902
First Indian motorcycles, featuring innovative belt-drives and streamlined styling, sold to public.
1903
Indian co-founder and chief engineer Oscar Hedstrom sets world motorcycle speed record (56mph).
1904
Crimson Steed of Steel paint scheme introduced; Indian wins Gold Medal for Mechanical Excellence at St. Louis Exposition
1906
Indian releases first American production V-Twin after several years of development and testing; 101 years later V-Twin remains most popular cruiser-motorcycle engine design
1907
New York Police Department selects Indians for first motorcycle police unit
1909
Indian "loop frame" positions gas tank on front horizontal frame member, other makers eventually follow suit; basic configuration still used by virtually all motorcycles.
1911
Indian sweeps top three positions in first Isle of Man Mountain Course Race
1913
First swingarm and leaf-spring rear suspension in the industry is introduced.
1914
Indian debuts world's first motorcycle with electric lights and starter; Cannonball Baker sets cross-country speed record on an Indian V-Twin
1916
61-cubic-inch Powerplus side-valve engine is introduced
1918
An overhead cam, four-valve-per-cylinder Powerplus racing motorcycle tops 120 mph
1920
First use of semi-monocoque engine/transmission/frame construction; Indian Scout introduced
1922
Indian becomes first company in America to use "leakproof" aluminum primary cases; competition retains leaks for decades.
1924
74-cubic-inch Big Chief V-Twin introduced
1927
Four-cylinder Indian Ace introduced.
1937
Indian Rider Ed "Iron Man" Kretz wins inaugural Daytona 200; Indian introduces first motorcycles with dual carburetors
1940
Indian pioneers use of "plunger" (spring coupled to an oil-dampened shaft) rear suspension; introduces trademark full-skirt fenders (aka valences).
1941
Indian begins production of advanced shaft-drive, four-speed military motorcycle
1943
Indian wins Army-Navy Production Award
1948
First Daytona 200 held on new beach/road course won by Indian rider Floyd Emde
Old Cars Weekly
Fri, 16th October, 2009
1936 Indian motorcycle is speed record champ
October 14, 2009
An Oregon man set a new national speed record in its class at the Utah salt flats on a 1936 Indian motorcycle.
According to the Oregon based nrtoday.com, Jeremy Bolduc, 28, a motorcycle technician in Roseburg, Ore., was clocked as fast as 102.56 mph, but averaged 99.805 mph over the 1-mile course. The old record was 95.863 average mph.
.............................see full article at
http://www.oldcarsweekly.com//article/?p_ArticleId=7209
October 14, 2009
An Oregon man set a new national speed record in its class at the Utah salt flats on a 1936 Indian motorcycle.
According to the Oregon based nrtoday.com, Jeremy Bolduc, 28, a motorcycle technician in Roseburg, Ore., was clocked as fast as 102.56 mph, but averaged 99.805 mph over the 1-mile course. The old record was 95.863 average mph.
.............................see full article at
http://www.oldcarsweekly.com//article/?p_ArticleId=7209
Have an Idea
Wed, 14th October, 2009
If you have a news article (about Indian Motorcycle or other motorcycle, you local community, your riding friends or family) you would like to post Please send them to me at
lorraine@ablertaironindianriders.ca
and I'll do my best go get them approved and posted.
Ride Safe (especially if your riding today in the snow)
lorraine@ablertaironindianriders.ca
and I'll do my best go get them approved and posted.
Ride Safe (especially if your riding today in the snow)
1st V Twin Post
Tue, 13th October, 2009
Just wanted to let everyone know that Indian is coming to Calgary and Edmonton. We believe both Edmonton and Calgary will be open sometime in 2010. We'll keep you posted when we know locations and dates to open as I'm sure you'll want to be there.
Ron and Lorraine
Ron and Lorraine
Alberta Iron Indian
V Twin News
V Twin News
taken from
http://www.caimag.com/wordpress/2009/12/25/meet-a-motorcycle-cannonball-rider-classic-1914-indian-twin/
December 25, 2009
Meet A Motorcycle Cannonball Rider & Classic 1914 Indian Twin
Wonder what kind of a person would want to ride a pre-1916 motorcycle across the United States with others as hardcore as him? We will be running short introductions on as many of the Motorcycle Cannonball riders and their machines as possible.
David Thompson & what will be his 1914 Indian classic motorcycle
Motorcycle Cannonball Rider #5 David Thompson - 1914 Indian
After hearing that my old brother thinks he can do this adventure is when I decided I must also make the attempt. I am 46years old and I recently aquired a basket full of 1914 Indian parts with a frame. This is of course not complete as I am about to find out but plan on spending the winter aquiring parts and begin transforming. The thought of this experience is one I find I'm thinking about when I wake up in the middle of the night lately. I have not built or even rode anything earlier than the 20's so I might need to contact others for information and/or parts I'm in need of. I think I will keep the rust original. ~ David Thompson
You can also find more info on the Cannonball Ride at
http://www.motorcyclecannonball.com
http://www.caimag.com/wordpress/2009/12/25/meet-a-motorcycle-cannonball-rider-classic-1914-indian-twin/
December 25, 2009
Meet A Motorcycle Cannonball Rider & Classic 1914 Indian Twin
Wonder what kind of a person would want to ride a pre-1916 motorcycle across the United States with others as hardcore as him? We will be running short introductions on as many of the Motorcycle Cannonball riders and their machines as possible.
David Thompson & what will be his 1914 Indian classic motorcycle
Motorcycle Cannonball Rider #5 David Thompson - 1914 Indian
After hearing that my old brother thinks he can do this adventure is when I decided I must also make the attempt. I am 46years old and I recently aquired a basket full of 1914 Indian parts with a frame. This is of course not complete as I am about to find out but plan on spending the winter aquiring parts and begin transforming. The thought of this experience is one I find I'm thinking about when I wake up in the middle of the night lately. I have not built or even rode anything earlier than the 20's so I might need to contact others for information and/or parts I'm in need of. I think I will keep the rust original. ~ David Thompson
You can also find more info on the Cannonball Ride at
http://www.motorcyclecannonball.com
Read this article in it's Entirety
click here to go to
The Selvedgeyard
click here to go to
The Selvedgeyard
Ed Given and his wife, Marilyn, rode a 1946 Harley with a side car from Port Colborne to Daytona Beach in 1950 for their honeymoon.
Staff photo by Dale Gerhard Thomas Garcia, of New York City, looks into the window of the closed Harley-Davidson Shop of Wildwood on Rio Grande Avenue on Monday.
Bob Dron Harley-Davidson - CLOSED
151 Hegenburger Rd
Oakland, CA 94620