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1923 Indian Big Chief



Bigger is better

Dire "Indian Chief", e probabilmente pensare alla voluttuosa, costeggiava modelli Fender del 1940.
Ma il leggendario capo effettivamente iniziato la vita di un completo due decenni prima, quando indiano, una volta che il produttore del mondo di moto più grande, era una sfida da upstart Harley-Davidson Motor Company.



Il problema agli inizi del 1920 era che indiano del motore è stato Powerplus perdere terreno rispetto alle moto più tecnologicamente avanzati da Harley. Di riprendere il bordo delle prestazioni, indiano aveva bisogno di un design fresco.

Inserisci Racer campionato e ingegnere Charles B. Franklin, che era incaricato di creare una nuova macchina. Ma non would be easy. In addition to Harley, Indian was also fighting the onslaught of cars at low cost, mass-produced.

Trying to put at the forefront of practical operation, in 1922, Franklin launched a bike designed from the outset to be flagship of India. What better name for Chief?



Based on one valve, 61 cubic inches (1000 cc), 42-degree V-Twin engine, the head sported a place lower and more graceful lines than its predecessor. In addition, progress has been made mechanical: Double cam operated valves, replaced the helical chain primary drive, clutch and ran to the bathroom closed oil.

Il pacchetto pesava circa 425 chili, e indiani hanno affermato che era buono per una velocità massima di 90 mph, un numero impressionante per la giornata.

Ma grande come il 1922 è stato Capo, una cosa che renderebbe meglio: cubetti di più. Per il 1923, indiano ha aggiunto 13 di loro per creare la 74-pollici cubici (1200 cc), Big Chief.

Con il motore grande e un telaio robusto, la moto era destinato a gestire un sidecar, come quello montato su questo esempio, di proprietà di Ernie Hartman e ora in mostra nella Hall of Fame Motorcycle Museum presso la sede AMA a Pickerington, Ohio.



Tuttavia, non passò molto tempo prima che i piloti di macchine da solista iniziata desiderare il potere extra del 74. In effetti, in pochi anni, il grande capo indiano è diventato best-moto vendita.



Il messaggio non è stato perso il manager indiano. Hanno tenuto il 74-cubi-Chief pollici nel 1950, quando fu sostituita dalla più grande-80-Chief pollici cubici. Quegli anni, ammiraglia indiana è stata ceduta nel capoluogo noi tutti riconosciamo. Ma molto prima che, il grande capo ha dimostrato che più possono essere meglio.

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1922 Harley-Davidson Sport 1919 Indian Twin



Ecco una curiosità interessante moto Domanda: Quale delle seguenti società fu il primo a costruire un cilindri contrapposti twin-bike cilindri BMW, indiana o Harley-Davidson?

BMW is famous for its opposite, "Boxer" engine with the cylinders protruding at the sides. The company has done with the bike that the configuration of the engine from 1924, which is a long time.

If you are an experienced rider, you know that during World War II, Harley built a clone of a military BMW motorcycle with a boxer engine. But that was a couple of decades after the first BMW boxer.

So that makes BMW the first, right?

No, because before the first BMW hit the road, U.S. manufacturers experienced the opposite-twin design, with the cylinders oriented fore and aft in the chassis.

First Indian built model or a 15.7 cubic inches (about 250) which lasted only three years. And then, in 1919, Harley began to build this machine obscure, known as the Twin Sport.

The Twin Sport, introduced just as the First World War was coming to an end, it was a radical change for Harley-Davidson. Then, as now, Harley was known for its big V-Twin machines.

But as Ford Model T drove down the price of cars, U.S. customers have found themselves at a higher price for the two transport wheels to four wheels. So the move was to build smaller, more efficient bike.

Bob McClean, president of the Antique Motorcycle Club of America and the owner of this rare 1922 Twin Sport, now on display at the Motorcycle Hall of Fame Museum in Pickerington, Ohio, says that was clearly influenced by the machines produced by the British marque Douglas, who opened the opposite way over Twin design a decade earlier.



In constructing the Twin Sport, Harley will take Douglas' orienting the cylinders in line with the frame. The side valve displaced 36 cubic inches (about 600cc), and McClean says the Twin Sport Bikes made a nice middleweight.

"The big old Harleys and rapped bumped" he says. "This was more than the motion of a gentleman."

That made a big seller overseas. But in the U.S., it was a different story. The machine languished in line with Harley 1923, then was abandoned.

Yes, it's done for the low-cost carriers. But increasingly, the Americans were trying to Ford for that. Those who have purchased motorcycles wanted only what benefits could be in big Harley V-twins.

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You may know most of America's first motorcycles were little more than bicycles with engines. But did you know that bicycle manufacturers actually utilizzata come parte della loro strategia per vendere moto?

Prendiamo il caso degli indiani Motocycle Company, e questo in bicicletta 1919 indiano con allegato un file Smith Motorwheel.

Storia indiana con le biciclette hanno effettivamente iniziato nel lontano 1889. Che quando il Hendee Manufacturing Company, che poi divenne l'indiano Motocycle Company, è stata costituita per costruire biciclette. L'unica azienda iniziò a costruire moto nel 1902. Verso la metà degli adolescenti, la fabbrica stava facendo 30.000 moto all'anno. Per far posto che la produzione, la parte di biciclette delle attività è stato appaltato.



Questo modello 1919 è stato fatto per indiane dalla Davis Sewing Machine Company of Dayton, Ohio, that Harley-Davidson bikes of the day.

The idea, says Mel Short, who owns this car, beautifully restored and has been for the bike to look as much like the bike as possible. This bike is the model of a man of luxury with a flared skirt and front fender, and with what looks like a gas tank attached to the frame. In reality, the tank containing the battery of lights.

The bike is also a stand down in the back, rather than a side stand, to make it more like a motorcycle. The handlebars are like the bars stopped running.



"Both Indian and Harley motorcycle sold in their stores to bring the boys and their dad in the showroom, "Short says." The thought was that they would come back later and buy a bike. "

But there was another way to make the leap of motorized transport mounting a small engine and a driving wheel to separate the bike as a sidecar. Motorwheel The Smith did not come with the bike, but was purchased separately. It would attach to almost any bicycle.



"This engine is a 1915," Short says. "It 's a direct outlet, and without a silencer, so it was probably quite strong."

It was not the clutch, in order to initiate the motor is activated the release of compression, pedal the bicycle, and then close the compression release to get the fire bike. A brake, the pilot used the pedals of the bicycle and the release of compression. "For the back roads of those days," Short says, "worked well".

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Bicycles 1919 Indian Military Powerplus



This is the bike that helped the U.S. win the first World War.

Unfortunately, it is also a bike that Indians back significantly in its battle with Harley-Davidson. But then, that's the kind of story that is common in Indian history, "two steps forward and one step back."

It certainly can not blame the motorcycle itself. The military model was closely based on famous Indian Powerplus Big Twin, who, according to engine sales literature, "the most powerful and cost effective ever mounted on a motorcycle.''



Hyperbole aside, this 61 cubic inch (1,000 cc) engine has been a significant improvement over the previous generation F-head engine. pumping out 18 horses, which could push the car to 60 mph and remain reliable. It 'was a pretty good package for the legendary Cannonball Baker, who used the machines Powerplus to set many of its record of resistance to the Indian factory.

Versions Military bikes like this owned by David Uhl and now on display in the Motorcycle Hall of Fame Museum at AMA headquarters in Pickerington, Ohio, shared the same three-speed, rear brake only, and the leaf-spring front fork as the model civil. But even sported rear suspension, a light gas instead of the simple electrical and functional fenders dishes instead of curved versions.



The army has loved the bike so much he bought about 50,000 of them during the war years. As a result, India spent almost its entire production to the war effort from 1917 through 1919. In hindsight, Indians did not realize the damage such a strategy would impose its dealers civilians, which have remained almost motionless for sale.

In contrast, Harley built some 20,000 military motorcycles during World War I, while maintaining a small stream of cars flowing to dealers. With products for sale, Harley dealers fared better than their Indian counterparts during years of lean. And when the war ended, Harley-Davidson was able to return immediately to the sale of motorcycles to civilians.



Meanwhile, with only a remnant of the once dominant network of dealers, the Indian was forced to spend time and effort to re-establish its position in the market and has lost serious ground. Indian would rebuild and continue for another three decades, but the company never regained its leading position.

In the end, India won the war but lost the battle.

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1917 Indian Model O


Talk about coincidence.
What are the odds that two motorcycle manufacturers, locked in competition for dominance of the U.S. market, would come out with the same design is radically different in almost the same time?

This is exactly what has happened in Indian and Harley-Davidson more than 80 years ago. And the fact that the bike in question have been abysmal failures sale only adds to the mystery.

The impasse in which both companies accelerated the full power? The low power market, horizontally opposed twin-cylinder bike. Indian

that charged into the fray first, when he introduced the Model Twin O Light in 1917. With a bold move by single and V-twins that had fueled the first 16 years of success of the company, the Indian pulled out a 15.7 cubic inch (265cc) horizontally opposed two-cylinder engine mounted in a lightweight.

This is the engine design that would become famous in generations of BMW motorcycles, continuing to this day. But the project can trace its roots to British-made motorcycles Douglas, who had been in production since 1907. As the first

Douglases, the model O was inserted into the frame of its engine with the cylinders in front of back and forth, rather than sticking out on each side, the way BMW would eventually do so. It 's done for a bike that was tight, light, soft and handy all the characteristics that India hoped to attract a new generation of younger customers.

As it turned out, the Model O was exactly what the bikers did not want. Its little engine does not excite the fans, and the fall in prices of mass-produced car effectively destroyed the market for motorcycles as means of transport at low cost.

To add insult to injury, the OR model soon became known as il Nulla "Modello.''

Le vendite non erano grandi, per cominciare, e non sono stati aiutati quando l'America si trova coinvolto in prima guerra mondiale nel 1917. Produzione militare significava meno i modelli civili per tutta la durata della guerra, e il modello O è stata abbandonata dopo il 1919.

Si potrebbe pensare che dopo aver visto le Twin Light fallire, Harley avrebbe imparato dagli errori indiano. Ma proprio come l'O scomparso, Harley's Twin-Sport con un motore che sembra sorprendentemente simile-ha debuttato nel 1919. E, anche, mai realmente preso piede ed è stata eliminata dal 1923.

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1916 Harley Racer


L'H-arma del team originale di fabbrica D's
Verso la metà degli adolescenti, William Harley e Walter Davidson erano stanchi della seduta in disparte.

Per più di un decennio, i fondatori della Harley-Davidson aveva accuratamente costruito una società che ha iniziato in moto a 10-by-15-piedi capannone in una delle più importanti del mondo-vendita di marche. E di aver saputo che, hanno deciso che era tempo di concentrarsi sulla corsa.

Avevano messo anni a guardare i loro principali rivali degli Stati Uniti, India Motocycles, batterli sul ovali sporco e point-to-point gare della giornata, perché moto Harley di produzione non potevano competere con le macchine appositamente costruite gara che Indian was Fielding. Something new was needed.

The task of creating a Harley rider was given engineer Bill Ottoway. Basing his project on the existing model 10E, an input with a 1,000 cc twin-over-exhaust "pocket" valve arrangement, Ottoway produced a race-only version, which would become known as the pocket-valve racer. All non-essential parts were discarded, and a short, low loop frame was built that allowed the rider to crouch down to cheat the wind.

Perhaps as significant as the decision to build a real racebike, however, is the commitment to take over the factory riders for a fully sponsored team. The move put Harley on par with the Indian, who was fielding its own racing team for years.

One of the races of the team's official first Harley was a 300-miler in Savannah, Georgia, in November 1914. Indian won, Excelsior was the second, and Harley was third. And so, a rivalry was born. The following year, Harley-Davidson has begun to register wins in earnest, with drivers such as Otto Walker. It would be the beginning of a sporting tradition that has continued all the way into the 21st century.

Technically, the first Pocket-valve engines were replaced in 1916, when the factory developed very advanced eight valve engine with four overhead valves per cylinder così come la maggior parte Superbike moderna. Ma in realtà, le moto in precedenza ha continuato a funzionare come backup per le otto valvole, che aveva problemi di affidabilità presto.

"Il pocket-bike valvola è stata cavallo di battaglia risoluta della fabbrica per anni", dice Daniel Statnekov, che possiede questo modello 1916 restaurata e riportata oggi in mostra nel Motorcycle Hall of Fame Museum presso la sede AMA a Pickerington, Ohio.

Ma dato che sono state costruite da corsa e non venduti, un numero esiguo di tasca macchine valvola rimangono. E che fa di questo uno, restaurato da Brad Wilmarth e sportive una tantum forcelle fabbrica e di grande capacità dei serbatoi di gas, estremamente raro.

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1911 Pierce Four

When two cylinders were not enough

In 1911, some machines may leave an impression as the Pierce Four. After all, most of the other bikes of the time still showed their roots in cycling thin, tube-framed thin and small, single-cylinder engine or occasionally twins.

not Pierce. With a massive structure and muscular, four-cylinder engine, which inspired respect to the first weapons in the motorcycle world. It 's easy to imagine that the owners taking pride of motoring past Pierce fewer cars on the roads of crude per day. Of course, it's no surprise that Pierce came to the prestige end of the spectrum motorcycling. After all, traces its roots to the Great Pierce Arrow Motor Car Co., which made some of the most luxurious American cars available. Spun off from parent company, in September 1906, the New York-based Pierce Cycle Company was started by Percy Pierce, the son of the company's original president, George Pierce. And, true to the roots of the company of luxury, the motorcycle division wanted to begin with a luxury product. E 'likely Percy found his inspiration for this machine in Europe, specifically in motion, as the exclusive Belgian FN-built, says Geoffrey Stein, associate curator of history at New York State Museum and author of "The motorcycle industry in upstate New York." as the first mass produced four-cylinder bike on the mainland, the FN had turned heads in Europe and America. "The FN had been sold in this country since 1906, so they were around," said Stein. "It's not as if Pierce had to come the idea of \u200b\u200ba four out of them." Still, companies Percy has brought some innovations to the four introduced in 1909. The empty frame of fuel has copper-coated upper sections, and the oil tube in the front. The "vibration" put engine power to the road with shaft drive, and, since 1910, had two speeds and multi-plate clutch. Other high-end touches included hidden control cables, and a spring / pneumatic front fork. From the moment the company has built this model in 1911, however, trouble was brewing at Pierce. The death of George Pierce, a bankrupt company, the resignation of Percy and eventual return shaken society. At the same time, the public's appetite for expensive motorcycles was rapidly diminishing. In 1914, the line of motion Pierce was gone.

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1912 Indian Eight Valve Racer



So here we sit in the 21st century, feeling oh-so-smug on modern technologies. You've got your four-cylinder engine. You've got your liquid cooling. You've got your four-valve heads.

You are not cool?

Unless all been done before, long before you were born there.

Four-cylinder motorcycle? A Belgian company with the name of FN was done in 1905, with slide bar and to boot. Liquid cooling? The Scott-down bike that had a two-stroke engine, no less than in 1908.

, four-valve heads? Take a look at this machine, an authentic re-creation of the factory riders Indian Motocycle Company was the production in 1912.

Based on Indian twin-cylinder engine introduced in 1907, the eight valves (four for each of the two cylinders) was created solely for the purposes of competition. The few that were made were reserved for the stars of the factory racing program of class A and for qualified customers.

These machines are used primarily in board track racing, where riders kicked around steep banks Oval built with planks of wood. At a speed of 90 mph or more. The 2 1/2-inch thin tires. Without brakes.

"It is true daredevil stuff," said John Parham of Anamosa, Iowa, the owner of this machine, currently on display at Motorcycle Hall of Fame Museum at AMA headquarters in Pickerington, Ohio.

Parham notes that checks were rudimentary at best. The pilot spun the pedals or has a bump start the engine light. Then he had only three things to work: the right rotary control, which operated as a standard gas, the knob on the left, who worked a spark advance and compression release, and a kill switch.

"Often," said Parham, "they'd leave open the throttle and hit the kill switch for speed control."

Parham notes that this particular car was never raced. Rather, it was painstakingly assembled parts from that era.

E 'was built for him by Dave Ohrt, starting with a rigid frame, which is the style voluto tutti i regatanti.

Ma il trucco veramente bit sono quelli esotici quattro valvole teste, gestito da una coppia di sottili aste di spinta. Al momento, la maggior parte delle moto sono state utilizzando inefficiente insenatura-over-valvola di scarico disegni, e questi sono stati i unobtainium fabbrica parti dei loro giorni.

Parham's spettacolare otto valvole Racer è uno dei centri della nuova mostra: "Un secolo di indiani", come l'apertura di ricevere questo problema. E 'inoltre rimarranno in esposizione nel museo e la fine del 2002.

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1911 Pierce Four

Quando due cilindri non sono stati abbastanza




In 1911, a few cars could leave an impression as the Pierce Four. After all, most of the other bikes of the time still showed their roots streamlined bicycle, with diminutive frames and thin tube, single-cylinder engines or occasionally twins.

not Pierce. With a massive and a sturdy, four-cylinder engine, is controlled with respect to the nascent world of motorcycling. It is easy to imagine that the owners pride Pierce motoring past cars on the road less of crude per day. Of course, it is not surprising that Pierce came in the prestige end of the motorcycling spectrum. After all, Its roots go back to Gran Pierce Arrow Motor Car Co., which made some of the most luxurious American cars available. Spun off from parent company, in September 1906, the New York-based Pierce Cycle Company was started by Percy Pierce, the son of the company's first president, George Pierce. And, true to the company of luxury roots, the motorcycle division wanted to start with a high quality product. It is likely Percy found his inspiration for this machine in Europe, in particular for motorcycles built as an exclusive Belgian FN, says Geoffrey Stein, associate curator of history at the State Museum in New York and author of "The Motorcycle Industry in the State of New York. " Like the first series of four-cylinder bicycle on the continent, the FN had turned heads in Europe and America. "The FNS had been sold in this country since 1906, for which they were about," says Stein. "It 's not as if Pierce had to come up with the idea of \u200b\u200ba four out of them." Still, Percy Society has proposed a number of innovations for the four, introduced in 1909. The empty frame will fuel the copper-coated upper sections, and the oil in the front Downtube. The "vibrationless" engine power to put the road with a fixed shaft and, since 1910, was a two-speed transmission and multi-disc clutch. Other high-end touches included hidden control wires, and a spring / pneumatic front fork. By the time the company has built model 1911, however, problems were brewing at Pierce. The death of George Pierce, a company in bankruptcy, Percy shook his resignation and eventual return to society. At the same time, the public's appetite for expensive motorcycles was rapidly diminishing. In 1914, the bike was no longer Pierce line.

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1909 Royal Pioneer

close look at this 1909 Royal Pioneer and you would think there should be four hands to ride it. Or maybe five.

After all, there are four distinct twistgrips on the handlebars, two on each side. In addition, there is a hand pump on the tank for the supply of oil to the engine.

But the Royal Pioneer, for one year from the Royal Motor Works in Worcester, Massachusetts, was not designed for contortionists, says Bruce Linsday owner of Cleveland.

In fact, he says, "It 's been a gentleman's touring bike, built for reliability and smoothness."

's just that at the time, the familiar pattern we know for a motorcycle controls were not established. Thus individual producers experimented with a variety of devices.

The Pioneer, for example, that a large number of checks twistgrips four distinct functions. One regulates the supply of gasoline, mentre un altro regola la quantità di aria di arrivare al motore, in sostanza, che vi permette di cambiare carburatore proiezione mentre si guida. Un terzo twistgrip anticipi i tempi di accensione, mentre la quarta opera una compressione rilascio.

Nel frattempo, sul lato sinistro della combinazione di gas / olio serbatoio, si può trovare un impiego a mano, stile pistone pompa olio. Di tanto in tanto durante la guida, si dà un pò di pompe per mantenere il motore lubrificato.

Tutto sommato, si è dovuto tenere un pilota abbastanza occupato. Ma per quanto la sua insolita controlli spiccano, il Royal Pioneer è stata notevole per alcune interessanti tecnologie, troppo.

Ad esempio, il sovraccarico 600cc engine valves are set at 90 degrees to each cylinder. And that also means the inclusion of unusual pullrods which are operated by pushrods instead of the more familiar.

Even among real line of motorcycles, only Pioneer has pullrods, Linsday said. And he does not know why the company chose this approach.

Much, however, the Royal Pioneer is an example of elegance that marked high-end motorcycles in an early stage. Since its nickel tank to the leather belt fixed link, each piece reflects the quality hand built.

Royal Pioneers machines were rare even in their days. Now, more than 90 years later, they are real pieces museum. Linsday says that to the best of his knowledge, there are only three left Pioneers all over the world. You can see one of these three in these days of Motorcycle Hall of Fame Museum at AMA headquarters in Pickerington, Ohio.

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One of the first riders in the history of production


When you think of production racers, you probably picture Bikes 600cc Supersport coverage to 160 in Daytona tri-oval. But the concept was born a little 'back, with bikes like this 1908 "Torpedo Tank" Indian.

Almost as soon as the Hendee Manufacturing Company began mass production of motorcycles in India in 1902, the company was the race. In 1907, motorcycle competition has become a form of popular entertainment in the United States, with the Indians dominating the speed and reliability contests.

While the first machines were powered by single cylinder engines, the Indian built one of a kind V-twin for his race team in 1905, and created a twin-cylinder bike on the road in 1907.

But to keep the brand competitive races at the local level, where the factory team would not be at hand, even cranked a small batch Indian riders, starting in 1908.

The motion, as this car owned by John Parham of Anamosa, Iowa, currently on display in Motorcycle Hall of Fame Museum at AMA headquarters in Pickerington, Ohio, was not as exotic as the factory drivers. But they were considerably warmer than the model of the road, and that was even before this car has a carburetor and makeup Breeze lightweight pistons in its 61-cubic-inch (1,000 cc) motor.

Indians were the bike of choice for many drivers, but Paul JC Derkum literally made his name on a 1908 Indian twin like this. On February 22, 1908, broke 10 speed records Derkum a mile dirt track in Los Angeles-clicking the fastest time ever for a flight miles, two miles, three miles, and so on up to 10 miles.

His results have been chronicled in newspapers, Los Angeles scribe dubbing him a "Dare Devil Derkum", a name that stuck throughout his career.

At the moment, the young men who dreamed of being able to purchase this racing production in India for $ 360. E 'weighed 120 pounds, and in stock trim, it could go 65 mph. All in all, which made the bike's 600 Supersport 1908.