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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.