Indian IMRG Newsletter 24pp

RIDERS GROUP
VOLUME 1 – ISSUE 1
OUR HERITAGE
P. 4
TH E LO N G WAY HOME :
AU S T R A L I A’ S R OA D M A S T E R R U N P. 1 0
TH U NDE R ST ROK E® 1 1 1 :
B E AU T Y A N D T H E B E A S T P. 1 4
INDIAN MOTORCYCLE RIDERS GROUP®
1
INDIAN MOTORCYCLE NEWS
®
LETTER FROM THE COUNTRY MANAGER,
Peter Harvey
Well, here we are at our first IMRG Newsletter! You, our riders
are the founding members of the new Indian Motorcycle and
becoming members of IMRG is shaping its future.
The IMRG has been created to connect our community of riders.
Together, with your feedback and involvement, we have a unique
opportunity to build the future of the Indian Motorcycle Riders
Group. This is our time to create something for our riders for the
next 100 years to remember.
RIDERS GROUP
SUBMISSIONS
All contributions are welcomed from current IMRG
members. Submissions must be send to
riders@indianmotorcycle.com.
We are excited to announce the dates of our first IMRG Ride in
Melbourne and are planning more rides in the near future in other
States!
We trust you’ll enjoy this first issue and we look forward to seeing
you on the road!
MEMBERSHIP
For memberships, questions about IMRG or member
enquiries, please email support@imrg.com.au
ADDRESS CHANGES
To change your mailing address, please email changes
through to support@imrg.com.au
INDIAN MOTORCYCLE RIDERS GROUP - MELBOURNE
EVENT - 27TH SEPTEMBER, 2015
Indian Motorcycle would like to invite you to ride with us to
celebrate the anniversary of the launch of the Indian Motorcycle
Riders Group!
Indian Motorcycle Riders Group Melbourne will be hosting a ride
on the 27th of September. Departing from our Melbourne store
at 10am, the ride will head towards Ferntree Gully, through the
stunning Yarra Ranges to Beaconsfield, before arriving at Antique
Motorcycles in Cheltenham where you will be treated to an
afternoon of live music, lunch and great company.
We would love it if you could join us for a great day and connect
with your fellow riders.
To register to be part of this Melbourne ride, please click on link
below:
MELBOURNE
More ride dates for other states will be announced shortly.
We look forward to seeing you on the road,
Indian Motorcycle Australia
2
INDIAN MOTORCYCLE RIDERS GROUP®
IMRG BENEFITS
COMMEMORATIVE IMRG CARD
Your member card is your ticket to all of your IMRG benefits, make sure you carry it with
you at all times.
MEMBERSHIP PATCH AND PIN
When you join, you will receive a commemorative membership patch and pin, exclusive
to Indian Motorcycle® Riders GroupTM members.
PARTNERSHIP PERKS
You will receive special perks and benefits with various IMRG partners. More to come
shortly!
EXCLUSIVE EVENT EXPERIENCES
As an Indian Motorcycle® Riders GroupTM member, we want to thank you and show you
our support of your choice to ride different. You will enjoy special VIP gifts and access at
various events throughout the year.
IMRG members will receive special discounted insurance for their Indian motorcycle.
Receive a 10% discount on your motorcycle insurance simply by mentioning Indian
Motorcycle Riders Group and providing your membership number. Call New England
Insurance Brokers on 1 300 812 877 for more information or visit their website
at neib.com.au.
MOTORCYCLE INSURANCE
DISCOUNTS
NEWSLETTER
IMRG members will receive regular newsletters with all of the latest Indian Motorcycle
and IMRG news.
MANTRA DISCOUNT
One of your benefits as a member of Indian Motorcycle Riders Group, is a discounted
rate at all Mantra properties in Australia. You will receive 10% off the best available
rate when booking online at mantra.com.au using the code “IMRG”. Please note, this
discount is only available to IMRG members and should not be distributed and you may
be asked to present your member card at check in.
US INDIAN MOTORCYCLE HIRE
DISCOUNT
If you are travelling over to the US you will receive discounted hire of an Indian
Motorcycle, when arranged with Eagle Riders. Contact Eagle Riders on (02) 9747 3064
for further information and to assist with a booking.
INDIAN MOTORCYCLE RIDERS
GROUP FORUM
A home for Indian Motorcycle riders to connect, arrange rides and discuss all things
Indian Motorcycle. This forum will be launched shortly with IMRG riders to be the
founding members.
MEET YOUR MEMBERS
Name: Dave
Ride: Vintage
Nickname: I really have never had one stick. But
am open to a good one.
Occupation: Professional CAD – well, not exactly
Hugh Grant – actually a Cad Draughtsman.
Fave Ride Destination: Well, in Australia – The
Five Ferries Run North-West of Sydney.
Name: Wayne
Then there’s this road from Boorowa to Crookwell
in southern NSW.
Ride: Chieftain
Overseas, I did the Cape Breton Peninsula road in
Nova Scotia, Canada
Occupation: Self Employed Caterer
Life motto: “If you haven’t grown up by 50 – you
never have to”
Nickname: Hamburger
Fave Ride Destination: Anywhere away from the city of Brisbane
Life motto: Slow it down and live!
INDIAN MOTORCYCLE RIDERS GROUP®
3
Our Heritage
T H E H I S TOR Y O F AM E R IC A ' S
OLDEST
M OT O RC Y C L E B RAN D
4
INDIAN MOTORCYCLE RIDERS GROUP®
THE BRAND
T
HE BEGINNING
George M. Hendee was a bicycle racer and a very good one. In fact, he was America’s first cycling
champion, winning an astonishing 98 percent of the races he entered, of which there were hundreds.
After his retirement from professional racing, Hendee set out to start a bicycle manufacturing business.
After his first business, the Hendee and Nelson Manufacturing Company, went bankrupt in 1898,
Hendee founded a new company with the name American Indian, which was later shortened to simply
“Indian.” In 1900, Hendee was joined by fellow bicycle racer, Oscar Hedstrom, and the two decided to add
gasoline power to their two wheelers. The fledgling motorcycle company was christened the Indian Motocycle
Manufacturing Company (the original spelling). It produced its first motorcycle in Hendee’s hometown of
Springfield, Massachusetts, in 1901 marking the legendary brand’s official birth.
That first Indian® was basically
just one of Hendee’s bicycles
with a 1.75 bhp single-cylinder
engine mounted to the frame.
Nevertheless, a production
version quickly followed with
streamlined styling and an
innovative (for the time) chain
drive system. Indian Motocycle
Manufacturing Company made
its first sales to customers
in 1902, and in 1903 Oscar
Hedstrom, the company’s
co-founder and chief engineer,
piloted his product to a
motorcycle world speed
record of 56 mph.
The following year saw dramatic
sales growth as production
increased to more than 500
units. The famous deep Indian
red color, known as the Crimson
Steed of Steel, was also
introduced in 1904, and the
company was off to a brisk start.
Success in the marketplace lead
to victories on the racetrack as
Indian Motocycle debuted its first
V-twin powered racer in 1905.
TOP: A RACER ABOARD AN
EARLY INDIAN MOTORCYCLE
RACE BIKE THAT WAS
ESSENTIALLY A MOTORIZED
BICYCLE, ALBEIT WITH A
VERY POWERFUL ENGINE
BOTTOM: INDIAN MOTORCYCLE
ENGINEERS
AND MANUFACTURING
STAFFERS EXAMINE
THE MAKEUP OF AN
EARLY ENGINE
INDIAN MOTORCYCLE RIDERS GROUP®
5
After development on the
racetrack, the engine was
introduced on dealer floors in
1906 – it was America’s first
production V-twin motorcycle
engine. Indian Motocycle
continued to gain momentum
as the brand began to rack up
race wins and achievements.
HITTING STRIDE
BELOW: A GROUP OF FRIENDS
GATHERS AROUND AN INDIAN
MOTORCYCLE RACER WHOSE
BIKE LOOKS LIKE IT’S SET UP
FOR HILL CLIMB COMPETITION
In 1906, George Holden
and Luis J. Mueller rode
an Indian motorcycle from
San Francisco to New York
City in 31 days without
any mechanical problems.
This feat was followed by a
1907 Indian model winning
the English 1,000-mile
reliability trial. By 1911, Indian
motorcycles held every
speed and distance record in
the country and had claimed
the top three positions in
the first Isle of Man TT race
in the U.K. By 1912, Indian
Motocycle was the largest
motorcycle manufacturer
in the world, and in the
following year production
was up to an all-time high of
32,000 motorcycles.
RIGHT: A MODEL POSES ON
WHAT LOOKS TO BE A 1949
MODEL 249 INDIAN SCOUT, ONE
OF THE “LIGHTWEIGHTS”
6
INDIAN MOTORCYCLE RIDERS GROUP®
The success rolled over
into 1914 with Erwin
“Cannonball” Baker’s famous
record-setting cross-country
run on a V-twin Indian
motorcycle, receiving national
attention. By this time,
the company’s Springfield
production facility had grown
to over one million square
feet and employed 3,000
workers along the seven-mile
long assembly line.
The entry of the United
States into World War I in
1917 brought racing activities
to an end as nearly all of
Indian Motocycle’s production
capacity was diverted to
the war effort. This included
41,000 machines and most
of Indian Motocycle’s new
Powerplus engine line. Indian
Motocycle’s dealer network
had to deal with a severe
shortage of products as the
U.S. government soaked up
the supply.
BETWEEN THE WARS
The post-war boom of the
1920s saw Indian Motocycle
release a flood of new
models, many of which
would become icons in their
own right. First out of the
gate was the 1920 Indian
Scout® followed by the Chief®
(which was capable of 95
mph), the very lightweight
Prince, and a larger
displacement bike known
as the Big Chief. In 1927,
Indian Motocycle bought
out Ace Motor Corporation,
maker of the four-cylinder
Ace motorcycle. With its
production moved to Indian
Motocycle’s headquarters
in Springfield, the Ace
became the Indian 401, more
commonly referred to as
simply the Four.
As the ‘20s came to a close,
so did good economic
times. The Great Depression
descended on the country
following the Stock Market
Crash of 1929, and Indian
Motocycle soldiered on.
In spite of low demand for
luxury motorcycles, the
company continued building
Chiefs and Fours. The artdeco movement of the times
had a profound influence
THE BRAND
BELOW: INDIAN MOTORCYCLE
BOUGHT OUT THE ACE
MOTORCYCLE COMPANY IN 1927,
AND FOR MORE THAN A DECADE,
INDIAN MOTORCYCLE MARKETED
4-CYLINDER MODELS SIMILAR TO
THIS 1926 ACE FOUR
INDIAN MOTORCYCLE RIDERS GROUP®
7
on the aesthetic of Indian
motorcycles that continues
to this day. Swooping
fenders and two-tone color
schemes proliferated during
this time. In fact, due to a
1930 merger with DuPont
Motors (connected to the
modern day DuPont chemical
company), there were 24
color combinations offered
by 1934. During this era, the
Native American motif used
by the company was in full
swing with the headdress
logo featured prominently on
fuel tanks and in advertising.
Motorcycles weren’t the
only products coming out
of the Indian® Motocycle
manufacturing facility. Marine
and aircraft engines, bicycles,
and even air conditioners
were all produced in
Springfield during this time.
This diversity helped the
company survive the depths
of the depression.
WORLD WAR II AND THE
SLOW DECLINE
In 1939, war once again
descended on Europe. With
the Nazi threat looming, the
French government ordered
5,000 Indian Chiefs with
sidecars. The entry of the
United States into World War
II in 1942 coincided with the
cancellation of the Four as
the company’s focus again
turned to serving the war
effort. A number of Indian
motorcycles, including
Scouts, Chiefs, and Junior
Scouts, saw service in the
war both with the U.S. Army
and with allied militaries
under the Lend-Lease Act.
Indian Motocycle produced
a number of technological
advances during the
war years, primarily for
motorcycles intended for
military and police use. In
particular the company’s
breakthrough “plunger” rear
suspension, which used coil
springs and oil dampening,
was pioneered during this
time. The company’s most
famous military machine,
however, was the ill-fated
8
Model 841. The bike borrowed
heavily from Germany’s
BMW®-made military
motorcycles with advanced
features like a shaft drive
and four-speed transmission
with a hand-operated clutch
and foot shift. Only 1,000
were made as the U.S. Army
decided to fill the 841’s role
with jeeps.
The post-war peace was
not kind to Indian Motocycle
as the failure to land a big
government contract during
the war had left the company
on shaky financial ground.
A group known as the Torque
Engineering Company, led
by a man named Ralph
Rogers, bought a controlling
stake in Indian Motocycle in
1945. Roger’s vision for the
company’s future involved
a move towards smaller
displacement motorcycles that
would become known as the
Torque Series. Motorcycles
like the 426cc Scout and
213cc Arrow replaced the
venerable Chief, of which only
15 units were made in 1949.
However, the Torque Series
Scout and Arrow couldn’t
compete with the flood of
English motorcycles hitting the
U.S. market in the early ‘50s.
The British government had
artificially deflated the Pound
Sterling, which meant that
BSAs, Nortons, and Triumphs
were both plentiful and cheap.
Despite a late push to revive
the Chief with a huge (by the
standards of the day) 80ci
engine, by 1953 the game was
up. Manufacturing ceased and
the Springfield plant closed
its doors.
THE DARK YEARS
Rights to the Indian
Motocycle name were
subsequently purchased by
Brockhouse Engineering,
the U.S. importer of Royal
Enfield® motorcycles. They
began rebadging various
Royal Enfield models and
selling them as Indians. This
was brought to a halt in 1960
when England’s Associated
INDIAN MOTORCYCLE RIDERS GROUP®
TOP: A LATE-1930s INDIAN CHIEF THAT REPRESENTED A PRODUCTION MILESTONE WAS FEATURED IN THIS PHOTO SHOT AT THE
FACTORY
MIDDLE: A GATHERING OF INDIAN MOTORCYCLE RIDERS AT
MT. RUSHMORE
BOTTOM: AN INDIAN MOTORCYCLE-DOMINATED FIELD OF RACERS LINED UP PRIOR TO WHAT LOOKS LIKE A 1920s BOARD TRACK
EVENT
Royal Enfield® is a registered trademark of Eicher Motors Limited.
BMW® is a registered trademark of Bayerische Motoren Werke Aktiengesellschaft
THE BRAND
the bikes debuted with rave
reviews from the motorcycle
press, including being named
RoadRUNNER Magazine’s
2013 Motorcycle of the Year.
ABOVE: AN INDIAN
MOTORCYCLE®
DOMINATED FIELD
OF RACERS LINED
UP PRIOR TO WHAT
LOOKS LIKE A 1920s
BOARD TRACK
EVENT
Motor Cycles (AMC) bought
the name. AMC went
bankrupt in 1962 leaving
Indian Motocycle to yet
another owner. Perhaps the
only bright spot from this
period of Indian Motocycle’s
history was when, in 1967,
Burt Munro piloted his
self-modified 1920 Indian
Scout to the sub-1,000cc
land speed record on the
Bonneville Salt Flats – a feat
later immortalized by the
film.
From 1962 through 1999,
the sad pattern continued
with numerous bankruptcies,
deaths, legal disputes, and
more threatening to tarnish
the Indian Motocycle name.
The brand was finally dragged
away from extinction near the
end of the 20th century as a
conglomeration of companies
formed the Indian Motorcycle
Company of America (IMCA).
The IMCA began producing
Chief,® Scout,® and Spirit
models in Gilroy, California.
However, in 2003 the IMCA
went bankrupt, and the Gilroy
factory closed.
Three years later revival
came again in the form of
London-based private equity
firm Stellican Limited – the
principal owner of what
was now called the Indian
Motorcycle Company.
Headquartered in Kings
Mountain, North Carolina,
the new Indian Chiefs were a
continuation of the Gilroy era
with big 105ci V-twin engines,
limited production, and prices
befitting their exclusivity.
INDIAN RISES AGAIN
Though production continued
through 2012, the Kings
Mountain era really ended in
2011 when it was announced
that Polaris® Industries had
purchased the rights to the
fabled brand. Polaris moved
Indian Motorcycle® to the
company’s headquarters
in Medina, Minnesota, and
began working on the next
generation of motorcycles
from the country’s oldest
brand. After nearly 60 years of
wandering, Indian Motorcycle
was finally home.
As Polaris’ engineers worked
tirelessly to perfect the new
models, anticipation in the
motorcycling world began to
grow. After much teasing, the
first real taste of the future
came at Daytona Bike Week
in Daytona, Florida, in March
of 2013 as Indian Motorcycle
unveiled the powerful Thunder
Stroke® 111 engine for the
first time. It wasn’t until later
that year, at the iconic Sturgis®
Motorcycle Rally, that Polaris’
first all-new Indian Motorcycle
models were revealed.
The moment came two and
a half years after Polaris first
announced its acquisition
of Indian Motorcycle on
August 3, 2013, at the Sturgis
Motorcycle Museum & Hall
of Fame during the 73rd
annual Sturgis Motorcycle
Rally. Three new Indian Chief
models, the Chief Classic,
the Chief Vintage, and the
Chieftain,® were showcased
for the first time before a
crowd of VIPs, journalists, and
fans. In the following months,
The three Indian Chief models
were critically acclaimed for
their combination of modern
technology and engineering
with classic styling befitting
of the brand’s rich heritage.
Industry-leading performance
and build quality at an affordable
price point further increased
the new models’ appeal. But,
Polaris wasn’t done yet.
Continuing the tradition of
making big announcements at
Sturgis, the 74th edition of the
rally saw the debut of two more
new Indian Motorcycle models
just one year after the Chief
lineup came on the scene.
First to be unveiled was the
Roadmaster,™ a model name
dating back to the Ralph Rogers
era from 1947-1953. The new
edition, which is closely related
to the Chieftain, is a high-end
and luxurious touring machine
with virtually every amenity
and creature comfort available.
This range-topping model offers
the ultimate Indian Motorcycle
touring experience.
Ever since Polaris took the
reins, speculation about the
possibility of the first all new
Indian Scout in more than 70
years had run high. The rumors
and wishes proved true as,
in the previous year, VIPs,
celebrities, journalists, and
Sturgis Rally goers all gathered
together as the covers came
off the 2015 Indian Scout, a
stylish, modern cruiser with
a 69ci liquid-cooled engine
churning out 100 horsepower.
With a variety distinct
models, each boasting
class-leading performance,
technological innovation,
and competitive pricing,
Polaris has put the world on
notice that America’s first
motorcycle company is back
in a big way. For the first time
in over half a century, the
future of Indian Motorcycle
looks bright indeed.
Sturgis® is a registered trademark of Sturgis Area Chamber of Commerce
INDIAN MOTORCYCLE RIDERS GROUP®
9
Indian Motorcycle Roadmaster Run
®
THE
®
LONG WAY HOME
10
INDIAN MOTORCYCLE RIDERS GROUP®
THE RUN
W
hen Indian Motorcycle® Australia launched in 2013, the 111 Originals Group was founded with the first 111
Australian Indian Motorcycle owners. Tim Aston is the proud owner of a Chief® Vintage and #69 of the
111 Originals. Tim went on to purchase a Roadmaster® which he picked up from Melbourne and travelled
over 2000 miles to the other side of Australia, Perth WA.
Tim Aston’s enthusiasm for the Indian® brand stems from a short ride on Springfield Chief at a rally in the
United Kingdom, thirty odd years ago. That ride sowed the seeds for a passion that has remained with him
ever since. In December 2013, after joining the Australian Indian 111 Originals group, he took delivery of a Red
2014 Indian Chief Vintage which became his daily transport.
Tim was enjoying his Indian
Chief Vintage when the launch
of the 2015 Indian Roadmaster
just a year after the initial Indian
Motorcycle launch grabbed his
attention. For Tim, here was a
bike that promised to be a more
complete replacement for his old
Electra Glide.
He wanted one! Tim registered
his interest in the Roadmaster
the same day the it was
announced. Shortly thereafter,
he received a call from the Indian
dealership in Melbourne, right
before Christmas. They offered
him the chance to ride away
on the only Red and Cream
Roadmaster in Australia. This
was the same bike that Indian
Australia had been wheeling out
at the various motorcycle shows
and events for the last couple
of months.
Although Melbourne was
the closest Indian dealer
to his home town, it was
nearly 2000 miles away as
the crow flies, or about 4
hours on a Boeing. While he
knew that Indian Australia
would gladly have freighted
the bike to him, the prospect
of a crossing Australia on a
brand new Roadmaster was
far too attractive. He really
didn’t need much persuading
to close the deal. Even
before the call was complete
Tim was planning the long
ride back.
PLANNING A ROUTE
After ten minutes online,
he was able to plan a route
taking the coastal roads all
the way home. With his route
planned, it would be a 6 day
ride of around 2800 miles and
bring him through some of
the most remote and desolate
regions of Australia including
the Nullarbor plain, an area of
77,000 square miles in which
there are almost no trees,
hence the name Null Arbor
(latin no trees). With the plans
all in place, Tim was boarding a
plane Melbourne.
Sitting comfortably in the
Roadmaster seat, Tim started
out from the Indian dealer
and headed West, to ride the
legendary Great Ocean Road
(GOR). For the first leg, Tim
was joined by a host of Victory
and Indian Motorcycle riders
who turned out on a damp
Sunday morning to send him
on his way. By the time they
had reached the coastal town
of Lorne, the damp grey skies
had given way to the kind of
day that is just about perfect
for riding.
“Sitting astride a brand
new bike, riding with good
company, beneath a blue sky
and tearing up a truly glorious
ribbon of tarmac, I was already
loving the Roadmaster” said
Tim. After a few miles of
riding, Tim was shocked at
the secure feeling that comes
through the broad bars of
the bike; given the amount
of stuff hanging off the front
of the bike. The tight and
twisty nature of some of
the roads they covered that
morning really highlighted the
quicker, lighter steering of the
Roadmaster.
CHASING THE OTHER RIDERS
For Tim, it was the most
memorable days of his riding
career: chasing the other
riders into tight turns and
grabbing some photographs,
as they carved through a
spectacular and twisty section
of the GOR. He had to pinch
himself, because this was only
the first day of his trip.
ABOVE: AN INDIAN
ROADMASTER RIDER
CANNOT RESIST THE
LURE OF AUSTRALIA’S
GREAT OPEN ROADS,
PAVED AND UNPAVED
INDIAN MOTORCYCLE RIDERS GROUP®
11
As he reached the end
of the GOR, Tim waved
goodbye to the last of
his escorts, and for the
next five days he would
be riding alone. For the
rest of his journey, Tim
was travelling reasonably
light. A few essential
tools, a puncture repair
kit, a compact biker’s
tent, a week’s worth of
underwear and a fair bit
of camera gear. He also
made space in one of
the bags for a 1.6 Gallon
fuel can, which he didn’t
anticipate needing,
but wanted to have it
available as the 1000
mile long Eyre highway
is well known for fuel
sapping headwinds.
THE ROUTE
His route also included
a stop in Adelaide for
the first service. He
had covered 600 miles
on the bike and the
dashboard display had
been telling him to
“Change Oil Now” for
about two hours before
he arrived at Victory &
Indian Adelaide. “The
guys there did a great
job of turning the service
around quickly so that
I could get back on the
road and keep to my
schedule” said Tim.
With the first service
complete, it was onto
the next town of Whyalla
and a spectacular ride
past the stunning and
seemingly endless peaks
of the Flinders Ranges.
The Eyre Highway that
runs East to West across
Australia, includes a
section of the Nullarbor
Plain and also contains
the longest straight
section of road in
Australia. That section
is 96 miles between
12
curves. It may sound
dull, but it’s far from
boring. Apart from the
constant vigilance for
wildlife (Kangaroos,
Wombats and Camels),
there is much to see.
With stunning coastal
views, and a constantly
changing wild, diverse
and desolate landscape,
there was a tangible
sense of camaraderie
amongst the travelers
he met at the various
roadhouses along the
way. As this is a remote
part of Australia, Tim
didn’t see too many
people out there. Even
though people and stops
were scarce, the times
Tim did stop (at all 24
of them), he had to
allow time for numerous
questions about the new
bike and people wanting
to be photographed
alongside it.
Continuing his journey
from the tiny town of
Nundroo to the Nullarbor
Roadhouse, Tim saw
the temperature display
on the dash climb from
a reasonably bearable
95F (35c) to pretty
uncomfortable high of
116F (47c). Despite the
heat, the bike never
missed a beat.
To combat the heat from
the Thunderstroke motor
and in order to manage
the airflow around his
legs, he adjusted the
moveable vents on the
fairing lowers on the
Roadmaster to shift
some of the hot air sitting
around the huge motor.
By the time the next gas
station came into view,
he was long overdue for
a drink and was feeling
more than a little weary.
INDIAN MOTORCYCLE RIDERS GROUP®
After several more miles,
he arrived at the end of
the Eyre Highway and
back in his home state.
After crossing the border,
he headed South so
that he could continue
driving along the coast
all the way home. Along
the home stretch, Tim
enjoyed a pleasant ride
into Esperance, where
it was particularly cool
first thing in the morning,
giving him an excuse
to use both the heated
seat and hand grips.
His final overnight stop
was in Albany where he
enjoyed an evening with
fellow Indian owners,
Dean and Tammi, at their
Steakhouse restaurant.
THE LAST LEG HOME
Suitably fed and watered,
Dean and Tim rode
together for a little while
to the town of Denmark.
After Dean’s departure,
Tim once again set off on
his own to go through the
incredible Karri forest at
Walpole and into Augusta
where his very patient
wife and good mate Sean
joined him to ride the last
leg home.
Tim did not have the bike
for a full month, but put
more than 4000 miles
on it. The longest stint
he has completed in the
saddle is just over 620
miles in a single day. Tim
says that had he not run
out of day light, he could
have quite easily carried
on, but riding after dark
on the Nullarbor is really
not advisable because
of the wildlife. The only
aches and pains he
suffered came after
a night in a tent on a
concrete floor.
For Tim, with all of
its similarities to the
Vintage he owns, this
is a very different
animal. The Roadmaster
feels easier to ride hard
and fast.
It was
the most
memorable
days of
his riding
career.
“The bike is equally at
home carving through
city traffic, cruising down
the freeway, or scratching
through some bends,
where the footboards will
gently kiss the tarmac
when you start to wind
on it” Tim proclaimed.
At the time that this
story was first written,
LEFT: KEEP YOUR EYE OUT
FOR CAMELS, KANGAROOS &
WOMBATS
RIGHT: RIDERS ARE
REWARDED AT QUAINT
RURAL STOPS FEATURING
GREAT HOME-COOKED FOOD
THE RUN
INDIAN MOTORCYCLE RIDERS GROUP®
13
Indian Thunder Stroke 111 Engine
®
®
TH E S T O R Y B E HI ND
THE POW E R P LANT
T
he engine is the heart and soul of a motorcycle. So when you are relaunching an
iconic brand, you better get that detail – above all – right the first time! The original
Indian® “Motocycle” (actual spelling) Company ceased operations and went out of
business permanently way back in 1953. The Indian Motorcycle® big twin engine
at the time was a dated “flathead” design (valves in block), which was already outmoded. Over the years, several companies obtained rights to the Indian Motorcycle
brand name, but each attempted to adapt existing engines, and none ever developed a truly unique and distinct proprietary design. Needless to say, these companies are no longer with us.
The new Indian Motorcycle
company (a division of
Polaris Industries Inc.) had
to design an engine for its
flagship models from scratch.
Although they wanted the
new engine to carry a strong
family resemblance to the
original flathead design, it
couldn’t be a flathead for
a couple reasons. First,
exhaust emissions would be
off the scale. Second, it could
probably make only about 55
horsepower in the chosen
displacement.
Instead, Indian Motorcycle’s
engineering staff decided to
build an engine, which had
design cues from the original
Indian twin, with more
modern internals for greatly
improved power, efficiency,
and emissions. This would
please the traditionalists
appearance-wise, yet also
meet the performance and
reliability expectations of
modern motorcycle buyers.
During the prototyping and
development processes,
several Indian motorcycles
including an original 1948
Chief® were parked in the
building to use for reference.
ABOVE: THE CUT-AWAY
THUNDER STROKE 111
SHOWS OFF THE UNIQUE
CYLINDER HEAD DESIGN
RIGHT: THE POWERFUL
V-TWIN IS THE HEART &
SOUL OF THE MODERN
INDIAN MOTORCYCLE
14
INDIAN MOTORCYCLE RIDERS GROUP®
We spoke with Gregory
Brew, Vice President of
Design for Polaris, about the
aesthetics of the Thunder
Stroke® engine project. He
noted that the original design
highlighted the rotational
centers of the various internal
moving parts, and the headto-barrel ratio on the original
Indian twin was 2/3 to 1/3,
which makes the cylinder
heads very prominent.
POWER PLANT
INDIAN MOTORCYCLE RIDERS GROUP®
15
16
INDIAN MOTORCYCLE RIDERS GROUP®
POWER PLANT
In addition, it was important
to have parallel pushrod tubes
to get the basic look of the
original. Four different clay
models of various designs
were made before the layout
was approved. He said an
auxiliary kickstarter was sort
of jokingly considered for
nostalgia but was deemed
impractical due to the size of
the engine.
We also spoke with Eric Fox,
Senior Powertrain Engineer
for Polaris, who worked on
this project from the start.
He told us that the Thunder
Stroke, which powers the
Chief lineup, was the first
engine Polaris ever developed
from the outside in. They
began the project with a
strong idea of what it needed
to look like and then had to
design the internals. After
considering various overhead
valve (OHV) and overhead
cam layouts, they settled on
an OHV design, which could
look more traditional and is
lower than an overhead cam
design.
“We took the flathead
look and used advanced
simulation software to
design exhaust flow so there
wouldn’t be a right angle
near the exhaust ports,
which backs up heat into the
heads,” said Fox.
TOP: THE POWERFUL, EFFICIENT
THUNDER STROKE 111 IS
COUNTER-BALANCED FOR
SMOOTH CRUISING
BOTTOM THE THUNDER
STROKE 111 FEATURES
MODERN ENGINEERING AND
TECHNOLOGY AS WELL AS
STYLING THAT IS TRUE TO
THE BRAND’S RICH HERITAGE
Fox also shared how they
considered various two- threeand four-valve per cylinder
heads. “The number of valves
affects the sound character
of an engine. Single exhaust
valves give more of a thump,
like our target buyers prefer,
and we were able to hit our
power goal with two valves
per cylinder, so we went with
that along with hydraulic lifters
to reduce maintenance,”
explained Fox.
The final design features
large cylinder heads with
the smaller cylinders and
downward-angled exhaust
pipes, along with large
pushrod tubes, which
are parallel, not crossed
like other manufacturers.
Extensive cooling fins cover
the outside of the heads
and cylinders to get rid of all
the heat. This is consistent
with the look of the original
Indian Motorcycle design,
and the fins are arranged in
much of the same style as
the flathead engines. Three
camshafts are utilized with
exhaust cams on each side,
and the center cam is for
the intakes. This allows the
desired straight pushrod
tubes. The camshafts are
connected by quiet helical
gears, and a chain drives
the center cam from the
crankshaft.
Fox noted, “We considered
other smaller displacements,
but we were gunning for the
most torque and decided
on 111 cubic inches.” He
continued, “Victory uses a
50-degree V angle, but we
were designing for a larger
displacement. With a smaller
angle, you run the risk of
pistons hitting at the bottom.
Indian used a 42-degree V, but
we couldn’t do that, so we
settled on 49 degrees,”
ENGINE SPECS
Engine Type
Displacement
Torque
49° V-twin
111ci (1811cc)
119lb-ft @3,000 rpm
Cooling
Air cooled with integrated oil cooler
Redline
5,500 rpm
Lifters
Hydraulic
Compression Release Yes
Bore
3.98 in (101 mm)
Stroke
4.45 in (113 mm)
Compression Ratio
Balancer
9.5:1
Helical gear primary balancer
He said the project really began
in June of 2011 with meetings to
determine basic design layout, get
approval, order parts, and build
prototype engines. By June 2012,
the first engines were running
and undergoing testing and
development, which continued
through August of 2013, when the
public rollout of the all-new Chief
lineup at Sturgis occurred.
The crankcase casting contains
both the engine and transmission,
as did the original. Flat top,
short-skirted pistons are used
with short, light wristpins to
keep reciprocating mass down,
and oil jets cool the piston
bottoms. Connecting rod big
ends are made in one piece and
then fractured to allow them
to fit together exactly when
bolted together. Both rods run
on a single crankpin, which also
affects the sound of the engine.
A single balance shaft is designed
to reduce, but not completely
cancel, primary vibration to retain
engine character.
Throttle-body diameter is 54mm,
and the fuel injection is controlled
with throttle-by-wire and a Bosch
computer. Indian doesn’t offer
horsepower specs but states that
peak torque of 119 lb-ft occurs at
3,000 rpm, and there’s more than
100 lb-ft on tap all the way from
1,800 through 4,000 rpm.
INDIAN MOTORCYCLE RIDERS GROUP®
17
B A R B E R V I N TAGE MUSEUM :
®
Bucket List Destination for Indian Motorcycle® Riders
W
hether you ride
a new 2015
Indian® Scout®
or a vintage
Indian Four, you
need to visit the
Barber Vintage
Motorsports Museum to see
the spectacular collection
of Indian motorcycles
throughout the brand’s
rich history.
On the day we visited
the incredible museum in
Birmingham, Alabama, there
were more than 30 Indian
Motorcycle models on display.
The Indian Motorcycle models
are displayed alongside
of hundreds of beautifully
presented motorcycles
18
INDIAN MOTORCYCLE RIDERS GROUP®
on multiple floors of the
museum. There’s also an
impressive collection of
10 early Indian Motorcycle
models – including bikes from
1905 and 1908 – as well as
several Indian Motorcycle
board-track racers.
Every motorcycle featured
throughout the Barber
Museum is accompanied
by an information sheet
detailing the bike’s makeup,
its performance, or role in
motorcycle history.
There are also vintage
automobiles, including race
cars, but the stars of the
show for us at Barber were
the Indian Motorcycle models.
MUSEUM
LEFT: THIS SPECIALLY
EQUIPPED 1931 INDIAN
MODEL 403 WAS USED BY
THE LOS ANGELES POLICE
DEPARTMENT. THE ENGINE
WAS ORIGINALLY IN A 1928
MODEL BUT WAS SWAPPED
INTO THIS CHASSIS BY THE
LAPD
Barber Vintage Museum® is registered to Barber Vintage Motorsports Museum
INDIAN MOTORCYCLE RIDERS GROUP®
19
ABOUT BARBER VINTAGE MOTORSPORTS MUSEUM®
The museum’s motorcycle collection is incredible, and the
staff reports that “99% of all bikes in the museum can be
run within one hour.” The bikes are beautifully detailed,
well displayed, and inspiring. It’s best to visit the museum
on your Indian Motorcycle,® so you can enjoy a good ride
afterward.
The museum is located on the 740-acre Barber Motorsports
Park that includes a 2.38-mile racetrack
that hosts IndyCar® and AMA SuperBike races.®
Complete details are available at www.barbermuseum.org.
Indycar® is a registered trademark of Brickyard Trademarks, Inc.
AMA Super Bike Race® is a registered trademark of American Motorcyclist Association
Royal Enfield® is a registered trademark of Eicher Motors Limited.
ABOVE: THE U.S.
MILITARY ORDERED
THOUSANDS OF
BIKES LIKE THIS 1941
INDIAN 841, BUT THEN
CANCELED THE ORDER
AND MANY OF THE BIKES
WERE SOLD FOR JUST
$500
20
INDIAN MOTORCYCLE RIDERS GROUP®
MUSEUM
INDIAN MOTORCYCLE RIDERS GROUP®
21
INDIAN MOTORCYCLE® MODELS ON DISPLAY
During our visit, the following Indian Motorcycle
models were on display:
• A 1912 Indian® Twin just
inside the front doors. The
gorgeous red bike has a
994cc V-twin engine that
produced 7 hp but did so
with tremendous reliability.
• A 1946 Indian Chief,®
the only model the
company was producing
immediately after WWII.
• A 1931 Indian Model 403
used by the Los Angeles
Police Department.
The bike in the Barber
collection actually has
a four-cylinder Indian®
Motocycle engine built
in 1928.
• A 1905 Indian from the
company’s early years of
mass production. The bike
is essentially a motorized
bicycle.
• A 1912 Indian T.T., which
capitalized on the Indian
Motorcycle dominance in
the 1911 Isle of Man
Tourist Trophy race, where
Indian motorcycle racers
finished 1-2-3.
• A 1914 Indian Hendee
Special, one of the first
motorcycles with an
electric starter, horn,
and lights.
• A 1922 Indian Scout,® a
motorcycle advertised
with the tagline, “You
can’t wear out an Indian
Scout,” and a name that’s
been revitalized with the
introduction of the 2015
Indian Scout.
• A simulated section of a
board track with models
including: a 1926 Indian
(no brakes and a top speed
of 90 mph); a 1912 Indian
Board-Track Racer (95 mph
top speed); a 1912 Indian
with a 61ci V-twin engine
(top speed of
100 mph); and a 1908
Indian, which weighed only
120 pounds.
22
INDIAN MOTORCYCLE RIDERS GROUP®
• A 1930 Indian 101 Scout,
long used – and still used
today – by Wall of Death
riders.
• A rare 1917 Indian Model
“O” Light Twin, produced
only in 1917 and 1918.
• 1970 Indian Velocette,
1970 Clymer Indian,
and 1970 Indian Enfield
models, which were
variants of Velocette and
Royal Enfield® motorcycles
produced through
a cooperative effort
involving British, Italian,
and American business
partners. These bikes were
Indian Motorcycle models
in name only.
• The 1999 Indian Chief®
presented to the four-time
NASCAR champion, Jeff
Gordon, for being named
Driver of the Year.
• A 1950 Indian Chief,
among the final models
produced before the
company closed its doors
in 1953.
• A 1954 Indian Papoose,
which was actually a
British Corgi mini-bike
branded with the Indian
Motocycle name for
U.S. sales.
• Two 1950 Indian Warrior
models, including one
displayed with the
accessory bolt-on ski kit
and high-traction rear
“tractor tire” so the
motorcycle could be
driven on snow.
• A 1941 Indian 841, a
model built for U.S. Army
use during WWII.
• A powerful, smooth-riding
1940 Indian Four, a 1940
Indian Junior Scout, a
1935 Indian Chief, a 1914
Indian Two Speed Tourist
Standard Model, and a
1932 Indian Model 403.
R I DE W I TH
C O NF I DENCE
W I T H INDI A N
M OT O RCY CLE
A C C E SSORI ES
GENUINE
INDIAN MOTORCYCLE
ACCESSORIES
®
Riders appreciate Indian Motorcycle Accessories for the custom
style they add to their bikes. But these accessories offer great
style and much, much more. They are engineered and built to
install easily, fit exactly like stock components, and deliver the
best possible performance for the long run.
Thunder Stroke Stage 1 Exhaust
with Fish Tail Exhaust Tips
Peter Nocher, Sales Manager of Indian Motorcycles Sydney,
said, “We recommend authentic Indian Motorcycle Accessories
because we have the confidence in their quality and fitment, and
we know they’re the accessories that will satisfy our customers
the best.”
All Indian Motorcycle dealerships install Indian Motorcycle
Accessories on bikes displayed in the showroom so shoppers
see how they can customize their bikes.
Armrest Pads & Supports
Concert Saddlebag Audio
Indian Motorcycle®
Flare Windshield
Handlebar Audio
with Bluetooth
“We find we sell a lot of bikes as is, with those accessories
intact on the bikes,” he said. “And our existing Indian Motorcycle
customers come in, see the bikes displayed that way, and find
those accessories to take home for their bikes.”
Indian Motorcycle Product Engineer Jake Horn said authentic
Indian Motorcycle Accessories are developed in conjunction with
the bikes, so they’re created using the best engineering resources.
“Nothing is going to fit your bike better than an accessory
designed and validated by the same team that built the bike,”
Horn said. “Indian Motorcycle Accessories are tuned to perform,
designed to fit, and validated to last. There are truly no better
parts for your bike than Indian Motorcycle Accessories.”
Every Indian Motorcycle Accessory, from wheels to windshields,
must survive the world’s harshest testing and road conditions
to earn approval. Every accessory must endure: Vibration and
shaking simulations that confirm strength; corrosion-resistance
tests that assure environmental durability; and fatigue/overload
cycles that prove physical toughness.
Once they pass these rigorous tests, you know they’re the best for
your bike. Go ahead and ride as long and hard as you want – with
full confidence in your authentic Indian Motorcycle Accessories.
Thunder Stroke High
Flow Air Cleaner
Only Indian Motorcycle Accessories are integrated into the
design of the motorcycles are are rigorously tested beyond
the life of the bike. Ths attention to detail and dedication
to quality ensures that all our accessories install properly,
fit precisely, and deliver the best performance.
See
See the
thefull
fullcollection
collectionatatwww.indianmotorcycle.com.au
www.indianmotorcycle.com
Indian® and Indian Motorcycle® are registered trademarks of Indian Motorcycle® International LLC. Always wear a helmet, eye protection,
and protective clothing and obey the speed limit. Never ride under the influence of drugs or alcohol.
INDIAN MOTORCYCLE RIDERS GROUP®
23
Indian Motorcycle Riders Group®
M: +61 (0)417 577 519
E: support@imrg.com.au
W: www.imrg.com.au