| Bike |
Image |
Description |
| 1905 Indian Camelback |
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Single cylinder. |
1908 Indian Twin, 632cc |
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Indian Camelback Twin Engine # T1647
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| 1911 Indian 350 |
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| 1912 Indian twin boardtrack racer |
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| 1913 Indian Big Twin |
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1913 Indian Twin, 1000cc |
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Pre WWI Indians are rarely offered;
they are highly coveted because of their
beauty of design and exclusiveness. This
1913 Big Twin has the 1000cc inlet-over-exhaust
engine and Hedstrom carburettor. Transmission
is via an overdimensioned clutch, which
takes care for a flexible power transfer
to the rear wheel. Clutch control is by
a long lever beside the petrol tank; alternatevily
a foot pedal can be used. The single speed
type was very popular as a solo machine.
The big 28” wheels, front and rear
leaf-spring suspension and slim tank design
give this legendary Indian graceful lines.
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1914 Indian Direct Drive |
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1919 Indian Powerplus |
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Indian
Powerplus gallery |
1924 Indian Standard, 1000cc |
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1924 Indian Chief, 1000cc |
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Indian - 1924 Scout 600 |
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| 1925 Indian Bicycle |
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1926 Indian Scout Combination, 600cc |
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The Scout features a semi-unit construction
power plant with a 3 –speed transmission
bolted on to it. Primary drive is by a
set of helical gears that are enclosed
in a cast aluminium cover and run in an
oil bath. The clutch is foot-controlled.
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| 1926 Indian Prince |
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21 cubic inch, single cylinder. |
1927 Indian Scout |
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1928 Indian Scout 101, 750cc |
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In 1928, Charles Franklin, the Indian
engineer and former racer responsible
for the original Scout, tweaked the design
to create the 101 Scout. It incorporated
a number of changes prompted by real-world
racetrack experience with the original
Scout, including a stronger frame, better
suspension and steering, a 3-inch increase
in wheelbase, increased fork rake, a low,
26¼-inch seat height, and a front
brake. Unfortunately, though, the 101
Scout had a much shorter production run.
The model lasted a mere four years in
the Indian line-up until the Depression
forced the company to find ways to cut
production costs. One way Indian did that
was by putting the Scout engine into the
larger Chief frame beginning in 1932.
The result was a bike that was bigger,
heavier, and, many would argue, not as
capable as the 101 was; many Indian enthusiast
consider the 101 as the best Indian ever
built. Stability is such that the machine
can easily be steered into a side street
by applying knee pressure only, hands
in your lap. No wonder wall of death riders
chose the 101 as their favourite mount!
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| 1928 Indian Scout 19XX |
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1928 Indian 401, 1265cc |
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The 1265 cc engine has overhead inlet
valves and side exhaust valves and delivered
in the late twenties form about 30 HP.
About ten years later this had grown to
about 40 HP and tuned examples were known
to put out some 50 HP! But with output
also the weight grew: a 1928 4 would weigh
about 455 lb, a 1942 model ( the last
year of manufacture) weighs 568 lb. The
Indian Four of 1928-31 shares most of
its cycle parts with the graceful model
101 Scout: it’s a low-built, pleasantly
streamlined machine, with the added attraction
of a smooth and silent, car-engine like
power source. |
| 1928 Indian Scout 101 |
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The 101 Scout was an evolution
of the Scout that had been introduced
in 1920 and enlarged to forty-five
cubic inches in 1927. It had a stronger
frame than the earlier Scout, and
had more fork rake, a longer wheelbase,
and a lower seat height. It was the
first Scout model with a front brake. |
| 1929 Indian Scout 101, 750cc |
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The 101 Scout was replaced in 1932
by a model that used the contemporary
Chief frame. There was a widespread
negative reaction to this.It is speculated
that this was done to reduce costs
by rationalizing production, which
became necessary during the Great
Depression. |
1931 Indian 101 Scout |
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The 101 Scout was noted for its handling
and was popular with racers, hillclimbers,
and trick riders. It is still used in
wall of death stunt exhibitions.
Indian Motocycle enthusiasts have differing
views on the replacement of the 101
Scout. Fans of Indian's technical achievements
acclaim the 101 Scout as the pinnacle
of Indian technology, while fans of
classic Indian styling hail its replacement
for bringing classic Chief styling to
the Scout line. |
| 1932 Indian Scout Pony |
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500cc, 30.5 cubic inch - it utilised
the basic Prince frame - the marque
later became the 'Junior Scout' and
the 'Thirty Fifty' (after the engine
size), both were marketed as Ladies
Motorcycles.
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1936 Indian Sport Scout |
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The Sports Scout was an entirely new
high performance machine which would hopefully
revive the flagging prospects of the Indian
motorcycle company. In some respects it
ressembled the European machines with
girder forks, the less valanced mudguards
and a shorter wheel base than previous
examples. They produced an attractive
motorcycle and figures of up to 128 mph
were recorded through a quarter mile speed
trap at the LA 45 Club Annual Speed Trials
which is not bad for a side valve. |
| 1940 Indian Chief Police Dispatch
Trike |
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Ultra-rare Indian, even rarer 3 speed
with reverse. |
1940 Indian Chief, 1200cc |
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1940 Indian 741, 500cc |
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| 1940 Indian Scout |
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500cc. |
1940 Indian Chief
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During the war years Indian motorcycle
production amounted to approximately
half that of its major rival, Harley
Davidson, largely because the US armed
forces adopted the 750cc Harley Davidson
WLA model in preference to Indian's
500cc 741. Indian did however supply
a number of the allied forces with
machines, the first significant contract
coming from France in the first year
of the war for 5000 military specification
Chiefs with sidecars. Typed 340M by
the factory, the machine retained
the plunger rear suspension introduced
for the 1940 model season and although
visually different to the civilian
model because of the non skirted mudguards
fitted, actually differed very little
from its civilian contemporary.
Image provided by www.classic-auctions.com.
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| 1940 Indian Chief 340 |
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Re-done by the late great Paul Gambaccini
in 1989 , The engine case is stamped
with his mark, PJG . |
| 1940 Indian Chief 340 |
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| 1941 Indian Scout |
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500cc. |
1941 Indian 741, 500cc |
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| 1942 Indian 4-cylinder |
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| 1943 Indian Scout 741B Military |
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500cc. |
| 1945 Indian Chief |
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1945 Indian Chief Police Bike. |
1946 Indian Chief |
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| 1946 Indian Chief |
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1200cc. |
| 1947 Indian Chief |
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| 1947 Indian Sport Scout |
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750cc. |
| 1947 Indian Chief |
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1947 Indian Chief professionally restored
by Terry Krumm of Krumms Indian in 2002 |
| 1947 Indian Chief 346 |
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| 1948 Indian Chief 648 |
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1200cc. |
| 1948 Indian Roadmaster |
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1200cc |
1948 Indian Superscout |
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| 1948 Indian Chief, 1200cc |
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1948 Indian Chief, 1200cc |
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| 1949 Indian 249 Scout |
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| 1950 Indian Chief Roadmaster |
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1958 Indian Woodsman 500 |
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| 1969 Indian Velo 500 |
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Eventually, Clymer succeeded in creating
this machine, the Indian Velo 500. It
combined an Italian frame and other
components with an engine from the British
Velocette factory. And in 1969, he offered
the Indian Velo 500 to the public.
The bike was powered by a 499cc,
single-cylinder, four-stroke engine
that produced an estimated 34 horsepower
at 6,200 rpm. It had a four-speed
transmission, wet clutch and chain
drive. An Amal carb handled the fuel-mixing
chores, while the drum brakes were
sourced from Grimeca. |
| 1970 Indian Dirt Bike |
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70c. |
| 1973 Indian SE-74 |
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80cc. |
| 1974 Indian SE74 |
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| 1974 Indian Chief |
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| 1974 Indian Enduro |
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175cc. |
