Vypers, Trikes, and Other Bikes: Indian~ "Super Chief" (2000)

Uploaded on Dec 1, 2010

Visit http://sanfranciscosportscars.com/2000-indian-motorcycle/ to see this beautiful 2000 Indian Super Chief motorcycle sold by San Francisco Sports Cars. Collector owned, this amazingly beautiful blast from the past is modern in every way. She sports every important trick in the book to be the best looking and more importantly, the best riding bike of her type. The bike is perfect in every way and looks and sounds amazing.

Stop by the link above for the full details, photo and video shoot and then give me a call to see what other wild bikes we have in stock.

Indian is an American brand of motorcycles.
Indian motorcycles were manufactured from 1901 to 1953 by a company in Springfield, Massachusetts, USA, initially known as the Hendee Manufacturing Company but which was renamed the Indian Motocycle Manufacturing Company [sic]^[1]^[2] in 1928. The Indian factory team took the first three places in the 1911 Isle of Man Tourist Trophy. During the 1910s Indian became the largest manufacturer of motorcycles in the world. Indian's most popular models were the Scout, made from 1920 to 1946, and the Chief, made from 1922 to 1953.

The Indian Motocycle Manufacturing Company went bankrupt in 1953. A number of successor organizations have perpetuated the name in subsequent years, with limited success. In 2011 Polaris Industries purchased Indian Motorcycles and relocated operations from North Carolina, merging them into existing facilities in Minnesota and Iowa. A range of new models is due to be released in late 2012.


Type	LLC
Founded	1901
Founder(s)	George M. Hendee Carl Oscar Hedström
Headquarters	Springfield, Massachusetts, USA
Key people	George M. Hendee Carl Oscar Hedström (designer) Charles B. Franklin (designer, racer)
Products	Motorcycles

Early years – Hendee and Hedström

The "Indian Motocycle Co." was originally founded as the Hendee Manufacturing Company by George M. Hendee in 1897 to manufacture bicycles. These were initially badged as "Silver King" and "Silver Queen" brands but the name "American Indian", very quickly reduced to simply "Indian", was adopted by Hendee from 1898 onwards because it gave better product recognition in export markets. Carl Oscar Hedström joined in 1900. Both Hendee and Hedström were former bicycle racers and manufacturers, and they teamed up to produce a motorcycle with a 1.75 bhp, single-cylinder engine in Hendee's home town of Springfield. The bike was successful and sales increased dramatically during the next decade.^[3]

In 1901, a prototype and two production units of the diamond framed Indian Single were successfully designed, built and tested. The first Indian motorcycles, featuring chain drives and streamlined styling, were sold to the public in 1902. In 1903, Indian's co-founder and chief engineer Oscar Hedström set the world motorcycle speed record (56 mph).^{[citation needed]} In 1904 the company introduced the deep red color that would become Indian's trademark. Production of Indian motorcycles then exceeded 500 bikes annually, rising to a peak of 32,000 in 1913. The engines of the Indian Single were built by the Aurora Firm in Illinois under license from the Hendee Mfg. Co. until 1906.

Competitive successes

Indian 1911

In 1905, Indian built its first V-twin factory racer, and in following years made a strong showing in racing and record-breaking. In 1907 the company introduced the first street version V-twin and a roadster styled after the factory racer. The roadster can be distinguished from the racers by the presence of twist grip linkages.^[4]^{[verification needed]}
One of the firm's most famous riders was Erwin "Cannonball" Baker, who set many long-distance records. In 1914, he rode an Indian across America, from San Diego to New York, in a record 11 days, 12 hours and ten minutes. Baker's mount in subsequent years was the Powerplus, a side-valve V-twin, which was introduced in 1916. Its 61ci (1000 cc), 42 degree V-twin engine was more powerful and quieter than previous designs, giving a top speed of 60 mph (96 km/h). The Powerplus was highly successful, both as a roadster and as the basis for racing bikes. It remained in production with few changes until 1924.

Competition success played a big part in Indian's rapid growth and spurred technical innovation, as well. One of the American firm's best early results came in the Isle of Man TT in 1911, when Indian riders Oliver Cyril Godfrey, Franklin and Moorehouse finished first, second and third. Indian star Jake DeRosier set several speed records both in America and at Brooklands in England, and won an estimated 900 races on dirt and board track racing.^[5] He left Indian for Excelsior and died in 1913, aged 33, of injuries sustained in a board track race crash with Charles "Fearless" Balke, who later became Indian's top rider.^[5]

Work at the Indian factory was stopped while DeRosier's funeral procession passed.^[5]
Oscar Hedstrom left Indian in 1913 after disagreements with the Board of Directors regarding dubious practices to inflate the company's stock values.^[6] George Hendee resigned in 1916.^[7]

Carl Oscar Hedström with the first prototype of Indian

1920 Indian Powerplus

World War I

As the US entered World War I, Indian unnecessarily sold most of its Powerplus line in 1917 and 1918 to the United States government, starving its network of dealers. This blow to domestic availability of the motorcycles led to a loss of dealers from which Indian never quite recovered.^[8] While the motorcycles were popular in the military, post-war demand was then taken up by other manufacturers to whom many of the previously loyal Indian dealers turned. While Indian shared in the business boom of the 1920s, it had lost its Number One position in the US market to Harley-Davidson.

Inter-war era – Scouts, Chiefs, and Fours

Indian Scouts in police service, 1920s

The Scout and Chief V-twins, introduced in the early 1920s, became the Springfield firm's most successful models. Designed by Charles B. Franklin, the middleweight Scout and larger Chief shared a 42-degree V-twin engine layout. Both models gained a reputation for strength and reliability.

1939 Indian Dispatch Tow, 3-wheeler

In 1930, Indian merged with Du Pont Motors.^[9] DuPont Motors founder E. Paul DuPont ceased production of duPont automobiles and concentrated the company's resources on Indian.^[9] DuPont's paint industry connections resulted in no fewer than 24 color options being offered in 1934. Models of that era featured Indian's famous head-dress logo on the gas tank. Indian's huge Springfield factory was known as the Wigwam, and native American imagery was much used in advertising.
In 1940, Indian sold nearly as many motorcycles as its major rival, Harley-Davidson. At the time, Indian represented the only true American-made heavyweight cruiser alternative to Harley-Davidson. During this time, the company also manufactured other products such as aircraft engines, bicycles, boat motors and air conditioners.

Indian Chief

1928 Indian Big Chief with sidecar

The first 1922 model Chief had a 1,000 cc (61 cubic inches) engine based on that of the Powerplus; a year later the engine was enlarged to 1,200 cc (73 cubic inches). Numerous improvements were made over the years, including adoption of a front brake in 1928.

In 1940, all models were fitted with the large skirted fenders that became an Indian trademark, and the Chief gained a new sprung frame that was superior to rival Harley's unsprung rear end.^[10] The 1940s Chiefs were handsome and comfortable machines, capable of 85 mph (137 km/h) in standard form and over 100 mph (160 km/h) when tuned, although their increased weight hampered acceleration.
The 1948 Chief had a 74 cubic inch engine, hand shift and foot clutch. While one handlebar grip controlled the throttle the other was a manual spark advance.
In 1950, the V-twin engine was enlarged to 1,300 cc (79 cubic inches) and telescopic forks were adopted. But Indian's financial problems meant that few bikes were built. Production of the Chief ended in 1953.