Friday 

 

 

 

One day, as I watched Robby walk into the woods with her toilet paper, a thought occurred, She seems so well adapted to this life. It might be fun to travel with her. So I said, “How about we load my bike and take a trip across Florida for a couple weeks or whatever?

 
“I’d love that! But you know I don’t have much money.” Robby was unemployed.

 
Florida’s a long thinish state with ocean on three sides. Although both east and west coastlines are mostly lined with grand cities and super freeways, the state’s central strip moves through tropical forest and small towns. With the bike packed for two, I grabbed a small road leading inland for a while before abandoning it in favor of a southern route. My job would be to pick roads, routes, and camp spots. Robby’s was to look pretty, keep company, and mostly enjoy herself. After all, she’d never seen this part of the country before`.

 

That night was spent at camp along a heavily forested dirt road. By the second evening however, I got a hotel—or possibly it had once been a resort.

 
Although entrance to the parking lot was blocked by a steel gate, there was room for a motorcycle to pass. The beat up parking lot soon disappeared around a corner to finish its horseshoe run at the back lot of this astonishingly huge place. We’d only stopped to explore the structure; for it was kind of amazing. These abandoned places are always a mystery and it’s fun to contemplate what happened. My guess was a hurricane took this hotel out. I parked the bike and we set out on foot. In places upstairs the roof no longer functioned and Florida rains had destroyed those rooms in a most interesting way. Beds lay in disarray with plants growing from them. Wooden nightstands were literally disintegrating into the floor. Trees grew over balconies and crowded walkways. Robby’s inner child decided to frolic and the exploration of this dead Goliath became a fun game.

 

By morning, the next door gas station provided hot coffee. But eventually the bike was repacked and it’s wheels left the lot.

The southward journey resumed.

 

Steve’s home occupies five acres of fantastically forested tropical vegetation. There’s two houses and he offered us one. Although Steve (an eccentric character to be sure) and I are great pals, he didn’t hit it off with Robby to well. She talked to much for his liking I think, and could be bitchy at times. Still, for all her failings, this was not one of those rides where I was sorry to have invited the chick and just wanted to stick her on a bus. No. I was really enjoying Robby’s company.

 

Miami, like Daytona, is stretched along Florida’s eastern coastline and on weekends many of the concrete bound bikers take day rides east into the nearby countryside. They come by the hundreds to cafe-27 for the parking lot scene, bands, and outdoor tiki bar that offers shade, friendship, entertainment, and reprieve from the city’s madness. Cafe-27 sits just 40 miles north of homestead so Robby and I spent an entire day.

 

As the small highways wound slowly north, it was my intention to spend time in the town of Leesburg. Because of past attendance at this town’s yearly motorcycle rally, I was familiar with the place. In fact, with so many winters spent in Florida, I was pretty damn familiar with the entire state. Anyway, since this little adventure seemed kind of molded around a strangely uncommonly string of abandoned structures, I figured why not one more…

The beautiful little trailer park had been built very near a large lake. A mote was constructed to allow park residents with boats to motor in from the lake then park in one of the park’s dock-slips. On the shore a small dock-house had been constructed with a sturdy wooden walkway in front and its roof extending past that to cover the boat docks as well. As we passed the big trailers that sat as only silent reminder of a time now forgotten, I noted the place had decayed some since my last visit. But this area was still beautiful and its docks, dock-house, and wooden boardwalk were still intact. As before, I parked the big Harley on the wooden walkway and erected tent beside it. Robby loved this place. So we stayed a while.

The following day I said, “This water looks to murky for a bath. I know a gym in town that’ll sell us showers for five bucks.”

 

 
In the luxury, privacy, and beauty of that final camp Robby said to me, “You’ve taken the hardship out of this Scotty.” The comment struck me hard. From the very start of this 22 year journey it had been my intention, and hope, to make road life comfortable enough to work as a long term lifestyle. It seems I’d achieved that.

 
And so the ride into Daytona ended our journey together. From the start neither had held reservations of our romance becoming permanent. In truth, our attraction had been bonded by only the glue of fun, common interest, restlessness, and something to do. And although we’d spent more time together, eventually I turned my back to Daytona and set out for adventures unknown.

 

We are pleased to offer for the first timethis professionally built bikefrom Lucky’s Speed Shop (LSS),  a worldwiderecognized builder, Don Yates, who produces a very limited number of custommotorcycles. You now have the opportunity to own a bike that has no publicexposure to date. This bike has not been shown or photographed by anypublication as of yet. 

Construction of this bike began in late2011, but due to illness was not completed until late December2016. The bike was test ridden for the first time on January5, 2017 and has only 12 miles on it to sort out any possible issuesalong with calibrating the speedometer. It has gone through its pre-deliverycheck, oil changed along with oil filter dissection analysis and is ready toride or show anywhere.

BIKE FEATURES

TESTIMONIAL

“I’ve ridden countless custom motorcyclecombinations and as far as hard tail, springer combinations go, this is by farthe most well engineered, nimble, comfortable, easiest to ride bike thatI’ve ever been on regardless of price. Seat height, controls and barplacement make for a perfectly balanced bike front to rear and side to sidemaking riding effortless for anyone 5’9” to 6’3”.The bikes center of gravity, rake and trail make it ride and handle likeit’s 200 pounds lighter than it actually is with no sensation of lossof balance, flop or wobble in the front end at anyspeed. Engine has morethan enough torque and horsepower to pull through any gear selection even atlow RPM.

It’s a very understated bike with impeccabledetail, finish and engineering, the sum of which makes a remarkable motorcyclefrom every aspect including price. It’s a damn nicebike!”

–Preston Watts– January 5, 2017
Former Production Manager at Bourget Bike Works2002-2008

– Don Yates
Lucky’s Speed Shop
480-861-5061

 

• Improved core strength: Again, all of the activities involved in steering a bike, moving it at slow speeds, etc., serve to strengthen muscles in the abdomen. It’s more fun that situps!!

• Increased insulin sensitivity:Because riding a motorcycle is a low-impact form of exercise, people who ride have improved insulin sensitivity for up to eight hours after a ride. Improved insulin sensitivity has a profound impact on weight loss, because insulin is a fat storage hormone. Having improved insulin sensitivity means your body will produce less insulin to counteract carbohydrates or to lower blood sugars, which means your body will be signaled to store less fat. The improved insulin sensitivity is also of great importance to anyone with Type 2 diabetes. (See my post,Diabetes and the Art of Motorcycle Riding for info on how riding a bike significantly lowers blood glucose levels.)

• Calorie burning: Riding a bike burns calories. Period. Getting everything ready for a ride takes time and burns calories, but there’s more. Think about it … it requires effort while riding to maintain balance, shift, brake, control the clutch, battle headwinds, etc., and that’s AFTER you burn calories backing the bike out of the garage! Riding into a headwind burns a significant amount of calories as your body tenses muscles to fight the wind and stay on the bike. This constant resistance exercise not only burns calories but serves to strengthens those muscles, which ultimately increases your metabolism. Additionally, the physical effort exerted while turning, especially at higher speeds, can be significant. Folks who ride motocross or race motorcycles can burn up to 600 calories per hour; the rest of us burn around 200-300 calories per hour. Not bad! (Note to passengers: You burn zero calories per hour while riding passenger on a cruiser, and potentially up to 50 calories per hour while riding passenger on a sport bike. Maybe it’s time to consider getting your own bike!)

• Improved neck strength: This one is limited to those riders who wear helmets and those who have taken the time to properly fit themselves to their bike with the correct handle bars, seat, foot pegs, etc. Riding a bike that doesn’t “fit” well can actually cause back pain and destroy proper alignment. Make sure your bike fits you! Wearing a helmet for a few hours a day would strengthen your neck whether you ride or not. Wearing it while riding, especially if you don’t have a windshield to shelter you from the wind, requires significant strength. I’m happy to say, much to my chiropractor’s chagrin, I was able to reverse whiplash simply by riding my bike and wearing a helmet. (I never ride without one.) Strengthening my neck muscles served to pull my neck vertebrae back into alignment and back into the proper curvature. That is a therapy I can live with!!!

• Mental outlook: Motorcycle riders usually report returning from a ride feeling energized and happy. Many riders refer to their motorcycle as their “therapist.” Riding a motorcycle has a wonderful way of releasing endorphins that serve to boost mood and improve outlook. The time spent on a bike also provides valuable sun exposure, known to increase Vitamin D levels which are known to be powerful mood enhancers. Additionally, the hours of alone time spent on the back of a bike either allows folks to completely escape from their problems or allows them to work through problems and consider issues from different perspectives. I know more than one rider who hops on their bike and takes a ride when they have an issue needing consideration. (This does not, of course, apply to issues causing great distress.)

That’s it! Riding a motorcycle has definite health advantages, both physical and emotional. As always, ride smart. Get thoroughly trained before starting to ride and then take time to practice on back roads before hitting main thoroughfares. Take your time and don’t try to beat lights or get in front of slow drivers. As always, NEVER drive while under the influence of alcohol or drugs. Even one beer can affect reaction time enough to impair shifting, clutch operation and turning ability. Just don’t do it.

I’m off to ride. Have a great day!

With 180 vendors and nearly 800 dealers and their staff attending, the 2017 Tucker Rocky/ Biker’s Choice Dealers and Brand Expo has been the biggest yet.

In an industry driven by relationships, the Expo offered Tucker Rocky a chance to connect with customers and build relationships throughout the organization. Dealers get to meet and discuss their business with knowledge experts representing the brands as well as their peers. This provides the dealers with the unique opportunity to learn first-hand about the products from the vendors and to ask questions face-to-face.

It also provides the chance to network and gain access to educational seminars, training and roundtable discussions geared towards helping dealers grow their business.

Tucker Rocky plans to continue the Dealer & Brand Expo on an annual basis.

Held at the Frisco Convention Center in Frisco, Texas, in 42,000 feet of exhibition space, the Expo started on February 9th and will end February 10th with a party celebrating the 50th anniversary of Tucker Rocky. Tucker Rocky has been a staple of the powersports industry in Texas since 1967 and became a national name in the industry over the last 50 years.

Investment was a major theme at the Tucker Rocky/Biker’s Choice press conference held February 10, 2017 during their Dealer & Brand Expo.

 

President Eric Cagle addressed the press and discussed many of the changes that have taken place over the last year. The investments are designed to continue making Tucker Rocky/Biker’s Choice a customer-driven organization. Some of those investments in infrastructure and personnel were covered, but the level of behind-the-scenes dealer support investments are worthy of a much lengthier explanation.

Tucker Rocky/Biker’s Choice 2017 Dealer & Brand Expo offered dealers the opportunity to get together with vendors and gain an in-depth understanding of the products they’re selling. Each sales representative also received over 20 hours of focused training from our vendors regarding their new product lines for 2017.

Each day of the show, there were five hour-long classes for the dealers on such topics as using social media and visual merchandising to promote their business and tips for engaging the customer to close the sale.

Technical sessions covered getting the most from the ordering systems used by the dealers including Lightspeed and the new TRDealer2.0. In addition to the classroom training, dealers would visit booths with their representative and get a mini course in that product line from brand managers on hand at the show.

A huge investment in our dealers comes in the form of the Helmet and Apparel team. This group of men and women are conversant with all helmet and apparel brands merchandise. The team provides in-depth training for dealers on the products as well as works with the dealers to set up new merchandising displays and help the dealers improve the flow of helmet and apparel brands to their customers.

Another huge investment in our dealers is the development of team selling. It was introduced in 2015 and has made significant strides in aiding dealers with their sales. Our selling teams each include at least one Metric, V-Twin and Helmet & Apparel representative, all of whom are experts in the area they serve. This investment has allowed dealers in the major riding markets access to a team that is equipped to address specialization requirements and solve selling hurdles the dealer may be experiencing.

Finally, brands have been embarking on ride alongs, visiting dealers in different cities in an effort to train them on the current product lines. While a ride along sounds fun, these are an incredible investment in our dealer’s success. All too often, one person from a dealership gets trained in a product and then he or she needs to pass that information along. With hard parts and
apparel brand managers going into dealerships and training the teams personally, the dealer can see significant successes sooner when a new line comes in the store.

2017 will continue to see investments in Tucker Rocky/Biker’s Choice that will benefit our dealers, brands and the company as a whole.

For more information, visit Tucker Rocky/Biker’s Choice online at www.tuckerrocky.com or on Facebook, Twitter and Google+. To inquire about becoming a Tucker Rocky dealer for products and accessories, contact the New Dealer Development Department at (817) 258-9255 or newdealer@tuckerrocky.com.

As you can imagine the Bikernet Headquarters receives press from all over the world. When I recently received notice of the new Petersen Museum, Harley vs. Indian exhibit, I immediately reached out to my resident antique motorcycle guru, Don Whalen, a master curator. “Are you involved?” I questioned.

“Haven’t heard about it,” Don responded and I knew a link was broken somewhere. When it comes to antique motorcycles and exhibits, Don generally doesn’t get left out. A couple of days passed and I received a special notice from Judy Whitson of the TrailBlazers group of historic racers and vintage race motorcycle enthusiasts. This special Harley vs. Indian exhibited needs more bikes. I didn’t mess around. Don made a run to the Richard Bunch collection in San Jose and delivered four pure historic, top of the line examples for this exhibit.

Below you will find reports from Markus Cuff our Bikernet certified vintage motorcycle photographer, reports from the museum and special descriptions of Don’s carefully curated legendary examples specially selected and delivered to the museum for this special exhibit.

“It’s a handsome, un-cluttered and informative show allowing onlookers to get up close and follow the inter-twined DNA of the two dominant motorcycle brands of American history,” said Markus Cuff. “Harley Davidson’s thread is a bit easier to follow– with the notable detour into the AMF years and subsequent buy-back. Indian’s trajectory is obviously more fraught: It ends in 1953, then picks up fitfully in various hands in succeeding years, only to find a safe and prosperous home recently at Polaris. Chronological comparisons between the brands is easy, especially on the center aisle of two by two  iconic and trendsetting Harley vs. Indian machines. It’s a kick to see the similarities and the differences in styling, engine evolution, badging and paint schemes.”

The Petersen Automotive Museum is hosting a new exhibit opening on Saturday, March 4th, 2017, which will showcase the rivalry between America’s two greatest motorcycle manufacturers, Harley-Davidson and Indian.

The Petersen Automotive Museum is set to unveil its newest exhibition of two-wheeled history: Harley vs. Indian. America’s two most celebrated motorcycle manufacturers have a long-documented rivalry that spans more than a century and has spawned some of the world’s most amazing remarkable motorcycles. The exhibition, presented by Bonnier Corporation, opens to the public in the Richard Varner Family Gallery on Saturday March 4, 2017 and will run through early February 2018.

The Harley vs. Indian exhibition will feature racing motorcycles, road motorcycles, scooters, trikes and more from both Harley-Davidson and Indian’s long histories as manufacturers. The exhibit will showcase the incredible similarities and marked differences in the approach of both companies to solving complex mechanical problems. It will also take an in-depth look at the the famous Harley-Davidson and Indian racing rivalry that drove much of their respective technological innovations.

Among the two-wheel works of art on display will be a 1936 Harley Davidson Knucklehead (first year), a 1939 Indian Super Scout, a 1920 Indian Daytona racer, as well as both companies’ modern flat-track racing bikes. The three-wheeled offerings on display will include a 1922 Harley with a period sidecar and a 1936 Indian Dispatch Tow. The exhibition will also feature mini-bikes and scooters, including a 1948 Indian Stylemaster and a 1963 Harley-Davidson Topper.
For more information about the event or exhibit, visit www.Petersen.org or call 323/964-CARS. For more information about Harley-Davidson please visit www.harley-davidson.com and for more information about Indian please visit www.indianmotorcycle.com.

The Petersen Automotive Museum Foundation is a non-profit 501(c)(3) charity. The Museum is located at 6060 Wilshire Boulevard (at Fairfax) in Los Angeles, California, 90036. Admission prices are $15 for general admission adults, $12 for seniors and students with ID, $7 for children ages 3 to 12. Active military with ID, personal care attendants and children under three are admitted free. Museum hours are 10am to 6pm. For general information, call 323/930-CARS or visit www.petersen.org.

Street

1902 INDIAN CAMELBACK

AMERICA’S PIONEERING MOTORCYCLE COMPANY
The Hendee Manufacturing Company was founded in 1898 by George Hendee, builder of Silver King bicycles, in order to manufacture a new line of bicycles to be called “Indian”. Anticipating a trend in motorized, two-wheel transportation, Hendee partnered with engineer Oscar Hedstrom in 1901 to build “motocycles” also under the Indian brand name. The following year, Hendee Manufacturing began publicly advertising its first production motorcycle, the Indian “Camelback,” named for the hump-shaped fuel tank. In 1907 Hendee introduced the first American V-twin production motorcycle, which employed the same gas tank design.

Collection of David Hansen, The Shop

1908 HARLEY-DAVIDSON MODEL 4

A COMPETITOR EMERGES
William Harley and Arthur Davidson completed their first prototype in 1903 and their earliest production bikes, including this 1908 model, were dubbed “strap tanks” because of the appearance of the fuel/oil tank mounting brackets. While black was an available color, gray paint was first offered in 1908 and any Harley-Davidson so delivered was dubbed a “Silent Gray Fellow” in part because of the well-designed muffler system it shared with the maker’s other models.

Collection of The Gilbert Family

1927 INDIAN ACE

AN ACE UP THEIR SLEEVE
In 1923, the Hendee Manufacturing Company became the Indian “Motorcycle” Manufacturing Company. Four years later the firm purchased the Ace Motor Corporation and released the Indian Ace, a luxury motorcycle that employed the Ace’s four-cylinder engine. Upon introduction of the Ace, Indian laid claim to having the “World’s Most Complete Cycle Line” with models having one-, two-, and four-cylinder engines. The following year, Indian dropped “Ace” from the name, calling it simply the Indian Four, which remained in production until 1942.

The Bunch Collection, Don Whalen, Curator

1921 HARLEY-DAVIDSON MODEL W SPORT TWIN

THE OTHER TWIN
In 1909 Harley-Davidson introduced its first V-twin engine, which it used virtually unchanged until 1929. In 1919 the firm attempted to expand its market by offering a new Model W “Sport Twin” that was intended to appeal to entry-level riders. The flat-twin engine aligned the cylinders with the frame, had a modern oiling system, and employed an integrated clutch and transmission, all of which made them smoother and cleaner to ride than their V-twin counterparts. Despite the effort, the Model W did not attract sufficient sales and was discontinued in 1923.

The Bunch Collection, Don Whalen, Curator

1939 INDIAN SPORT SCOUT

THE DU PONT YEARS
In 1930, E. Paul and Francis Du Pont acquired large shares of Indian and reorganized the company. Despite the wide popularity of the Indian Scout 101, a 1932 decision to reduce costs by developing a common frame for multiple motorcycles resulted in the “Standard Scout,” whose weak construction drew immediate criticism by competitive riders. Two years later, Indian created a “Sport” version with a stronger two-piece frame that remained in production until 1942, after which it was renamed the 640-B for use by the U.S. Army.

Collection of Rudy Pock

1939 HARLEY-DAVIDSON MODEL EL “KNUCKLEHEAD”

BETTER TIMES AHEAD
The first EL Model was produced in 1936 and featured a 61-cubic inch, overhead-valve V-twin engine, which was later nicknamed the “Knucklehead” because the rocker covers resembled clenched fists. The model drew great enthusiasm because of its better performance over previous models and further development of the engine for 1937 spurred sales even more. Styling changes for 1939 included a new paint scheme, streamlined “cat’s-eye” instrument panel, “boattail” rear light, and stainless steel fender trim. The popularity of the Knucklehead is credited with aiding Harley-Davidson’s recovery from the Great Depression.

Collection of David Hansen, The Shop

1946 INDIAN CHIEF

INDIAN’S LEADING MOTORCYCLE
In 1922 Indian introduced the Chief, thousands of which were built during 32 years of production. While most changes were incremental, the adoption of the iconic fender skirts in 1940 was a highly visible effort to distinguish their brand in a shrinking market. During World War II, the Chief served as the basis for the 340-B, and it was the only pre-war motorcycle that Indian continued to produce until their closure in 1953. Gone but not forgotten, the “Chief” model name held such cachet that it was used on models by the majority of subsequent iterations of the company.
Collection of Glendale Harley-Davidson

www.glendaleharley.com

1958 HARLEY-DAVIDSON XLH SPORTSTER

ROAD TO RACING
Introduced in 1957, the Sportster came to define Harley-Davidson performance even though it was initially criticized by reviewers and buyers as nothing more than a low-powered touring motorcycle. The Sportster’s engine was the first 55-cubic inch, overhead-valve unit offered by Harley-Davidson. Models built in 1958 benefitted from improvements in cylinder head design derived from racing that allowed for a higher compression ratio and greater horsepower. The Sportster later became the basis for racing models like the XLR and the XR-750.

Collection of Loren Carpenter

1968 INDIAN “SUPER” SCOUT

A TALE OF TWO INDIANS
During the 1960s, as automotive publisher Floyd Clymer was importing British and Italian motorcycles under the Indian name, Sammy Pierce began one of the first legitimate attempts to revive the production of Indian motorcycles under the traditional American Indian Motorcycle Co. (AIMCO) name. After obtaining a manufacturing license in 1968, Pierce used leftover genuine Indian parts to produce a limited number of Indian Chiefs and Scouts, including a handful of Super Scouts, which featured Pierce’s own unique fuel tank and seat combination.

Collection of Larry Fleece and Sons

1974 AMF HARLEY-DAVIDSON SPRINT 350

THE ITALIAN HARLEYS
After Indian closed in 1953, Harley-Davidson dominated the domestic market. In 1960, Harley-Davidson purchased half of the motorcycle division of the Italian Aermacchi firm, which began producing Harley-Davidson-branded bikes like the Sprint in order to compete with the growing popularity of Japanese makes. In 1974, under the ownership of AMF, Harley-Davidson purchased the remaining holdings of Aermacchi, which then took over production of Harley-Davidson’s two-stroke motorcycles. Aermacchi was sold in 1978 when it could no longer offer models to compete with the newly dominant Japanese and European manufacturers.

Collection of Glendale Harley-Davidson
www.glendaleharley.com

2001 INDIAN CENTENNIAL CHIEF

BACK IN BLACK
The Indian Motorcycle Company of America (IMCOA), an amalgamation of nine companies, was court-awarded the Indian name in 1998 and began producing a new line of Indian motorcycles at its plant in Gilroy, California one year later. The first “Gilroy Indian” was dubbed the Chief, later to be followed by Scout and Spirit models. To celebrate Indian’s centennial, IMCOA produced a limited production 100th Anniversary Edition of each model and sponsored a cross-country road trip from the original headquarters in Springfield, Massachusetts to its new home in Gilroy. IMCOA produced motorcycles for only four years, ending production in 2003.

Collection of Alexis Rosales

1993 HARLEY-DAVIDSON CUSTOM MOTORCYCLE

SYMBOL OF SUCCESS
After separation from AMF, Harley-Davidson spent the next decade developing machines that ushered in the firm’s most prosperous era. By the 1990s, Harley-Davidson motorcycles became “the status symbol of the decade”, and their immense popularity created a burgeoning market for personalization. This highly customized Harley-Davidson illustrates the period’s emphasis on custom paintwork and a wide range of custom performance equipment. The aggressive appearance and rugged simplicity of Harley’s designs appealed to customizers and invited the application of individual creativity.

Collection of the Petersen Automotive Museum

Racing

1912 INDIAN BOARD TRACK RACER

A WINNING FORMULA: The Hendee
Manufacturing Company produced its first V-twin “Double Cylinder Racer” in 1906. After a record-breaking transcontinental trek from San Francisco to New York, and a victory in the 1907 and 1908 1000 Mile Trials, Indian’s racing successes capture the attention of U.S. and European enthusiasts. By 1911, Indian riders held every American speed and distance record and took the top three positions in first Isle of Man race. Among privateers, Indian became a popular base for constructing personalized racing motorcycles.

Private Collection

1920 HARLEY-DAVIDSON BOARD TRACK RACER

THE WRECKING CREW: While Harley-Davidson’s early successes in reliability tests had proven the durability of its motorcycles, they were still not known for speed. In 1919, Harley-Davidson addressed their need to achieve distinction in competition by hiring a team of motorcycle riders informally called the “Wreckng Crew.” Together they won numerous competitions, including all eight National Championship races in 1922. Yet while the Wrecking Crew’s accomplishments generated interest among racers, the intentionally high price of Harley-Davidson competition bikes and restricted replacement parts availability dissuaded most private owners from competing against the factory team.

Collection of J. Mark Donaldson

1925 INDIAN “ALTOONA” HILLCLIMBER

FIRST TO THE TOP: Oscar Hedstrom, Indian’s chief engineer, demonstrated Indian’s first motorcycle, the Camelback prototype, on the steep gravel slope of Cross Street Hill in Springfield, Massachusetts during 1901. The successful event generated a large number of pre-production orders and gave birth to hillclimbing demonstrations, which later developed into competitive sporting events. Of the “Big Three” motorcycle manufacturers, which included Harley-Davidson and Excelsior, Indian was the first to produce a factory-built hillclimber. This “Altoona” model was specifically developed for the hillclimb in Altoona, Pennsylvania and uses an alcohol-burning 80-cubic inch V-twin engine.

The Bunch Collection, Don Whalen, Curator

1932 HARLEY-DAVIDSON MODEL C HILLCLIMBER

STEEP COMPETITION: During the Great Depression, Harley-Davidson and Indian were forced to scale back production because of slow sales due to the comparatively high cost of their products relative to full-size automobiles. Hillclimbing nevertheless remained popular largely because of the ready availability of suitable dirt slope venues. Based on their stripped-down dirt track racers, Harley-Davidson hillclimb motorcycles employed motors often called “Peashooters”, a name believed to have been derived from the exhaust note of their small-displacement engines. This is one of only five factory Model Chillclimbers.

The Bunch Collection, Don Whalen, Curator

1974 INDIAN MX

GOING OFF-ROAD: When Los Angeles attorney Alan Newman acquired the Indian trademark in 1970, he continued previous Indian Company owner Floyd Clymer’s strategy of importing and rebranding bikes built by Italian motorcycle manufacturer Italjet Moto. The following year Newman purchased a factory in Taiwan and contracted with a manufacturer to build a variety of Indian dirt bikes. They were powered by Minarelli, Morini and Fuji two-stroke engines ranging in displacement from 50cc to 175cc. Sluggish sales forced the company into bankruptcy in 1977 at which time the brand was acquired by yet another concern, American Moped Associates.

Collection of the Petersen Automotive Museum

1970 HARLEY-DAVIDSON XR-750

STAYING AHEAD: To maintain its competitive edge after an AMA (American Motorcyclist Association) rule change, Harley-Davidson developed the XR-750, which had an efficient overhead valve engine that enabled it to better compete against machines built by rival firms having similar engines. Introduced in 1970, the Sportster-derived XR-750 was at first uncompetitive because of an engineering design flaw that led to overheating. By 1972, the problem had been corrected and the XR-750 went on to become one of the most successful motorcycles in AMA history.

Moto Talbott Collection

Three-Wheeled

1941 INDIAN DISPATCH-TOW

DESIGNED FOR EFFICIENCY: The Dispatch-Tow was created at the request of a Springfield, Massachusetts Packard dealer who wanted to reduce the amount of time that was spent transporting customers’ cars to and from his service garage. Based on the Indian 101 Scout chassis, the Dispatch-Tow was intended to be driven to a customer, attached to the rear bumper of their vehicle by means of a built-in bracket, and towed back to the dealership. Announced in 1931, the first version of the Dispatch-Tow was built for only one year. The model reappeared in 1935 using the chassis of a Sport Scout and remained in production until 1942.

Collection of The Gilbert Family

1962 HARLEY-DAVIDSON SERVI-CAR

TRAILING BEHIND: The Servi-Car utility vehicle was introduced in 1932 as an alternative to Indian’s Dispatch-Tow, which debuted the previous year. Like the Indian version, it was intended for use by garages and service stations and could be fitted with a tow bar that allowed it to be pulled behind a customer’s car. The three-wheel Servi-Car employed a modified automobile axle and differential unit, and flat-sided body panels for advertising. When the use of full-service stations began to decline, the Servi-Car’s utility was embraced by municipal governments, which used them primarily as traffic police vehicles. Production of the compact and maneuverable Servi-Car continued until approximately 1974.

Collection of the Watsonville Police Department

1920 INDIAN DAYTONA RACER WITH FLXICAR

THE PURSUIT OF POWER: Motivated by lackluster racing results in 1915, Indian developed a new Powerplus engine that was introduced along with its innovative “keystone” frame design in 1919. The following year, the Daytona Racer appeared with a now-familiar “S”-shaped seat tube. Lacking brakes and full-functioning throttle, Indian Daytonas employed a kill switch located on the handlebars to slow the engine when going into turns. Sidecar versions of the Daytona were equipped with leaning “Flxicars”, which provided a passenger counterweight, improved traction, and reduced outside force, allowing for greater speeds in turns.

Collection of The Gilbert Family

1922 HARLEY-DAVIDSON FD WITH SIDECAR

GOING BIG: Desiring to bolster their success as the largest motorcycle manufacturer in the world, Harley-Davidson introduced the 74-cubic inch “Big Twin” in 1921 to better compete with comparably-sized Indian V-twin and Henderson four-cylinder models. The following year, two engine choices were offered: a 61-cubic inch version Model F and a 74-cubic inch version Model FD. The added power offered by the larger displacement of the FD made the model a popular choice for pulling a sidecar.

Collection of Petersen Automotive Museum, Bequest of Gordon R. Howard

Scooters & Mini-bikes

1948 INDIAN STYLEMASTER

BRANCHING OUT: Following the lead of other motorcycle manufacturers, Indian added scooters to its model line in 1947, contracting with Lowther Manufacturing of Joliette, Illinois to build them. The Stylemaster was the premier model in a series of three, all of which were advertised as being “scientifically engineered and artistically styled.” Buyers could choose between a Briggs and Stratton four- or six-horsepower engines. While the other Indian scooters were marketed to businesses, the upmarket Stylemaster was intended for private buyers who appreciated such trendy features as a sheet metal tail panel, tail light block, and three-bar chrome rear bumper.

Collection of Jerry and Brenda Perkins

1963 HARLEY-DAVIDSON TOPPER

MORE THAN MOTORCYCLES: In 1960, Harley-Davidson began production of the Topper, the only scooter it would ever build. The Topper featured a 165cc two-cycle, one-cylinder engine, a lawnmower-style hand recoil starting system, and a parking brake. The bodywork was a combination of steel and fiberglass and a sidecar was optional at extra cost. The Topper entered production at about the time demand for American-built scooters was beginning to wane, which severely affected sales and prompted the manufacturer to withdraw it from the market after only five years.

Collection of Jerry and Brenda Perkins

1969 INDIAN MM5A /MINI MINI BAMBINO

ONE LITTLE INDIAN: Along with a line of larger motorcycles, Floyd Clymer imported Italjet Mini Mini Bambino “minicycles” under the Indian name. After his death in 1970, the Indian trademark passed to Los Angeles attorney Alan Newman, who continued importing the child-sized vehicles. Also known as the MM5A, the diminutive motorbike was called a “miniaturized motorcycle” in Indian advertising. Designed to familiarize children with the Indian brand, the MM5A/Mini Mini Bambino featured a 50cc engine mated to a centrifugal clutch. Buyers could choose from three available colors.

Collection of Jerry and Brenda Perkins

1975 AMF HARLEY-DAVIDSON X-90

A DIFFERENT DIRECTION: Built in Italy by Aermacchi, the X-90 was added to the Harley-Davidson line-up during the era in which Harley-Davidson was owned by AMF (1969 to 1981). Best known for producing sports equipment, AMF led Harley-Davidson to produce small recreation-based road and mini-bikes like the “Shortster”, which had a 60cc engine, and the X-90, which had a 90cc engine. The X90 was sold between 1973 and 1975 and, like the MM5A did for Indian, was intended to introduce children to the Harley-Davidson brand.

Collection of Glendale Harley-Davidson
www.glendaleharley.com

Midget Racers

1948 DRAKE ¾ MIDGET RACER

INDIAN-POWERED: In the 1930s, Drake Engineering, which would later purchase the famous Offenhauser engine company, began producing midget racing engines based on the Harley-Davidson Knucklehead. The engines were best suited for short tracks because the cooling system lacked a water pump and tended to overheat. For this three-quarter midget, company owner Dale Drake deviated from the norm by installing an Indian engine with a clutch-less in-and-out gearbox that made it necessary to push-start the car. It was raced in Southern California and last driven at El Mirage in the 1970s.

Collection of Jerry and Brenda Perkins

1949 UNIDENTIFIED ¾ MIDGET RACER

HARLEY-DAVIDSON-POWERED: Three-quarter midgets were primarily “one-offs” built in private garages and workshops using available parts, making each vehicle one unique to its builder. Midget racers were typically equipped with motorcycle engines and an in-and-out gearboxes. Lacking such a gearbox, this midget requires a push to start the engine, which will not stop unless the brake is activated to slow the car to a stop, forcing the engine to die. Powered by a 45 cubic inch Harley-Davidson flathead, it was regularly raced in the Fresno, California area and recently received a ground-up restoration.

Collection of Jerry and Brenda Perkins

Lobby

1920 HARLEY-DAVIDSON MODEL J

JACK OF ALL TRADES: The Model J was introduced in 1915 with a 61-cubic inch F-head motor, three speed hand-shift transmission, and spring suspension on the front forks. During World War I, Harley-Davidson based their military version on the Model J, which later became popular for police use. Options, such as an electric headlamp, speedometer, tank-mounted toolbox, and luggage carrier made this bike a standout even among other 1920 Harley-Davidsons. The Model J motorcycle remained in production until 1929.

The Vintage Motorcycle Collection of Michael Eisenberg

1927 INDIAN BIG CHIEF

MASTER OF THE ROAD: The Chief was introduced in 1922 and was powered by a 61-cubic inch, side-valve V-twin. One year later the engine was enlarged to 74-cubic inches and the model was re-named the Big Chief. The larger engine was known for great stamina and could propel the bike over long stretches of open road at speeds of up to 90 miles per hour. The Chief was one of Indian’s most popular models and was cataloged until the company’s demise in 1953. Formerly owned by actor Steve McQueen, this Big Chief was restored by Sammy Pierce, a well-known California-based Indian enthusiast.

The Margie and Robert E. Petersen Collection

Shops around the country were super-hard hit when the economy crashed. A bunch dropped out of business, but immediately they started coming back, if only out of garages. Harley-Davidson didn’t help much. They sent a memo to all their dealers cutting the number of aftermarket parts they could carry and forcing dealers not to sell to local shops.

In the past, if a local shop needed a stock part, some could work a franchise deal for as little as a 10 percent discount out the back door. Local shops couldn’t make much, if anything, but it was a service to their customers. But recently, and with computer monitoring, the factory could put a complete kibosh on assisting local shops.

I laugh about this shit, because it’s as if fucking with the little guy is really going to stop or hold up anything. I can imagine some suit in a factory board meeting justifying his quarterly decline with aftermarket shops stealing their business.

So, what do good brothers of the faith do? James Simonelli, and the crew at Biker’s Choice and Twin Power developed a master plan to support small shops and even H-D dealers who need parts fast. They initiated a program to build much-needed stock replacement parts not available from the aftermarket. Sure, if you want to do a Twin Cam top end, you can find any number of manufacturers who make replacement pistons and rings, but there’s a bunch of stuff required from H-D until recently.

We are going to list some of these elements here from Twin Power and Biker’s Choice and we will continue to add parts, especially stock replacement parts offering improved performance and longevity, as they come on line. I’m sure James would also like to hear from you, if you have specific needs. Plus, if a stock part needed improvement, Twin Power will perform upgrades before anything hits the streets.

Twin Power Compensator Sprockets

Twin Power Introduces 34-Tooth Compensator Eliminator Sprocket

Biker’s Choice is excited to announce the addition of a 34-Tooth Compensator Eliminator Sprocket to the Twin Power line. Twin Power is known for their high-quality parts and accessories designed for the Harley-Davidson enthusiast.

The Compensator Eliminator Sprocket eliminates slipping, reduces noise, and improves the starting and starter life of the motorcycle. It reduces spinning weight by 4.8 lbs. and is designed to fit 07-15 Big Twin models and 2006 Dyna. It has been machined from 4140 heat-treated steel and is made in the USA.

This product does not require alternator rotor replacement.

The new 34-Tooth Compensator Eliminator Sprocket from Twin Power can be ordered through your local Tucker Rocky | Biker’s Choice dealer.

–By Beth Rauch

Crankshaft Position Sensor Now Available Exclusively from Twin Power

Never get stuck on the side of the road again with the new Crankshaft Position Sensor, exclusively from Twin Power. The sensor is an exact O.E.M. fit and offers the same function, a great addition to the ever-growing Twin Power product line.

“The Crankshaft Position Sensor is one of the most important parts of your motorcycle,” says James Simonelli, Brand Manager for Twin Power. “When it goes bad, your bike isn’t going anywhere. This new product will keep you on the road and solve a known problem without draining your wallet.”

This product has been endurance tested to 60,000 miles to ensure sensor longevity as well as 100% U.S. tested to O.E.M. specifications. It features an O.E.M.-style connector that provides an exact fit. It has a unique coverage for Harley-Davidsonâ applications.

The new sensors P/N 484897 and P/N 484898 replace H-D #s 32707-01C and 32798-00B respectively. They are available exclusively from Twin Power and retail for $52.95. They can be ordered through your local Tucker Rocky | Biker’s Choice dealer.

–By Beth Rauch

Clutch Kits Now Available from Twin Power

Twin Power is picking up speed with the introduction of new Clutch Kits to their growing line of aftermarket parts and accessories for V-Twin motorcycles. Made in the USA for Twin Power, these clutch kits offer riders an affordable option that provides stellar performance.

“We are excited to add these clutch kits to the Twin Power line. They offer smooth engagement, stock like fit, and increased service life at a great price point,” says James Simonelli, Brand Manager for Twin Power.

Each high-performance kit includes fiber and steel plates. Extra plate kits also include a 15% stronger diaphragm spring and increased surface area for greater torque capacity. Race proven friction material and tempered steel drive plates are utilized for excellent drivability and long service life. The kits currently retail for $114.50 to $162.95 (P/Ns 482033 through 482038).

Please note, 1998 and later kits should not be used on 2013 and later CVO and SE models.

The new Clutch Kits from Twin Power can be ordered through your local Tucker Rocky | Biker’s Choice dealer.

Twin Power Shows You How to Install Their Tension Reliever Manual Primary Chain Adjuster

Learn how to install the new Tension Reliever Manual Primary Chain Adjuster. Twin Power has added an instructional video to their website to show you how to install the part and this simple installation can result in longer component life.

Brand Manager James Simonelli shows you how to install the part.

“An overtightened primary chain is known to cause premature failure of the engine, transmission and primary bearing as well as to cause other complications,” says James Simonelli, Brand Manager for Twin Power. “This video gives step-by-step instructions on how to install the tension reliever manual primary chain adjuster on your bikes. It’s really easy to put this part in place and get back on the road.”

Twin Power developed the part as a solution to the problem of overtightening. It is 100% made in USA, easy-to-adjust and it uses stock mounting hardware. The chain adjustment and tension check will require the removal of the outer primary cover. Please note, the Twin Power Tension Reliever Manual Primary Chain Adjuster is for use with a 34 tooth sprocket only.

The Twin Power Tension Reliever Manual Primary Chain Adjuster can be ordered through your local Tucker Rocky/ Biker’s Choice dealer.

Check the tech on Bikernet:
http://www.bikernet.com/pages/Twin_Power_Shows_You_How_to_Install_Their_
Tension_Reliever_Manual_Primary_Chain_Adjuster.aspx

Twin Power Gasket Line

Twin Power has done it again with the addition of gaskets to their ever-growing product line, giving the Harley-Davidson enthusiast another option when it comes to products for their motorcycles.

Made in the USA, Twin Power gaskets are offered as a kit that contains all of the gaskets and seals necessary, or separately as needed, to perform a specific job. The highest quality kits include AFM and MLS style gaskets.

“One of the biggest complaints we’ve heard about gaskets is how they’re packaged,” says James Simonelli, Brand Manager for Twin Power. “Many of the gaskets on the market are packaged in uneven quantities which makes no sense.”

“We’ve also reduced package quantities on many items to help keep inventory costs down,” adds Simonelli.

The new gaskets (P/Ns 043154 to 043299) from Twin Power retail for $3.95 to $152.95 and can be ordered through your local Tucker Rocky | Biker’s Choice dealer.

Visit Twin Power at http://twinpower-usa.com, Facebook and Instagram.

Stock Twin-Cam Cam Tensioner Shoes

Maintain your cam chain tensioner shoes with some help from Twin Power. A new instructional video has been added to their website to show you how to replace the part.

The new video from Twin Power.

“These tensioner shoes have been designed to replace only the worn-out parts rather than the complete assembly. This makes it easy to replace with tools that you have in a modestly equipped shop or even in your home garage,” says James Simonelli, Brand Manager for Twin Power. “This video gives step-by-step instructions on how to replace the cam chain tensioner shoes using the Twin Power tension installation tool for the 99-06 models and without the tool on 2007 and later.”

The Replacement Tensioner Shoes are economical replacements for expensive O.E.M. parts. They offer reduced friction, longer life and are high-temperature resistant. These replacement shoes are made in the USA of a material superior to O.E.M., and are sold in pairs. An installation tool is required to change the tensioner shoes on 99-06 (except 2006 Dyna) models. Twin Power has introduced the tensioner installation tool in conjunction with the replacement tensioner shoes for easy installation.

It is recommended that factory shoes be checked every 10,000 miles.

The Replacement Tensioner Shoes are economical replacements for expensive H-D parts and are designed to replace only the wear items rather than the complete assembly. They offer reduced friction, longer life and are high-temperature resistant. These replacement shoes are made in the USA of a material superior to O.E.M., and are sold in pairs.

An installation tool is required to change the tensioner shoes on ‘99-‘06 (except ‘06 Dyna)
models. Twin Power has introduced the tensioner installation tool in conjunction with the replacement tensioner shoes for easy installation.

It is recommended that factory shoes be checked every 10,000 miles.

We will bring you more Twin Power stock replacement parts from Biker’s Choice as they come on line.—Wrench