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The first Indians came to town. The brethren gathered, looked and rode. Then came the verdict, “This year, more than ever before, Indian is going to town.” Along with the rest we tried them out. As usual there was that first interest in balance, dig-out, and lack of vibration.
From the January 1935 issue of Motorcyclist magazine
The first Indians came to town. The brethren gathered, looked and rode. Then came the verdict, “This year, more than ever before, Indian is going to town.” Along with the rest we tried them out. As usual there was that first interest in balance, dig-out, and lack of vibration. Yes, we even uncorked a little of the higher speeds. And, it was at about that point that we went into fourth speed, an optional feature of some of the new models. It was our first experience with a fourth speed forward on a motorcycle. It’s hard to describe the first thrill of that old rush of air and road-all without that feeling the motor is turning over to the point of laboring. It was like speeding up a motion picture; things coming at you, all the sensation of getting somewhere but minus the worry of too many revs. Yes, the new Indians have the appearance of slipping along and handling well. They ride the same way. But let’s get back to the catalog.
To read through the list of features for 1935, with many options in connection with some, is more like scanning a story of motorcycling as we might expect it to be a couple of years from now than as it is actually to be in 1935.
From the set of the handlebars, the sweeping lines of the fenders and the flowing lines of the tanks right down to the chain guard and muffler the attention streamlining has been paid is evident. It has received careful attention on all models.
New colors and new tank designs are another contribution to appearance. There are three-color and two-color combinations. Briefly, the former offers black frame and forks with all of the following: Light blue and yellow, dark blue and silver, dark blue and cream, and Chinese red and silver. In the two-color combinations the frame and forks are of the predominating color, the combinations being as follows:
Blue-dark blue and light blue, green-dark green and light green, red- Indian red and Chinese red, brown-dark brown and cream brown. In both the three-color and two-color combinations the darker color predominates while the lighter is used as trim. One-color standard jobs are still available as follows: Indian red, black, dark blue, silver (black frame and fork), and Chinese red (black frame and fork).
In 1935 all cylinders and heads are to be nickel finished, an item which should be considered in connection with appearance.
The Indian “B” motors are to be standard in all stock models, it being felt that these large motors bring the power and general performance desired by American motorcyclists. A new “Y” motor, built with heavy duty cylinders and special high compression aluminum cylinder heads of aircraft design, is available in the 74 Chief, the 45 Scout and the Sport Scout (only), for those riders who want even more power and speed.
One of the outstanding new offers for ‘35 from the Indian factory is optional tranmission. This means that it is possible to have a 4-speed transmission (four speeds forward) on the 45 Scout and the 74 Chief. Anyone desiring the higher gearing, the means to added miles per hour without increasing the turnover of the motor, can now sate his fancy and at a cost within the means of nearly any cycler.
As a part of the optional transmission offer a three-speed forward and reverse is available for the 45 Scout and the Chief. There is nothing more desirable than a reverse gear on a three-wheel job. It will save its cost in pushing-in nearly any tongue.
Cam ground “T-Slot” pistons are retained in the ‘35 models, their performance thus far having been satisfactory. When the aluminum of the pistons expands faster than the cast iron of the cylinders, due to the not round shape and to the T-Slot, there is a very close fit without danger of “sticking.” Pistons of this design keep in perfect alignment because slap is reduced. In the net a smoother and more perfect running motor is secured.
The principle of dry sump lubrication is retained and various improvements have been added. Regardless of speed or weather Indian dry sump is fully automatic. Exactly the proper amount of lubricating oil is delivered in a constant stream and under positive pressure through the crankshaft to the motor bearings. Then the sump pump withdraws the hot oil from the crankcase, filters it, cools it, and returns it to the tank where it is again ready for another fast trip through the motor.
The multiple row primary chain, running in a bath of oil, remains. It is completely enclosed. This chain drive is quiet in operation and, of course, friction is minimized by the oil bath. The four-row is used on all models except the Sport Scout and on that a three-row is used.
A new streamlined, highly-polished Schebler DeLuxe carburetor with double air screen is a feature of all models. The carburetor bodies are corrosion resisting gun metal finish.
It might be added that the new aluminum cylinder heads are heavier, larger and have new windstream contour fins. The design is one borrowed from aircraft practice. Also from aircraft design are the new tulip valves, a design developed for better cooling efficiency. The valve stems are thicker and so are the guides. The valve springs are heavier. Larger valve dust covers are used and they may be raised without the use of wrenches.
An outside fill type Willard battery designed for accessibility and better cooling is standard equipment.
The rear wheel borrows from the automotive industry, being detachable through six studs and six tapered nuts designed for safety and elimination of wear and play in the rear wheel mounting.
In the muffler a new through valve that has been moved to the rear for greater efficiency is part of a streamline design.
White handlebar grips are standard for 1935 and magneto equipment is still optional.
These are just a few of the considerations in connection with the line-up of Indian models for 193 5. Fundamentally, they are featuring the Scout Pony (30.50 Twin-315 pounds), the Sport Scout (45 cu. in.-436 pounds), the Indian 45, the Indian 74 and the Indian 4. The Pony offers the minimum in weight for a twin. Likewise, its wheelbase is only 52 ½, inches. The Sport Scout is pretty much what the name implies. It has been designed on racing principles for riders who want a light, fast twin. It has a high degree of maneuverability, speed and stamina.
The four is basically the same, an aristocrat, with a variety of options, such as left or right control, battery or magneto ignition and a wide variety of color combinations.
There are two sidecars on the list, the standard and the sport models. The chassis is the same on both models-full elliptic front spring in front and a long semi-elliptic spring in the rear to prevent side sway. The sport model features a back to the seat which hinges and allows access to a roomy luggage compartment. The standard is designed for strength and durability with a body constructed of heavy gauge auto body metal, and seamless steel tubing in the chassis, atomic welded.
Following is a complete list of Indian models, which reads in variety like a page from earlier days when motorcycles were the automobiles of America:
235-B, Scout 45-Battery.
235-BY, Scout 45-Battery, Large Cylinders and Aluminum Heads.
235-M, Scout 45-Magneto.
235-MY, Scout 45-Magneto, Large Cylinders and Aluminum Heads.
Note: Large Cylinders and Aluminum Heads $7.50 Net Extra. Magneto $15.00 Net Extra.
335-B, Chief 74-Battery.
335-BY-Chief 74-Battery, Large Cylinders and Aluminum Heads.
335-M, Chief 74-Magneto.
335-MY, Chief 74-Magneto, Large Cylinders and Aluminum Heads.
Note : Large Cylinders and Aluminum Heads $9.00 Net Extra. Magneto $15.00 Net Extra.
435-B, Indian 4-Battery.
435-M, Indian 4-Magneto.
Note: Magneto $15.00 Net Extra.
535-B, Scout Pony 30:50-Battery.
635-B, Sport Scout 45”-Battery.
635-BY, Sport Scout 45”- Battery, Large Cylinders and Aluminum Heads.
635-M , Sport Scout 45”- Magneto.
635-MY, Sport Scout 45”-Magneto, Large Cylinders and Aluminum Heads
Note: Large Cylinders and Aluminum Heads $7.50 Net Extra. Magneto $15.00 Net Extra.
(Large Cylinders and Aluminum Head “Y” Motors available only on the 235, 335 and 635 Models.)
DT-15, Dispatch Tow with Steel Body, less Tow Bar.
DT-16, Dispatch Tow with Steel Body and Tow Bar.
DT-17, Dispatch Tow with Steel Body, Tow Bar and extra padded seat and hand holds complete.
Bumper, Standard Equipment on All Models.
Special Tow Clamp for Buick or Cadillac, price on application.TC-13, Traffic Car, less Body-with Reverse Gear.
For police use the Indian 74 with 4-speed transmission is likely to stir up a lot of interest. The standard 74 and the four will undoubtedly retain their popularity in some quarters.
In the commercial line-up the Dispatch Tow offers several combinations. Two styles of bodies are available, each with a commodious compartment for tools, accessories, parts, etc. In one style the top is a metal cover, in the other it is an upholstered seat with hand rails, enabling the transport of two additional service men. (Indian has inaugurated a direct-by-mail sales campaign which is designed for dealer cooperation as a follow-up on all commercial car prospects.)
Recognizing the fact that there is a variation in police ratios, the Indian Motorcycle Company has enlarged its commercial line to enable Indian dealers to keep up their full complement of business through the commercial channel. The new feature is the Indian Traffic Car, a three-wheeled job designed to carry loads of one-half ton.
Making a survey of a large number of representative concerns, the Indian Motorcycle Company found that in 17 representative businesses average loads starting out on a delivery route are half a ton. To meet the needs in this field they designed the Traffic Car which provides for a large increase over the side-van type of vehicle, both as to volume and weight. Tractive force is upon both rear wheels, turning to right or left is equally easy. Double braking is afforded and, of course, greater maneuverability in parking than with any automobile. An exceptionally strong frame has been designed with weight being spaced so that the front wheel acts primarily in a steering capacity. The motorcycle frame supports the rider only, this being accomplished by the way the weight is spaced over the rear wheels.
It is practically impossible to overturn the Traffic Car, which gives it a greater safety value than most light automobile delivery vans. In summary, its advantages are the ease of handling in congested areas, ease of parking, speeding up delivery, safety in traffic or hilly country, and economy per pound per mile delivery. It also presents a range of advertising possibilities. Its disadvantages are possibly a feeling on the driver’s part of not being so comfortable as in the closed-in cab motorcar.
This year more than ever before it seems that the total registrations of motorcycles should increase. Many there are who follow motorcycling as a sport because they enjoy watching the capers of all the boys from our national champions down to the newest club recruit. They are under the impression that to ride a motorcycle one must be an athlete. Such is not the case. Light motorcycles, capable of every requirement for economical and safe transportation, are available to anyone in 1935. Thousands of Americans would be ahead in pleasure and money if they took to two wheels instead of four. That more of them have not is undoubtedly due to the fact that they have never been given the opportunity to ride. It is hard to believe that if these individuals had the chance to feel the power and find out for themselves the ease of handling of the ‘35 models they would not be captivated to the point of purchase.
We are prone to emphasize here, as we did elsewhere in this issue, the importance of dealers carrying an ample stock of 1935 models. During the past couple of lean years inventories have been sadly depleted. Because the situation was general, it being the practice in other lines than motorcycles to order from catalogs or literature results were not so serious as they are likely to be this year. Now the trend is back toward larger stocks.
The last couple of years when a rider dropped in to look over motorcycles the chances were about even up that he was only window shopping anyhow. He was out of work. He wanted a new motor but it just wasn’t in the cards. By actual canvass it has recently been determined that unemployment is less among motorcyclists than in many other groups. When a rider comes in today, he still may be window shopping but he is much more in a position to deal if he should become interested. Once a motorcyclist becomes interested he means business, too. One dealer may sell the rider on the idea of a new Sport Scout or a new Chief but another dealer may be the one to make the delivery. The answer needs no explanation. The boys are going to deal where they can pick out the job they want and then get immediate delivery on what they pick out.
In line with the above there is one more thought for dealers. Women are turning more and more to actual riding. Within the last year the number of ladies auxiliaries has increased from two to twenty-two. There are that many registered with the A.M.A. With that as a token of encouragement and with the new light weight machines as a medium for the furtherance of this interest it is reasonable to suppose that before the time ‘36 models are announced there should be a couple of times twenty-two auxiliaries. It has been said that when women take up motorcycling in America then the sport will really go to town. So, how about it-ladies, riders in general and dealers?
New Features
Streamlines: Completely streamlined are all 1935 INDIAN Models; the sweeping lines of the fenders, the flowing grace of the tanks, the set of the handlebars, and even to such details as the muffler and chain guard.
Improved Motors: The famous INDIAN “B” motors are now standard in all stock models. These big motors bring greater power, more speed and finer performance to the 1935 INDIAN motorcyclist.
Then, too, the big new “Y” series special motors are available in the 74 cu. in. Chief, 45 cu. in. Scout and the Sport Scout (only), for those motorcyclists that want even more power and speed. These “Y” motors are built with extra heavy duty cylinders and special high compression aluminum cylinder heads. ($9.00 Net Extra on 74” Chief-$7.50 Net Extra on the Standard 45 cu. in. Scout and the Sport Scout.)
Four-Speed Transmission: In addition to the standard three-speed transmission, INDIAN offers for 1935 a four-speed transmission as an optional feature. Four forward speeds, a simple efficient rugged unit-that provides for that higher gearing when desired. $12.00 List Extra.
A three-speed and reverse transmission is also offered as an optional feature and is especially advantageous for commercial and sidecar units. $15.00 List Extra.
(These options available on 45 Scout and 74 Chief only.)
New Colors and Tank Designs.
Dry Sump Lubrication-Better than ever for 1935.
Multiple Row Primary Chain Drive- Running in constant bath of oil.
New Streamlined Carburetors-Highly polished Schebler DeLuxe with double air screen.
Cam Ground “ T-Slot” Pistons-Which insure improved motor performance and quiet long life for both piston and cylinder.
New Aluminum Cylinder Heads- Heavier, larger, with new windstream contour cylinder head fins.
New Roller Bearing Retainers- Of new tough durable alloy, which reduces the weight of the connecting rod roller bearings 50%, thus, lessening strain.
New Aircraft Type Tulip Valves- Providing better cooling.
Larger, Thicker valve Stems and Guides.
Larger, Heavier valve Springs.
New Larger valve Dust Covers-Requiring no wrenches to raise covers.
New Outside Fill Type Willard Battery -Providing for perfect air cooling and accessibility.
Cylinders and Heads- on all 1935 INDIANS are nickel finished.
New Detachable Rear Wheel-Automotive Type-with six studs and six tapered nuts, providing the utmost in safety, yet eliminating wear and play in the rear wheel mounting.
New Mufflers- With streamline design and a new through valve that has been moved to the rear for greater efficiency.
New White Handlebar Grips- are standard for 1935.
Source: “Modern To The Minute” 1935 Indian Motorcycles
Bob Stark has been involved with Indian motorcycles throughout his entire life. Bob’s father became an Indian dealer in 1918, after returning from military service during World War I. Bob still has a photo of his mother riding in a sidecar in 1923. Since Bob was born in 1934, his parents were involved with Indian cycles long before that.
At the age of 10 Bob started staying around his fathers shop, and developed quite an interest in the Indian cycles. The mechanic considered him a pest, but allowed him to do minor items, such as changing oil & polishing cycles.
By 1946 Bob was riding his own Whizzer motorbike, and in 1947 graduated to a Cushman scooter. By 1950 he had learned quite a bit more about the cycles and got his first Indian, a 741 Scout with skirted fenders. He bought the cycle for $50.00 without his fathers permission and had it for 4 months before his father knew it was his. By 1951 Bob purchased the ’48 Chief which he still rides. In addition, his father deemed the $50.00 741 Scout to be unsafe. so he traded a new Triumph 650cc even up for it. That was the best cycle deal in Bob’s life. 1951 also was high school graduation, and the start of college. Some extra money was obtained during the next 3 summers by working on cycles. Bobs father had sold the Indian shop in 1952, so the work was done in the “ex” chicken coop at home. 1955 was the big change, graduation from Case Institute of Technology, Akron Ohio ( Now called Case/Western), with a degree in mechanical engineering. This was a year of working days at Goodyear Tire & Rubber and nights on Indian motorcycles.
A short time was spent in the army during 1956 & 1957. The off hours were spent at Herb Reiber’ s Indian shop in Washington D.C.. The ’48 Chief (purchased in 1951) was kept about 2 miles from Fort Belvoir.
After an army discharge in the fall of 1957 Bob returned to Goodyear Tire during the day and worked on Indians at home during the evenings. By 1957 he reopened his fathers shop part time. Selling the Royal Enfield built Indians, servicing them, and servicing the older Chiefs & Scouts. By 1958 Goodyear Tire was no longer in the picture as Bob quit to spend full time at the cycle shop. In 1959 health reasons mandated a move to Florida, and more building of cycles at home, while working at Martin Marietta Corporation. 1961 was a move to California, and the nominal home workshop for night work. Later 60′ s meant trips back to Florida as part of the launch crew on the first 2 moon shots from Cape Canaveral. Gary was born during this time frame and started riding between Shorty & Bob by age 2. In 1970 Starklite Cycle was formed and Bob was back to full time work on Indians. Again Starklite took on the Indian dealership, this time for the Taiwan/Italian built models. This was different, but the main business was restoring the older Indians and manufacturing parts for them. By now Gary was riding. He got his first Indian at age 5, and his second one at age 7. He was given a ’47 Chief at age 5 and he finished his restoration of it at age 16.
As the years have progressed, Indian parts have become increasingly scarcer. This has led to the need to design and build increasing amounts of Indian parts. In 1989 Gary graduated from California State University of Long Beach with an Engineering degree in Manufacturing Engineering. The engineering has helped both Bob and Gary in the production of what we believe to be the best quality of Indian parts available.
The line now stands at over 3000 items. Shorty has done her part by putting up with all of this for nearly 30 years, as well as handling most of the work in connection with the Indian Motocycle Club. Gary has started helping her the last couple or years with much of the mailing and typesetting, as he has become very proficient on the computer.
In the fall of 1988 Starklite moved from Fullerton to Perris. The shop in Fullerton was left in the hands of Wilson Plank, who was employed there for 14 years. He is currently operating it under the name of American Indian Specialists and is running it very successfully working on Indians.
As you can see from this brief background, The Stark Family has three generations involved in Indian motorcycles from 1918 to the present with virtually no interruptions. Starklite is a family owned business involving Bob, Shorty, and Gary, as well as others. Gary is the third generation to be involved.
The most gratifying part of the business has been the amount of nice people we have met. We consider them friends, not just a customer.
ANAMOSA — Motorcycles have been on the road since the mid-1800s. And at the National Motorcycle Museum in Anamosa, you can witness a wide array of their history and influence on American culture.
Step through its doors of the 36,000-square-foot venue and see row after row of motorcycles lined up — are red, yellow, black, silver, gray and orange. Some have thin tires, others are much thicker.
Some, such as the 1927 Brough Superior SS100, black with silver finishing, are elevated on a pedestal.
The collection features rusted antiques and motorcycles manufactured in Iowa. It also boasts display cases with tiny motorcycle drivers on toy motorcycles in every color.
Founded in 1989, the museum in total is home to 400 motorcycles — lining the walls from floor to ceiling — that span more than 100 years of history.
The museum first opened in Sturgis, S.D. John Parham, founder of J & P Cycles in Anamosa and president of the museum’s board, later moved it to Anamosa, where it opened in 2000.
The motorcycles come from around the world, Director Bill Barber said. More than half the collection is on loan. The rest has been donated, said Mark Mederski, special projects director at the museum.
While everyone has his or her favorite, and Barber’s is the Flying Merkel board tracker. The original board track bike hasn’t been restored, Barber said. The antique cycle is orange and features a fully-visible engine in the center and white tires.
Actor Steve McQueen’s 1947 Indian Chief Chopper motorcycle is on display. The vintage cycle even has McQueen’s sleeping bag folded and resting near the handlebars, and an entire section dedicated to stunt rider Evel Knievel.
But the museum offers far more than just motorcycles. There is a section of graphic art, featuring more than 1,100 pieces. Now on display is a fine-art show that features work from artists from across the country.
The artwork has been on display since May 2015. Due to its popularity, Barber hopes to keep the collection up for more than a year.
“A lot of people come in here, maybe their wife doesn’t care about motorcycles, and I find them here wandering through the art,” Barber said. “They like the art.”
The other temporary exhibit documents American custom motorcycles. It features choppers and Honda, Harley and Triumph bikes as well as Von Dutch and Ron Finch.
Visitors can walk through a restored 1920s gas station and take a look at items that would have been sold during the era.
There is an early motorcycle repair shop and even a bright red shiny motorcycle with a matching sidecar. The motorcycle has three lights on its front and a red cover over the front tire. The side car glistens red, with three decorative stripes.
The museum attracts about 20,000 visitors annually, Barber said, and is open year-round. In 2015, it was named an Outstanding Attraction during the Iowa Tourism Conference in Fairfield.
Barber, who lives in Anamosa, has been director since September. He previously worked at J & P Cycles for eight years.
“It’s a constantly changing display,” Barber said of the museum. “I have 451 motorcycles on the floor today, probably another 250, 300 in storage.
“We constantly get more loans in (and) we change the main displays every year. It’s never the same.”
If you go
• What: National Motorcycle Museum
• Where: 102 Chamber Dr., Anamosa
• When: 10 a.m. to 4 p.m., Monday through Friday; 9 a.m. to 5 p.m., Saturday and Sunday during winter
• Admission: $10 for adults, children under 12 free when accompanied by an adult
• Call: (319) 462-3925 or go to nationalmcmuseum.org
Source: Iowa All Over: Museum is a motorcycle mecca
It’s time for an update on values for our Indian Motorcycles. We last published this article in October 2014. Since our last value review we have had a recession with a slow recovery. Let’s see how the bikes are doing value wise. These articles have created a few letters from our members stating that we were creating price inflation, and at these published prices they would no longer be able to afford an Indian. This article is not intended to inflate any values. Our purpose is to report an accurate value of various models. These values have been averaged by interviewing sources on both the East and West coasts, magazine ads, and auction results.
Since our last update values on all Indians have increased. During the past year Indian prices have remained in an upward trend. The past few months show that the upward movement of values is continuing. The most desirable bikes are unrestored projects. People are enjoying the challenge of restoring bikes, and these unrestored bikes are in high demand. The biggest change in values continues with the Four Cylinder Indians. In February 2004 a new record was set for the price of an Indian Four. At the Las Vegas Motorcycle Auction, a 1941 Indian Four sold for $58,000. This same bike will sell for over $70,000 today. This shows they are very much in demand and with very low production numbers they can command a premium price. The next greatest movement in prices is the last motorcycles built in Springfield, the 1952 – 1953 Chiefs.
Every day on the phone we receive numerous requests regarding, “How much is my motorcycle worth ?” This is a very ambiguous question. There are several factors which determine the value of a motorcycle.
1. Condition of the machine.
2. Popularity of the machine.
3. Quantity Produced.
4. Professionally restored.
5. Current Market Price.
First of all, the condition of the machine is of the utmost factor in determining it’s value. The better the condition, or more recently the restoration, the better the value. Also, originality has great importance. The greater the originality, the greater the price. To help determine the condition of the bike a standard has to be set. This standard involves rating the bikes on a 4 star scale with 1 star being the best condition.
However, not everyone is always in agreement on where a machine falls on this scale. Care must be taken to rate a machine properly. A lot of machines will be advertised as 1 star machines when in actuality they are a high 2 star motorcycle. A 1 star motorcycle should be as close to the way it came from the factory as possible. All components down to the fasteners should be original or exact reproduction. All painting and plating should be in perfect condition and the proper color. All wiring should be routed per factory specs. This bike should be able to compete in the Antique Motorcycle Club of America and receive a 95 point grade or higher. To obtain this high score usually takes a high percentage of time and money. It can easily take 1 1/2 times as long to restore a 1 star bike than a 2 star bike.
Based upon the above criteria, you will find the majority of bikes to be very nice 2 star restorations. There is nothing wrong with this. The ability to ride and enjoy your motorcycle is usually more valuable than owning a 1 star motorcycle. A three star motorcycle is one that is in average condition / older restoration, runs well, good paint, or nice rider bike. A four star motorcycle is one that needs work. The bike should be complete, not necessarily running, but completely together with all the parts required. This bike should not be a basket case. A basket case would be a bike completely disassembled usually found in boxes. This type of a bike is hard to value. Usually many parts are missing. Even if you think all the parts are there, you will find as you go to put it together that all the small parts that you missed usually add up to a high dollar amount. If you can avoid it, purchase a four star machine over a basket case any day.
The popularity of your motorcycle and the quantity produced will also determine it’s value. For example: If you have a ’37 Jr. Scout and a ’37 Sport Scout, the Jr. Scout had less quantity produced, but was not very popular, so the Sport Scout is actually worth more. On the other hand, Four Cylinders were popular, still are popular, and were produced in low volumes. This has created a shortage of Indian Fours and has caused the price of this model to enter the stratosphere. The ’53 Chief also has this same scenario. With ’53 being the last year of production, many investors are looking for ’53’s and paying top dollar for them. On the other hand, another good example of the popularity reflecting the value of the bike is the 841 military Scout. This model was produced as a limited edition prototype, with only 1,000 machines produced. However it was never very popular. Therefore this bike does not command a premium price even though it is very rare and difficult to restore.
Professional restoration or home restoration will also make a difference in the final value of the motorcycle. Usually a professional restorer knows a few tricks to update the engine and chassis while still obtaining the original appearance of the parts.
Finally, the current market price is the biggest factor on the value of your motorcycle. The past several years have seen overseas buyers, and investors purchasing bikes for far more than the average motorcyclist could afford. This trend was also helped along by a favorable exchange ratio from the foreign currency into U.S. Dollars. We have also seen this go in reverse, where a motorcycle was shipped overseas then brought back to the States by another buyer. All because of favorable exchange ratios. The past few years have seen the value of the US dollar skyrocket compared to other foreign currencies. We are now seeing many bikes being shipped back to the US so they can obtain top US dollar for their machine. On the other hand, this has driven several models out of the price range of many people. Such as the Four Cylinder models. This has created demand in other model lines. Most notably the last few years have shown more people restoring the 149/249 Vertical Twin models. No market price can take into account the steal of the century, when you unearth that 1940 Chief in the farmer’s barn for $500. But, finds like that are limited or nonexistent any more.
Our table on lists current market prices for several models of Indians. Remember, these are only averages/estimates. It is not the intention of this article to “Set prices”. The prices should be used as approximations only! The buyer and seller ultimately decide the market price/value for a given motorcycle, and some bikes will sell for higher amounts and some lower, since the listed prices are averages.
Antique Indian Motorcycle Value Chart – Condition / Value
| Year | Model | * | ** | *** | **** |
| 1928-1931 | 101 Scout 45″ | 36,500 | 27,750 | 19,750 | 11,500 |
| 1932-1937 | Standard Scout | 31,500 | 27,500 | 18,500 | 9,950 |
| 1934-1939 | Sport Scout | 38,500 | 35,500 | 24,500 | 11,750 |
| 1938-1939 | Four Cylinder | 74,500 | 64,500 | 49,000 | 30,500 |
| 1940-1942 | Sport Scout | 32,500 | 27,350 | 21,900 | 10,300 |
| 1940-1942 | Four Cylinder | 70,750 | 62,500 | 49,000 | 29,500 |
| 1941-1942 | 741 Army Scout | 22,750 | 18,500 | 16,900 | 8,350 |
| 1935-1939 | Chief | 57,750 | 49,500 | 30,750 | 19,900 |
| 1941-1945 | Military 74 Chief | 39,900 | 33,900 | 27,900 | 12,900 |
| 1940-1942 | Chief | 35,500 | 30,500 | 22,500 | 11,750 |
| 1946-1948 | Chief | 40,500 | 32,500 | 26,500 | 13,500 |
| 1950-1951 | Chief | 46,500 | 39,500 | 30,500 | 16,750 |
| 1952-1953 | Chief | 60,900 | 51,900 | 32,500 | 18,750 |
| 1949 | Arrow 149 13ci | 10,750 | 9,250 | 5,500 | 3,750 |
| 1949 | Scout 249 26ci | 15,500 | 10,250 | 7,500 | 3,900 |
| 1950-1951 | Warrior TT 30.5ci | 16,500 | 12,950 | 8,500 | 5,000 |
A55,000-sf, five-story former manufacturing mill facility for Indian Motorcycle has been converted into 45 apartment units for low-income residents in Springfield, Mass.
Originally built in 1890, the new Mason Square Apartments II at Indian Motorcycle now comprises one-, two-, and three-bedroom apartments. Units range in size from 570 sf to 1,150 sf. Amenities include on-site laundry facilities, heat and hot water included, and 24 hour emergency maintenance.
The building’s existing masonry was repaired and the massive interior timber beams were retained. The large window openings were also preserved as approximately 1,300 new, high-performance, double-hung units from Diamond Windows & Doors were installed. The aluminum window frames were painted black to resemble old steel-framed factory windows from the early 20th century.
Mason Square Apartments II at Indian Motorcycle acts as a gateway to the American International College and is located on a major bus route that allows easy access to the surrounding area.
Source: Former motorcycle factory converted into affordable housing
Bob Stark loves vintage Indian motorcycles.
He loves them so much, he will sometimes spend months to years restoring them from scratch. He loves them so much, he has written a short story about his favorite one, a 1948 Chief that Stark purchased barely used for $325. That bike has about 240,000 miles on it, and Stark still rides it today.
And he has even created a museum, the Stage Depot, as the centerpiece of his 15-acre Gavilan Hills property devoted to showing off Indian motorcycles and historical memorabilia associated with them.
It would not be a stretch to call Stark, 71, the world’s foremost expert on Indians.
“Bob has a wealth of information in his background,” said Chuck Myles, who owns and operates an Indian parts business in New York state. “I think Bob has the greatest volume of knowledge. I certainly appreciate his dedication.”
Visitors have come from all over the United States and from foreign countries in Europe, Asia and Oceania to see Stark’s impressive collection. In the museum, there are about 100 motorcycles dating back to 1933 and they still run. To make sure they stay operational, Stark rides each of them once every six months.
The pieces include a 1940 California High-way Patrol motorcycle and two U.S. Army World War II-era bikes, one of which was specially made for the North African campaign, Stark said.
Perhaps the most impressive bike is a 1953 model, from the last year the motorcycles were produced, that Stark built himself. It took Stark 37 years to construct it, he said. Guests can see it all for no charge.
“I just love the bikes,” Stark said. “If you take all the bikes I’ve restored through the years, threw everything together, I think I’ve broken even. I don’t think I’ve made any money on them, I don’t think I’ve lost any. I do this because I love it, not to make a whole bunch of money on it.”
Stark rode his first motorcycle when he was just 9 years old and has been working on Indians for six decades. He picked up his love of Indians from his father, who from 1918 to 1952 distributed the bikes in the Akron, Ohio region.
Stark then passed on his love and some of his encyclopedia like knowledge to his son, Gary, who rode his first motorcycle when he was 4 — a 50cc Mini-Mini — and had five bikes by the time he was 16. In fact, Bob allowed Gary to ride with him on the freeway by the time he was 10.
“I’ve never ridden a cycle that has handled any better than they do for the size of the bike,” Stark explained. “They’re just enjoyable to ride. I can take my hands off and ride for miles without touching the handlebars.”
Today, the two run Starklite Cycle out of the Gavilan Hills property, which is likely the largest supplier of Indian parts in the United States. There are 12 buildings used to store millions of motorcycle parts dating back to the 1930s on the property, and Gary runs the mail-order parts business out of Riverside.
For years, the Starks had a monopoly on the parts business for Indian motorcycles. That’s no longer the case, but the business appears to be doing decently based on the Stark’s property, which at its summit has a clear view of both Lake Perris to the east and Lake Matthews to the west.
“Most of the people that do it today don’t even know what half the parts are; they just do it as a money-making proposition,” Stark said. “I’ve got that advantage, that I know exactly what every piece is.”
From the Willy’s Jeep of motorcycles to a slice of Cake…
So, you think you know motorcycles, do you? From the legendary Brough Superior SS100 to the beautiful Ducati 900SS; the original ‘widowmaker’ Kawasaki H2 to the £70,000 BMW HP Race, countless machines have made their marks on history and its inhabitants, offering exhilarating ways to see the world.
But some of the less mainstream motorcycles have fallen by the wayside, and been unceremoniously buried in the past. We’ve dredged up a few of the weird and wonderful models that have actually made it to production, but not much further… How many of these can you name?
While you may not have expected to read the words Nazi-fighter in this list, the Indian 841 has earned its place in the history books for its unusual, and often forgotten, provenance.
Early in the Second World War, it became apparent that the Allies would require a machine equal to the German’s BMW R71, with which to fight them on the deserts of North Africa. With the task put to tender in the United States, the two stalwarts of American motorcycling – Indian and Harley-Davidson – came forward with propositions.
While Harley proposed the XA – an evolution of its WLA, with a reverse-engineered BMW R71 engine, transmission and shaft drive – Indian went further with the 841, which featured a new, longitudinally-mounted V-twin, designed specifically for military use, with a low compression ratio of just 5.1:1, which allowed it to be run on low octane fuel.
Putting a relatively low power of 25PS (which could be upped by increasing the compression ratio) out though a four-speed gearbox and shaft drive, the 240kg motorcycle ticked all of the US Army’s boxes, who handed the manufacturer $350,000 to Indian to produce 1,000 units. However, by now, the Willys Jeep had evolved to be comparable to the R71, and the motorcycles were ultimately never implemented. The fleet were sold off, and many converted to Indian’s more recognisable spec.
You’ll rarely see an 841 nowadays, and the original US Army-spec models are rare as rocking horse exhaust fumes. But if you’re ever wanting for a weird and wonderful workhorse, you won’t get much better than this.
This one took some Googling… Designed by Malcolm Newell and Ken Leaman in the early-‘70s, the Quasar was a bizarre, semi-enclosed, foot-forward motorcycle, powered by an 850cc repurposed Reliant Robin engine and gearbox and capable of speeds in excess of 100mph.
With the rider sat inside rather than astride the machine, and a streamlined roof sloping down to a dramatic point, it could easily have been mistaken for a Thunderbirds Shadow motorcycle.
Production was a slow process, but eventually began in 1975, with the first model selling the following year. Quasar production then proceeded to pass through various manufacturers, with a grand total of 21 Reliant Robin variants produced. Several more were built with motorcycle engines, and even some with a Bob Tait-designed hub centre steering system. While production ultimately ceased in 1982, the Quasar left a legacy for foot-forward, enclosed machines, with many equally bizarre prototypes following.
The Bimota Tesi (Thesis in Italian) has been a stalwart of any weird and wonderful motorcycles list for decades, thanks to its unique hub-centred steering design. With swingarms at both front and rear, the Tesi dispels any argument that you need forks to really feel the road, instead relying on a system of hydraulic steering and anti-dive technology. The result was a radical feel and incredibly agile cornering, plus the separation of braking forces on the front suspension and steering.
The 1D, the OG, was released in 1990, powered by a Ducati 851 engine, however the design can be traced back to a university project of Bimota designer Pierluigi Marconi in the mid-‘80s. One hundred-and-twenty-seven units of the 1D were produced in a year, followed by the modified 904cc 1D 906 from 1991-92 (20 bikes) and the 1D SR from 1992-93 (144 bikes). Further special editions followed, always selling in limited numbers, and Bimota has quietly developed the design since. The streefighter-styled Tesi 3D emerged in the late noughties after a decade of uncertainty for the manufacturer, while a failed collaboration with Vyrus saw the brand develop their own evolution of the Tesi. Kawasaki purchased a 49.9 per cent share in the company in 2019, allowing Bimota to launch the supercharged Tesi H2 last October, with just 250 built, costing from £59,000 OTR.
While other manufacturers have toyed with the idea of mass centralization (such as Honda’s Elf race project), none have quite managed to achieve the Tesi’s success.
Source: Five weird motorbikes you’ve never heard of | GRR
