1916 Indian Powerplus
Let’s start with a bit of history… on America’s first motorcycle company.
In 1897, George M. Hendee founded a bicycle production company called Hendee Manufacturing. Hendee Manufacturing would eventually come to be called the Indian Motocycle Company (without the “r”), shortened to simply “Indian” and became Hendee’s primary brand name due to a need for recognition in foreign markets as an American product.
1916 Indian Powerplus
In 1901, bicycle manufacturer, racing promoter, and former bicycle racing champion George Hendee hired Oscar Hedstrom to build gasoline engine-powered bikes to pace bicycle races. The machine he created proved to be powerful and reliable, establishing the company’s reputation for outstanding performance. Later that year the company’s first factory was established in downtown Springfield, Massachusetts. The first Indian Motorcycle was sold to a retail customer in 1902, and later that year an Indian Motorcycle won an endurance race from Boston to New York City in its public racing debut.
This activity predates Harley-Davidson by two years.
Indian Motocycles Porcelain Signage
I’m not disparaging or trying to exploit Native Americans. The “wokerati” will undoubtedly object and fan the flames of hysteria on the signage reference, but the first half of the 1900s is when Indian Motocycle featured depictions of Native Americans on their products, signage and in their advertisements.
In 1916, co-founder George Hendee resigned as company president. It was the same year that the United States was embroiled in a conflict with the Mexican revolutionary Pancho Villa, as he repeatedly made raids into the U.S. It was also the first year of a new 61ci (990cc) ‘flat head’ (Gustafson side-valve) V-twin – the Powerplus, which replaced the F-head (inlet over exhaust) type.
1916 Indian Powerplus
The Powerplus motor was designed by Swedish immigrant Charles Gustafson. He was spurred on by Indian’s defeat at the 300-mile board-track race in 1915 by Harley-Davidson. He knew a side-valve motor could be made more reliable than the F-head design and could be tuned for speed more reliably than Indian’s 8-valve racer. The motorcycle oil consumption was stated at 30 mph, 400 miles/qt.; at 50 mph, 100 miles/qt. with an estimated top speed of 60 mph.
Then in 1917 the United States entered into WWI. Indian Motorcycle dedicated much of its production to the war effort. As a result, dealers had limited inventory and retail sales dropped significantly. The company provided the U.S. military with nearly 50,000 motorcycles from 1917-1919, most of them based on the Indian Powerplus model.
1916 Indian Powerplus
In 1923, the company changed its name from The Hendee Manufacturing Company to The Indian Motocycle Company—no “r” in motocycle when the word was used with the name Indian. Indian Motorcycle Manufacturing Company ceased operations and discontinued production of all models in 1953. In 1955, Brockhouse Engineering purchased the rights to the Indian Motorcycle name and sold imported Royal Enfield models branded as Indian Motorcycle models until 1960. More Indian Motorcycle history is HERE.
In 1999, Indian Motorcycle Company of America (IMCA) emerged. America is at a crossroads … they opened and started operations in a different social climate than that of the original Indian Motocycle Company. IMCA was sued in 2000 by the Cow Creek Umpqua of Oregon under the Indian Arts and Crafts Act of 1990 for their use of “Indian”. Today, the company is now a subsidiary of Polaris Inc. as Indian Motorcycle International, LLC, having refocused its branding with far less focus on Native American imagery.
Edison-Splitdorf Magneto
You might recall that I previously posted articles on “Bob”… a remarkable motorcycle restorer and his vintage motorcycle collection in the northwest.
This original motorcycle is from that collection and shows an aged patina as one of the first-year Indian Powerplus V-twin’s from 1916. It is in excellent running condition and was ridden and showcased regularly at vintage events. The Powerplus is a 61ci (997.6cc) ‘flat head’ (Gustafson sidevalve) 42-degree V-twin. The bore and stroke is 3 1/8 x 3 31/32 (18HP), the primary drive was a single-row chain under stamped metal dust cover, the suspension in front was cradle spring front fork with a single multi-leaf spring; the rear had an optional swinging arm and leaf spring, or the rare rigid version. The transmission is a three-speed, hand-change gearbox and foot-operated clutch.. The Powerplus was an influential design of sidevalve engines and encouraged rivals such as Harley-Davidson to follow suit.
1916 Indian Powerplus
This Indian Powerplus is the rare “hard-tail” configuration, which implies to have been manufactured in Toronto Canada and made for the export market. At the time, it was approx $25 less than the rear suspension model. It was purchased in somewhat of a dismantled state and restored using Indian original components. Refurbishment included a complete reconditioning of main-shafts, bearing, cylinders, valve seats and various springs and gearbox bearing/pinions along with spokes and tires. Bob also reconditioned the carburetor, but had to replace the original magneto with an Edison-Splitdorf magneto from the 1930s.
This motorcycle is a fantastic older restoration of a desirable early Indian in original patina condition. It might even be ready for use in an upcoming Motorcycle Cannonball!
1916 Indian Powerplus idling video:
UPDATED — Another post on this vintage motorcycle collection is a deep dive on a restored 1937 Harley-Davidson Model UL Flathead (HERE).
UPDATED — Another post on this vintage motorcycle collection is at: Every Restored Motorcycle Has A Story — The 1913 Single
Photos and video taken by the author.
All Rights Reserved (C) Northwest Harley Blog
In two days the Indian “
Northwest Harley Blog 