Blackhawk Roadmaster Chief cont. - Indian Motocycle Club of Great

Transcription

MOTOCYCLE CLUB OF GREAT BRITAIN
INDIAN FILE ISSUE 41
SPRING / SUMMER 2000
Indian Place 1 – 8531 XH Lemmer – Holland
Fax & Phone: 0031 514 563 244
Buy – Sell – Trade – Engine-Overhaul – Bike-Restoration
The One and the Only INDIAN/MOTORCYCLE museum in Europe
Normally opened on Saturday from 1 ‘till 5 o’clock, but always phone in advance
INDIAN FILE 41
2
LETTER FROM THE EDITOR
2 Keswick Drive
Cullercoats
North Shields
Tyne and Wear
NE30 3EW
18 th April, 2000
Dear Members
Well I have installed new gear pump gears in my 741b, and this has stopped the
wet sumping problem that has caused me to have the reputation as an oil leaker.
We have entered into a resiplical arrangement with a number of other Indian
Clubs to have adverts and wanted items entered into all of the clubs magazines.
So if you want any items or require to sell any items please sent me the details
and I will include them.
As you are all no doubt aware the clubs rally this year is at THE BLACK SWAN
OCKHAM, NEAR COBHAM, NEAR JUNCTION M25 AND A3 SURREY. The
club has approximately 150 members, but we historically only 30 to 40 turn up at
the annual rally each year, lets try and make this millennium year a bumper one
for rally attendance.
As usual I look forward to receiving any contributions; you can contact me at the
above address or the any of the followings telephone numbers, please feel free
to contact me at any time.
Home
Work
Fax
Email
0191 2522840
0191 2592849
0191 2582737 (24 hours)
[email protected]
Good riding to all you Indian enthusiasts.
Regards
John
John D. Wright
INDIAN FILE 41
3
11 TH NATIONAL INDIAN CLUB OF GB SUMMER RALLY
2000
THE BLACK SWAN
OCKHAM
NEAR COBHAM
NEAR JUNCTION M25 AND A3
SURREY
DATES:- 9TH. 10TH AND 11TH, JUNE 2000
CONTACT
ALAN GOULD
COMPTON LODGE
GREEN LANE
OCKHAM
SURREY
GU23 6PQ
Phone number: (01483) 283 198
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
BED AND BREAKFAST IS AVALABLE AT THE FOLLOWING PUBS
COBHAM EXCHANGE 01932 864602 3 MILES FROM SITE
THE FAIRMILE HOTEL 01932 868141 (4 MILES FROM SITE)
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Note – Thanks to Denis Sire for the rally logo. ED
INDIAN FILE 41
4
11 TH NATIONAL INDIAN CLUB OF GB SUMMER RALLY
2000 cont.
AGENDA
~~~~~
th
Friday 9 June – pm
- Arrival and set-up camp
th
- Socialising and quiz
Friday 9 June – Evening
~~~~~
th
Saturday 10 June – am - Breakfast
- Swapmeet
th
Saturday 10 June – pm - Ride out
- Bike games
- AGM
- Awards & Trophies
th
Saturday 10 June – Evening – Rock disco in the Bar
~~~~~
th
Sunday 11 June – am - Breakfast
- Ride out to Brooklands
th
Sunday 11 June – pm - Break camp
~~~~~
PRICES
£15.00 - If paid in full before 1st June 2000 inc Breakfast Sat. & Sun.
Rally badge & entry to Brooklands
£16.00 - If paid after the 1st June 2000 inc Breakfast Sat. & Sun.
Rally badge & entry to Brooklands
Saturday only £8.00 inc. Rally badge
CHEQUES PAYABLE TO :- INDIAN MOTOCYCLE CLUB GB.
Any Queries contact ALAN GOULD
Phone number: (01483) 283 198
INDIAN FILE 41
5
13th Annual Death Valley Run 1999
Every October for the last 13 years or so, members of the Antique Motorcycle
Club of America ( AMCA ) have met in Death Valley, California. October is a
great time of year for Death Valley, not too hot and almost always dry. This years
run, held October 4,5,6, 1999 was no exception.
At one point on the tour I counted 27 bikes. There were 16 Indians, 7 Harley
Davidsons, 3 Triumph twins, and a 1951 Panther side hack. The Indians were
represented by a pair of 101 Scouts, a 1939 Four (ridden by Max Bubeck who
hosted the event), and a plethora of Chiefs ranging from 1938 to 1953. The
Harleys were there in force with a 1926 JD, a 1935 DL, a 1936 VLH, two 1939
WLDD and a 1965 Electra-Glide.
On Monday , October 4th, riders began arriving at the Furnace Creek Ranch.
Folks checked into their rooms, had dinner and used the swimming pool, which
was a very comfortable 85 degrees. There was a rider's meeting held at Max's
room around 8:30 pm.
Tuesday morning about 9 am, we assembled at the Twenty Mule Team Wagon
in front of the hotel to begin a day of touring. Our first stop was at the old
Harmony Borax Works. From there we rode out to Scotty's Castle. This is a huge
mansion, built as a vacation home in the late 1920's by the wealthy Chicago
insurance magnate, Albert Johnson and his wife Bessie. There is a wonderful
story as to why the house is called Scotty's Castle. Park Rangers in period
clothing present tours of the Castle each day. There is supposed to be gasoline
available at the Castle, but for some reason there was no fuel that day. The
round trip was going to be 115 miles. It was apparent that some of the bikes were
going to be in trouble on the way back to the hotel. Fortunately the run is
accompanied by a poop-out truck. Also, Max returned to the hotel and got a pickup truck, about 20 gallons of gas and set about refueling riders on the side of the
road. Our last stop of the day was at the Ubehebe Crater. This is a huge crater
formed by volcanic heat coming in contact with underground water. Steam was
formed, and the resulting explosion blew a hole in the ground you have to see to
believe. After that it was back to the hotel for dinner, bench racing, lie swapping,
and swimming.
Wednesday morning we assembled and left for the Golden Canyon. This is a
photo of tour leader Max Bubeck and your author Gary Smalz at the entrance to
the canyon. A few more miles down the road and we were at the Devil's Golf
Course. The Golf Course is an unusual formation of salt and mud. Next stop was
Badwater, the lowest point in the continental United States. 282 feet below sea
level to be exact. It was time for roadside repairs. This 1953 Chief had been
acting up all day, so Harley dealer , Dale Walksler stepped in and repaired the
carburetor. Dale also operates the Wheels Through Time Museum in Mt. Vernon,
Illinois. Death Valley is a tourist destination for many Europeans. While at
Badwater, this French tourist whipped out a buckskin fringe jacket and hopped
on one of the bikes for an impromptu photo session.
INDIAN FILE 41
6
13th Annual Death Valley Run 1999 cont.
We left Badwater and circled through Artist's Drive on our return to the hotel for
our lunch break. Along the way we stopped at Artist's Palette to look at the vivid
shades of mineral pigments which colored these volcanic deposits.
During the lunch break Micheal Breeding, a well known Indian parts reproducer,
showed off his new Sterling Siren. Michael makes great parts and his catalogue
is available on-line. He also brought a very rare souvenir Hatchet from the 1948
Indian Dealer's Convention held in Washington DC, which was autographed by
Ralph Rogers and other Indian notables.
At 1:30 pm we left for Zabriski Point
We then rode through 20 Mule Team Canyon en route to Dante's View. The
Canyon trip is on a single lane dirt road, and the scenery is fantastic. When back
on the pavement we made the steep climb to Dante's View. From the vantage
point at top you can see the a huge portion of Death Valley. The trip back to the
hotel was via a "coasting contest" down the Dante's View grade. It was allot of
fun. When we arrived at the hotel everyone got cleaned up to prepare for the
Awards Banquet B-B-Q, which was held at the 19th Hole of the golf course. A
recap for Wednesday had us riding a total of 95 miles round trip. We went from
282 feet below sea level at Badwater to 5475 feet above sea level at Dante's
View. All in all, it was quite a day.
Before the B-B-Q I snapped a few photos of some participants. After everyone
finished eating a great B-B-Q, it was time for the awards. Every participant won a
plaque for something. Max made the presentations and the run was officially
over. Some folks left that night, others headed to the swimming pool, while others
just headed for bed.
When all was said and done, it was a great run which I would recommend.
The trip was not over for me though. (See next page)
In this photo (left to right) is Panther sidehack rider Jeff Folin, Max Bubeck and
Indian motor builder Doug Burnett behind his 1944 civilian Chief with Vard forks.
INDIAN FILE 41
7
Part 2 "The Road to Del Mar"
When we left Death Valley Thursday morning, we headed Southeast towards
Nevada. Death Valley is very close to the Nevada border and we ended up in the
town of Pahrump, where we visited a few casinos and spent the night.
Friday morning we got up and took off for Southern California. Our first stop was
Riverside, home of Kiwi Indian. Steve was minding the store and was kind
enough to show us around. The first item of interest was this unrestored Model B
Eliason Motor Toboggan, which was manufactured in the 1940s with an Indian
Scout engine. Another unusual item parked in a corner of the shop was this very
nice Silver Arrow motor boat motor. Steve was very hospitable, and even gave
me one of their in-tank oil filters for Chiefs and Scouts to try out. The filter seems
like a real nice item.
We left that shop and a short drive to Perris brought us to Starklite Indian Cycles.
The first thing we came upon was Gary Stark giving a bath to the new Overhead
Valve Conversion Indian Chief. He later let me take this machine for a test drive
and all I can say is "WOW, that thing is fast". Bob Stark was there and was kind
enough to take me on a guided tour if their museum. This building is crammed
full of Indian machinery. Bob also showed us a custom 600cc Model 741, in a
1936 frame with a Warrior front end. There are two similar bikes in the museum,
and visitors often borrow them to ride around the area. They are Indian two
strokes from the 1970s. Also Floyd Clymer's one-of-a-kind prototype 1967 Indian
Papoose Electric cycle is on display. You can see an Enfield Indian, a Three
Wheel Indian Scout and eight identically race prepped Indian 149 Arrows that are
bored out to 250cc. Tucked away in a corner of the museum is an Indian
motorcycle merry-go-round ride and an Indian boat motor. Upstairs in the attic I
came across motorcycle skis. I believe they were designed for the 149 Arrow and
249 Scout and Warrior cycles around 1950. The last bike we saw before leaving
was this alcohol burning, overhead valve racer from the 1920s. There are more
photos of this very interesting machine on the Starkite Home Page. We said our
good byes and left as it was getting late and we had to get to San Diego that
night.
We stayed in San Diego Friday night and arose early for the short drive to Del
Mar. This event is held at the famous race track. There was an indoor swap meet
for parts, new motorcycle manufacturer booths, vendors galore, a bikes for sale
area, and a fabulous Concours de Elegance. From the "bikes for sale" area a
Crocker for about $70K. An Indian / Vellocette in the Concours. Also there was
Wild Bill Gelbke's Road Dog. This machine is 17 feet long and weighs 3280
pounds. A fitting end for a great vacation.
Gary Smalz
www.sierratel.com/dishtv/cards.html
Check out Gary’s website for lots more interesting information.
(Thanks Gary. ED)
INDIAN FILE 41
8
Pictures
INDIAN FILE 41
9
EURO-SHOP (Resiplical arrangement)
AUSTRALIA:
Wanted:
Inner Rear Brake for 1928 45cu in Short Frame Scout.
John Fryirs (GB-Club member),
PO Box 611, Moss Vale, NSW 2577, Australia, Tel: 00612487-85227.
FRANCE:
Wanted:
DIXIE 42° magneto, can swap for SPLITDORF E model.
Olivier Marchand, F, 0033-614-182-942 (cellular) or email : [email protected]
Wanted:
Desperately Seeking 1916-26 Power Plus V-Twin 998cc.
Jaki Gregory (UK Club member), F, Tel: 0033 493 959 086.
For Sale:
Powerplus 1917 with sidecar, DM 26.000.Chief 1948, restored 1999, all Parts original, incl. Photos taken 1960 with former Owner
DM 40.000.Jo Venancio, Chaumont/F, Tel: 0033-325-324593 or 0033-325-325393
GERMANY:
Wanted:
For 1936 Chief: complete front wheel or front wheel hub.
Hermann Layher, D, Tel: 0049-7261-17275 Fax: 00049-7261-12916
For Sale:
Power Plus Motor,1919 without carb. DM 2.700,-; Prince Motor + Magneto without carb
DM 1.600,-; Edison-Splitdorf Magneto needs resto. DM 400,-; Police Scout 750ccm
1927, orig. paint, needs resto. DM 12.000,-.
Wolfi König, Borngasse 10, D-61169 Friedberg, Tel: 0049-171-7549161.
For Sale:
Scout 101, 1928, German TUEV 1901, powdercoated and painted red, electr. Klaxon,
Bosch generaotor/magneto unit, 750ccm restored by Peter Bahr, incl. Stewart-Speedo
(km face), drive, sprocket and cable DM 28.000,- (without speedo and drive DM 26.000,)
Thomas Meyer, Beverwehr 22a, D-27432 Bevern, Fax: 0049-4767-820108
For Trade:
My 101 Scout (1928, 600ccm), Motor restored by Prof. Bikes, Magneto rebuilt, original
title, Corbin, trade for dry-sump Chief (1935up) in restorable condition (no junk please).
Ralf Multhaup, D, Tel: 0049-721-9687262
Wanted:
Chief 1935-39 in need of restoration, uncomplete condition no problem, also looking for
parts like frame, fork, motor. Holzauer, D, Tel/Fax: 0049-6650-8737
For sale:
- for Harley (Knuckle?): Linkert carb M74, 1 1/2", good condition
- for Harley 1200 VL : 3 speed gearbox complete with clutch, good condition
- for Harley F/J-model: primo- chainguard, needs work
for Indian Scout: early 20/21: primo- drive cover with " Hendee Manufacturing",
For trade :
- for Excelsior: Super X cylinders and other parts, good condition for Indian Chief 1930
cylinders / heads
Wanted :
- for Indian Scout 101, 1929: oilpump. - for Indian Chief 1930: cylinders, heads (
URGENT!!!) , front lamp, tool box.- for Excelsior Super X: petrol tank, fenders, and all
things you can offer me
Christian Spaeth, Rehschaln 45, D - 94081 Fuerstenzell.
Tel: 0049-8502-695 E-Mail: [email protected]
INDIAN FILE 41
10
EURO-SHOP cont. (Resiplical arrangement)
GERMANY: cont.
Offer:
Repair and new manufacture of leather seat and saddle bags.
A. Meier-Niespodziany, D, Tel: 0049-211-2611988
Wanted:
INDIAN Chief, Sport-Scout or Scout, 1930 - 38, in running condition.
Peter Würtenberger, D, Tel: 0049-6154-58531, Fax 58532
E-mail : [email protected]
For Sale or Trade:
Sidecar for Chief (1940 - 53), left hand mounting, restored, 4 point connection, black/red,
orig. connections, German TUEV, top condition, make offer or trade against Powerplus
or Indian 4 with value difference paid cash.
Anton Merkle, D, Tel: 0049-8382-89744, Fax: 0049-8382-888127.
For Sale:
Good copies, partly in colour, of original brochures Prince, Scout & Chief
For Trade:
Old Harley-Enthusiasts for Indian-News.
Wanted:
Original Indian-News.
Lothar Mootz, D, Tel: 20.00up 0049-2065-52668 or Fax 55556.
Wanted:
Any information (detailled photos, broschures, drawings) on Scout Service Cars.
For Sale:
Book: Carrol, Indian Chronik 1901-53, Heel Verlag, DM 45,Erlend Beth, Virchowstr. 8, D-66119 Saarbruecken.
Tel: 0049-681-854984, Fax 0049-681-33814, E-mail: [email protected]
For Sale:
Now available (in limited quantity) sizes S & M (custom made): Black INDIAN Pullover,
white script front and rear, heavy knit cotton, DM 10,-/each are donation for German
Club. Size L & XL: DM 89,95 + postage, sizes S & M: plus DM 20,-.
Matthias Elvenkemper, orders in German: Dirk & Anja Schiffer, D, Tel: 0203-439271,
email: [email protected], orders in English: Tel: 02066-54245, email:
[email protected]
Wanted:
For my 1918 Power Plus with left-hand sidecar a picture or a technical drawing or better
even the part which changes the kickstarter from left to right. Offers to:
Guenther Russek, Parkhotel Dessau, Sonnenallee 4, D-06842 Dessau.
E-mail: [email protected]
For Sale:
Video "Boardtrack Racing 1919", featuring Gene Walker on 8-Valve-INDIAN and Teddy
Carroll on INDIAN with FLXI sidecar. Movie was used for marketing purpose so some
information given in the subtitles is contrafactual. Filmed 11th October 1919 at
Sheepshead Bay, New York by former INDIAN distributor Frantisek Marik of Prague,
Czech Republic. Approx. 12 min. long. Excellent quality. VHS tape, PAL format. DM 55
including S&H. Send Eurocheque to:
Harald Willmsmann, Postfach 190255, D-47762 Krefeld, Germany.
For Sale:
VHS-Video "INDIAN Rallye in Potsdam, 1993", DM 30,-VHS-Video "INDIAN Rallye in Scotland, 1995", DM 50,-Wolfgang Schaelte, D, Tel: 0049-2377-783377.
Email: [email protected]
INDIAN FILE 41
11
EURO-SHOP cont. (Resiplical arrangement)
GERMANY: cont.
For Sale:
Good 741 flywheels with rods/ons DM 350,- OBO; INDIAN-Zippo lighters, various models (photos
via Internet), DM 70,-; Zippo leather pouch with INDIAN-Script-Stamp, now also available in
brown, with belt clip DM 39,-; huge poster INDIAN 439 in original size, colour, ca. 290x120 cm,
DM 120,-; INDIAN-Keytainer, black or brown leather, like original DM 25,-;
For Sale or Trade for Sport Scout parts:
INDIAN wrist watch, 1940’s, manufacturer Bulova, gold-filled rectangular case with slight curves,
stainless steel back, raised golden numerals and golden hands;
Matthias Elvenkemper, D, Tel: 0049-2066-54245, Fax 54246.
Email: [email protected]
For Sale:
Indian-Seat with original cover, black, DM 700,-; complete set of transmission gears for 1940 to
48 Chief, made in Germany, metric Module, DM 1.000,Dirk Schiffer, D, Tel: 0049-203-439271, email: [email protected]
NETHERLANDS:
Wanted:
For my museum project: a Prince frame and fork complete if possible, otherwise offer parts.
Tony Leenes, NL, Tel/Fax: 0031-514-563244
For Sale:
Hydraulic lift for Chief and other bikes. Min. Height 105 mm, Max. Height 472 mm, DImensions
960x700x140mm, Weight 45 kg. capacity: 500 kg. Price DM 310,-- plus S&H
Hans van Heesch, Netherlands Tel: 0031-485-452215
email: [email protected]
For Sale/Trade : Set castings-patterns for 741-frame & fork casting lugs, make an offer or trade
for Chief-basket. Info:
Martin Baltes, NL, 0031-523-265440 or email [email protected].
SWEDEN:
Wanted:
Clincher rearwheel 3,85”x 25” with outer- and innerbrakes for Indian Scout 1927-28, sidecarwheel
3,85”x 25” clincher for Princess.
Kjell-Åke Nilsson, Södra Skolgatan 5, 264 33 Klippan, Sweden.
Tel: 0046-(0)435-14989
For sale:
A pair of "new" (500km) tires, 5.00”x 16”, COKER, with 2" white sides. Price each 2000,- SEK. A
pair of "new" (never used) tires, 4.00”x 19”, DUNLOP Gold Seal K70 including tube. Price each
650,- SEK.
Leif Jostrand, SWE, Tel: 0046-(0)31-296923 Fax: 0046-(0)31-296922
Wanted:
INDIAN Army motorcycle, 500, 600 or 1200cc, ready to drive.
Leif Jostrand, SWE, Tel: 0046-(0)31-296923 Fax. +46-(0)31-296922
For Sale:
Indian Chief 1946, originally sold in Sweden 1947, three owners, black, unrestored running
condition, low mileage, solo and twin (HD) seat with chrome rail, windshield, HD saddle bags,
original handbook. Make offer.
Jan Hallgren, Gavle, SWE, 0046-26-107907
or use my friend’s e-mail-address [email protected]
Wanted:
Parts for INDIAN Scout 45” 1932-37 and/or Chief 1932-37. I’ve got a lot of earlier Indian-parts for
trade if interested.
For trade:
I will trade my Harley-Davidson 1200 cc 1936 against an INDIAN Scout 45” 1932-37, Chief 193237 or Sport Scout 1934-37. The Harley is a very complete restorationobject in good condition.
Peter Johansson, SWE, Phone & fax: 0046-918-22020.
INDIAN FILE 41
12
INDIAN MOTOCYCLE CLUB EVENTS & OTHER
INTERESTING DATES
(Resiplical arrangement)
AUSTRIA:
28. / 29. / 30. July 2000: The Austrian Indian Summer 2000, International Indian Meeting
Info & registration: H. Nussbaumer, phone/fax: 0043-7612-77414
also look at: www.indianclub.de/club/termin.htm
GERMANY:
17. / 18. June 2000: Motorama (show & swapmeet) in Kaiserlautern, Germany
Info: phone: 0049-6306-2880, fax: 2860, www.oldtimermarkt-motorama.de
23. / 24. / 25. June 2000: 2. Nordsee-Classics (Rally for cars & motorcycles up to 1973) in
St.Peter-Ording, Germany
Info: 0049-40-6117080, fax: 61170815, www.mototevival.de
30. June, 1. / 2. July 2000:National Indian Rally Germany 2000, of IMC Germany at medieval
castle Ronneburg near Frankfurt/Main.
Info: Lothar Mootz, phone: 0049-2065-52668 (evenings), fax: 55556, email: [email protected]
NETHERLANDS:
28. May 2000: Indian-RUN Amsterdam a very special RUN Start at exactly 10.00 hour please be
there on time in Durgerdam, Amsterdam North, at Camping-ground „de Badhoeve“ Organized by
our members: Ron Boot Tel: 0031-206733852 or use E-mail: [email protected] and
Valentijn Langelaan Tel: 0031-774673527
23. / 24. / 25. June 2000: National Indian Rally Nederland 2000, of SIMCN. At recreation park
"het Ermerstrand" Tel: 0031-591564014 in Erm, Sleen in the Province of Drenthe. For information
call Peter van der Vlis Tel: 0031-513432377 Or look at:
http://home.plex.nl/~imcn/main/events.html
15. October 2000: the AUTUM-RUN of SIMCN, Organized by Sjaak Steur en Ben Huisman For
information call Sjaak Steur Tel: (0031}(0)555422494.
26. November 2000: WINTER-RUN and PEA-SOUP MEETING Welcome at 11.00 hour in the
Indian-Harley Davidson museum of Max Middelbosch. address: Oude Almeloseweg 24, Zwolle,
NL. Tel: 0031-384534136
SWEDEN
9. - 12. June 2000: Bikemeet in High Chaparral, Sweden, Info: www.highchaparral.se/
INDIAN FILE 41
13
CLUB MEMBERS ADVERTISEMENTS
WANTED
DESPERATLY SEEKING 1916-26 POWER PLUS V TWIN 998cc. JAKI
GREGORY. TEL FRANCE 00334939599086.
REAR LAMP BRACKET FOR741B. MARTYN THORN. TEL 01705-550021.
47 AMMETER, DYNAMO FOR CHIEF. STEPHEN WOOD. TEL 0121-476-6761.
TIN PARTS FOR 1914 TWIN, ALSO HUBS AND RIMS NEEDED JOHN
SLOPER TEL 01727 872692
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
FOR SALE
47 CHIEF FRONT CAM, OIL SCAVENGE VALVE FOR CHIEF. STEPHEN WOOD.
TEL 0121-476-6761.
INDIAN 741B, 1942, GREEN /MILITAIY THIN,, ORIGINAL LEATHER PANNIERS.
EXCELLENT MECHANICALLY, NEW MCII, WORKSHOP AND PARIS MANUALS.
SOME SPARES. NEAR SALISBUIY. WILTSHIRE. £5.450 O.N.O.
TEL, JONATHAN 01725 511971 (SEE PICTURE BELOW)
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
WELCOME TO NEW CLUB MEMBERS
RAY BLOSS
CAMBS
741B
MARCEL VANDENBUSSCHE
BELGIUM
ALAN GOULD
GWENT
MALCOLM IVES
BERKS
1947 CHIEF
IAN ROY
SHROPSHIRE
741B
RAYMOND LOCKET
STAFFS
1954 BRAVE
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
INDIAN FILE 41
14
1951 50th Anniversary Blackhawk Roadmaster Chief
Restoration
My 1951 80" Indian Blackhawk Chief, 50th Anniversary Model 351. with its serials, Motor
C-4338 B and frame C-4338 she is essentially a matching numbers, 'zero repro'
machine.
After 6+ months of looking daily and researching chiefs for sale on the WWW, all in
various stages of disrepute, I purchased this one via the Internet which was located in
Medusa New York, in May 1999. John, the previous owner for 38 yrs called her 'Mother'
and was naturally, very sentimental about giving her up, Before John, one other N.Y
owner, and originally the New York Police Dept, (then PDNYC). While this is not officially
confirmed I have based it on the following, many of the late chiefs were destined for the
Police markets, it had white police hand grips, a max hand on the speedo, both rear
fender cutout's for the heel actuated siren, front fender had the two holes for the precinct
plates, the battery tray is larger to compensate for a larger generator & battery combo.
The late '51 rear wheel corbin speedo read 28,491 mi on delivery.
I received it Aug 1999 after missing the first boat by just 1 day and delaying by a further
6 weeks!. The call I had been waiting 6 months for came and I dropped everything to go
down to the Port. I have to say, when I finally cracked open the well built container, I was
very disappointed, actually somewhat shocked. It was very run down and rat looking,
nothing like it looked in the 6 photos which, along with numerous emails was all I had to
make a purchase decision.
Try to remember photos almost always show the subject in much better light than it
really is, if someday your in the same predicament, for instance chrome in the pictures
can be just silver tape!.
INDIAN FILE 41
15
Blackhawk Roadmaster Chief cont.
Still it would take more than cosmetics to ruin the high of this day. Once rolling on terrafirma again, I just parked it up and walked around it for 1/2 hr, watched with "WHAT!, you
paid that for this.." looks from three of my mates.
O.K off with the leather (later it would take a gallon of Neatsfoot oil to soften), and on
with the engine degreaser which I let sit for another 1/2 hr. While waiting minutes for the
degreaser to penetrate decades, I started looking a little closer, mentally armed with
many-a-fact I had memorized while waiting for delivery ...spouting aloud... that's the
wrong front crashbar - its a scout one, hey it's the wrong year carb and that's not an
Autolite coil, damn that's a 46 speedo, a Jawa horn, a Bosch Generator... Still it would
take more than a few incorrect parts to ruin the high of this day.
Out with the water blaster and I blasted the last 30 yrs of grime from the bike, it didn't
look much the better for it but I sure felt better, sort of like I had blasted John, the prev
owner from the bike as well and it really was mine now!. I dried it with the air compressor
and heat gun and generously sprayed it with CRC. ( I don't use WD40, this absorbs
moisture and will go milky with time). After routine maintenance like renewing oil's and
fuel's, checking timing, new spark plugs and cleaning points I got it running. "It's
alive...its alive", I cried, now I had completely forgotten about its faults!. Then after
several other adjustments she was ridden 150mi or so. After making the decision early,
after viewing many true baskets, to buy a mostly complete, mostly original ride, I had
initially hoped to just maintain her and keep that character of a riders bike. After
spending a week detailing and cleaning it, much of which involved rubbing aluminum foil
into the rampant rust covered chrome (this works a charm, try it!) , it wasn't to be, I found
myself artificially aging, matting back painted bits, stuff I had worked on, just to blend
with the bike. It was beginning to look like a half-assed restoration, still I persevered until
one afternoon I accidentally spilled acetone on the tanks which immediately went
opaque white, this the final straw, the nail, and it spurred on this full nuts and bolts,
ground up restoration which was started in Oct 1999 and was just recently completed
Feb 2000.
This represents a four month labor of love restoration, but very intense, i.e. fulltime, most
days, nights, and weekends. The objective of the rebuild was to preserve originality
(remember this bike was complete and mostly original already) while incorporating any
improvements that would go largely unnoticed by casual observation. Fortunately the
IORNZ Rally Feb 18-20 provided a deadline which gave me much motivation during the
late hours out in the workshop. Doing the tedious preparation work, like leaning into the
wire wheel on several hundred fasteners and the likes, while I glanced at the space
where my mount once was, my heart sank, I felt as it had been stolen from me!.
I also wanted and tried, though somewhat without success, to do the restoration entirely
myself, or at least have complete control of it. I mostly sought advice and options before
proceeding but any tasks I had to farm out, was on the condition that I could be there
and wanted be fully informed as to what was happening and why. In most cases I was
allowed to help with the work. I remember the day passing quickly in the paint shop after
paint stripping as I dremmeled (this is the best tool I had for this restoration - simply a
must have) away the frame casting marks, bronze speltering splashes etc before
blasting and priming it all on there shop site before the painters laid down the final
coat(s). Over restoration?, maybe, but this is my mount and I pride myself on attention to
detail and am satisfied with nothing less than perfection, I believe this is the single
biggest reason for the result. I am not in the trade or even the industry so I hope this
provides motivation for other d.i.y's who are tentative about doing the restoration
yourself, believe in yourself, use this medium to ask questions, use the experience of the
multitude of regular contributors and resources out here and you CAN do it yourself.
INDIAN FILE 41
16
What's been done?, well actually a full ground up nuts and bolts restoration with
everything taken apart as far as it can go and all back to bare metal, all sheet metal
including tanks (usual probs) were immersion dipped then metal finished (outwork), i.e.
no body filler, plastic or otherwise used. Upon stripping down the running gear and
inspecting , I found the cam gear to be in excellent condition with only reprofiling and
linishing of surfaces necessary and replacement of two roller rivets. I measured the
cams and found them to be bonneville and followers standard, but wait, the lifters should
have been bonne also and must have been swapped out at some stage (unscrupulous
dealer maybe!?).
Hoping this was a sign of the state of the rest of the motor, I continued pulling it
down...Alas it wasn't to be...
Below, the crank pin and drive pin needed replacing, more from deep pitting from dry
rollers during it's long periods of sitting, rather than wear, a crank thrust washer was split
in two, (incidentally the new crankpin required .001" machining off its taper). Installed
.003" over big end races and new undersized rollers and new bearing cages etc (drive
and pinion cages are same as 741 which I had plenty NOS). Conrods were deburred,
polished, magnafluxed, straightened and sent away to be shot-peened.. Crank balanced
to 65% +/- 1%. I believe I was the first to crack these cases open since it rolled out of
Springfield. I measured .008 or so cylinder wear in the jugs thrust surfaces and managed
to have bored out to just .010 over, incidentally the reconditioner (I use this term lightly)
broke the top fin off the rear jug while pushing out the old guides, but first tried to tell me
it came off in his hands, no kahuna's, so consequently they did not receive any
payment.; It's well repaired and impossible to detect now painted...but still!..
Previous to this mishap I removed the Chevy 305 (or 327) inlet valves and the' Made in
England' heavily domed exhaust valves of unknown make. It also had solid skirt Robbins
pistons of std 3.246" dia which had broken lands between ring grooves, I don't know if
these pistons are OEM?, I think they were used in fours?, but the bore has never been
sleeved, so why are they there, what happened to the originals?.
Fitted new .010" over pistons, rings & pins, (JCC T-slot), valve guides, valves (Eaton
SS), and new dual bonne springs, again much attention to porting and polishing given
(with poss some drawbacks, more on that below).
The excellent hi temp silicon impregnated stainless steel core James Gaskets have
been used exclusively during re-assembly, I won't use anything but now.
Further protection is provided by magnetic drain plugs all round, large magnet in the
bottom of the oil tank and the use of internal oil filter inside on the return line. I removed
the notorious feed check ball from the pump, reseated the return ball in its seat and have
no wet sumping probs and big piece of mind. The gears in the pump were near perfect.
After replacing the distributor sleeve in the pump, I started on the distributor and carb
rebuilds with the usual throttle shaft and dissy shaft bushes being replaced.
INDIAN FILE 41
17
The left crank case, inner primary cover and alum oil pump required minor welding
repairs for hairline fractures, then everything was media blasted with a mica/alum dust
mix then hand polished with 3M ScotchBrite pads and CRC, actually I have never seen a
better finish. The cylinders were phosphate treated (POR Metal- Ready) and painted
with POR Engine Enamel and baked for several hours. POR-15 tank sealant was also
used in the now sound tanks with so far great results.
As I tackled the gearbox, starting with two new semi-sealed bearings I also separated
the primary and added '52-'53 seals to the hubs and sealed the connecting galleries.
After having a countershaft bushing made to replace the one that had been spinning in
the case and correcting the cluster gear end float with thrust washers, I found a near
mint slider gear I had in stock and replaced the old one which showed signs of the case
hardening almost gone.
The primary chain was so stretched and at the end of it's adjustment, it was starting to
gouge away at the cases, I don't believe it was the original or correct chain as it had
connecting links, off which the clips had long since vanished!. All fiber clutch discs were
then slotted and drilled, an extra 1/16 disc added to the stack and the gearbox is using
80W/90 and the clutch, ATF. Result is a very much improved drive and gear train, no
more 1st gear grating, slipping or chattering on this baby!. I replaced the chain with a
heavy duty (630) O-ring chain and re-routed the cam breather away in an effort to keep
the whitewalls, well, White!.
Wheels and hubs, front forks and steering head all rebuilt with new bushes, and
improved seals, sealed bearings, new rollers and felts etc.UNF & UNC drum studs had
been interchanged between front and back drums resulting in the galling of threads and
not so tight drum/hub fits that had already sheared off two studs on the rear. These I
corrected with keen-serts (like heli-coils with tangs you drive down). Hubs and drums
then blasted and prepared for powder coating after softer modern linings were bonded to
the shoes and radiused to the newly machined drums. Wow, now I actually have
brakes!. One rim was re-plated, one replaced because of depth of rusting, and spokes
and nipples replaced with all SS sets. I laced the wheels myself but had the hub offsets
and truing done professionally.
Paint and Plating, hard to easily re-plate parts like pushrod covers, head bolts, front
engine mounts etc were cad plated and then heat treated against hydrogen
embrittlement, but almost all small parts and fasteners were Zinc plated (silver
chromate). Some de-plating was done on parts that were chrome plated when they
should have been painted and all parts that should be chrome, re-plated with triple pass
process. This being, soft nickel, hard nickel, then chrome, (no copper). The plater's did
not treasure these 50yr parts as much as I did and several needed re-done as some
come back with dents in them even, and others were over polished and distorted.
INDIAN FILE 41
18
My worst experience was with the electroplaters, in fact the fork dust covers have been
put out of round by heavy handed buffers to the extent they are removing paint on the
fork tubes better than a paint scraper. I think beveling the edge off the covers will relieve.
Initially I was going to powder coat the frame and larger castings, but due to the amount
of oil in the frame this was ruled out (seems the oil tank breather was routed into the
down tubes in the Blackhawks?).
We tried to bake it out for a day but it just kept on flowing out. It was finally painted (jet
black) 2k 2-pac and baked. The finish is all you could hope for, deep, glossy and very
black, and this could never be matched by powder coating.
All the other major sheet metal was also 2k 2-pac & baked (this time midnight black but
with clear coat). Unintentionally we got a very subtle white pearl in the finish, still don't
know where it came from but its barely noticeably amongst the dust that new black paint
prides itself it in attracting and showing up so well. The finish is also near perfect but
only achieved by weeks and weeks of fastidious preparation.... Pity that the frame
mounted horn has already made a mess of it on the front fender on the rare occasions it
has bottomed out!. Mind you this one's a rider anyway but I'll touch it up this Winter.
To-date (since completion 17 Feb) it has done 460mi with no pipe discoloration or so
much as an oil leak so far, however it does have a big flat spot under acceleration (3050mi) which I have put down to having the inlet manifold and passages too damn
smooth and thereby loosing some turbulence effect for fuel/air mix. I hope to remedy by
putting the old nozzle and venturi back in it (I had prev kitted it out for bonne specs),
and/or Mig welding some tit's or humps or something inside the inlet manifold 'vee'.
Either way I'll let you know what happens, but in the meantime it's tolerable and even
has the effect of acting as kind of a governor!.
Update 23 Feb 2000
Tonight I have just returned from a road test after changing the bonne nozzle and venturi
back to std set and the difference was immediate, no more latency or flat spots, no more
hesitation and back firing under throttle load, and the needles now find the window
between to rich and too lean, previously it was hard too know where the too rich setting
was. So now I’m very happy, the bike runs as good as it looks! - Moral of the story,
bigger is not better, though interestingly enough that bone combination worked well prior
to the rebuild and porting. Some 700mi completed now.
“I don't know what was more stressful or heartbreaking, it
being completely apart, or partially complete”
G.C 02/2000
By Greg Coney
Indian Owners Register of New Zealand (IORNZ)
INDIAN FILE 41
19
9th Annual Redskin Rally - Feb 18-20 2000
Tahunanui, Nelson, South Island, New Zealand
By Greg Cooney
I left the capital at 1pm on Fri 18th on my just, and I mean 'just' restored '51 Chief
. The day was gray, overcast and basically bleak, very windy and just starting to
rain. As I had only 40mi on the motor and had just sorted the heat range of plugs
after trying 3 sets the same morning I was feeling a little apprehensive.
The 3 hour crossing between the islands on the Interislander Ferry, the 'Aratira',
was very rough and many a green hued face was looking into the supplied plastic
bags. I was 'green' also but more from worry about the 20 or so 'other' bikes that
might 'domino' into mine if the owners didn't take the same amount of care in
tying their rides down.
Off the drunk and disorderly Ferry at last, and about to start the hour and a half
journey to Nelson, which because I was just running in, I thought would take over
2 hours....
But as fate would have it, it would turn out to take some 3 hours to complete. The
351 was running pretty well, the scenery was beautiful and the roads well
maintained and remarkably free from traffic - a definite benefit of South Island
touring
That was, until the bottom of Rai Valley, where it started running very roughly
and firing on one or the other cylinder, smelling very rich etc due to a very weak
spark. My first thought ''damn wish it was magneto'!
From the onset I knew it wasn't charging the battery but I was confident I could
make it on a full charge, and normally would have, however I didn't count on the
brake light switch getting stuck on and draining it continually!.
It wouldn't kick start but I crashed it down the hill and managed another 10-15km
(uphill) before dark (and guilt, only 100mi for break in before this abuse) set in
and I had to get towed 7 km from the outskirts of Nelson. (I have since converted
to 12 volts)
I was exhausted from the nights activities and just retired to my unit to change
the oil and re-charge both myself and my ailing battery.
The next morning, I awoke to the sound of that venerable v-twin note, the
unmistakable Indian din, the popping, crackling, and gunning of Indians all
around me.
I quickly rubbed it down (the bike that is!) and hit the road to join up with other
owners and friends who had covered epic distances to converge in Nelson for
the annual meet.
Some 60 machines turned out this rally (next year, the anniversary, we hope to
have 100+), and the weather held up for a fine day. After a brief for the day's
upcoming memorial ride and activities we mounted up and headed convoy style
through Brightwater, Waimea, Redwood Valley, Motueka and into Mapua for
lunch and let the tail end charlie's and older bikes catch up.
At Mapua we had a BBQ lunch washed down with a few ale's from the local
tavern, and then posed for a club photo outside the fire house. One casualty on
the way, a 741 with the throttle sticking open, fortunately both went down on lawn
and neither suffered much.
INDIAN FILE 41
20
9th Annual Redskin Rally - Feb 18-20 2000 cont.
A few more ale's and then an axe throwing competition (great mix huh!) in which I came
2nd, having to split grass against the eventual winner by throw-off, IORNZ editor, Barry
Franklin.
We mounted up and left to visit Mr Duncan Rutherford's private classic vehicle collection
at an apple packing factory half an hour or so away.
This consists of some 300 vehicles crammed nose-to-tail in sheds throughout the
district. Of the sheds we had access to, they were mostly original, rare and well
maintained down to logs such as when the battery was last charged and motor run etc.
All cared for by Duncan who is in his mid eighties, never married, with no siblings.
His collection was diverse but being a Ford enthusiast I did notice a distinct lack of this
marquee, I think I found only one.
Here, hidden conspicuously in iron sheds and covered in dust, were Cabriolet
Studebaker's, Hudson's, Borgward's, supercharged Graham's, Buick's, Massaratti's,
Rolls Royce's, Vanguard's, you name it.
It was a few hours very well spent, but alas, despite much looking, no Indians were
discovered hiding in any of them!
We eventually stopped drooling, gave up on the idea he was going to give us one each,
and dragged ourselves away to make our way back to camp.
A clean up and rest up for the evenings festivities was in order.
The evening consisted of many drinks, an AGM, the prize giving and lots of good
company and lighthearted bullshit. ( thanks to all who voted for me, resulting in the
coveted Riders/Peoples choice award as well as best Chief)
The rest of the evening was spent in heapum pow-wow with the tribe while consuming
muchum tonic ( some of which was bootlegged on a reservation and smuggled in for our
enjoyment!).
It was still in full swing when I left, and some forty minutes later I found my unit which
should have taken 2 minutes if I had left in the right direction!.
Sunday after breakfast, for those who could stomach it, everyone slowly departed. I
stayed an extra day to visit a sister nearby, and had a good trip back both on the road
and on the seas, Monday.
Most of the bikes were 741's, mostly, civilianized with fewer military and some rats.
Together with a sprinkling of Chiefs '28-'51, a '19-'20 Powerplus or two, a Sport Scout,
the single, two choppers, a couple of 101's, several std scouts and a military 841, it was
a sight to behold.
Earliest ridden machine 1910 Hendee Single, a little sweetheart, and the Latest ridden
machine, my '51 Blackhawk.
A big thanks to David and Debbie, the organizers who made it all happen, I for one, and
I'm sure everyone else, had a great weekend.
By Greg Cooney
INDIAN FILE 41
21
9th Annual Redskin Rally - Feb 18-20 2000 cont.
INDIAN FILE 41
22
the
“Century Ride Home”™
Celebrating Indian Motocycle Co.’s
100th Birthday
Don’t miss the greatest road run of the new millennium
(tentatively scheduled to end on July 14th, 2001)! Help
celebrate the Indian Motocycle Company’s 100th birthday and
raise money for the Cystic Fibrosis Foundation! We will leave
our shop in Riverside, Calif. and travel 3,000 miles to
Springfield, Mass. stopping along the way for some special
events (part of the trip will be on historic “Route 66”)
including a stop at the AMA’s Motorcycle Hall of Fame
Museum in Ohio. It will take approximately 10 days to
complete and you may join us at any point along the way. We
will have complete media coverage at all the major stops. We
hope to raise $500,000 for the CF Foundation by the end of
the run. If you would like to help this great cause by riding
(you don’t need to ride an Indian to take part in our run), or
sponsoring a rider or co-sponsoring the event itself, call or
fax us at the number’s below, or e-mail us at:
“[email protected]”
Thank you for your help!
Kiwi Indian Parts
17399 Sage Ave.
Riverside, Calif. 92504 USA
ph (909)780-5400 fax (909)780-7722
INDIAN FILE 41
23
THE INDIAN MOTOCYCLE CLUB GB.
AND THE INDIAN RIDERS ASSOCIATION.
SPARE PARTS SCHEME
ALAN GOULD
COMPTON LODGE
GREEN LANE
OCKHAM
SURREY
GU23 6PQ
Phone number: (01483) 283 198
THE SPARE PARTS SCHEME IS A NON-PROFIT MAKING
SERVICE TO MEMBERS OF THE INDIAN MOTOCYCLE CLUB GB.
AND THE INDIAN RIDERS ASSOCIATION.
The object of the scheme is to stock parts for routine repairs and
maintenance of the more popular Indian models. If you need parts for
major overhaul or restoration work, there are dealers in America and
Europe who can supply you. I have lists of recommended dealers
available on request.
Prices are kept as low as possible, and are subject to change without
notice.
Postage and packing is extra. For orders under £10 please add £1.
For orders from £10 to £30 add 10%. Orders over £30 and foreign
orders will be invoiced for postage.
WHEN ORDERING PLEASE STATE MODEL AND YEAR.
MAKE CHEQUES PAYABLE TO INDIAN MOTOCYCLE CLUB.
Thank you.
ALAN GOULD
INDIAN FILE 41
24
INDIAN PRICE LIST
ENGINE
37350
38439
Nut, mainshaft pinion, LH thread
Circlip, wrist pin retaining
Flat washer, cam case screw (set of 12)
Drain plug, brass, hex head
Chief cam case screws & washers
Iron oil pump screws & washers
£1.00
£1.00
£0.50
£1.00
£5.00
£5.00
Clutch plate, Raybestos 1/8’
Clutch plate, Raybestos 3/16’’
Clutch spring
Nut, clutch hub, LH thread
Spring kick-starter, Chief / Scout / 741
Nut kick-starter pinion clutch
Friction disc, clutch pedal
Shift knob, original type black plastic
Ali shift knob with Chiefs head
Seal, clutch release worm (replaces 20b294 packing)
Felt washer, gearbox bearing seal
Lockwasher, engine sprocket
Lockwasher, clutch sprocket
Lockwasher, clutch hub
Lockwasher, clutch spring plate (set of 6)
Clutch spring plate slim nuts (set of 6) both sets new product
Lockwasher, transmission sprocket
Lockwasher, kick-start pinion clutch
£9.50
£14.00
£1.50
£2.00
£5.00
£1.50
£2.50
£8.00
£14.00
£0.30
£0.50
£1.00
£1.50
£1.00
set
set
TRANSMISSION
25B94
28B154
22B36
20B38
40277
A252380
20B312
41243
763003
16A164
20B47
20B62
20B 757
20B56
37647
20B398
each
each
each
£1.00
£1.00
£0.75
LINKERT CARBURETTOR
Float, brass
Float valve & seat (NOS)
Float valve needle, Viton rubber tipped
Float valve, seat only
Cover plug, float bowl (nickel plated)
Screw, float lever bearing (NOS)
Copper gasket, float bowl
Control wire, inner, throttle / ignition (stainless steel)
C.S.P.K. Bushing & small screw
£20.00
£15.00
£6.00
£10.00
£5.00
£1.00
£1.50
£0.50
£8.00
GASKETS
75378
22B655
35B626
85375
74051
CHIEF
Cylinder head
Cylinder seat
Carburetor to manifold
Primary chaincase outlet
Cam case cover
£6.00
£2.00
£1.00
£2.00
£2.00
pr
pr
GASKETS
75379
74826
27C27
76095
27B160
74253
35B626
35B627
39486
74775
85436
43807
40091
SCOUT & 741
Cylinder head, Sport Scout 1939-42
Cylinder head, Sport Scout 1936-38
Cylinder head, 101 Scout 45’’
Cylinder head, 741
Cylinder seat
Cam case cover
Carburetor to manifold, Sport Scout 1936-42
Carburetor to manifold, 741
Transmission case to chaincase (NOS)
Primary chaincase outer, Sport Scout & early 741
Primary chaincase outer, 741 without mag, drive cover
Generator chain cover to back plate (cork)
Generator felt seal
£6.00
£6.00
£6.00
£5.00
£2.00
£2.00
£1.00
£0.50
£0.50
£2.00
£2.00
£0.50
£0.50
pr
pr
pr
pr
pr
102447B
102716
102425
102452
102423
40129
INDIAN FILE 41
25
per foot
INDIAN PRICE LIST cont.
OIL PUMP (TWINS)
41374
41355
43017
39029
39891
453005
453016
ELECTRICAL
102733
101032
76308
100656
102547
40081
42603
100244
100423
three)
101278
102493
561005B
40922
Oil pump to cam case, iron pump 1938-47
Oil pump lower cover, .004’’
Oil pump lower cover, .002’’
Sump valve housing to crankcase
Sump valve housing and plate
Oil pump to cam case, aluminum pump 1948-53
Scraper to crankcase 1947-47
£1.00
£0.75
£0.75
£0.50
£0.50
£1.00
£0.50
Distributor cap (twin)
Distributor rotor
Contact breaker points set
Condenser
Carbon brushes, generator (set of three)
Chain generator, 741 and Scout
Belt, generator drive, Chief
Sprin, generator brush (NOS)
Screws, commutator cover #3-32 x 3/8’’, stainless steel (set of
£0.50
Glass lens, tail light (civilian 1935-53)
Headlamps bulb (Prefocus), 6v 35/35w, all models to 1947
Spotlight bulb, as above, single filaments 6v
Spark plugs, Champion J6 & J8
£8.50
£4.00
£5.00
£3.00
£5.00
£8.00
£6.00
£0.20
£15.00
£2.00
£2.00
£2.00
FRAME AND FORKS
41821
43144
41295
592001
540022
42422
917002
37508
40938
38914
40700
40701
26B242X
4B08G
Filler cap, gas tank, chrome
Filler cap, oil tank, chrome
Rubber strip, gas tank centre
Rubber seal, toolbox lid
Rubber pad set, brake & clutch pedal
Saddle spring – std 741 & 640
Friction disc, steering damper, Chief 1946-53
Lockwasher, upper cone nut, leaf spring folks pre-1945
Friction spring rear stand
Spring, jiffy stand leg, 741
Lubricator (grease nipple) straight
Lubricator (grease nipple) angle
Alemite nipple
Black grips
£6.00
£12.00
£2.00
£4.00
£9.00
£20.00
£1.00
£2.00
£1.00
£6.00
£1.50
£2.00
£2.00
£12.00
TRANSFERS / DECALS
1
2
3
4
5
6
7
8
Indian head, full colour – tank
Indian head, gold / black outline – tank
Indian script, 9’’ gold / black outline – tank
Indian script, 6’’ gold / red outline – tank
Indian script, 4’’ gold / red outline
Round Indian head, green / gold
Patents’’ on silver shield
Caution’’ – military round air cleaner
£8.50
£8.50
£8.00
£6.00
£2.00
£3.00
£3.00
£2.00
BES4265
BES4382
BRAVE
Cylinder head, copper / asbestos
Exhaust valve, Brave
£8.50
£16.00
Valve cover tool like vice grips
B.Z.P Nuts 1/4, 5/16, U.N.F or U.N.C
3/8 U.N.F or U.N.C
Riders Book
74 & 80 Manual
£15.00
£0.05
£0.08
£7.50
£9.50
each
each
pr
pr
pr
pr
pr
each
MISCELLANEOUS
INDIAN FILE 41
26
each
each
INDIAN FILE 41 SPRING/ SUMMER 2000
2
MOTOCYCLE CLUB OF GREAT BRITAIN
FOUNDER
SAM LEE
VICE PRESIDENT
RAY CHRISS
01403 711812
EDITOR
JOHN WRIGHT
2 KESWICK DRIVE
CULLERCOATS
NORTH SHIELDS
TYNE & WEAR
NE30 3EW
0191 2522840
[email protected]
SPARE PARTS
ALAN GOULD
COMPTON LODGE
GREENLANE
OCKHAM
SURREY
GU23 6PQ
01483 283198
INDIAN FILE 41 SPRING/ SUMMER 2000
PRESIDENT
STEVE STEPHENS
SURREY HILLS
CHILWORTH
GUILDFORD
SURREY
GU4 8RR
01483 202500
MEMBERSHIP
JOHN CHATTERTON
183 BUXTON ROAD
NEWTOWN
DISLEY
STOCKPORT
CHESHIRE
SK12 2RA
01663 747106
(AFTER 6 PM)
[email protected]
2
TREASURER
SANDRA HAGGER
49 FERNSIDE AVENUE
HANWORTH PARK
MIDDX.
TW13 7BJ
ARCHIVE
DAVE GILL
FERN VILLAS
12 HOWARD STREET
SUTTON IN ASHFIELD
NOTTS.
NG17 4DD
REGALIA
DAVE HAGGER
49 FERNSIDE AVENUE
HANWORTH PARK
MIDDX.
TW13 7BJ

Blackhawk Roadmaster Chief cont. - Indian Motocycle Club of Great

Transcription

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