   
After a long haul from Christchurch to Nelson for the Indian
Owners Register (IORNZ) Rally in Nelson in February, I figured the welcome mat
would be out for us as we rode in loose formation into Tahuna. It was soon
obvious that something else was demanding the attention of those who had already
arrived……I parked the bike and wandered over to a semicircle of Indian
owners, corralled, just like the old days in the West, but facing inwards and
the attraction?..all eyes focused on Greg Cooney’s 1951 Blackhawk Roadmaster
Chief. Deservedly, later voted ‘People’s Choice’ and ‘Best Chief’ at
the IORNZ Rally. This is one stunning motorcycle and, as far as Indians go, one
which would rate highly anywhere in the world. The final product, a credit to
Greg’s mechanical skills, artistic eye and of course, his bank account.
Post-war Chiefs, even in poor condition, are relatively expensive; bringing such
machines back to showroom condition (or in this case even better than), requires
barrow loads of dedication and money. However, no other American motorcycle made
or makes, it’s presence felt like a big Chief. The fact that so many
manufacturers have attempted to imitate the Chief style, an indication as to how
important a design statement that model is – its 50s, its extravagant, its
curvaceous, its buxom, its cleavage in a tight, knitted sweater, its an
invitation which few can afford but most can enjoy……just a look.
As an Indian model, the Chief has quite a long history and, as the name
suggests, that model was always top of the line. The biggest, the best, the
everything that Springfield ever produced or ever wanted to produce. The first
Chief appeared in 1922, the product of the fertile, mechanical imagination of
one Charles Franklin who took the proven frame of the Indian Scout and added
that essential ingredient – a 61 cu” V-twin engine which gave power and a
top speed enough to ensure increased sales. In fact the Chief was so successful
that management took the message seriously, their survival depended on it. The
capacity was increased to 74 cu” in 1923 and in 1935, an optional motor, with
redesigned inlet manifold on Ricardo style ‘trench’ heads with bigger
valves, named a ‘Y’ motor was offered. Then, in 1940 a move which when put
in context (wartime, shortages, man the trenches, cooking pots = aircraft
frames), Indian gave the fingers to all that and produced arguably one of the
most extravagant design statements ever seen on a motorcycle – full-skirted
guards, front and rear. In earlier days, a practical solution to shit roads and
mud, in 1940 an inspirational curved stroke from the designer’s pen, an
expression of hope before its time, its impact still felt over 60 years down the
track.
In terms of Indian’s overall history however, the war years were critical,
even fatal. In a desperate attempt to secure war-time contracts, prices were
pruned and fixed at a time when raw materials were becoming increasingly scare
and as a consequence, more expensive. Harley-Davidson won the first round and a
contract to supply motorcycles to the US military, the Luftwaffe then took out
the Triumph factory and the Brits then desperately needed someone to supply
motorcycles of 500cc or less. Indian sleeved the Scout, supplied motorcycles to
the allies and, lost it’s shirt.
Despite the hype associated with things virtual and the wonders of the e-world,
Greg’s bike-by-email tale is one of cautionary notes and Greg, qualifies as an
expert in the field, computers are his business. After much searching the web,
he located a Chief in New York, the previous owner’s name had been on the ’51
Blackhawk’s papers for 38 years. The pictures looked OK, the bike almost
certainly delivered new to the Police Department in New York. But between then
and now, all sorts of things had happened to the bike, things which the pictures
didn’t show (or can be made not to show by a change of camera angle, or clever
use of shadows) – wrong crash bars, wrong carb, coil, speedo, horn and
generator and that determined before a thorough wash and degreasing!. But, at
least the bike was a runner and then there is the reassurance in the words of
Paul Young when he in Classic Bike in 1982….’The ’51 Chief is the optimum
vintage’. With this in mind, the only affect of another 20 years is such
machines are becoming more desirable, more valuable. Progressively it becomes
obvious to Greg that this bike deserves something special, nothing half baked, a
ground up, total restoration. Even more amazing is the fact that the serious
work started in October ’99 and the result of Greg’s dedication and skill
first displayed at the IORNZ Rally in Feb. 2000 – 4 months (o.k. almost
fulltime) and the bucket is transformed!
Stripped of the last nut and bolt,, factory casting marks on the frame were
ground smooth with a Dremmel, all sheet metal was completely stripped and metal
finished where necessary. Once dismantled, it became obvious that the engine was
in need of some work although low in mileage, years of sitting meant the crank
and drive pins were replaced; the rods were magnafluxed, and shot-peened
and polished. The cylinders just bored out to + .010 and the orphan (Chevy inlet
and ‘Made in England’ exhaust) valves and pistons replaced with new items by
Eaton SS and JCC. Because the cases are such an important part of the Indian
package, Greg gave those on his ’51 special attention - a hairline fracture
was welded, then media blasting followed by hand (yep! hand) polish using
Scotch-Brite pads and solvents. The cylinders were phosphate treated then
painted with black POR engine enamel and baked for several hours.
Greg’s attention to detail has been outstanding, lesser mortals would have
found the going difficult if not impossible.’The primary chain was so
stretched it was beginning to gouge the cases. I don’t believe it was the
original chain as they were continuous but this one had connecting links from
which the clips had long since disappeared. To improve the stock action, all
fiber clutch pates were slotted and drilled, and I added an extra fiber disc to
the stack. The shared gearbox and primary were separated and the gearbox oil is
now 80W/90, and the primary, ATF. The whole drive train is now very smooth, no
first gear grating, no slipping or chattering. I also replaced the final chain
with a heavy duty (630) O-ring chain and re-routed the cam breather so those
white walls stay, well white!’.
In terms of detailing, Greg not only wanted everything to be correct but he also
wanted the added security of knowing that all the work had been done properly.
The result of all his effort after all was to be a bike which he could ride
trouble-free, for many years to come. Small exposed parts were zinc or cad
plated and a number of chromed bits (which shouldn’t have been) were
de-plated, then painted. Chroming however proved to be a real worry. Finding a
triple-pass process plater was not a problem. What was however, was their
apparent disregard shown for the components by those doing the work….pieces
were dented, others had a crap finish and even more concerning, the fact that
some pieces had been distorted by over-vigorous polishing – the fork
dust-covers being a case in point. The frame and panels are all 2-pac
baked-enamel; the frame being jet black and the sheetmeta’ midnight black with
a touch of pearl mica, followed up with a clear-coat.
After completion, Greg also had the satisfaction of realizing all the extra
effort and attention to detail had paid – not even an oil leak in sight! There
was however a flat spot between 50 and 60 mph. The fact he heavily ported the
engine and that the carb had the incorrect nozzle and venturi fitted was a
possible source of the problem and recently that has been confirmed. As soon as
the correct items were fitted, the Chief settled down, smooth and torquey, just
what you’d expect from this big, 640lb, 80” Bonneville V-twin…..a mighty
Indian Chief.
As I have indicated, the post-war era was a pivotal time for the Indian
motorcycle. The war-time contracts had simply ensured that cash-flow at
Springfield was in effect one way….the piggybank was empty. By 1946 it was
obvious that unless some drastic measures were taken, Indian would not survive.
In 1947, Indian rationalized (merged) a number of subsidiary companies with
Ralph Rogers as the President – on the production line, the Chief now has
improved girder forks and more chrome. The 1948 Chiefs were the last to be
manufactured with the 74 cu” engine. By 1949, the effects of reorganizations
within the Company were so profound that almost no Chiefs were delivered to the
dealers showrooms. Then, a deal is struck with Brockhouse Engineering from
Britain which gave US Indian dealers access to bikes from AJS, Douglas,
Excelsior, Matchless, Norton, Royal Enfield and Vincent. In 1950 the 80 cu”
Chief represented the final hope for the Springfield plant. However, between
1951 and ’53, Brockhouse reports serious losses at Indian and that attempts to
trade out of trouble by producing Chiefs and a new vertical twin (based on a
Royal Enfield) have been unsuccessful. In August 1953, the last Chief rolls of
the line and Indian is no more.
Over the last 40 years, there have been numerous attempts to revive the Indian
marquee, Such ventures have usually illustrated two very important lessons; when
the heart over rules commonsense in business, its usually the small investor who
gets burnt most and, during such times only one sector of the business community
benefits…..lawyers. The name Indian does survive, machines produced by
Springfield testify to that. The name Indian lives on when people like Greg have
a dream and fulfill it and with three more Chiefs (’35, 46 and ’48) to
complete, we can look forward to the results if this one is any testament.
Swannie
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