Indian Chief
The huge front fender, complete with Indian’s head running light, gives this late-model Chief an unmistakable look. Even enlarging the side-valve V-twin to 80 cubic inches (1311cc) did not give the big, heavy Chief outstanding performance, but it was a comfortable, reliable and stylish bike. Sadly for Indian, that wasn’t enough to keep the firm in business after 1953.
An Indian Chief of the 1940s or early ’50s, with its big V-twin engine dwarfed by enormous and often brightly painted fenders over each wheel, is one of the most instantly recognizable motorcycles ever produced. Its story began long before those trademark fenders were introduced, however. The Chief was the heavyweight star of Indian’s line-up for more than 30 years, following its introduction in 1922.
That first model, designed by Charles B. Franklin, combined elements of the 988cc Powerplus, which had been Indian’s mainstay since its introduction in 1916, and the smaller-engined Scout, which had been launched in 1921. The original Chief’s blend of 988cc, 42-degree, side- valve V-twin and Scout-style one-piece frame resulted in good handling and a top speed of 85mph (137km/h).
Even so, many riders believed the old adage that there was no substitute for cubes, so just a year later Indian enlarged the engine to 1213cc, or 74 cubic inches, to create the so-called ‘Big Chief’.
Numerous updates were made in following years, most notably the addition of a front brake in 1928. Indian also equipped all its twins with a re-circulating oil system, in place of the original total loss arrangement, in 1933 - several years before rival Harley followed suit.
High-performance version
In 1935 the Chief could be ordered with the optional Y motor, whose aluminium heads and larger fins gave better cooling, plus other options including a four-speed gearbox instead of the standard three-speeder. Later in the decade Indian also offered a high-performance Bonneville motor whose hot cams, polished ports and precision ignition timing lifted top speed to an impressive 105mph (169km/h).
The mid-’30s Chief was also a good-looking bike, and could be ordered in a wide variety of colours because in 1930 Indian had been bought by Du Pont, the manufacturing giant that had connections in the paint industry. Around this time Indian listed no fewer than 24 standard one- and two-colour schemes, plus the extra-cost option of any other colour from the Du Pont paint range.
But all was not well at the ‘Wigwam’, Indian’s large Springfield factory, which by this time was running at only a fraction of its capacity. Indian struggled financially throughout the Depression-hit 1930s, and came close to bankruptcy in 1933. Although the company survived, it failed to compete with Harley by developing an overhead- valve V-twin to power the Chief, whose side-valve layout was becoming outdated.
The classical skirted-fender look was introduced in 1940. At the same time, Indian fitted the Chief with new cylinder heads and barrels whose larger cooling fins reduced running temperature. There was also a new frame, with plunger rear suspension. This resulted in an eyecatching, sweet-running and comfortable bike, but not a particularly quick one. The 5581b (253kg) Chief was fully 1001b (45kg) heavier than its 1935- model namesake. The days when an Indian rider could ‘dust’ a Harley-mounted rival on the open road were over.
And although in 1950 Indian enlarged the V-twin engine to 1311 cc (80ci), updated the chassis with telescopic forks in place of the previous girders, and fitted a conventional right-hand throttle as standard for the first time, it wasn’t enough. Indian’s financial problems, hastened by disastrous attempts to enter the small-capacity market, meant that relatively few Chiefs were built, and production ended in 1953.
Return of the Chief
Interest in Indian reawakened in the early 1990s when, with Harley sales booming, it became clear that there was room in the market for its old rival. The Indian name became a prized asset, fought over in law courts by a succession of firms, each of which claimed to have a new-generation Chief under development. When the dust settled in 1998, the winner emerged as the Indian Motorcycle Company, based at Gilroy in California. The following year, the firm began production of the Limited Edition 1999 Indian Chief, complete with trademark skirted fenders. Although the 'Harley clone' nature of its 1442cc V-twin engine displeased many traditionalists, the new Chief was well built and gave hope of a successful future for Indian.
The author takes a spin on a Chief owned by Californian- based Indian restorer and parts specialist Bob Stark
Indian retained its traditional 42-degree cylinder angle from the days of its earliest V-twin engines.
Specification Indian Chief (1953)
- Engine Air-cooled four-valve side-valve 42-degree V-twin
- Capacity 1311cc (82.5 x 122mm)
- Maximum power 50bhp @ 4800rpm
- Transmission Three-speed, chain final drive
- Frame Steel twin downtube
- Suspension Telescopic front; plunger rear
- Brakes Drum front and rear
- Weight 570lb (259kg)
- Top speed 90mph (145km/h)
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