Indian Motorcycles For Sale

Trevor's Norton International
Trev has had this for about 20 years that i recall

Henderson
A Henderson straight 4 that Trevor is rebuilding for a client

Indian Scout 741B
1942 Indian Scout 741B. For sale at Trevor Hall Motorcycles in Te Awamutu.

Description (revised)
Scootshop
Visit my eBay Store:Scootshop
This Motor has been in my family for as long as I can remember. The Motor turns free and is complete. Not sure the last time it was run or if it runs now. Engine sold AS IS. I found a few references of past sales one was in Nov 2006 at Bonhmas sale #14037 lot #402 sold for $4,388 another was also in 2006 at Centreville Antique Market I copied a bit from the markets website. "One dealer wearing a big smile Sunday afternoon was B.J. Pawlaczyk, who specializes in restored vintage outboard motors and accessories. He sold a refurbished 1929 Indian Silver Arrow 10 horsepower motor and stand for $6,000. The classic boating piece was made by the same company that manufactured the well known and highly sought after Indian Motorcyles from Springfield, Mass. He said the buyer, James Geachow of Bronson, Mich., had looked over his vintage motors in the past and “decided it was time to buy.”" Most outboard motor collectors value the Indian because only about 1500 motors were ever produced in 1930. Research has determined that there were two year models produced, the 1930 model has a cast aluminum gasoline tank with two brackets attached between the front of the tank and the top of each cylinder jug. An aluminum "Indian" nameplate was pinned to the back of the tank. The 1931 model was a newer version that had a two-piece pressed aluminum gasoline tank with a wrap-a-round "Indian" decal on the back which included starting and lubrication instructions. Indian Motocycle Company apparently stopped production of the outboards in August of 1930 per instructions of then President du Pont. The last Indian that sold on eBay went for a Buy-it-Now price of $4,500 to a motorcycle collector. The motor was in poor shape and was missing a number of critical parts. Another Indian outboard, which was completely over-polished and looked like chrome, was sold at an antique mall for $7,500. The Outboard will be crated and shipped by Forward Air. I will have a professional build the crate, Shipping to Anywhere in the Lower 48 will be $150.
On Mar-03-09 at 11:50:57 PST, seller added the following information:
I noticed that the carb body has a damaged screw on it. I have been E mailing someone very helpful from the www.aomci.org/ This is part of his E mail to me. After looking again at your photos, it appears that the only broken part on that throttle side of the carb is the lever. Those are available from hundreds of motors and are very easy to find. Muncie Neptunes made a lot of motors that use the same throttle lever or one that is very close, but beefed up a little which is actually an improvement. Evinrude, Lockwood, and Caille used similar levers. I see no real issues with your motor. It appears to be complete and in excellent condition for a 79 year old outboard motor. It is an extremely nice example of the 1930 Indian. P. S. Reproduction grips exactly like the one on your motor are available for about $15. I couldn’t remember all of your questions and realized that I overlooked some when I went back to your first email. Your Dad and his Uncle were correct. The motor is too darn heavy, and for the most part, they never ran well. That fancy muffler caused exhaust back pressure issues. The only way it would run decent was to run it with the exhaust cutout in the open position. Unfortunately, the cutoff faces into the boat and will quickly deafen the skipper and crew. Many motors are found with holes drilled in the muffler between the ribs. My D0 1002 has six holes in it. Some motors have had as many as 20 drilled in them. One guy actually has a motor where a big vacturi with a choke like plate was installed to relieve the pressure. This was a very common problem with the Indians. THE MOTOR FOR SALE HAS NO HOLES DRILLED IN IT. IT IS THE WAY IT LEFT THE FACTORY. Because many of the carburetors had too much lead content in their aluminum castings, many of them crumbled apart with age. This is not an uncommon problem and someone can usually figure out a way to repair it. At worst, there were some unmarked carburetor castings at that time which were the same as the MS-20D, but did not have the internal parts installed. Therefore, if one is found, the parts can be transferred to the replacement casting and then it can be marked as MS-20D with steel stamps much like the ones used for the serial number. Also, a number of Indians have turned up with other carburetors from a number of other motors built in the late 1920’s and early 1930’s. For your purposes, disclose that the screw mountings are damaged and leave it at that. Say that you do not know about the availability of parts, and then have them contact someone in the Antique Outboard Motor Club, Inc., like me. It is an issue that will have no bearing on your sale if someone wants an Indian outboard. So, don’t worry about it. Regardless, the new owner can worry about finding replacements or repairing the old carb. The main thing I saw that was excellent on your outboard was that the choke lever and the quadrant that says “choke” and “run” are both on your carburetor, as well as the air horn. Usually the horn is missing or the choke quadrant and lever are broken. If the throttle lever or quadrant that says “run” and “stop” are broken, there are a lot of old motors that had the same parts on them. They are easy to find unlike the choke parts. If the air horn is missing on any given motor, so is the choke lever and quadrant. Although other motors had the same air horn, there were much fewer of them that the throttle parts available. Carburetor castings stamped MS-20D were extremely rare. You are in excellent shape as far as the choke goes. Another thing that looks fabulous is the nameplate. I cannot see it all that clearly because you reduced the photos for email and eBay. If you send some of the photos again at their original size, it would make details easier for me to see (you can only send three or four at a time, but they come out much better on this end). From what I am able to see, the motor is really in good condition. I do not think you will have a problem getting a good price for it. There was a guy on eBay a few years ago that listed some “Indian Silver Arrow” signs for sale for $1,000 each. I had to tell him that he had nameplates for the outboard and not signs for the Indian Silver Arrow motorcycle made in the late 1940’s. He sold three and had one left (see photo attached). He told me he would sell it to me for $875. Needless to say, I do not have a nameplate for the back of mine yet. There are some reproductions available, but there are not as good as the originals. I doubt that I would ever pay more than a few hundred for the nameplate, but after seeing yours, I’m weakening. I HAVE GOTTEN GREAT HELP FROM THE memberservices@aomci.org I WOULD RECOMMEND ANYONE WITH A INTEREST IN OUTBOARDS CHECK EM OUT. www.aomci.org/

Reading Standard (1903-1923) motorcycles were often advertised as "R-S" motorcycles. They were manufactured in a facility on River Street in Reading, Pennsylvania.

1903 — The Reading Standard brand first appeared. Those first bikes were basically Indian clones with Thor engines. They put out more motorcycles than Harley-Davidson and Indian.

1906 — They started building their own one-cylinder engines. These were the first flathead motorcycle engines offered by an American manufacturer. The company slogan "Built and Tested in the Mountains" was adopted when a Reading Standard motorcycle was the first motorized vehicle to climb Pike's Peak.

1907 — Reading Standard began racing. That same year they won their first 1,000-mile endurance race.

1908 — The first Reading Standard V-twin came out in the 1908 models. The first V-twins had conventional F-head configurations — overhead intake valve and side exhaust valve. What was really weird was the valve positions: the front cylinder had the valves on the left side, while the rear cylinder had the valves on the right side. These engines had 722 cc (44 cubic inches) displacement.

1910 — Reading Standard got out of the racing business and began to direct their attention to retail sales.

1913 — I've been unable to determine exactly what year the changes took place, but by 1913 the engines had grown to 990 cc (60 cubic inches). The bigger V-twins were flatheads. Some of the later models displaced 1180 cc (72 cubic inches).

1914 — Business was starting to go downhill.

1922 — Reading Standard sold out to the Cleveland Motorcycle Company.

1923 — Cleveland put out a 1923 Reading Standard as a low-price alternative to their own motorcycles.

1924 — The Cleveland Motorcycle Company itself went up for sale and the Reading Standard name disappeared forever.

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Indian Motorcycles For Sale

The Indian Motorcycle Manufacturing Company is a motorcycle manufacturer located in Kings Mountain, North Carolina. Indian is America's oldest motorcycle brand and was once the largest manufacturer of motorcycles in the world.

The "Indian Motocycle Co." was founded as the Hendee Manufacturing Company by George M. Hendee and Carl Oscar Hedström. Both Hendee and Hedström were former bicycle racers who teamed up to produce a motorcycle with a 1.75 bhp, single cylinder engine in Hendee's home town of Springfield. The bike was successful and sales increased dramatically during the next decade

The first year's production utilized the same cycle parts as the previous F head model but for 1917 a new revised frame was employed remaining largely unaltered until 1920. The Powerplus was offered with the option of an electrical lighting system and retained a sprung frame.


Indian by T_____13.
he "Indian Motocycle Co." was founded as the Hendee Manufacturing Company by George M. Hendee and Carl Oscar Hedström. Both Hendee and Hedström were former bicycle racers who teamed up to produce a motorcycle with a 1.75 bhp, single cylinder engine in Hendee's home town of Springfield. The bike was successful and sales increased dramatically during the next decade.

1901, Prototype and two production units successfully designed, built and tested. Work began on these in previous years. 1902, First Indian motorcycles, featuring innovative belt-drives and streamlined styling, sold to public. 1903 Indian co-founder and chief engineer Oscar Hedstrom sets world motorcycle speed record (56mph).

In 1904, the so-called diamond framed Indian Single, whose engine was built by the Aurora Firm in Illinois, was made available in the deep red color that would become Indian's trademark. By now, the production was up to over 500 bikes annually and would rise to its best ever 32,000 in 1913.

In 1907, Indian built its first V-twin, and in following years made a strong showing in racing and record-breaking. One of the firm's most famous riders was Erwin "Cannonball" Baker, who set many long-distance records. In 1914, he rode an Indian across America, from San Diego to New York, in a record 11 days, 12 hours and ten minutes. Baker's mount in subsequent years was the Powerplus, a side-valve V-Twin, which was introduced in 1916. Its 61ci (1000 cc), 42 degree V-twin engine was more powerful and quieter than previous designs, giving a top speed of 60 mph (96 km/h). The Powerplus was highly successful, both as a roadster and as the basis for racing bikes. It remained in production with few changes until 1924.

Competition success played a big part in Indian's rapid growth and spurred technical innovation, as well. One of the American firm's best early results came in the Isle of Man TT in 1911, when Indian riders Godfrey, Franklin and Moorehouse finished first, second and third. Indian star Jake De Rosier set several speed records both in America and at Brooklands in England, and won an estimated 900 races on dirt and board track racing. He left Indian for Excelsior and died in 1913, aged 33, of injuries sustained in a board track race crash with Charles "Fearless" Balke, who later became Indian's top rider. Work at the Indian factory was stopped while De Rosier's funeral procession passed.

Oscar Hedstrom left Indian in 1913 after disagreements with the Board of Directors regarding dubious practices to inflate the company's stock values.[1] George Hendee resigned in 1916


1960 Lambretta scooter 150cc

Lambretta was a line of motor scooters originally manufactured in Milan, Italy by Innocenti but also manufactured under licence by Société Industrielle de Troyes (S.I.T.) in France, NSU in Germany, Serveta in Spain, API in India, Pasco in Brazil, Auteca in Colombia and Siambretta in Argentina. In 1972, the Indian government bought the Milanese factory and the rights to the Lambretta name, creating Scooters India Limited (SIL). Today, the Innocenti brand name rights are owned by Fiat whereas the oldest Lambretta and Lambro trademark registrations are owned by Lambretta Consortium and are licensed to various companies who want association with the iconic brand.

History
In 1922, Ferdinando Innocenti of Pescia built a steel-tubing factory in Rome. In 1931, he took the business to Milan where he built a larger factory producing seamless steel tubing and employing about 6,000. During the Second World War, the factory was heavily bombed and destroyed. It is said that surveying the ruins, Innocenti saw the future of cheap, private transport and decided to produce a motor scooter – competing on cost and weather protection against the ubiquitous motorcycle.

Concept
The main stimulus for the design style of the Lambretta and Vespa dates back to Pre-WWII Cushman scooters made in Nebraska, USA. These olive green scooters were in Italy in large numbers, ordered originally by Washington as field transport for the Paratroops and Marines. The US military had used them to get around Nazi defence tactics of destroying roads and bridges in the Dolomites (a section of the Alps) and the Austrian border areas.

Aeronautical engineer General Corradino D'Ascanio, responsible for the design and construction of the first modern helicopter by Agusta, was given the job by Ferdinando Innocenti of designing a simple, robust and affordable vehicle. It had to be easy to drive for both men and women, be able to carry a passenger and not get its driver's clothes soiled.

The design
D'Ascanio, who hated motorbikes, designed a revolutionary vehicle. It was built on a spar-frame with a handlebar gear change and the engine mounted directly on to the rear wheel. The front protection "shield" kept the rider dry and clean in comparison to the open front end on motorcycles. The pass-through leg area design was geared towards women, as wearing dresses or skirts made riding conventional motorcycles a challenge. The front fork, like an aircraft's landing gear, allowed for easy wheel changing. The internal mesh transmission eliminated the standard motorcycle chain, a source of oil, dirt and aesthetic misery. This basic design allowed a series of features to be deployed on the frame which would later allow quick development of new models.

However, General D'Ascanio fell out with Innocenti, who rather than a moulded and beaten spar frame wanted to produce his frame from rolled tubing, there by allowing him to revive both parts of his pre-War company. General D'Ascanio disassociated himself with Innocenti and took his design to Enrico Piaggio who produced the spar framed Vespa from 1946.

Into production
Taking a year longer to produce, the 1947 Lambretta featured a rear pillion seat for a passenger or optionally a storage compartment. The original front protection "shield" was a flat piece of aero metal; later this developed in to a twin skin to allow additional storage on the 'back of'/behind the front shield, similar to the glove compartment in a car. The fuel cap was underneath the (hinged) seat which saved the cost of an additional lock on the fuel cap or need for additional metal work on the smooth skin.

Deriving the name Lambretta from the small river Lambro in Milan, which ran near to the factory, Innocenti started production of Lambretta scooters in 1947 - the year after Piaggio started production of its Vespa models. Lambrettas were manufactured under licence in Argentina, Brazil, Chile, India and Spain, sometimes under other names but always to a recognizable design (e.g. Siambretta in South America and Serveta in Spain).

BLMC closure of Innocenti
As wealth increased in Western Europe in the late 60s, the demand for motor scooters fell as the small car became available to more people and Lambretta started to struggle financially as did parent Innocenti. The British Leyland Motor Corporation took advantage of Innocenti's financial difficulties as well as their production and engineering expertise and contracted Innocenti to produce cars under licence from BLMC. The Innocenti Mini used the mechanical components of the original but was in many ways superior to it.

Innocenti/Lambretta was eventually sold to BLMC. With BLMC's lack of foresight, they had cottoned on to a fashion trend that was ending rapidly. Long industrial strikes in BMC ensued; motor scooter sales took a nosedive and both Innocenti and Lambretta shut up shop in 1972.


Genuine Scooter is appropriately named. With legal rights to the original Indian Vespa tooling, Genuine has what can best be described as the original Vespa. Now called the Stella, Genuine has updated the motor with direct oil-injection and reed-valve induction. The four-speed manual transmission remains as does a foot-operated rear-brake. The all-metal construction is a welcome touch, too. The Stella is currently for sale in the lower 48, with an MSRP of around $3000. Expect them in California in the next few months.



Rolleiflex 2.8E Taken late spring at a custom bike shop just around the corner from home. I think it was an anniversary celebration with food, prizes, custom contest, manufacture reps (Indian, Harley, etc), live band, and sales no doubt. I took my 4 y.o. son who loves motorcycles, and of course the Rollieflex 2.8/80. I played around w/ a new close focus filter, which, in retrospect I didn't really need in this situation and cropped too close in-camera. I took quite a few shots, but wish I'd arrived earlier to get some of the riders, many of whom were leaving as we arrived (contest had just finished). I'll certainly be going back as it's close to home and they seem to have 'events' 3-4 times/year. I'll bring along my 'new' Canon P for the people shots as well.

Indian Motorcycles For Sale