From our Old Bike Archives – Issue 69 – first published in 2017.
Story and photos: Jim Scaysbrook
When the last of the traditional V-twin Indian Chiefs staggered out of the Springfield factory in 1953, it was a metaphorical line in the sand for the marque’s true believers. For although the Indian name would soldier on, and survives (indeed, prospers) to this day, what happened later in the ‘fifties is a sad tale to relate.
To keep the company afloat, and to fund the ill-conceived 220cc and 440cc lightweights, Indian president Ralph Rogers had secured a $1.5 million loan from the British Brockhouse company, which allowed them to set up an independent distributing company, Indian Sales Corporation. Under the agreement, the Indian Motorcycle Company was contracted to build new Indians exclusively for Indian Sales Corp, and also permitted Indian Sales to distribute the British AJS, Douglas, Excelsior, Norton, Royal Enfield, Vincent and Matchless in USA.
Despite the vital injection of capital, Indian’s fortunes continued to plummet and Rogers was elbowed out, replaced by John Brockhouse, who promptly ceased production at the US factory. To keep the dealer network happy, he arranged for several Royal Enfield models to be rebadged as Indians – a move that completely failed to appease loyal Indian customers. This situation continued until 1959, when Associated Motor Cycles, manufacturers of AJS, Matchless and Norton took over the majority control of Indian. Three years later Indian came under the ownership of the Berliner Corporation, who decided there was no currency left in the Indian brand, and dropped it.
In the period 1953-59 therefore, Indian showrooms across America – and there were quite a few of them – became populated with these Enfield/Indian crossbreeds, and to be fair, the range did give the dealers a wide variety of singles and twins, even if the Indian influence extended to little more than the badge on the petrol (gas) tank. By 1956, this range extended from the 250cc Indian Arrow, which was elsewhere sold as the Royal Enfield Clipper, the Woodsman, which was closely based on the Enfield Bullet 500 but with an upswept exhaust system and lightweight mudguards, the Tomahawk, using the 500cc Enfield twin as the basis, again with a redesigned exhaust system and light alloy mudguards, and a big twin built around the Enfield 700 (actually 692cc) Meteor/Constellation. This was the Trailblazer, a conventionally-styled roadster in Enfield’s very adequate swinging arm frame, with full sized mudguards, a 4.8 US gallon (18 litre) fuel tank, and plush dual seat – all finished in distinctive Indian red with a black frame. The engine featured an improved one-piece crankshaft, chain-driven high-level camshafts, and 7.25:1 compression ratio. Exclusive ‘Indian’ touches were the Stewart-Warner illuminated speedometer with trip meter, the dual saddle, ‘Western style’ handlebars, Indian-imprinted footrests, and the familiar Indian front mudguard insignia. Options included saddle bags and a windscreen.
At the time, the Indian Trailblazer was the largest vertical twin on the market, producing 42.5 horsepower and tipping the scales at 405 pounds (184 kg), and tests supervised by the US Cycle magazine recorded 106.19 mph (171 km/h). “This baby has go power!”, Cycle’s journalist was moved to say, who also noted “fierce” acceleration, “negligible” vibration and excellent braking from the twin 6-inch units. For the 1958 model year, the Trailblazer (with compression ratio increased slightly to 8.0:1) was joined by the Apache, essentially the same machine but with 9.0:1 compression, an Amal TT10 carb with 1 3/16” bore replacing the Trailblazer’s 1 1/8” Amal Monoblock, smaller 2.4 US gallon fuel tank and lighter mudguards. 45 horsepower was the factory claim for the Apache.
Overall, the Apache and Trailblazer were well received and assisted both Indian and Royal Enfield through difficult times, but in reality, never seriously challenged BSA, Triumph, and to a lesser extent Norton and Matchless in the lucrative US parallel twin market. In 1969, the new Indian management, directed by Associated Motor Cycles, decided it was time to revive their most iconic model name, and the Chief reappeared in the form of a revamped version of the Trailblazer. The new Chief came in for a styling makeover that included a single seat, 40-spoke 16 inch wheels with fat 4.75 x 16 tyres shrouded by suitably portly mudguards front and rear, savage-looking mufflers reminiscent of the old Chiefs, and subtle touches such as a restyled badge on the petrol tank (which had been increased in capacity slightly to 5 US gallons) and front mudguard Indian motif with an illuminated face. The frame actually employed a two-inch longer swinging arm and a rear hub that incorporated a cush-drive, but was otherwise identical to the Trailblazer. The toolbox and battery box, which on the Trailblazer were located midriff on either side, were eliminated on the new Chief, leaving the battery sitting across the frame atop the rear engine plates. Some dealers offered a shroud to hide the battery as an accessory. Other optional extras included crash bars, a dual seat, spotlights, and saddlebags. Part of the styling exercise and the addition of a new higher output alternator (as well as the lengthened swinging arm) was aimed at making the new Chief attractive to police departments across the US. At the launch of the new Chief, Indian Vice president Larry Paul told assembled dignitaries and trade figures that the proposed police model would have optional footboards instead of conventional footrests, a siren or two, extra lights and provision for mounting the required electrical components, but that concept failed to gain traction with law-enforcement authorities.
The new Chief had a lot going for it, although the styling changes had pushed the kerb weight up to around 460 pounds (209 kg). It was very well finished and reliable, but continued to battle against the British opposition, and suffered from a dwindling number of dedicated Indian outlets. The model’s production run lasted just three full years, from 1959 to 1961, with possibly a handful completed in 1962. It is generally reckoned that only around 500 of the new Chiefs were built, and by the early ‘sixties AMC itself was in serious financial trouble. Seeking to sever all ties with Royal Enfield, AMC decided to rebadge some Matchless models as Indians, using traditional Indian model names, and for a while (until unsold warehouse stocks were cleared) both the Royal Enfield Indians and Matchless Indians were sold alongside each other, further diluting the brand’s kudos in the minds of the buying public, let alone the hapless dealers. But that clumsy arrangement was short lived too, and by late 1962 the famous Indian brand was all but deceased – abandoned and to all intents and purposes, worthless; the previous decade having swept away the memories of a once-illustrious and respected name. Joe Berliner became the new owner of the brand, but did nothing with it before it was acquired by Alan Newman, who applied the name to small two-strokes made in Taiwan. Which is a long way from Springfield, Illinois.
We are indebted to Mark Barthalmie from Crazy Horse Indian in Mordialloc, Melbourne for the opportunity to photograph both the Indian Trailblazer and the 1959 Indian Chief featured here. Both are extremely rare motorcycles, particularly in Australia.
