Yesterday in Chi-town, at the Progressive International Motorcycle Show, Polaris Industries of Minnesota (the latest owner of the Indian Motorcycle Trademark) unveiled the 2016 Indian "Dark Horse".
The 111 c.i. V-twin looks "Indian" enough. At 17k, you would have to want one pretty bad, imho.
The Indian Trademark has been kicked around like a step-child since it went belly-up in 1953. Over the years several attempts to revive a two-wheeled line of products with the vim and vigor of their heyday have proven less than fruitful.
In 2011 Polaris purchased the brand and has made an honest effort to produce a heavy road bike worthy of the Indian name. In early 2014 they rolled out a retro-looking Indian Chief with a lofty price tag. Aaron Morris, a surveyor in Ardmore, Ok., apparently picked one of them up. A mutual surveyor friend called me up for a "Q" ride last summer with him and Aaron. I was busy and declined.
I would have liked to see how my 80 c.i. farm equipment ran against his 111 c.i. Indian.
Maybe this year when it warms up. At least his bike will be "broke-in". That way he can't claim a loss to technical issues. B-)
That one is the ugliest of them all. Beautiful engine, but the rest does nothing for me (in photos at least). The Scout has potential...
I don't care for it either. But as with all things, beauty is in the eyes of the beholder. I'm sure there's some rider out there that just can't wait to take delivery.
Remember, when you get up to cruisin' speed, the wind feels the same no matter what you're riding. 😉
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I still think that Kawasaki did a more creditable job of building a modern Indian than these retro attempt to make an OHV engine that looks like a flathead. Indian was just undercapitalized in the late 1940's; otherwise I'm sure they'd have been building OHV engines.
I realize that the present market demands chromed and polished everything, but a mixture of surfaces from clear-coated bead blasted to powder-coated to (minimal) chrome and nickel plate just hits my eye better.
The Kaw "Drifter"
> I still think that Kawasaki did a more creditable job of building a modern Indian than these retro attempt to make an OHV engine that looks like a flathead.
I agree. Since you mentioned that model some time back I've kept my eye out for them. A stock early model 800 Drifter can be difficult to find. I have seen several with the all the sheet metal dropped. The only way to tell they were Drifters were the VIN. Blasphemy.
I did see a particularly ugly specimen that was a light sky blue. Something only its mother could love. But hey, paint comes in cans on almost every corner!
I think Polaris is doing a great job with Indian, and I think they have the resources to make it work long term. The Scout is a great example of that, and the best that Indian has to offer so far, IMHO. That said, my own tastes in biking is quite a ways from the low and slow cruiser crowd. I'm looking forward to taking delivery of this beauty in a few weeks time.
Can't wait for Spring!!
S1000RR
Race or Dynamic pak?
They are definitely beautiful machines. I read a ditty that claimed 199 hp at the flywheel...surely a misprint! If I owned one I would be on first name basis with all the State Troopers, that is for sure...:pinch:
be keerful... and have fun!
The Kaw "Drifter"
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> I did see a particularly ugly specimen that was a light sky blue. Something only its mother could love. But hey, paint comes in cans on almost every corner!
The early 800 Drifters with more powder coat than chrome and sprung frame that looks like a hardtail were the coolest machines that Kawasaki sold in the US. Some of the folks who bought them Shrinered them out with more fringe that the Indian Motocycle Company ever dreamed to selling to anyone, but the the whole machine was pretty well done.
There are some deals on Drifters out there. Here's one on Craiglist in San Antonio with only 10k miles.
It getting warmer outdoors, Kent..
Just have the wife drop you off with the checkbook. The rest is easy... and the ride home is a delight!
S1000RR
Race AND Dynamic pack. The only thing missing is the special wheels, but my talent level doesn't warrant those. I got to ride a 2012 model last year, plus an RSV4 Factory, and both rekindled my love of sport bikes. I just hope I can stay healthy enough to enjoy it for a full season: not as flexible as I used to be! :'(
S1000RR
My first (and only) sportbike was an '85 ZX600R Ninja. It was only three years old at the time. I traded my "rubber bumper" MGB (that was set up for SCCA road racing...something I use to love to do) for it. I really hated to see my set of side-draft Weber DCOE carbs go with the B.
I was amazed at how quick 100mph came and went. I nicknamed it the "Widow Maker". It was a very fast and responsive motorcycle. Almost too much to actually be in traffic, it belonged on a track. I eventually sold it to a fella that played for the Denver Broncos. I've stuck with older more classical rides since then.
Keep your eyes open and you'll be fine. Those things will stop fast enough to make your eyes pop out. 😉
It getting warmer outdoors, Kent..
> Just have the wife drop you off with the checkbook. The rest is easy... and the ride home is a delight!
Ah, if it were just me, I'd already have bought a 1999 Drifter. Unfortunately, my resident OSHA inspector has told me how ill-advised buying another motorcycle would be. I sold the '46 Chief in 1990 and haven't owned anything since, so it's reasonable that she might think it would be a poor move at this late date.
The other angle is that knowing me, I'm pretty sure I'd want to fix some of the aesthetic problems that the candidate machines have and that would mean that the thing would quickly end up torn down in the garage for at least a few months.
It getting warmer outdoors, Kent..
> ....and that would mean that the thing would quickly end up torn down in the garage for at least a few months.
I've got the "gonna fixit" syndrome too. It's a chronic disease. I'm safe in saying I've probably had more classic and valuable motorcycles strewn across a garage floor than anybody I know. They come apart soooo easy. And it takes soooo long to get them back together. In the last 20 years I've been going to meetings. You know..."Hi, I'm Paden and I'm a tear-it-down-aholic."
Seriously, I've pretty much quit taking them apart. It took me years to realize that my inspiration wasn't equal to my perspiration. When I really, really want to change something, I take it to the shop. The cost involved is a deterrent to "whimsical" mods. :snarky:
PS - Tell your OSHA safety inspector you'll provide an extra helmet. B-)
It getting warmer outdoors, Kent..
> Seriously, I've pretty much quit taking them apart. It took me years to realize that my inspiration wasn't equal to my perspiration. When I really, really want to change something, I take it to the shop. The cost involved is a deterrent to "whimsical" mods. :snarky:
Powder and ceramic coating wasn't on the menu thirty years ago. If you're going to take the top end of the engine apart to get heads bead blasted and clear-coated, why not get the cylinders powder-coated flat black also? And if you're doing all that, why not take the fenders and tanks for a respray in some more interesting color?
Once you've seen the Euro and Japan versions of the Drifter, it's hard to settle for the me-too version that got sold in the US after about 2000.
It getting warmer outdoors, Kent..
> Powder and ceramic coating wasn't on the menu thirty years ago. If you're going to take the top end of the engine apart to get heads bead blasted and clear-coated, why not get the cylinders powder-coated flat black also? And if you're doing all that, why not take the fenders and tanks for a respray in some more interesting color?
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> Once you've seen the Euro and Japan versions of the Drifter, it's hard to settle for the me-too version that got sold in the US after about 2000.
I've had a set of custom cams for a 500cc Royal Enfield single that I've hung on to for years. They were ground from BSA Gold Star specs. The RE is a very dependable design, but a dog. A BSA Gold Star is hard to keep the front wheel on the ground. The company that made the cams went out of business years ago. Mine are still packed in cosmolene. The mod would also require a new piston with valve clearance flocking and some head grinding. It will happen someday.
It has been hard to keep from tearing that old thing down just to install the cams. I'm waiting 'til it needs a top end. I put maybe 25 hours a year on it. At that pace those cams may have to be auctioned when my estate is liquidated!
If you've got the time, there is nothing more rewarding than tweaking an old scooter to make it "just like you like". I just enjoy riding more than twisting wrenches!!
It getting warmer outdoors, Kent..
> If you've got the time, there is nothing more rewarding than tweaking an old scooter to make it "just like you like". I just enjoy riding more than twisting wrenches!!
My point of reference is that 1946 Chief that had all sorts of cad plating on it from the factory, including the cast iron oil pump. It goes without saying that an 800cc modern machine will outrun a 74 c.i. flathead any day. So the purpose of the mods is more reliability and mostly aesthetics. The aesthetics are mostly just choices of coatings, colors, and pruning off some of the stuff aimed at the aspiring Shriners. While I'm definitely not a fan of the obnoxiously loud aftermarket exhausts, I have seen a Drifter with fishtail tips on the dual pipes that should have been stock.
And then there is this 1500 that, while I wouldn't have gone with the OD powdercoat on the heads and side covers, nonetheless has lots of character anyway.
My "motorcycles" have always had four wheels. I love my Honda Foreman Rubicon 500 and all the gear it can carry.
BUT, I have always wanted a motorcycle. Popular Mechanics March 2015 issue had a short article about the 2015 Indian Scout. The article mentions a new fuel-injected liquid-cooled V-twin that kicks out a hundred horsepower, seventy-two pound-feet (foot pounds?) of torque with dual overhead cams and four valves per cylinder for "big lungs at high RPM's" with plenty of torque from the 1,133 CID engine. Price starts at $11K. I am sure that the "necessary" extras will run the price up a good bit more. The article mentioned that the 558 pound bike has a better power-to-weight ratio that an a Porche 911 Turbo, and that the bike can "boogie when it wants to." Hmmmmmm. B-) 
It getting warmer outdoors, Kent..
this is the only bike I ever owned.. stolen and dumped in a ditch in Las Cruces...
http://www.motorcyclespecs.co.za/model/kawasaki/kawasaki_z650sr.htm
It getting warmer outdoors, Kent..
>> http://www.motorcyclespecs.co.za/model/kawasaki/kawasaki_z650sr.htmbr >
Ah, that would be a classic today, I'd think.
It getting warmer outdoors, Kent..
I still love that simple style and good geometry for a tall guy like me.
And the seat is big enough for two, if you want to let her ride along. B-)
