IMRG Summer 2020 Magazine

Summer 2020

Inside RIDER PROFILE:

CHRIS KEEBLE

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POWERPLUS THE WOMAN THE MAKING OF 100 YEARS THE THUNDER HEART OF THE WHO RIDES THE FTR 1200 OF SCOUT WRECKING STROKE: CREW THE NEW 116 CHALLENGER THROUGH FIRE PG. 020

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Springfield Dark Horse

The Indian Springfield Dark Horse is for those want more. With a streamlined stance, powerful V-Twin engine, and sinister styling, it rides as powerfully as it looks. With its styling and design, the Indian Springfield Dark Horse is impossible to ignore as it roars down the road.

INDIAN MOTORCYCLE ON INSTAGRAM Our bikes have been popping up all over social media. Be sure to share your favourite Indian Motorcycle moments with us at @IndianMotorcycleAustralia

A nk i t B a gg a Ind i a n Mot orcycle Own e r @st oked _ k i d

M atthew M c Fe rra n, Stuntma n @ matty _ ma c

N i kk i Br ow n -S h e p h e r d M ot o - E nt hu s ia st @ n ik k ib s

Justi n M o nte sa l vo , Fo und e r of Patri ot Ca mpe rs @ patri otga me stv

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A LETTER FROM INDIAN MOTORCYCLE AUSTRALIA

Scout has served in wars and been used to break land speed records, all while retaining its timeless style.

Read about it on page 30. You can also read the story of the Indian Wrecking Crew, who dominated flat track racing in the early 1950s (page 35). After a decades-long hiatus, we’re creating new legends with the relaunch of the team.

Fine American Craftsmanship: There’s no b etter display o f craftsmanship than our model year 2020 motorcycles. This year’s lineup is bigger, better, and badder than ever, thanks to new Chieftain Dark Horse and Chieftain Elite models, which come stock with the Thunder Stroke 116 engine. And introducing the Challenger powered by the all new PowerPlus engine. Also, following the success of our Jack Daniels Limited Edition Springfield, we redesigned the Springfield Dark Horse with a new, aggressive styling. And the entire line-up now includes improved Ride Command—a significant upgrade in technology to keep you constantly updated on the road.

Scout 100th Anniversary

Welcome to the New Indian Motorcycle Riders Group Magazine It’s been an amazing year for Indian Motorcycle. Our community of riders continues to grow, and, with the launch of our new FTR 1200, we are excited to welcome many new riders from across the country. With our family growing so much, we thought that now would be a great time to share the first edition of our Indian Motorcycle Riders Group magazine.

The stories in this issue highlight the

pillars of Indian Motorcycle: legendary history, American craftsmanship, and pioneering spirit.

Flick over to page 04 to read about local legend Chris Keeble and her ride, Calamity Jane Legendary History: The Indian Scout, one of the most iconic motorcycles ever produced, debuted in model year 1920. In the 100 years since, the

Pioneering Spirit: Bringing the brandnew FTR 1200 to market involved dozens of employees, sleepless nights, and hours (and hours) of work. The story on page 20 highlights how Indian Motorcycle is always looking to push the envelope where other motorcycle brands aren’t. Speaking of pushing boundaries, check out our interview with Vicki Golden (page 14), who rode the FTR 1200 through 13 flaming walls to set a new world record. It’s yet another example of how Indian Motorcycle is breaking boundaries.

We hope you enjoy the new magazine and be proud to show your friends and family members just what it means to be an Indian Motorcycle rider.

SUBMISSIONS Indian Motorcycle Riders Group reserves the right to refuse, edit, or modif y submissions for publication in Indian Motorcycle Riders Group magazine.

DISCLAIMER Indian Motorcycle Riders Group magazine is published by Indian Motorcycle Riders Group. No part of Indian Motorcycle Riders Group (IMRG) magazine may be

reproduced for any purpose in part or in its entirety without the express written permission of IMRG. Indian Motorcycle Riders Group has made every effort to ensure the accuracy of the information contained herein; however, IMRG does not assume and disclaims any responsibility or liability for damage or loss that may result from errors or omissions. This includes errors that may be the result of negligence, accident, or any other cause. Furthermore, IMRG will not be held liable for any product or service referenced in this publication. All rights reserved.

Visit Indian Motorcycle online at www.indianmotorcycle.com. Indian Motorcycle, Indian Motorcycle Motor Oil, and Indian Motorcycle Riders Group are registered trademarks of Indian Motorcycle International, LLC. Copyright 2019 by Indian Motorcycle Riders Group.

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RIDER PROFILE CHRIS KEEBLE Who I Am

I’m known as The Aussie & The Indian and behind that is a whole bunch of stuff.

I’m a writer -producer.

I have a background in theatre and have produced everything from Rugby League matches to Shakespeare. My production company produces what I call The Rockumentary Series.

I research and write about rock icons and that develops into a live show with story lines, live band, imagery and footage.

Why I Ride

Since I was a small child I’ve always liked being on my own. Don’t get me wrong, I’m very social and have a wide circle of friends in many areas, but the most satisfying moments in life for me are when I’m out in the country on my motorbike. >> Photograph by ROGER BROOKS

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IT'S ALMOST A ZEN MOMENT and the only time I feel completely at peace. I usually finish the day with a stack of ideas and projects to start.

It allows me to create and satisfy this deep need to continually move forward with exciting new things to do and explore. I’m on a highly, and I mean highly, customised 2017 Indian Vintage Chief named Calamity Jane.

From the moment I decided to move to an Indian motorcycle I had a clear vision of what I wanted to create. I’ve deigned every aspect and its very bespoke. I know she is over the top, and certainly not for everyone, but it’s for me and as a creative type, any bike I have will never remain stock for long. I’ve been riding for 30 plus years, I’ve always had a bit of a love affair with Indian Motorcycles.

So, when they came back, I looked and pondered for a while and would visit the showroom all the time. The guys at the Sydney dealership helped a lot and I explained my vision. I’m not sure they ever expected it to become what it has. I soon created the persona and started developing the whole story and brand of what I and Calamity would become. The Aussie & The Indian. I get that the purists think it’s ridiculous, but it’s the way I am and like I

say, I’m having fun doing and being who I am before I’m six feet under’. It’s my turn now!

I’m a 60 year old grandmother, who works full time and also runs my company touring my shows. So life is busy. Every spare minute I have I’m on Calamity riding.

I plan all week what adventure I will be on and work out how I will present that on my social platforms. I’m mindful of what to present and want to do both the brand of Indian and myself, proud.

My adventures will incorporate people as much as bikes and of course destinations. I seek out the quirky, unusual and trivial bits and pieces that I believe people like. Plus, I want to offer something a bit different to the many moto-vloggers out there, and there are plenty that are all very good. I watch and learn from them all the time. I belong to a moto-vlogging group called ‘Indian Motorcycle World’, whose members come from all corners of the globe and we support each other, I’m proud to represent Australia and also be the only female member at this stage. I look at the next 4 years of my life as me practicing and honing my skills in producing content for my future life as I see it. When I head off to be of ‘no fixed address’, I will have grown a following and perhaps ways to monetarise what I do.I ride all over Australia and also do regular rides to various parts

CH R I S A N D CA L A M A I T Y JA N E Chasing storm dow n the South Coast of NSW near Cobargo

CH R IS AND CAL AMA ITY JANE Photographed by Roger Brooks

of the world. In 2018 I rode in the USA for the 6th time. In 2019 I rode in New Zealand, Japan and Italy. Free weekends I’m usually off in any direction for approximately 6 hours ( I judge distance by time more so than kilometres), wherever that takes me, Find a place to stay, usually a pub with some great characters to meet and next day head home.

Just like the entertainment world, I’m creating a show reel for my life as a traveling motorbike adventurer.

My favourite areas to be are in little country towns. Cows to my left, horses to my right!

Pulling into a small country pub, meeting the locals and bunking down for the night.

I’m not a fan of big crowds nor am I a fan of riding with big groups of people.

Six maximum is about all I like. The amount of people who can sit at one table for a good ‘chin wag’ is the rule of thumb for me. I’m a bit of a workaholic and am always looking for projects to do. I’m now producing an event to be held in Australia on Sat 9 May 2020, The Australian Indian Motorcycle RideRally- Record 2020, which will see for the first time in Australia a gathering of Indian Motorcycles and their enthusiasts. We are attempting to break the record of most Indians motorcycles on a parade, which was recently set at 651 by the USA. A high bar for us to reach given our small population, but we

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do have that Aussie 'never give up' spirit. It will be a great event held in the iconic Aussie backdrop of a town called Silverton, which many readers will know as the set location for Mad Max 2.

Riders from all over Australia will be there. Some are traveling around 3,000k's, it’s a big beautiful country!

We will certainly be breaking records regardless! My next adventure will be shipping ‘Calamity’ over to the United States and riding there for 3 months before I return home to circumnavigate Australia as I reach retirement and write that play! I’ve developed a family of followers around the world and their support, encouragement and advice has been amazing.

My Indian motorcycle claim to fame, is that I was the first woman in the world to review the FTR. I’m sure the company didn’t expect a 60 year old granny to do that! I like to create a reaction, get a response (good and bad) and I live by a saying that I stole from Eleonor Roosevelt “Well behaved women rarely make history” I’ll leave you with that and look forward to meeting all the readers on the road sometime.

BE SAFE, BE BRAVE AND BE A LITTLE CRAZY

THEAUSSIE-THEINDIAN.COM presents

saturday 09 may 2020

For the first time in Australia a gathering of Indian Motorcycle & enthusiasts LARGEST GATHERING & PARADE OF INDIAN MOTORCYCLES *AUSTRALIA *SOUTHERN HEMISPHERE & AN ATTEMPT AT *THE GUINNESS WORLD RECORD - #651 current record

s i lv e r to n n sw

Registration, information, orientation video and more can be found at www.theaussie-theindian.com $111 per bike

An Event of the Australian Motorcyclist Association Inc

Fri 8 May from 3pm

Photo by Graeme Armstrong and Silverton Photography Official event photographers

Welcome

Sat 9 May from 8am

Broken Hill Demo Club

Rego pack pick up & 6pm meet and greet

The Event The iconic Silverton Village Outback Australia NSW

THUNDER STROK E

116 CHIEFTAIN DARK HORSE

THE NEW THUNDER STROKE THE MODELS 2020 INDIAN The 2020 Chieftain CHIEFTAIN Aggressive style and proven performance. and Roadmaster have an exciting new feature.

It’s big. Very big.

Blacked-out premium styling with a 19-inch contrast-cut front whe

Along with an improved connected experience

with Ride Command, this year Indian Motorcycle is proud to introduce an upgraded engine that comes standard in select models: the 116 V-twin Thunder Stroke. That’s 116 cubic inches of smooth, impressive power in every gear and 126 lb-ft of torque, the most in its class. It’s a big engine. And a big deal.

CHIEFTAIN LIMITED THUNDER S TROK E

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Premium chrome finishes that will make you stand out from other riders.

CHIEFTAIN ELITE THUNDER S TROK E

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A two-tone custom paint scheme that’s finished by hand and aluminium billet f loorboards add premium style to a classic bike.

eel.

THUNDER S TROK E

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ROADMASTER DARK HORSE The mix of matte black and chrome finishes gives this bike a mean, sleek styling—but not at the expense of comfort.

THE 2020 INDIAN ROADMASTER

Premium touring with modern lines.

THUNDER STROK E

116 INDIAN ROADMASTER Heated seats and grips, a push-button power windshield, and lowers with adjustable airf low vents. It’s the most comfortable bike on the road.

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PowerPlus Introducing The

The all-new 108 cubic inch, liquid cooled, V-twin Engine.

D e l i ve r i n g a c l a s s l e a d i n g 1 2 2 horsepower and 178 Nm torque, the Powerplus establishes a dramatically new standard for V-twin performance.

Serving at the heart of the new Indian Challenger, an all-new fixed fairing bagger that utilises Indian Motorcycles State-of-the-art technology to become the highest performing American V-twin ever developed.

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the heart of the

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WE'VE DRAMATICALLY REDEFINED THE AMERICAN BAGGER a striking combination of American muscle, next-level technology, and premium comfort to deliver a truly unmatched riding experience.

Designed for the most knowledgeable and discerning riders, Indian designers stopped at nothing to ensure that the Challenger out-classed its competition and delivered the highest performing, fully loaded bagger on the market.

“OUR MINDEST WAS TO LEAVE NO STONE UNTURNED AND DELIVER A BAGGER THAT EXCEEDS THE STANDARDS IN CATEGORIES LIKE, POWER, HANDLING, COMFORT AND TECHNOLOGY”

The Challenger features all the premium touring amenities riders expect from Indian Motorcycle, including electronic cruise control, full LED lighting, a long-haul seat, ABS, keyless ignition, and weatherproof saddlebags with over 68 litres of storage space. In addition, a modern and aggressively styled chassis-mounted fairing sits over the Challenger’s inverted front suspension. This, combined with the bike’s lightweight cast aluminum frame and hydraulically adjustable FOX® rear shock, delivers unrivaled handling and rock-solid stability.

Race-spec radially-mounted Brembo® brakes provide superior stopping power, and new performance touring Metzeler® Cruistec® tires offer supreme traction. Challenger’s chassis-mounted fairing features an adjustable windscreen with nearly three inches of travel and adjustable air vents – delivering unprecedented rider protection from all elements. With menacing LED running lights, a central headlamp, and a redesigned and modernized Indian Motorcycle headdress adorning its front fender, the Challenger presents an unmistakable profile day and night.

With its modern, aggressive look, and a seemingly unlimited array of performance, comfort and technological features, the Indian Challenger stands alone as the ultimate bagger.

“While we are grounded in our iconic history, we are focused and driven to break new ground and establish a higher standard for riders; and the Challenger is a testament to that,” said Steve Menneto, President of Indian Motorcycle. “The amount of technology and level of detail packed into this bike is incredible, and it’s something we’re extremely proud of.”

The 2020 Indian Challenger Dark Horse is available in Thunder Black Smoke, Sandstone Smoke, and White Smoke. The Indian Challenger Limited and is available in Thunder Black Pearl, Deepwater Metallic, and Ruby Metallic.

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This summer, on live TV, Vicki Golden broke a world record by riding her motorcycle through thirteen flaming barriers. And She did it on an FTR 1200.

Golden’s dad rode. Her brother rode. So there was no other choice: She would ride, too. She would also be very good at it, as it turns out. At 16, she became the Loretta Lynn AMA Women’s Amateur Champion. At 19, she had her first X Games gold medal for Women’s Moto X. Two years later she had two more Moto X golds. She started performing stunts in 2015, and after pitching a few ideas to Nitro Circus, an action sports stunt group that set up this summer’s tribute to Evel Knievel, Evel Live 2, she found herself driving her motorcycle through 13 flaming walls.

Why did you switch from riding dirt bikes to doing stunts?

My heart lies with racing, but in 2015 I developed Epstein-Barr from over-training for Supercross. My body just couldn’t handle the intensity. At the same time, I had been riding ramps for fun. On my day off from moto, I would go ride the ramp and hang out with freestyle riders. Both riders and promoters kept hitting me up. They’d say, dude, if you just learn a couple tricks or learn to flip, you could make so much money. It wasn’t about money at that time. I was like, I’m sure I will but not right now. Eventually, that changed.

Who came up with the idea to drive through fire?

I approached Nitro with some ideas for a future Evel Live. They liked them, but we realized they might be too time consuming, so we came up with the fire wall record together.

How did your mom react when you told her about the stunt?

My mom doesn’t handle anything I do very well. I like to really play down what I’m doing and make it sound like there’s no danger. I leave out the scary details. Even when I crash. I’m like, yeah, it was a little tip over, nothing crazy. I broke this, but nothing crazy. So her stress isn’t through the roof.

She’s not onto you by now?

You would think so, but every time, I fool her until the last minute. Like with the fire walls. I told her I’d be wearing a bunch of protective stuff underneath.

Instead of saying “fire resistant,” I told her that stuff was fireproof. She gets mad, but by the time she realizes how gnarly and dangerous the trick is, it’s too late and I’m ok. I think she actually prefers it that way.

Is there a good way to practice breaking things with your head?

We planned to work our way up and add a wall with every test run. But I found out fast that it doesn’t feel good. The two points of contact were the number plate on the front of the bike and my forehead. Instead of trying to do a bunch of practice, we made our sessions really count.

What were you most worried about?

In one session, a burning board got stuck in my face. My eyes started to burn and it was hard to see. I thought it was because of the board, but when we did another test a few days before the show, I had the same issues.

What did you do?

We’d picked the safest helmet out there, but helmets are designed for racing

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I got a board stuck to my face. I had to smack it and get my hand back on my handlebar before I hit the next wall. It got hectic really fast.

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and riding, not for going through fire. The air ventilation system worked too well. There was too much air circulating in the helmet. So Bell pretty much redesigned it. They shut off airflow to my head. I couldn’t really breathe that well, but I’d rather struggle to breathe than struggle to see.

How did you feel on the day of the stunt?

I didn’t have time to get nervous until I had to gear up and get ready. We weren’t able to test the final helmet. We ran out of time. Bell was confident, but without testing something, there’s always that little bit of nerves.

At some point you just have to gun it and go, right?

For sure. I do live shows with Nitro all the time. That prepares you for something like this. If there’s a jump you’re not sure about at a motocross track, you can take your time and learn it. But when you do competitions like the X Games or live shows, you’re doing this trick right now. You have to turn your brain off and go when it’s go time. That’s priceless for an athlete.

Is there a difference between the first wall and the seventh?

With them all being lit on fire, you just get trapped in the heat. We did things differently than the previous record. For that, four thin walls were lined up really close to each other. After 100 feet, another few walls. That gives you an out. But the way we did it, they were lined up every 50 feet. There was no out.

No way to stop in the middle. It was just go, a do-or-die scenario.

Were there advantages to spacing the walls out?

The heat would dissipate a little, but by then, you’re at the next wall. There was no break. We tried to space it out enough to not be unbearable.

What were you most worried about?

Halfway through I got a board stuck to my face again. I had to smack it and get my hand back on my handlebar before I hit the next wall. It got hectic really fast. Plus, when you’re going through the walls you have to make sure you’re not breathing. If I took any breaths near the walls, the medics thought my lungs would be burned. There were so many things to focus on, even down to my form.

Was your form different than usual?

On a freestyle bike, I sit more upright. For this I was locked in a tuck, which is something I never do. Basically, I had to make sure I didn’t move. To stay braced for every wall.

Was it hard to remember not to breathe at the wrong time?

The hardest part was sitting there waiting to go. I’m wearing a hood and I have zero airflow. It was better once I had other things to focus on and the adrenaline had set in. At that point I just knew I had to hold my breath.

The whole time?

My racing background really helped with that. When you race, when you’re doing these different things, ultimately you start holding your breath without even knowing it. You’re focused on riding this bike and jumping the jumps and making sure everything is right. That’s what contributed to the fatigue that got me out of racing. But for this, it really helped. I had spots picked out where I could take a breath if I needed to, but I ended up holding my breath the entire way. At the end, it was the best feeling just to get the helmet off and breathe fresh air.

What was the first thing you wanted to do after you broke through that last wall?

This was the only stunt where the one thing they told me not to do right after was celebrate. They told me to go straight to medical to make sure everything is okay. If I had burns, they needed to take care of it immediately.

Did you listen?

I knew I was fine. Medical tried to check me but my boyfriend and my mom ran over and still hugged me anyways.

How did you feel the next day?

It was good. I could tell I had a little smoke inhalation. A sore throat, a little coughing. But that’s well worth it for a world record.

Do you think you’ll try to break another record?

If I get the chance to try for another record, I want to be on a dirt bike and be jumping. But if someone breaks my record, we’ll line 15 or 18 or whatever number of walls it needs to be to keep it.

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THE NEW FTR 1200 DIDN’T START WITH A DRAWING OR MOULDING CLAY. IT STARTED WITH HISTORY. AND THEN, YEAH, THE MOULDING CLAY.

BY Kevi� Dupzy�

FROM DIRT TO ASPHAL FTR 1200

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IN 20 16, Rich Christoph, Indian Motorcycle’s senior industrial designer, welcomed Jared Mees, the newest racer on the company’s next-generation Wrecking Crew team (see page 30), into his shop. He showed Mees a clay buck—a full-size model of the motorcycle body that would become Indian’s FTR 750, a bike built from fork to clutch for flat track racing. Mees used the buck like a real bike, shifting side-to-side, leaning and tucking flat.

As he did, Christoph scraped off clay beneath him, narrowing the frame, extending it. When Mees showed how he slides from the tank to the tail during turns, Christoph pulled out a looped-wire tool and whittled down the protrusions that would get in the way. Later, when Mees pressed flat against the bike, eliminating air resistance, Christoph noticed that Mees’s chest might seal off a crucial air intake. So he designed a pocket for the filter that would maintain airflow even if it were covered. It was the first time in decades someone was building a bike explicitly for flat track racing. And as the clay model neared completion, Christoph already had another big idea forming: how this race bike could be turned into a street bike.

Adapting a stripped-down dirt bike for city streets wouldn’t be easy. The FTR 750 has no lights, for one thing. No starter. Its one-gallon tank provides a range of 25 miles. And its mufflers would get street riders a ticket every time they fired the bike up.

But Indian Motorcycle had a secret weapon to draw upon: the design language and history of Indian Motorcycle. It also had some clever engineering.

The problem solving started directly below the rider. What appears to be the fuel tank on the FTR 1200 is actually the airbox. “Rich had this vision that the top line of the bike would maintain some commonality with the race bike,” says Matt Fronk, platform manager for international motorcycles. “We had to really put a lot of effort into making sure it still had that silhouette while maintaining the airbox volume, which we needed to get the power we wanted.” They moved the fuel tank under the seat and used a plastic cover to disguise the sleightof-hand. “That’s the fun of the back-and-forth,” says Fronk.

“Rich has got more of the artistic view, and when it comes to

RIGHT The sketches included throughout this story are from FTR 750 and FTR 1200 designer Rich Christoph’s notebooks.

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20 19 FTR 1200 73 CU I N .

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123 HP @ 8 2 50 R PM

LEFT: One of the biggest challenges in transforming the FTR 750 into a street bike was getting the frame right.

The team had to design something that could fit a much larger engine while still retaining the sleek look and size of a racing bike. From right to left: Nick O’Reilly, Jason Stille, BJ Boles and Rhonda Sikora.

BELOW: A clay model, called a buck, of the new FTR 1200.

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87 L B-F T AT 6 000 R PM

20 19 FTR 1200 S 7 3 CU I N. 120 3cc

12 3 H P @ 8 25 0 R P M

87 LB - F T AT 6 000 R P M

How is the FTR 1200 S different from the FTR 1200? It comes with three ride modes—sport, standard, and rain—and a fully adjustable front and rear piggyback shock suspension. The S also has a high-visibility 4.3-inch customizable Ride Command LCD touchscreen with Bluetooth that lets you easily pair it with your mobile device. Available colors include Indian Motorcycle Red over Steel Gray, Titanium Metallic over Thunder Black Pearl, and Race Replica.

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my team, it’s like, figure out how to put 10 pounds in a five-pound bag. Good luck!”

The team that built the engine for the 750 was similarly strategic with the exhaust. Two exhaust pipes leave the engine’s two cylinders, and the exhaust exits the bike through twin pipes. But in between, low on the bike, both pipes enter a large resonator that reduces much of the sound. The ends of the pipes are largely cosmetic. “It’s a dual-muffler appearance, but it’s actually just a single muffler,” says the program lead, Philippe Gasdia. That one muffler, skinned to look like two, is much smaller than might otherwise be required on an engine this potent.

The biggest challenge—because it so fundamentally defines how the bike looks and handles—was getting the frame right.

The chassis team wanted a trellis frame with a short wheelbase, like the 750. But the engine they were using, from the Scout line, was much bigger than the one on the 750. “We had to come up with a method to take that existing engine and let it work as a structural member, without the traditional cradles like you have on a cruiser,” says senior project engineer Dave Bagnariol. “We ended up having to punch a hole through the crankcase of the

engine so we could run the swingarm pivot through there.” And with that, a bike with the compact frame of a racer had the big engine of a road bike.

Side by side, the 1200 looks like a close relative of the 750—the stocky cousin who spends every night at the gym. You can see the shared DNA, the compactness, the way the tail of the bike leads your eye off into the distance. The tires are similar too, designed to have the aesthetic of a dirt tire, with the performance elements you need to stay upright on pavement. (See “Track Tires for the Street,” on page 24.)

Just as important as maintaining the look of the 750, however, was keeping the spirit. “It’s kind of like working 10 years with a horse. The two of you get in sync,” says Indian Motorcycle’s VP of racing, technology, and service, Gary Gray. “When you want that horse to go left, it already kind of knows. People jump on these bikes and they’re just like, ‘This thing’s telepathic. I just kind of think where I want it to go and it just does it.’”

Gray was the one whose pitch got Indian Motorcycle back into racing. From the moment the brand was acquired in 2011, Gray wanted to create a bike that lived up to Indian Motorcy-

Th� 1200 LOOKS LIKE A CLOSE RELATIVE OF

THE 750—THE STOCKY COUSIN WHO SPENDS EVERY NIGHT IN THE GYM.

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cle’s racing heritage. In 2015, people inside the company started talking about building more modern motorcycles, and Gray saw his opportunity. He suggested that they build a flat track bike first, and if people loved it—which they would, because of Indian Motorcycle’s legendary racing status—treat the public to a production version.

“What better story for a production bike than to have been bred and tuned in the race world?” Gray says. The result is exactly what he was hoping for. Drive a 1200, and you may not be transported to the track, but you do feel history beneath you.

When you lean into a corner with your knee a few inches off the ground, you get a bit of the thrill racers must feel. It’s easy to imagine that you’re the fourth member of the Wrecking Crew.

That you’re headed for that podium. Even if you are only on the way to the office.

Jointless band construction

Radial-ply

TRACK TIRES FOR THE STREET A CLOSER LOOK AT DUNLOP’S CUSTOM-DESIGNED DT3-R The asymmetrical tread, while common for track tires that are always turning in the same direction, is unusual for street tires.

But the dirt track look was important, so it stayed.

Asymmetrical tread

To improve street performance, Dunlop shortened the tread depth of the front tire by 3/32 of an inch. The tread pattern is tighter, too. With less separation between lugs, you get more contact area with the pavement.

The DT3-R is made of long-wearing compounds that are more durable than those used for a track tire.

In exchange for losing a little grip, you get a better balance between performance and longevity. And you won’t have to

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replace your tires every two months.

Using a technique called jointless band construction, these tires were made by winding a halfinch-wide strip of rubber around the tire like yarn on a spool for a more robust construction and increased performance.

These tires are radials, rather than bias-ply.

Radials are stiffer and tighter, so as the tire spins at high speeds and centrifugal force makes it want to expand, a radial contains that expansion better, letting you go faster.

Dealers We have dealerships all over Australia and New

Melbourne

Canberra

Tamworth

Auckland

Sydney

Wollongong

Townsville

Wellington

Brisbane

Newcastle

Adelaide

Christchurch

Perth

Cheltenham

Darwin

Wanaka

www.indianmotorcycle.com.au/

1300 00 INDIAN

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UPCOMING EVENTS IN 2020 May 2 Dubbo Rally Join us as we head to the second annual Dubbo Rally. The aim of the rally is to promote safe riding and foster all the great things that riding a bike provides – fun, freedom and camaraderie. The theatre of the motorbikes makes it a great family event. Indian Motorcycle are set to join the rally for the second year in a row and look forward to a weekend of none stop motorcycle action. Pack your saddelbags and join us.

More info at: https://dubbomotorbikerally.com/

May 8 Silverton - Ride, Rally, Record Join Chris Keeble as she attempts to break the world record of most Indian Motorcycles on parade. She has a great weekend planned all focused on Indian riders in Australia. Set in the iconic backdrop of Silverton this marathon event will bring Indian Motorcycle riders from all over Australia, together in one central location. We will be there to provide support to Chris and hang out with our amazing a dedicated owners.

More info at: https://www.theaussie-theindian.com/

JUNE 3-7 Cooly Rocks On We're headed back to Cooly Rocks On for another year of Nostalgia, Music and Motorbikes. Join us on the foreshore of Coolangatta for pristine views and even better motorbikes. With exclusive IMRG events planned for our members it's sure to be bigger and better than ever! Keep your eyes peeled for more information hitting your inbox soon.

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CHANGES IN 2020

On January 10th, we announced to our customers and the public that we’ll be restructuring our dealership network in Australia. Since 2008, we’ve appointed eight independent dealerships and owned and operated four flagship dealerships in Australia’s main centers; Melbourne, Sydney, Brisbane and Perth which have all delivered top class service to our customers and have been vital in introducing Indian Motorcycle to the Australian market.

However, the response to Indian Motorcycle has reached a point where our customers now need and demand more – more locations and more support. During the course of 2020, we will be closing our four company-owned stores and replacing them with a greater number of independently owned stores so customers have better access to Indian Motorcycle nationwide.

We have big and bold goals as we look to grow the Indian Motorcycle brand in Australia. Moving to an independent franchised network of dealers is more sustainable for us and our partners as we look to grow in order to meet demand, while also enabling a broader network of support and options for our customers.

As valued customers, we want to ensure you that there will be no interruption to sales or customer service during this transition which will ultimately result in a significant expansion of our dealer network. We will keep all customers up to date with new dealership locations and timings but in the meantime, if you have any questions, do feel free to contact us via email on riders@indianmotorcycle.com.au

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100 YEARS O� SCOUT SCOU T A visual retrospective of America’s greatest motorcycle.

PG.

030 This year marks the centennial of one

of America’s most iconic bikes: the Indian Motorcycle Scout. In those 100 years, the Scout has gone in and out of production multiple times. It’s served in World Wars and been used to break land speed records.

It’s survived new owners and new tastes.

It’s been bulked up and slimmed down. It was ridden to dirt track titles in the 1950s— and then again six decades later. Throughout that journey there’s always been one constant: The Indian Motorcycle Scout makes people want to ride.

To mark such a momentous anniversary, we decided to look back at the bikes that have come before the new 2020 model. One hundred years of Scout history have been building to this point. We can’t wait to see where the next 100 take it.

2020 Scout 100th Anniversary Edition

2020 Bobber Twenty

2015 Scout

1941 Sport Scout

1941 Scout 741B

1934 Sport Scout

1936 Sport Scout

1927 Wall of Death Racer

1928 101 Scout

1919 – The Indian Motorcycle Scout debuts with the 1920 model. The original engine is 596cc, much smaller than most other bikes at the time, which are 1000cc or more.

With its lighter weight and smaller engine, the Scout quickly becomes a popular, more manageable option.

1928 – The 101 Scout replaces the original model. The new design adds a stronger frame, better suspension, a lower seat, and a front brake. It

also incorporates the new, soon-to-be-legendary 750cc V-twin engine.

are introduced. Although less powerful, they become very popular.

1932 – As a result of cost-­cutting following the Great Depression, Indian replaces the Scout 101 with the Standard Scout, which uses the 101 engine in a heavier Chief frame.

1934 – The Sport Scout enters the market. It features a two-piece keystone frame, which allows the engine to be a structural part of the chassis, a light, English-style spring girder fork, and streamlined, curved fenders.

1933 – The Pony Scout and Junior Scout, known as Thirty-Fifty Scouts because of their 30.50-cid engines,

1937 – Ed “Iron Man” Kretz wins the inaugural Daytona 200 race riding a Sport

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Scout. Even though he falls twice during the race, he still manages to lap the field, averaging 74 mph and finishing the 640-mile race in 2:43:27.

1940s – Scouts are used by Allied troops during WWII, often literally for scouting.

The most common Scout used in the war was the 741B, a modified version of a Thirty-­Fifty, with a threespeed transmission and a 30.50-cid 15-hp two-cylinder engine. Unlike the civilian

All images except 2015 Scout and 2020 Scout Bobber Twenty courtesey Bonhams

1949 Scout Super Sport 249

1942 Thirty-Fifty Scout

1940 Sport Scout

1940 Junior Scout

1932 Standard Scout

1929 Hill Climber

1924 Scout

Scout, the 741B comes with a leather submachine gun scabbard and has a metal ammunition box attached to the left front fork.

1948 – After World War II, Indian Motorcycle introduces a vertical-twin 440cc Scout in order to compete with an influx of lightweight foreign imports.

1951 – Indian Motorcycle’s flat track racing team, the Wrecking Crew, wins the

first of three back-to-backto-back championships riding stripped-down Scouts.

1967 – At 68 years old, New Zealander Burt Munro makes motorcycle history by setting an official land speed record of 184.087 mph (with an unofficial top speed of 205.67) on a modified 1920 Scout Streamliner at the Bonneville Salt Flats in Utah.

1975 – Actor Steve McQueen buys a meticulously restored

1920 Scout

1942 Sport Scout, one of the last produced before Indian Motorcycle shifted its attention to military bikes during World War II, to add to his collection.

1998 - Nine companies merge to resurrect the Indian Motorcycle brand—and the Scout—after a nearly 50year break in production.

2008 – Brad Pitt’s character in Benjamin Button rides a cherry-red 101 Scout.

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2015 – Under new leadership, Indian Motorcycle relaunches the Scout, which is now here to stay.

2017 – The video game Call of Duty: WWII is released, featuring the Scout 741B. 2020 – With its chopped fenders, sleek profile, and 69ci 100-hp V-twin engine, the Bobber Twenty combines the attitude of the past with the performance of the future.

“IF YOU RACED AGAINST THEM, YOU WERE RACING FOR FOURTH.”

A N OR A L H ISTORY OF I N DI A N MOTORC YC L E’S L EGEN DA RY F L AT T R AC K R ACI NG TEA M

Th� Wreckin� Cre�

BY K E V I N D U P Z Y K

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Bill Tuman, who rode bike 51, was one of three original members of the Wrecking Crew. He won 191 races in his career.

BILL TUMAN, original Wrecking

Indian Motorcycle would give us engines at the beginning of the season and then we were on our own. We were not really a team so to speak. We were three underdogs that happened to be real good friends, competing against and beating the better-funded Harley factory riders.

Crew rider:

BRAD BAKER, Wrecking Crew rider, 2017–2018; coach, 2018– Present: You just look at the bikes that

T H E Y E A R S F O L L OW I N G World

War II, the United States was consumed by a tense and thrilling sport: flat track racing. The riders were adrenaline junkies on stripped-down, brakeless bikes designed for speed—and not much else.

Some, called privateers, rode their own bikes. Others, called factory riders, raced for a particular manufacturer. They shot around the dirt oval at speeds approaching 100 mph, their bikes leaned nearly sideways, competitors inches away. There was nothing like it. Every race was an unpredictable thrill, but by the late 1940s, there was one constant: Three Indian Motorcycle factory riders—Bill Tuman, Bobby Hill, and Ernie Beckman—were nearly always in the lead. They came to be known as the Wrecking Crew.

Top: In July 1952, American Motorcycling magazine ran this image of Tuman, Hill, and Beckman on its cover, dubbing them “The Wrecking Crew.”

Above: Dunlop made the tires for the original Wrecking Crew. It makes them for the new team, too.

Right: Bill Tuman takes the checkered flag.

they rode—they had no suspension.

Really the only suspension that’s on the motorcycle is on the seat. Foot clutch, hand shifter. The tires, with the traction pads they had to work with … everything was more extreme back then.

TUMAN: We were not allowed to have brakes and we were not allowed to downshift once we were in top gear.

When entering a corner, we had to keep our speed up, so we stayed on the throttle until the rear wheel broke loose.

That’s called backing it into the corner.

The bikes were mostly war surplus that were lightened up as much as possible.

The front forks were cut down and narrowed up, frames and engine cases had extra bosses and mounting points removed if they were not needed.

JARED MEES, Wrecking Crew

rider, 2017–Present: Obviously, the

bikes have changed so much—what we race, compared to what they raced.

TUMAN: An article came out in a magazine with a photo of the three of us talking track-side at the previous week’s race, and the caption read, “The Wrecking Crew.” The public ran with it. That also more or less solidified

In 2017, Indian Motorcycle debuted the FTR 750 at Daytona TT—its first flat track entry in more than 60 years. Indian Motorcycle riders took first and second place.

More than halfway through the 2019 season, the Wrecking Crew—which consists of Briar Bauman (left), Jared Mees (center), and Bronson Bauman (right)—held the top three overall spots in the American Flat Track standings.

us as a team.

BAKER: The name was because they wrecked the competition. You came to the race, and most of the time you were racing for fourth, because good luck beating those three guys!

BRONSON BAUMAN, Wrecking

Road racers are in line. It’s pretty predictable.

Track racers are on edge the entire time.

We’re literally inches apart from our competitors at 120 mph. And then we get in the corners, and we get sideways.

Crew rider 2018–Present:

BRIAR BAUMAN, Wrecking Crew

You understand where your comfort zone is, and where your danger zone is. Really, you flirt with that. That’s what you live on, as far as racing goes. If you’re flirtin’ with that zone between feeling safe and good, and the danger zone, sometimes that’s enough to win—and sometimes it’s not.

TUMAN: You learn to go fast and be comfortable at high speed with your handlebars rubbing your competitors’. rider, 2018–Present:

T H E OR IGI N A L C R E W won back-

to-back-to-back national championships in 1951, 1952, and 1953. Then Indian Motorcycle ceased production. The brand was resurrected in 2011, and in 2015, there were whispers that Indian Motorcycle was building a racer designed specifically for flat track (what would become the FTR 750). Also, that it was bringing back the Wrecking Crew.

GARY GRAY, vice president of racing, technology, and service at Indian Motorcycle: By 2015 we were

stabilizing—and we were starting to feel like it was time to give back to the sport.

BRYAN SMITH, Wrecking Crew

rider, 2017–2018: When Gary Gray

called me at the end of 2015, Indian Motorcycle had bounced around a few different owners. I was respectful, but I didn’t really take it seriously when he said they were going to build a bike. I was kind of like, yeah, whatever, call me when you get a bike done.

GRAY: When we launched the FTR 750, our racing bike, to the public, we had Bill Tuman and Bobby Hill there. The first time we fired it up for the crowd, Tuman grabbed the throttle and gave it a twist, and it just brought tears to my eyes. To me that was the ultimate connection to 1953.

TUMAN: I was a bit skeptical at first, but after I seen the new equipment, I figured they would do well.

SMITH: The first race on the 750 was in Daytona. We had very, very minimal

“IN 50 YEARS THEY COULD BE TELLING THE SAME STORY, ONLY WITH OUR NAMES—I’LL ALWAYS BE THANKFUL FOR THAT.” Bil� Tuma�

GETS HIS BIKE BACK In 2002, Bill Tuman, one of two living original members of Indian’s flat track racing team, sold his world-championship-winning race bike to a doctor in Australia and assumed he’d never see it again. Now 98, Tuman currently lives in a retirement center in Bettendorf, Iowa. This summer, one of his caregivers wheeled him outside for a surprise: She’d tracked down the bike, which happened to be in temporary storage only 50 miles away, and arranged for Tuman to be reunited with it. As his friends and family watched, Tuman sat on the number 51 bike for the first time in nearly 20 years, reunited with a bike that will, in many ways, always be his. For proof, just take a look at the serial number. It’s TUMAN.

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testing going in. But obviously we had no choice but to go out there and go fast, like we do.

BRIAR BAUMAN: No one really knew what to expect with the new team. Then they came out, and they won everything.

SMITH: We got first and second—in the first race that Indian Motorcycle had rolled a bike onto in this century.

It was pretty epic. But up until that moment, we were just waiting for something to go wrong.

GRAY: They were all taking pretty big chances, jumping on what was essentially an unknown bike. We recruited them. Brad Baker was the top rider on the Harley-Davidson team, which was really the ultimate team in the business at the time. Bryan Smith had just won a championship on his Kawasaki. And then Jared Mees was trading off championships with Smith. Pretty big leaps for those guys to come off what they were doing and join Indian Motorcycle.

BAKER: I was a factory HarleyDavidson rider for three years before I

Left: On the way to taking backto-back American Flat Track Championships for Indian Motorcycle in 2017 and 2018, Jared Mees won 10 out of 18 races both years.

moved to factory Indian Motorcycle, so it was kind of like hopping from Chevrolet to Ford. So Indian Motorcycle took factory Harley’s premier rider from them … and then put out the FTR and put a spanking on everybody.

BR A D BA KER SUFFER ED a serious

injury in 2018 and shifted to a role as a coach. Bryan Smith went back to racing a Kawasaki as a privateer. Brothers Briar and Bronson Bauman joined to replace them. Throughout the changes the team has continued wrecking the competition and winning fans.

SMITH: The original Wrecking Crew

was so far in the past that those of us on the current team only kind of knew the names. But the fans knew them. I’m talking old guys whose dads took them to races when they were young and talked about the Wrecking Crew. I think it brought a lot of people back to the sport.

MEES: People are pretty ecstatic about what Indian has done—repeating history.

SMITH: To look back on what Indian Motorcycle did with the original Wrecking Crew, and then to think that in 50 years they could be telling the same story, only with the our names—I’ll always be thankful for that.

BRONSON BAUMAN: To say I’m one of them really is a dream come true.

For a long time the only factory team was Harley-Davidson. And that’s what we’d all gun for, to be a factory Harley rider. But now the pinnacle of the sport is the factory Indian Motorcycle riders, and somehow I stumbled my way into it.

BAKER: This resurrection of the Wrecking Crew—I hope this is the beginning of nothing but good things to come, where we will have this history where people look back and say, hey, it all started with these guys. And I was one of them.

“WE HAD NO CHOICE BUT TO

GO OUT THERE AND GO FAST, LIKE WE DO.�

Of the first 12 races of the 2019 season, a Wrecking Crew member took first place seven times. (And second place six times.)

Group shot of the 70 IM RG members and the Indian Motorcycle Crew preparing for their ride to the Gold Coast Hinterland

In June of 2019 IMRG Australia held a National Gathering in Coolangatta during the Cooly Rocks On Festival (CRO). It had been a while between drinks on a National level, but the event didn’t disappoint.

where Mark Larkham (RPM Presenter and V8 legend) gave a surprise presentation about his love of Indian Motorcycles. There were prizes, dress ups, photo opportunities, a delicious buffet and even a live band for entertainment.

Friday kicked off with registration for Indian Motorcycle was invited to lead members at the Indian Motorcycle HQ, the Sunday CRO Parade and our 70+ rida two-story event space with a spread ers turned it up for the tens of thousands of the latest apparel for sale downstairs of onlookers. Even Kate Peck (RPM Preand the IMRG VIP Lounge upstairs. senter) jumped in to participate in the Members received a jam-packed event ride. After being the highlight of parade, gift pack with an Indian watch, event Members could come and chill out at the t-shirt, cap, badge, lanyard plus free Indian HQ or sit up in the VIP area and drinks. The National Gathering was watch the sun set over the spectacular officially opened at 5pm by Peter Harvey Gold Coast skyscrapers.

(Country Manager) in the IMRG VIP Lounge. There was a great selection of beer and wine with canapes served in the VIP area until 8pm.

Will there be another IMRG National Gathering in Saturday’s weather wasn’t the best for 2020?

You bet there riding, but it didn’t stop the 70 IMRG members riding out of Coolangatta and will! looking heading into the Gold Coast Hinterland. forward to First stop was the Billinudgel Hotel for partying on at morning tea and a coffee. After another Cooly Rocks few hours of twists and turn the group On!

ended their ride at the Iron and Resin RPM presenter Kate Peck interving Mark Garage for an American style burger andLarkham standing with a Chieftain Dark Horse talked Kate through his favourite features chips. The afternoon was free for Mem- Mark of the bike. bers to walk around the CRO Festival and check out all the classic cars and The Indian Motorcycle setup at the beachside event included a full apparel store and exclusive performers.

VIP deck upstairs with sweeping views of Coolangatta.

Saturday night’s formal dinner was held IM RG members V IP dinner at the Twin Towns at the Twin Towns Hotel’s ballroom Hotel where Mark Larkham gave a suprise presentation

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DID YOU KNOW? We recently launched an all new online store for our customers, making shopping online with Indian Motorcycle that much more enjoyable. Now all our accessories and apparel are at your fingertips!

Members of Indian Motorcycle Riders Group get access to exclusive apparel and offers

ARE YOU A MEMBER? Join for free now and you'll receive your free pin, patch and tshirt and gain access to exclusive rides and events.

THE ESSENTIALS 2019

This Christmas season’s best gear and accessories whether you’re on your bike or hanging out with your furry companions.

ME N'S TE XTILE FL AT TR ACK R ACI NG R I DI NG JACKET A racing inspired jacket featuring coloured panels and a removable quilted liner to keep the wearer warm and dry. Contrast stripe detailing across sleeves; adjustable side tabs; embroidered & appliqué branding on front; American f lag patch on left sleeve, Motor Oil patch on right sleeve.

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BROWN PHOE NI X JACKET The popular Phoenix Jacket is offered here in a second colorway.

Ventilation zips on the sleeves and back keep things cool in warmer temperatures.

Contrast stitch detailing features across the sleeves and lower body.

FTR 1200 LOGO TE E Celebrate the excitement and energy of the American Flat Track with this 100% cotton single jersey F TR 1200 tee.

Rubber Motorcycle TankShaped Pull Toy Our shaped rubber Indian MotorcycleÂŽ tank Pull Toy will provide interactive fun for you and your dog.

The rugged ropes will help keep gums and teeth clean and healthy.

Retro Full Face Helmet A retro-look full face helmet constructed of fibreglass outershell featuring fast tricoloured racer stripes.

2019

Accessorieďż˝ Buying the bike is only the first step. Make it truly your own with increased performance and a customized look.

Scout QuickRelease SemiRigid Saddlebags These stylish Quick Release Semi-Rigid Saddlebags install in seconds without tools and add convenient, water resistant cargo space to your bike.

They have a rotomoulded interior bucket that holds its shape even when empty. and are covered in a durable, black allweather vinyl.

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Stage 1 2-into-1 Full Exhaust System* Give your bike added style and performance When combined with the Performance Air Intake (sold separately), this system can increase horsepower by 10 percent. *Performance accessories not available in all countries.

Quick Release Fairing Adds colourmatched custom style along with excellent wind and weather protection that can keep a rider fresher for longer. This fairing can be installed or removed in seconds - without tools - with intergrated Quick Release technology.

Select Handlebar Grips - Black These Select billet grips add custom style to a highprofile location on the bike. Aluminium metal combined with moulded rubber inserts create a unique style for these motorcycle grips that provide a rider with a sure grip. The billet grips are part of the Select collection of accessories that can be combined to give a bike custom style.

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