IndianBigChiefrestorationguide

Engine

The vertically split crankcase contained two caged roller bearings each side, supporting a built-up crank assembly, with postwar driveside mainshafts having two further bearings. The ‘knifeand-fork’ con-rod big-end assembly used four caged rollers. Bore and stroke (in inches) were 3-1⁄8 x 3-31⁄32 (61 cu in); 3-1⁄4 x 4-7⁄16 (74 cu in); 3-1⁄4 x 4-13⁄16 (80 cu in). The timing case contained a camshaft for each cylinder, but the single cam operated both inlet and exhaust. The cams drove lever followers acting on short pushrods to the side-valves. There were also gear drives to the oil pump and the distributor (or magneto). The cast iron cylinders were inclined at Indian’s signature 42 degrees. Valve stems and springs were located within external cover tubes. Cylinders and heads were originally blind assemblies, separate heads came in 1927; later heads were aluminium. Compression was quoted as 5.5:1. The single carburettor was a Schebler until 1940, then Linkert until the very last Chiefs, when Indian was obliged to fit Amal instruments. Originally total-loss, three earlier, non-interchangeable pump versions evolved to a re-circulatory pump for 1933. For 1938, the scavenge side used gears. Eventually, gears were used for both feed and scavenge sides and a new aluminium, rather than iron, pump was adopted for 1948. All provided positive feed to the big end, and for a while an auxiliary feed went to the valve guides. Marginal lubrication at best makes it imperative to use only suitable cast iron for replacement valve guides. A correctly functioning crankcase breather is important, perhaps worth updating for modern traffic conditions.

Transmission

Chiefs had gear primary drive that changed to a four-row chain in 1934. An aluminium chaincase held lubricant for the drive as well as the clutch. This used eight friction plates to transmit drive to the three-speed gearbox (until the Second World War there was a less-than-successful four-speed option). The clutch was operated by the left foot pedal. The gearbox casting was bolted to the back of the crankcases, with chain final drive on the bike’s right side. The gear lever was mounted directly on the transmission tower, and from 1937 there was a tankmounted lever. For 1950, the crankshaft gained a face-cam shock absorber. The original clutch was notorious for dragging, but can be improved by using oil marked JASO MA or MA2, which is made for modern ‘wet clutch’ bikes where engines and transmissions use a common oil.

Electrics

A belt-driven three-brush generator was powered by an auxiliary drive from the clutch. This charged a large six-volt battery supplying current for lighting and coil ignition. The generator was supplied by Splitdorf, then Autolite from 1932-on. A Splitdorf magneto was also a factory option. The generating system is obsolete. Any update, usually

involving Bosch or Lucas components, needs to provide regulated voltage control to charge, preferably, a modern AGM battery such as Hawker Cyclon. This is more critical than the choice of converting to 12-volt electrics. The distributor was driven from the timing case with a single coil supplying the spark. The costs of rebuilding a distributor or converting to more weather-proof electronic ignition are roughly equal.

Cycle parts

Single top and saddle tubes combined with twin downtubes to form a full cradle frame. The tubes were bronzewelded into cast lugs. The same basic structure served all models, but updates meant there were detail variations. Wheels were 18-inch diameter, fitted with 4.00 section tyres. Apparently, popular demand led Indian to offer optional 16-inch wheels in 1942, which became standard for 1944-on. Front and rear hubs rolled on cup and cone bearings. By the mid-1930s these changed to caged rollers for the hubs and double-row ball journal bearings for the detachable brake drums. The rear wheel had a single-sided drum brake. Originally unbraked, the front wheel acquired a drum for 1928-on. Like many of the cycle parts, the brakes received occasional updates. There were footboards, rather than footrests. Tinware consisted of a battery box and the combined fuel and oil tank, which was home for the instruments from 1938on. The tank is a complex soldered construction. Unsurprisingly, the old joints will be prone to leaks. Mudguards changed over the years and the deep-skirted ones arrived for 1940. They were not well-received initially and were even dealer substituted for the earlier type. Postwar and beyond, they almost defined the Chief.

Suspension

Chief rear suspension depended on that generous single saddle. Originally with separate springs, from 1932 the springing was incorporated in the seat mounting post. Passenger accommodation was either the Chumme (equivalent to Harley’s ‘Buddy’) or a tankmounted ‘jump’ seat. In 1940, the frames were altered for plunger suspension, which offered an inch and a half of movement. Front suspension was by a leaf spring, controlling trailing link forks. Girder forks were adopted in 1946. When the Chief was resurrected for 1950 it got telescopic forks with hydraulic damping.

PRICING

Top price for a prewar Chief seems to be around £30,000; postwar examples can go up to £40,000.

A prospective restoration can only be assessed on its individual merits (or otherwise) in view of the significant cost of parts and any expert attention deemed necessary. An essentially complete bike will carry a five-figure price ticket.

IN CONCLUSION

Postwar bikes are far more common and projects can turn up almost anywhere worldwide. Restoration requires an understanding of engineering and some marque-specialist knowledge. The high survival rates have encouraged a large aftermarket but, caveat emptor, as a lot of what is on offer falls short of OEM standards.

The control layout, such as the foot clutch, make the Chief an unusual riding experience. From the factory, twist-grips operated the throttle on the left, ignition advance to the right. Dealers could change the orientation on request, as the factory did eventually, even the gearlever could be transposed. Foot-change conversions are usually the work of the bike’s owner.

Once familiarised, the relaxed riding position and power delivery encourage long rides. Changing the original gearing should be done with caution, as it could make second gear challenging for town work.

Pure Americana, but a truly practical classic, the Chief can be summed up by the advert: Old Indians never die – they just have more stories to tell.