|This was the result of an experiment to
see if a cheap (before realizing that nothing to do with Indians is actually
cheap!) 101-style frame for 741 engines could be built. It could, but ended
up costing more than a new reproduction 101 frame. New reproduction 101
steering head and rear axle castings were used, with seamless tubing for
the rest. Frame has no tubes under the engine, in sort of a nod to the
factory and their early racing frames. "Wrap-around" engine plates are
Dural, and cry out to be engine turned
like The Sprit of Saint Louis (which I hope the current owner is still
planning to eventually get around to).
Saddle is repro 101, tank repro 101 modified for return oiling, Suzuki (rear) and Honda (front) wheels with aluminum rims and stainless spokes, forks a Bultaco/Ceriani mix, pivoting on taper roller bearings, DIY stainless exhaust pipes, stainless jockey shifter and a gazillion other details. The frame is now being used for a Land Speed Racing bike, aiming to be at Bonneville in 2009 (click here for the latest on the Salt Cracker LSR project).
|The engine is a few steps beyond the stroker
741s IPE normally builds. It has turned-down and polished Chief flywheels,
polished Sport Scout rods. The rods are beautifully welded-up and streamlined
in the crotch area - to remove crack starting sharp corners - by Erwin
Smith, a member of the original Indian Wrecking Crew; yes, this is probably
typical of what lurked inside the cases of those "stock looking" racing
Scouts of the day that we see in the history books! Honda Fireblade pistons
were the only off-the-shelf available piston short enough to not pop out
of the cylinders at TDC with the long stroke. IPE bronze-lined stainless
pushrod guides and valve spring covers.
Cases were Glyptal coated inside and had flywheel scrapers fitted, as well as extra breathing capacity; all of this for improved oil control and reduced friction and pumping losses. The cylinders are nickel plated, and have big valves, big custom nipples and a modified Chief manifold with clamped o-ring sealing against the nipples (like 1960s Milwaukee models), as there was no room for nuts between the cylinders with the big manifold.
The four long and four short studs on the lift table in the top photo are from an aborted attempt at "through-bolting" the cylinder heads; having long studs run from the cases up to the heads, relieving the cylinders of clamping stresses at their bases and where the heads bolt on, and putting the cylinders in compression under operating conditions instead of tension (meaning, among other things that, all things equal, they will have to stretch further in bending to start cracking at the bases).
The engine presently resides in an Ariel frame with a four speed foot change gearbox. As of 2009, the Scariel (Scout + Ariel, no?) is up and running, being shaken out - so stay tuned for more on this.