Indian Motorcycle

Indian Motorcycle is an American motorcycle brand controlled by the Los Angeles–based private equity firm Carolwood LP since February 2026.

Background The company from which its name originated was in operation in Springfield, Massachusetts, between 1901 and 1953, although it was known as the Hendee Manufacturing Company until 1923.Indian History Home Spelling as per U.S. Supreme Court, 1929-31 Its factory team took the first three places in the 1911 Isle of Man Tourist Trophy.

During the 1910s, Hendee Manufacturing became the largest manufacturer of motorcycles in the world. Its most popular models were the Scout, made from 1920 to 1946, and the Chief, made from 1922 until 1953, when the Indian Manufacturing Company was declared bankrupt.

In 2011, Medina, Minnesota-based automotive manufacturer Polaris, Inc. acquired the Indian motorcycle brand after several organizations had attempted to perpetuate it with limited success.

Following the acquisition, the new owner transferred its operations from North Carolina, integrating them with its existing facilities in Minnesota and Iowa. Beginning in August 2013, Polaris began designing, developing, and manufacturing various motorcycle lines under the Indian Motorcycle brand, reflecting its traditional styling.

On October 13, 2025, Polaris, Inc. announced its intention to turn Indian into a standalone business and sell a majority stake to Carolwood LP; this transaction was finalized four months later.

History

Early years – Hendee and Hedstrom

The "Indian Co." was founded as the Hendee Manufacturing Company by George M. Hendee in 1897 to manufacture bicycles. These were initially badged as "Silver King" and "Silver Queen" brands but the name "American Indian", quickly shortened to just "Indian", was adopted by Hendee from 1898 onwards because it gave better product recognition in export markets. Oscar Hedstrom joined in 1900. Both Hendee and Hedstrom were former bicycle racers and manufacturers, and after building three prototypes in Middletown, Connecticut, they teamed up to produce a motorcycle with a 1.75 bhp, single-cylinder engine in Hendee's home town of Springfield. The motorcycle was successful and sales increased dramatically during the next decade.Franklin's Indians: "Irish motorcycle racer Charles B Franklin, designer of the Indian Scout & Chief", by Harry V Sucher, Tim Pickering, Liam Diamond and Harry Havelin, pp. 46-50, Panther Publishing Ltd, 2010,

The first Indian prototype was then built and completed on May 25, 1901, by Hedström at the old Worcester Cycle Manufacturing Company in Middletown, Connecticut, and the first public demonstration was held on Cross Street in Springfield, Massachusetts, at 12:00 noon on Saturday, June 1, 1901.

In 1901, a prototype and two production units of the diamond-framed Indian Single were successfully designed, built and tested. The first Indian motorcycles, having chain drives and streamlined styling, were sold to the public in 1902. In 1903, Indian's co-founder and chief engineer Oscar Hedstrom set the world motorcycle speed record of 56 mph. In 1904 the company introduced the deep red color that would become Indian's trademark. Annual production of Indian motorcycles then exceeded 500, rising to a peak of 32,000 in 1913. The engines of the Indian Single were built by the Aurora Firm in Illinois under license from the Hendee Mfg. Co. until 1906.

Aurora produced engines under license for Indian from about 1901 to 1907. Aurora was also allowed to sell Indian design engines to third parties and pay Indian a fee. After 1907, Aurora could make its own complete motorcycles, which it did as Thor, and Indian began manufacturing its own engines.

Competitive successes

In 1905, Indian built its first V-twin factory racer and in following years made a strong showing in racing and record-breaking. In 1907, the company introduced the first street version V-twin and a roadster styled after the factory racer. The roadster can be distinguished from the racers by the presence of twist grip linkages.1906 & 1907 Hendee Mfg. Co. sales brochures One of the firm's most famous riders was Erwin "Cannonball" Baker, who set many long-distance records. In 1914, he rode an Indian across America, from San Diego to New York, in a record 11 days, 12 hours and ten minutes. Baker's mount in subsequent years was the Powerplus, a side-valve V-twin, which was introduced in 1916. Its 61ci (1000 cc), 42 degree V-twin engine was more powerful and quieter than previous designs, giving a top speed of 60 mph (96 km/h). The Powerplus was highly successful, both as a roadster and as the basis for racing bikes. It remained in production with few changes until 1924.

Competition success played a big part in Indian's rapid growth and spurred technical innovation as well. One of the American firm's best early results came in the Isle of Man TT in 1911, when Indian riders Oliver Cyril Godfrey, Franklin and Moorehouse finished first, second and third. Indian star Jake DeRosier set several speed records, both in America and at Brooklands in Britain, and won an estimated 900 races on dirt and board tracks.Jacob DeRosier at The Motorcycle Hall of Fame He left Indian for Excelsior and died in 1913, aged 33, of injuries sustained in a board track race crash with Charles "Fearless" Balke, who later became Indian's top rider. Work at the Indian factory stopped as DeRosier's funeral procession passed.

Oscar Hedstrom left Indian in 1913 after disagreements with the board of directors regarding dubious practices to inflate the company's stock value.Johnstone, G. "Classic Motorcycles" p. 44 Tiger Books International PLC, 1993 George Hendee resigned in 1916.Johnstone, G. "Classic Motorcycles" p. 46-47 Tiger Books International PLC, 1993

Lightweights 1916–1919 Indian introduced the 221 cc single cylinder two-stroke Model K "Featherweight" in 1916. The Model K had an open cradle frame with the engine as a stressed member and a pivoting front fork that had been used earlier on single-cylinder motorcycles but had mostly been replaced on other Indian motorcycles by a leaf-sprung trailing link fork.

The Model K was manufactured for one year and was replaced in 1917 by the Model O. The Model O had a four-stroke flat-twin engine and a new frame, but retained the pivoting fork at the front. The Model O was manufactured until 1919.

World War I As the US entered World War I, Indian sold most of its Powerplus line in 1917 and 1918 to the United States government, starving its network of dealers. This blow to domestic availability of the motorcycles led to a loss of dealers from which Indian never quite recovered.Franklin's Indians: "Irish motorcycle racer Charles B Franklin, designer of the Indian Scout & Chief", by Harry V Sucher, Tim Pickering, Liam Diamond and Harry Havelin, p. 147, p. 151, Panther Publishing Ltd, 2011, While the motorcycles were popular in the military, post-war demand was then taken up by other manufacturers to whom many of the previously loyal Indian dealers turned. While Indian shared in the business boom of the 1920s, it had lost its number one position in the US market to Harley-Davidson.

Inter-war era

The Scout and Chief V-twins, introduced in the early 1920s, became the Springfield firm's most successful models. Designed by Charles Franklin, the middleweight Scout and larger Chief shared a 42-degree V-twin engine layout. Both models gained a reputation for strength and reliability.

In 1930, Indian merged with Du Pont Motors.Motorcycle Hall of Fame: E. Paul DuPont DuPont Motors founder E. Paul DuPont ceased production of duPont automobiles and concentrated the company's resources on Indian. DuPont's paint industry connections resulted in no fewer than 24 color options in 1934. Models of that era had Indian's famous war bonnet logo on the gas tank. Indian's huge Springfield factory was known as the Wigwam, and native American imagery was much used in advertising.

In 1940, Indian sold nearly as many motorcycles as its major rival, Harley-Davidson. During this time, Indian also manufactured other products such as aircraft engines, bicycles, boat motors and air conditioners.

Scout

The Indian Scout was built from 1920 through 1949. It rivaled the Chief as Indian's most important model.

The Scout was introduced for 1920. Designed by Charles B. Franklin, the Scout had its gearbox bolted to the engine and was driven by gears instead of by belt or chain. The engine originally displaced ; the Scout 45, with a displacement of , became available in 1927 to compete with the Excelsior Super X. A front brake became standard on the original Scout early in 1928.

In 1928, the Scout and Scout 45 were replaced by the Model 101 Scout. Another Franklin design, the 101 Scout had a longer wheelbase and lower seat height than the original. The 101 Scout was well known for its handling.

The 101 Scout was replaced by the Standard Scout for 1932. The Standard Scout shared its frame with the Chief and the Four; as a result, the Standard Scout was heavier and less nimble than the 101.

A second line of Scouts was introduced for 1933. Based on the frame of the discontinued Indian Prince single-cylinder motorcycle, the Motoplane used the 45 cubic inch engine from the Standard Scout while the Pony Scout had a reduced displacement of . In 1934 the Motoplane was replaced by the Sport Scout with a heavier but stiffer frame better able to withstand the power of the 45 cubic inch engine, while the Pony Scout, later renamed the Junior Scout, was continued with the Prince/Motoplane frame. Between the introduction of the Sport Scout in 1934 and the discontinuation of the Standard Scout in 1937 there were three Scout models (Pony/Junior, Standard, and Sport) with three different frames. The Sport Scout and the Junior Scout were continued until civilian production was interrupted in early 1942.

Chief

Introduced in 1922, the Indian Chief had a engine based on the Powerplus engine; a year later the engine was enlarged to . Numerous improvements were made to the Chief over the years, including the provision of a front brake in 1928.

In 1940, all models were fitted with the large skirted fenders that became an Indian trademark, and the Chief gained a new sprung frame that was superior to rival Harley's unsprung rear end. The 1940s Chiefs were handsome and comfortable machines, capable of in standard form and over when tuned, although their increased weight hampered acceleration.

The 1948 Chief had a 74 cubic inch engine, hand shift and foot clutch. While one handlebar grip controlled the throttle the other was a manual spark advance.

In 1950, the V-twin engine was enlarged to and telescopic forks were adopted. But Indian's financial problems meant that few bikes were built. Production of the Chief ended in 1953.

Four

Indian purchased the Ace Motor Corporation in 1927 and moved production of the four-cylinder Ace motorcycle to Springfield. It was marketed as the Indian Ace in 1927.Wilson, H. The Ultimate Motorcycle Book p. 31 Dorling-Kindersley Limited, 1993 Wilson, H. The Encyclopedia of the Motorcycle p. 11 Dorling-Kindersley Limited, 1995

In 1928, the Indian Ace was replaced by the Indian 401, a development of the Ace designed by Arthur O. Lemon, former Chief Engineer at Ace, who was employed by Indian when they bought Ace.Wilson, H. The Encyclopedia of the Motorcycle p. 106 Dorling-Kindersley Limited, 1995 The Ace's leading-link forks and central coil spring were replaced by Indian's trailing-link forks and quarter-elliptic leaf spring.

In 1929, the Indian 401 was replaced by the Indian 402 which received a stronger twin-downtube frame based on the 101 Scout frame and a sturdier five-bearing crankshaft than the Ace, which only had a three-bearing crankshaft.Johnstone, G. Classic Motorcycles p. 106 Tiger Books International PLC, 1995