F219.1 1916 INDIAN HEDSTROM POWERPLUS By the mid-1910s, the motorcycle completed its evolution from the finicky, bicycle- based novelties to robust, rugged and reliable vehicles, like this exceptional 1916 Indian Model F. As the preeminent American motorcycle manufacturer, Indian had helped deliver the motorcycle into the emerging modern world, and as such, the company had reached its pinnacle of success in 1913. That year, Indian held almost every national racing title, international speed record and endurance milestone, produced an all-time record of over 32,000 motorcycles and pulled in over $1 million in profits. If 1913 marked the crest of Springfield’s mighty crimson Indian, 1914 brought about the inevitable ebbing. Growing profits meant growing influence from an expanding business model and opinionated board of directors. The environment wore heavy on Co-Founder and Chief Engineer Oscar Hedstrom, who walked away from the company following the death of Indian’s long-time champion and collaborator Jacob DeRosier in 1913. In 1915, Indian’s superiority was being tested on the race track by an increasingly competitive Excelsior and the sport’s latest challenger, Harley-Davidson. That same year, Indian’s other co-founder, George Hendee, stepped down as general manager, leaving the company in the hands of less-experienced management. The stumbling and lack of guidance left Indian without a single national title in 1916, so in a panic, the board enticed Hedstrom back from retirement to work alongside engineers Charles Gustafson and Charles Franklin in hopes of getting the factory and racing program back on track. Gustafson had pioneered and perfected side-valve engine technology at Reading Standard years before. When his flathead top-end was mated to Hedstrom’s long-proven F-head bottom-end, a new platform for Indian was born: the Powerplus. The new Powerplus V-twin maintained the 61 CI (1000cc) displacement. Still, it offered two more horsepower than the previous F-head configurations, and all in a more fuel-efficient, cleaner, quieter and reliable package. The engine was mated to an improved 3-speed gearbox and offered in Hedstrom’s genius, full-suspension, cradle-spring frame as the Model F or in a hardtail frame as the Model G. Though enthusiasts were timid at to accept the side-valve Indian at first, stunts like “Cannonball” Baker’s Three-Flag record run helped establish the powerplant as the future for Indian. Like this beautifully restored 1916, export models shipped overseas as early as 1915 to Sweden and Australia, laden with features like a front-wheel stand, aluminum floorboards and a Hedstrom carburetor despite the use of Scheblers on domestic models since 1912. This very original machine was one of those export models, having come from the family collection of the original owner who participated in the 300-mile long-distance race “Skåne Runt” in Sweden in 1916. Since then, it has participated in several Veteran Bike events and underwent a comprehensive restoration over 50 years ago. Ironically, it was this same model intended to revitalize Indian that further burdened it when the War Department contracted Indian to produce 20,000 units, many with sidecars for use in World War I. The over-commitment led to Indian marking its lowest profits in 1917, with empty showrooms and loyal customers turning to Harley-Davidson and Excelsior to meet their motoring needs. Still, the 1916 Hedstrom Powerplus marked a significant turning point for Indian, securing Indian’s future by innovating new modern technologies decades before they became an industry standard. THE ROBERT RICHARDSON COLLECTION
