We’ve taken a big step back in time today, to 1941 and through to 1953. The former date is when Indian Motorcycles out of Springfield, Massachusetts in the USA, first produced the distinctive deeply valanced guards you see on this bike.
Through a lack of investment and innovation, the company eventually turned up its toes in 1953, to eventually be revived in the 21st century.
What you get with a classic Chief is a pre-war sidevalve engine which, in this 1947 example, displaces 1200cc. It is in fact a strong performer and the bike will comfortably hold a 70-75mph (110-120km/h) cruising speed – a solid number for the time.
However, arch-rival Harley-Davidson, had Indian covered with its own flathead engine, plus the far more advanced overhead-valve Knucklehead from 1936. By 1947, it then moved to the even more advanced Panhead.
That left buyers with limited choices if they wanted something that was mechanically up to date and made in America.
Nevertheless Indian soldiered on with its outdated Chief, which did have its virtues, such as solid reliability and respectable performance.
Riding one today is a great lesson in just how long Americans have understood touring motorcycles. The comfort on a 1940s bike rivals some modern equivalents.
Suspension up front is a springer, with dual coils and damper in between. That was replaced by telescopic forks in the early 1950s. On the rear you have relatively primitive plunger suspension, backed up by a well-sprung saddle. The total effect, with a low seat and long wheelbase for the day, is steady handling and a surprisingly smooth ride.
There is some old technology to get your head around. Starting is by kick, and the rider finds themselves juggling a foot clutch with a hand-change for the three-speed crash box. One twistgrip controls the throttle, while the other juggles the manual advance and retard for the ignition.
Braking is a mixed bag, with decent power on the rear, and a fairly pathetic front. There are people out there making twin leading-shoe replacements that make a world of difference.
These are a rewarding classic, with good parts availability. A nice one will cost $45-50,000.
1982 DUCATI MHR 900
Donington Auctions
Date: April 13, 2025
Sold for: $52,150
Visit: doningtonauctions.com.au
This brand new, never ridden, Ducati 900 Mike Hailwood Replica is a true time machine, and in exactly the same condition as when it left Ron Angels’ Ducati dealership in Bridge Road, Richmond in 1982.
It is now nearly 50 years since Mike Hailwood came out of retirement to win the 1978 TT Formula One race at the Isle of Man on an NCR Ducati 900.
Against the odds the then 38-year-old Hailwood won the race at an average speed of 174km/h, with a fastest lap of 177km/h. After an absence of 11 years it had been, in his own words, “the easiest TT I can remember”.
The Ducati factory was so elated by this victory that, as they had done six years earlier after the Imola 200, they promised street Mike Hailwood Replicas. In typical Ducati fashion they took some time to appear, but they arrived later in 1979.
The one-piece full fairing replicated the style of Hailwood’s NCR 900, as did the tank and seat unit. The engines were standard 900 SS, but with the optional 40mm Dell’Orto carburettors and Conti mufflers. With a 9.3:1 compression ratio, they claimed 72 horsepower at 7500rpm.
1969 NORTON COMMANDO 750
Donington Auctions
Date: April 13, 2025
Sold for: $16,000
Visit: doningtonauctions.com.au
In 1937 Edward Turner effectively ended the reign of the single with the creation of the Triumph Speed Twin. This soon became the British industry standard, forcing other British manufacturers to follow suit.
Norton responded with its own version, the 500cc Model 7 in 1948, and over the next 27 years this design grew to 600cc, 650cc, 750cc, and finally 850cc. During that period the company changed hands several times, absorbed by AMC in 1953, and becoming Norton-Villiers in 1966.
In a world prior to the big-bore Japanese onslaught, the Norton Commando was an instant success. It was light, offered good power, excellent handling, and above all didn’t vibrate, except while idling. Even when the Japanese 750s arrived, the Norton remained popular because of its superior handling.
The Commando possessed endearing qualities. These were a torquey twin-cylinder engine, moderate weight, excellent handling, and above all, timeless looks. The Norton Commando exemplifies the archetypal British motorcycle.