Last Updated September 18, 2013
Click for a closer look at the new IPE logo - thanks again to Cay at www.caybroendum.com
Who, what and why - about IPE
Click for a closer look at the new IPE logo - thanks again to Cay at www.caybroendum.com
Check out the new Indian parts from IPE - Goodies on sale here - Indians (and occasional other stuff) looking for a new home - How to contact IPE - Info on prices, ordering, payment, shipping and PayPal
New parts for your Chief - New parts for your 741 (and a bit for Sport Scouts, too) - New parts for your 101 (and some for earlier Scouts, too) - Longer stroke and more power for your Scout - The first and best modern clutch for your Indian - World's best gaskets for your Indian - Sparks!
Worldwide Mail Order - Quality Parts - Special IPE Stuff - Engine Work - Advice/Help with your Indian Project 
If you need something but don't see it - or if you're not sure what you need - just email me and we will figure it out.
Latest  from IPE - Only a few of the all the available parts are currently on the website; I have just about every part for most models to order or in stock.
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Cam ring for Bosch D magneto. Super high quality. I have these to order for other cylinder angles too. 101 page.
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Valve guides for 101 Scout are made to measure. The youngest 101 cylinder is now 82 years old, and the holes for the guides usually need resizing. These guides fit late 1925 to 1927 Scout too.
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You don't really need very many special tools for working on your Indian. I hope I can get around to making a page with them soon (I have all of them, in stock or to order), but here are some really neat valve cover pliers. Be kind to your covers and don't use big plumber's wrenches on them! For Chief and 741.
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Valve guides for 741 are available in STD and 0.1mm (.004") oversize to allow you to reclaim cylinders with worn guide bores. Like the 101 valve guides, these are made in Denmark from really good quality cast iron.
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I don't have much for Powerplus, but here is a Powerplus pinion shaft made for a customer recently. Powerplus crank pins and reprints of the 1916-21 factory parts book also available.
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Serious, high quality engine repair work is another IPE specialty that I have neglected a bit to point out. I will try to write more about this soon, but here is a primer. Email me if you need advice on any aspect of making old Indian engines as good as better than new again.
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IPE makes bearing housings and rod races to custom oversizes all the time. This means you can get whatever you need to repair your cases and connecting rods. News page.
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Here's a set of 1914 rods that have just been rebuilt with new rod races, shafts etc. Timing shaft, with its integral pinion, is an original that has been reground. Owner will fix pin bushings himself.
More new parts coming soon. If there is anything you want to know more about, or are not sure about, just email me. 
When you look at all the goodies here, please bear in mind that IPE is just a small one-man shop, and can't have everything in stock at all times (although I try!). Also, many parts are made to order - or in small occasional batches - and may not always be available just when you want them. So it is always a good idea to plan ahead and start talking about your parts in good time before you need them.
Remember; I am here to help - I care about your Indian project - if you have a problem, get in touch and we will work it out.
The IPE Racing Department - last updated September 18, 2013
Helping Indian Racers Fly the Flag  -  Testing IPE Parts and Engine Work under Racing Conditions  -  and Having Fun!

Here is Neil's report from BUB 2013.
2012 report here.
We had a great BUB meet at Bonneville with several bikes but the little 741 really broke through this year. 
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2013 version of the 741. 

Remember, this is a fairly stock 600cc 741 engine with good ignition and a CV carb.  An engine like this also works great for a street bike.

As it turned out a couple of things were the cause of our lack of power and seeming over geared problems last year.

First improvement after installing a better more stable fork was the installation of a Joe Hunt magneto tach sending unit and tachometer. 

We'd been guessing what things were doing by the seat of our pants, shifting accordingly with no real idea. Lyle especially had been short shifting the bike and not letting it buzz when he rode it, I assume thinking it should be ridden like his Chief. Not criticizing, just the way things work when you get set in your riding habits.

We found and cured an intake leak that was throwing us off on our jetting which is currently at 150. We also had a timing issue with the magneto, a combination of a clamp that wouldn't hold on and simply not timed correctly. Corrections made, we decided to try a 15T sprocket on the front with the 36T on the back. Practice runs behind the pits showed great increases in revving and easily pulled the gears for a change if revved clear up in the lower gears.

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741 and Norton on the salt.
Our first run came back with a 76.8 mph (123,6 Km/h), not screaming fast but there was obviously room to grow. Rejetted from the previous 160 we went out again and made an 82.2 mph (132,3 Km/h) run. Things are looking up. I didn't have a 16T in the sprocket bin so we came back with a 17T. Rick was able to rev easily near 5500 rpm so we hit the practice track again, a little tougher climb but in a mile we were in the mid 80s (around 135 Km/h) and climbing.

Off we went to staging but sadly we were rained out for the year before we could make more runs. We think we have the ability to reach near 90 mph (145 Km/h) or even more with our current set up on the short "Run Whatcha Brung" track that only has a one mile lead. If we sign up for a record class and try the AMA Mountain course next year we would have a two mile lead on the timed mile and that might allow us to accumulate even more. Testing in the coming months should indicate if that will work.

I've also ordered some more rear sprocket blanks in one tooth increments so we can split the gearing in smaller jumps. So things are looking way up again with the little Indian and we plan to hit the salt again next year with a vengeance.

PS: The CV carb worked absolutely great!
 

My thoughts after reading this are: Man, those little 741 engines are nifty! (but I kinda knew that). Remember that the combined altitude and temperature at Bonneville typically robs engines of 20-25% of the power they have at sea level. Any bike that goes 80+ mph, more than 130 km/h, at Bonneville is bound to be nice and lively on the street. For a 70 year old bike, at least, which is what we are concerned with here.

Neil's report also underscores the importance of gearing and carb jetting to get the best from your bike. Gearing is more of a compromise for street riding, as there are other parameters to consider besides sheer speed, but it still pays to experient with gearing on your street 741 (I usually have gearbox sprockets from 16T to 27T in stock). The same goes for carb jetting. Experimenting with ignition timing can also make your engine run a lot better. The best place to set up carb and ignition is on a dynamometer, but you can get far with a methodical approach, testing on the street. 

For a land speed racing bike, dyno testing can be an even bigger help. The underlying assumption is that, while power drops at Bonneville compared to sea level, the rpm where the power peaks stays the same. I have not heard or read anything to the contrary, but I'd love to hear from anyone who has proof that it isn't so (or that it is, for that matter). If you know the rpm (as per the tach on your bike, for consistency) where your engine makes the most power, you will have a hard target for your gearing. If the engine will just pull max HP rpm in top gear, this is the fastest it can go. Gear down if the engine won't reach peak rpm in top gear, and gear up if it wants to rev higher. It can be a help to make a gearing chart, or table, at home, to minimize confusion at the races. The chart [.pdf] posted here as an example is for an engine that makes the most power at 4700 rpm.

It was also interesting to hear that a well put-together 741 with stock rods and flywheels will rev safely to 5500. While suspecting that the actual mechanical limit was higher, I suggested a conservative redline of 5000 on both Lars' and Chris' engines, since nobody had any real idea how high you can safely go (it felt more important to keep the engines in one piece than going a little bit faster). I suspect that both of them revved faster in the gears, but good to see Neil confirm that the engine will survive at least 5500 rpm. 

Finally, it is good to have confirmed - again - that the big Keihin CV really does work on 741s. It "should" be much too big for 300cc cylinders, but the variable venturi of the CV carb only opens as much as the engine needs. Looking forward to 2014! Moen.


Click to go to the PLRC website
More on the Pendine Landspeed Racing Club website
and Facebook page.
The first speed trials at Pendine Sands in Wales, June 22/23, 2013 went well. Congratulations to organizer PJ and team! Conditions were difficult with soft sand and side winds, so no super high speeds were recorded, but Chris Ireland on his IPE-sponsored Bella 741 racer (with new chassis and super charger - more about this soon) got a chance to test the bike, and found that it steered well and pulled like a train. Here's a couple of pix - and a little movie.
Click to view full-size Click to view full-size Click to watch YouTube video

Click to view full-size IPE is Proud to Sponsor
Grizzy's "DiXiE"
Vintage Sprint Chout
Last updated (with Part 7) February 28, 2013
Click to view full-size - and Lars Nielsen's
"Salt Cracker" 741
Land Speed Racer
Salt Cracker goes to Bonneville September 2, 2011
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- and, not least, Chris
Ireland's "Bella" 741
Land Speed Racer
Bella goes to Bonneville
August 17, 2012
 Yeah, well... IPE has SPEED parts for your Indian, and has worked on making Indians go faster, but I also have STREET parts for your Indian, and have worked on making Indians work better and last longer.
The Indians of IPE's Friends and Customers. Here are some of the pictures customers and friends (the line between the two is a bit blurred) have sent me of their Indians. If nothing else, they illustrate just how many different ways there are to build an Indian!
Almost no matter what kind of Indian you have - or dream of having -  IPE can help with parts, services and advice.
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New 1939 Chief bobber makeover.
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1939 Chief bobber engine.
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Turned-around shifter tower.
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New paint on narrowed tanks.
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New 1939 Chief second makeover.
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White.
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Jewels.
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Handlebar risers.
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Werner in the pits; "BMW", huh?
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Werner racing the Sport Scout.
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Tony and magnificent Sport Scout.
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Nick's 1926 Scout coming home.
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1947 Chief by Indian France.
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Hasse's 1941 Chief.
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Other side looks good, too.
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Petter's electric start 1948 Chief.
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Fred's 741 hybrid: 741 engine/trans...
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...WL frame/wheels/tanks, Chief forks.
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Kim's "Bison" Sport Scout special.
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BSAIndianScOutNorton.
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Jens' 1940 Chief.
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Nick's stroker 741 tanks.
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Fender for Nick's stroker 741.
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Simon's stroker 741, stainless pipes.
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Lars' "Indian Imperial".
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1930s New Imperial with 741 engine.
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More pix of this cool special here.
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Kim's 1944 Chief ("there!")
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Basty's 741 done. Enjoy the summer!
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More cool stuff on Basty's blog.
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Werner's Sport Scout racer...
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...almost done; note tall-fin heads.
Click to for more pix and info
Mads' magnificent Indian/NSU hybrid.
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Ben's unrestored 741.
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Looks good from the other side, too.
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Ben's authentic 1926 Scout.
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Tony's Wall of Death 101.
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Tony's Wall of Death 101.
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John's period modified 1939 Chief.
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John's restored 1946 Chief.
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Simon's stroker engine (note pop-up).
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741 chassis taking shape.
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741 stroker engine in the frame.
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Simon's stroker 741, stay tuned...
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Michael's Chief finally finished.
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Dewey has ridden his 741 for 36 years.
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Steve's Vertical hybrid - on VI.
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Allan's 341 still going strong.
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Dave's 741 on a grand day out.
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Jan's 1931 101 engine.
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Jan's 1931 101 - other side.
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Neil's 741 - more on the VI.
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Ken's 1928 101.
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Ken's 1928 - other side.
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Kai's much modified 741.
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Roger's 1919 Powerplus.
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Jean's restored 1948 Chief.
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Tony's civilian 741...
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... with its hand painted tank.
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Dave's 741 on a sunny day.
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Nick's cool 1926 Prince.
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1926 Prince - other side.
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Thomas' 741 bobber.
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741 bobber - other side.
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Greg's 741 bobber in Hotrod Shop.
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Petter's marvellous 1948 Chief.
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Chris' civilianized 741.
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Basty making progress with 741.
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Marcin's stroker 101.
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Before.
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After.
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Getting ready for Cannonball Run.
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Charles' stunning 1925 Scout.
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Charles' Scout finished.
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Bill's land speed racing 640.
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Paintjob look familiar? See below.
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Dave's 741/Vertical chopper.
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Toon's yellow 1948 Chief.
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Damir's 1924 Chief with 1930 tanks.
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Tony's 741 DT - more on the VI.
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Sean's 1937 Sport Scout on the first...
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...ride out after its ground-up rebuild.
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Lee's Police 101.
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Pete's super neat 741.
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Rod's fabulous 1944 Chief outfit
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-and Rod's fine short-frame 101.
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Dave's way cool bobber Chief.
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Jussi's smoooth 1941 Chief.
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Stevie's 741 - warm and cozy.
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Tom's military 741 - ready to roll.
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Chris' fantastic 648 Big Base racer...
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...which used to be Willard Wolfe's.
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Joze's 1937 Chief - more on the VI.
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Neil's Nordian - more on the VI.
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Wayne's racing Chout - more here.
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Steven's grand 1953 Chief.
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Tim's unrestored 101.
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It doesn't get any better than this.
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Korey's 741 after makeover.
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Old Skool Bobber.
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Peter's kustom Chief with...
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...kool sticker.
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Ari's 101 + new project...
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...and the engine for Ari's project.
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Steve's fabulous stroker Scout.
More on Steve's blog
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Howard's civilianized 741.
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The start of Howard's stroker engine.
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Geoff's fine 1928 101.
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Paul's nifty 741 bobber...
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...and Paul's lid.
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Phil's sleek 1948 Chief.
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Phil's Chief again.
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Andy's Chief on its maiden voyage...
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...and what Andy started with.
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Korey's street racer 741.
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 Korey's 741 again.
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Chris' 1940 Sport Scout project.
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Looks good from the other side too.
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Charles' beautiful 1947 Chief.
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Matt's 741 Special...
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...and what Matt started with.
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Klaus' cool black Chief.
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Gert's 741 with sidecar...
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...now traded in for this Chief.
If you want to send me a picture of your Indian but don't have an IPE sticker for it, just ask! :-)
Here are a few Indians IPE has been involved in recently. Original or restored-to-original Indians are beautiful and perfect and make your heart beat faster, but any Indian is cool no matter what. Click the photos below for brief stories on other ways of doing it.
Click for more photos and a brief story
741 Bobber, 37"/600cc.
Engine and everything else by IPE.
Click for big photo - actually a couple of big photos
1941 Chief, 80"/1300cc.
Engine and parts by IPE.
Click for more photos and a brief story 101, Older restoration barn find.
Gentle resurrection by IPE.
Click for more photos and a brief story
1939 Chief Bobber, 84"/1400cc engine.
Built from all new parts by IPE.
Click for big photo and a brief story of this bike 741/101 Bobber, 53"/867cc. This one is now being reborn as a Land Speed Racer.
Engine and custom chassis by IPE.
Click for more photos and a story on how to build a Chout frame... Chout! 101 with 74"/1200cc Chief engine.
Engine and custom frame by IPE.
Note: IPE is mainly a mail order parts business, and generally doesn't do chassis work or complete bikes, although still taking on the occasional engine rebuild. But, while not directly business related, these little Indian stories might (apart from the hoped-for entertainment value) help provide a clue to what IPE is about.
Navigation hints: Click on the  logo on any page to go back to the front page (the page you are on now). Links to external sites open in a new window. 
Links to other pages on this site open in the existing window. Pages can be printed (useful for filling out your shopping list!). Most photos can be clicked to enlarge. Prices are in Euros and are written in red (price and mail order info here). Part numbers start with P/N and are underlined.
More Indian stuff on the VI website - Click to check it out!
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Everything here is copyright IPE 2013. If you want to use something for a righteous and honorable purpose, just ask and it will probably be OK.
I took most of the photos on this site myself, and have tried my best to give credit to the few I got from elsewhere. Let me know if I missed anything and I will fix it.
In keeping with the "sophisticated ends by simple means" spirit of Indian motorcycles, this site was made with the editor program that came free with Netscape back in last century. 
The names "Indian", "Chief", "Scout" and others are used on this site for identification purposes only. 
IPE is in no way associated with the new Indian Motorcycle Company. IPE only sells parts for pre-1953 Indians. For more information about the new models go here