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| Here
are a couple of examples of the parts I have - if not in stock all
the time, then to order - for your 741 and Sport Scout. This includes pretty
much everything for most years.
I have even more for Chiefs,
and it is even more impossible to list all of it - so ask if you
need anything you don't see, or if you are not sure what you need. |
Sport Scout valve parts. |
|
741 fork parts. |
| Valve
guides, made in Denmark from good quality cast iron, for your 741 are
available in STD and 0.1mm (.004") oversize. If the guide bores
in your cylinders are really worn out, I can probably come up with bigger
oversizes to special order. Hard-chromed stainless valves
work well with these guides, and I usually have those in stock in STD and
big head versions. Springs, collars and keys too, as well as most other
valve related parts (push rods in several over sizes, rollers and rivets
for cam followers etc). All of this is usually in stock, but not always,
so it is - as ever - a good idea to start talking about your parts some
time before you really need them. P/N 44318 or 44318OS
Valve guide, in/ex, 741 each. ASK |
741 valve guides.
Also available for Sport
Scout to order. |
| Not
everybody may be aware that the factory used the rear axle castings
from the 101 frame when they made the 741 rear frame. The 741 has more
ground clearance than the Sport Scout frames, so they needed a new casting
for this. It seems the old 101 castings were just the job, which saved
them making new castings patterns. So if you need to repair your 741 rear
frame - or make a new one (the rest of the rear frame is mainly tubing)
- or make a 648 racer, for that matter, these castings are the way
to go. 101 rear axle castings from IPE (and all the other 101 castings
as well) are now cast in steel molds, rather than in sand like the first
generation. The major benefit here is a better finish. P/N 101RXL
(left side) and P/N 101RXR (right side) sold
out |
101 and 741 rear frame castings. |
Just
One More Bonneville Post!
- or "a Real-life Report on CV Carb
& IPE Manifold on a 600cc 741"
This is Neil's fabulous 741-engined race
bike at the 2011 BUB races at Bonneville. I'll post Neil's report below,
but basically the engine is 600cc "big bore" with
bigger valves, but otherwise fairly stock (stock cams etc) + IPE manifold
with Keihin CV carb. The reason I point this out here, is that these
600cc
741s are such nice and usable engines. Yes, a Chief may be better
for long haul, two-up touring, but for running about town, twisty-road
country rides and the odd club run (if you're in an odd club) a mildly
tweaked 741 is actually a pretty good old motorcycle.
Read
more here |
Neil's 741 at Bonneville 2011
Photo by Pete Lotion |
| Update
December 18, 2011. Temporarily sold out. If you want one in January or
February 2012 order yours now. Update October 14, 2011. New small batch
of CV manifolds being cast. If you know you are going to need one, order
it now. I don't know when there will be more made. Update August 9, 2010.
New batch of CV manifolds in production - should be finished soon. If you
think you are going to need one - now or for a winter rebuild - it is a
good idea to let me know asap. I am not sure when the next batch will be;
probably not until 2011. Update March 7, 2010. Now
only 2 CV-manifolds of the first batch left. Update September 8, 2009.
The first small batch of these manifolds for Keihin CV carb on unmodified
741 cylinders has been cast now. There are only 4 or 5 of them left,
so
order one now if you need one for your winter rebuild! I don't
know when more will be made.
As you can read below,
in the little development story, these manifolds will bolt on to your stock,
unmodified 741 cylinders, and allow you to fit a Keihin CV carb without
an adaptor. The manifolds come with new nuts and PEEK
sealing cones - and carb rubber with stainless clips (not in the photo).
Allow a week or two for machining (how's that for fresh? Your manifold
isn't machined up until you order it!). P/N 741CVM,
2023
still available to order - ASK |
IPE 741/CV manifold kit
with nuts, PEEK sealing cones, carb rubber and stainless clips - ready
to bolt onto your stock, unmodified 741 cylinder nipples. |
| This,
below, is from an earlier entry that I have moved up here together with
the announcement, above, that these manifolds are ready now. Drawing shows
the new manifold to allow a Keihin CV carb to go on a 741 without the use
of adaptors between carb and stock manifold. This manifold looks sort of
like the CV manifold I have for Chiefs, except it is in aluminum (the Chief
manifold
is satin nickel plated cast iron). This manifold will fit stock 741 cylinder
nipples, nuts and sealing cones, and will bolt on without any machining
operations - although you will need to tweak the carb a little. For more
information on this (and some other interesting Indian stuff), visit Jim
Mosher's very informative
website.
I have jet kits and some other parts for
the Keihin CV carbs, see the Chief page. |
Manifold for Keihin CV carb
on 741 with stock nipples. |
741 CV manifold pattern. |
Update
May 10, 2009. Here is the almost finished casting pattern for the 741 CV
manifold. IPE logo to be glued on and then everything painted. Core box
to the right of here shows internal shape of manifold. Stay tuned...
If you are interested in DIY aluminum casting,
there's a great article on the VI here. |
 |
Update
June 7, 2009. Heres the latest casting test of the 741 CV manifold. Almost
there now!
The outside shape and finish is good (photo
to the right of here), but the main runner needs to be extended a little
bit. The hole (photo to the left) shows that the core halves match up reasonably
well, but maybe a one-piece core would make things perfect? |
|
|
| If
you are building a 741 (or post-1935 Sport Scout; the 1934 had the kickstarter
mount in one piece with the transmission case - while it lasted) bobber
or racer, you need one of these cool billet aluminum kickstarter mounts!
Lots lighter (and you can hollow out the back of it, to make it even lighter)
than the stock cast iron effort, and a bit better looking, too.
There is only one of these left (and I
am not likely to have more anytime soon), so act now if you want
it. P/N KIKMNT.
Too
late; gone to Finland!
|
Aluminum kickstarter mount,
741 and Sport Scout. |
The
two most important books you will need for working on your 741 are
the factory's military Operation and Maintenance Manual and the factory
parts book. While IPE has these as print copies, they have gone through
so many copy cycles that the pictures aren't too clear anymore (this goes
for all these books I have seen from other dealers too). However, this
CD has been scanned from virgin original books and the pictures are crystal
clear. The CD is also usefully cheaper than the books - and you can
always print your own book from it! Update January 2012. Due to the development
in exchange rates, and generally increasing costs, I was selling the last
batch of these at a loss, so I've had to raise the price a bit. It would
still be an invaluable help if it cost twice as much.
P/N 741CD1. SOLD
OUT - ASK FOR ALTERNATIVE AVAILABLE |
741 Operation and Maintenance
Manual and Parts List on CD.
I'll try to post a few pages
from the CD here soon so you can see the quality for yourself. |
| Big
and small parts are equally important, and here we are among the smallest.
The tappet adjuster screw lock nuts on Scouts (all years use the
same) are much the same as on Chiefs, only thinner. While the Chief nuts
are freely available, sometimes it is hard to find the thin Scout version.
You can use Chief nuts, but often there isn't room for the extra thickness
so you have to file them down. IPE has the nuts in both thick and thin
versions, in really good quality. P/N 612001 for Chief, P/N 16A56
for Scout, either one ASK.
High quality adjusting screws, each, P/N 16A55 (same for
Scout and Chief) ASK. Pushrods in various
sizes are also avilable. |
IPE tappet nuts for Scout
(left), and Chief (right). |
| If
you want to make your 741 go a little faster, without going all
the way into stroker territory, bigger
1-5/8" intake valves and big bore pistons is probably the combo that gives
the most bang for your buck. The stock 1-1/2" valve size is fine for the
exhaust side, stock springs, retainers etc can be used for both valves.
Hard chromed stainless 741 valves
(prices each):
| P/N 43680/1 |
Stock size in/ex |
Still
available - ASK |
| P/N
43680/1B |
Big diameter
in |
Still
available - ASK |
Big Bore pistons,
set of two with rings, pins and clips:
| P/N
75494B2 |
37"/600cc |
Still
available - ASK |
You will need to
spend a little time fine-tuning the carb, possibly fitting a larger venturi
to take full advantage of the bigger engine. An IPE Electronic Ignition
kit will also help (like it does on all Indians!).The 76095J JAMES
head gasket comes ready for the big pistons and valves. If you use
another head gasket, check that everything clears. Also check the cylinder
head for clearance. Sometimes the side of the big valve hits the head.
You probably also want to change the gearing with the extra oomph. Sprockets
from 14-26T are available, just ask. This is the first stage of
741 tuning. Actually, it might be the only step you need to take if what
you are after is a a nice, usable bike with adequate power to keep up with
city street, country road and slow-lane motorway traffic. |
Big-bore pistons and big
intake valves from IPE.
JAMES head gasket for 741
with big pistons and valves. More info and prices on the JAMES
Gaskets page
|
| By
the way, over-boring 741s is nothing new. I forget where I found
it, but look at this cutting from The Motorcyclist in 1944 (click to enlarge),
where someone asks how to get more speed from his new 741, and the great
Indian racer Ed Kretz tells him to get some big pistons in it! Ed Kretz
is an AMA hall-of-famer; click here
to read a brief biography. He really was something. |
 |
| For
your next tuning step, you might want to consider a bigger manifold.
Not by any means essential, as a 600cc runs nicely with the stock manifold,
but if you plan on developing the engine further, at some point it will
need more intake flow. Here is a prototype manifold for big 741s (strokers
or big bore). The main manifold runner is oval to make it fit between the
cylinders. Note that this manifold needs larger nipples in the cylinders;
see photo.
With this manifold you can run a Linkert
M-741 with bigger venturi, or - my favorite - a Dell'Orto pumper carb with
adapter, available from IPE as a kit (ask for details and price; there's
a couple of pix of this manifold with Dell'Orto carbs on 741s here
and here). The manifolds are temporarily
sold out but a new batch will be ready soon, maybe even in bronze
to match the Linkert if there is any interest in that? (Let me know)
The stock manifold nipples in the
741 cylinders are not very big, even when bored out to the limit, so you
will have to use early Chief nipples and manifold nuts with the manifold
above.
Please note that this is not a bolt-on
job, but requires some fairly accurate machining (which IPE can do for
you if you can't do it yourself, or find a competent local machinist).
Here is a photo to give you an idea of the difference between the stock
741 nipples and the bigger early Chief nipples.
For another option (CV carb on unmodified
741 cylinders), see above) |
Big 741 manifold from IPE
(partially machined prototype). You can see one of these on an engine here.
741 manifold nipples. Stock
to the left, big one to the right.
|
| All
this go-faster stuff is not worth much if the lower end of the engine isn't
right, though. As you probably know, the 741 main bearing housings can't
be line honed because there is a lip in the case bore on the cam side.
Not line honing is fine for tractors, but not so good for your zippy new
Wonder Scout motor which needs everything in its lower end to be in line,
parallel and at right angles (as the case may be). However, you can make
the bore for the bearing housing a bit deeper, remove most of the lip,
and fit one of IPE's nifty new bearing housings that will allow line
honing (and is longer than the stock pinion housing). As you lose the
stock crank locating washer at the bottom of the original bearing housing,
alternative end location can now be by either the 1948-up Chief system
(washer and circlip), or the much simpler solution of just making a spacer
to go behind the pinion gear and having the cam side of the crank assy
float in the case. Ask if you can't figure it out yourself. New bearing
housing allowing line honing (fits stock 741 pinion shafts and IPE stroker
pinion shafts for WL and XL flywheels), P/N 20B101U Not
available any more. As the bearing housings
are in stock with unfinished outer diameter (I like the case bores to be
honed round before fitting new housings, so O/S is often needed), you can
have them in other sizes besides stock. It might be self evident, but be
aware that these bearing housings come with semi finished bore and need
honing to final size. |
Pinion housing (right) has
internal groove for P/N 50250 circlip and P/N 924014 washer as per 1948-up
Chief (see text for alternative way of crank assy locating). Also in photo
is an IPE stroker pinion shaft for WL flywheels (see stroker
page) and a modern lipped seal replacing the stock felt seal and retainer
for the pinion shaft.
IPE has everything else you
will need for your 741 engine lower end, and I will do my best to list
everything here asap. If you need anything before I get around to the list,
just send me an email. |
| Staying
below for a while, the drive side main bearing housing is often problematic
on 741s and Sport Scouts that have led a hard life. The bearing housing
sits in a long "nose" on the drive side case, which has internal threads
at the outer end for a lock nut to securely locate the housing and keep
the rollers from falling out. These threads are often worn out, and it
is not rare to see broken case noses. The best way to deal with this is
to mill off the bad part of the case nose, and fit an IPE Nose Fix. The
Nose Fix is a new bearing housing, with a modified outer end that replaces
the end of the case nose (you machine off the bad outer part of the case
nose). The NF is located from the inner end, like on Chiefs, with a thin
lock nut inside the crank case. Like the pinion housing above, the Nose
Fix bearing housing is also in stock with semi finished outer diameter,
so you can get it in a custom O/S to match your cleaned up case bore. It
will also need final internal honing to size. P/N 40872NF, Not
available any more. The stock end nut, P/N 39471, will
fit, but they are usually pretty worn, so you might want to get a new IPE
nut with modern lipped seal (P/N 39471S) while you're at it, Not
available any more- these also fit
stock case noses. Spare seals available, too. The inner locknut
is a stock Chief item,
P/N 28B161, still
available for Chief use.. |
IPE Nose Fix drive side
bearing housing (center), 28B161 locknut (left) and 39471S outer nut with
lipped seal (right).
Fitted Nose Fix and outer
nut with seal.
|
| Valve
spring covers for 741 are often hard to find. Like with the tappet
nuts, Chief parts can be used, but the Chief covers are just that little
bit bigger that you will get clearance problems with the cylinder base
nuts and exhaust pipes (at the best of times there isn't much room on the
cam side of any Indian v-twin engine, and the 741 is particulary cramped).
IPE has chrome plated covers (without o-ring, just like the original
covers), P/N 43262C, still available -
ask , as well as these super cool stainless covers with
o-ring sealing, P/N 43262SS,
sold out for
a set of 4 upper/lower covers.
Also in the photo are stainless steel
pushrod guides. While new cast-iron guides are available for Chiefs
and (sometimes) for 101, as far as I know they are not being made new for
741. While the original pushrod guides can be honed to take O/S pushrods
(I usually have most sizes of pushrods for Chief and Scout in stock), there
is a limit to how many times you can do this. These stainless guides might
come in handy then - or just if you want to put some beautiful parts on
your engine, no excuses needed for that - this stuff is jewelry for boys!
(or something). As with the stainless Chief guides, the stainless 741 guides
have renewable bronze liners (there is a photo of these liners on the Chief
page). Running these guides on a number of bikes over several years seem
to indicate that the bronze liners last very well. P/N 41853SS,
sold
out |
IPE stainless pushrod guides
and valve spring covers.
IPE stainless guides and
covers with o-ring.
|
| Oil
filters are always a good idea, but they are usually not all that pretty,
and the more oil lines and stuff, the more chances of leaks. One of the
neatest setups ever is this filter that fits inside the tank on
Chief, 741 and Sport Scout. It just slides over the return tube in the
tank. If you look at the photo to the right, pretend that the red line
across the threads on the return tube is the bottom of the tank. The black
rubber on the end of the filter seals against the tube. You can still check
that oil is returning; it bubbles nicely from the filter when everything
is ok. To change the filter, you just pull it up by the little handle on
top (see photo), after having drained the tank (the accumulated crud usually
stays in the filter, but if a little falls out it is easy to flush out
of the tank). P/N TNKFLT. Every Indian deserves one! Still
available - EUR30.00 (EU), EUR24.00 (World). |
In-tank oil filter. |
| All
Prices in Euros
Ordering or questions:
info@indianpartseurope.com
For more information
on prices, ordering, payment,
shipping and
general mail order info, look here |
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