FACTS AND FIGURES
June 14, 2009 A-VF 102.348mph
Sept. 13, 2009 A-VF 103.985
Nov. 14, 2009 106.001
1941 INDIAN SCOUT
We run in the 350cc class because vintage flathead engines are given a 'handicap'
Frame: Chromoly- Built and designed by Dave /Frame Welding done by Nick Nicholson
Almost everything on the bike has Dave's touch. He has either fabricated from scratch or greatly modified most all components.
1941 Indian Scout
Owner: Dave Iversen and Jill Allen
Rider: Jill Allen
Fabrication: Dave Iversen
Year and Make: 1941 Indian
Model: Scout 741 Military
Assembly: Dave Iversen
Assembly: Dave Iversen
Displacement: 30.50 cubic inch
Heads: Stock 1941 Indian
Carb: Stock Linkert
Valves/Rods/Flywheels: Stock 1941
Aircleaner: Harley Knucklehead, turned upside down
Shifting: Stock 3 speed Hand-shift
Assembly: Dave Iversen
Custom Fabricated: Dave Iversen
Tank and Fenders
Painting: Dave Iversen
Pinstriping: John Hurst
Yamaha TTR: Shortened and polished
Clip-on Handlebars: ????
Front: Halicraft 18”
Rear: 16” Harley mag with custom solid cover
(Fabricated or highly modified by Dave)
Rear Fender: Started out as a front fender from a Yamaha road bike.
Brake: Mechanical disc from Yamaha Roadster
Oil Reservoir: made from a Flathead Ford canister
Exhaust: Custom made 2-into-1
A new addition to the race effort is under construction. Dave is well on his way building this '41 Indian Landspeed racer for Jill. It's a 500cc flat-head that is very similar in looks to the '46 Chief's engine...just a smaller version.
The engine for this bike had been tucked away for over twenty years; everything else on the build is being fabricated by Dave. The frame is constructed from Chromoly tubing with a wheel base four inches longer than stock. We'll be running it with clip-on bars mounted to a shortened glide front end with a forty-five degree rake. This little Scout has a new over-all height of a super-low twenty-eight inches.
We're retaining the vintage hand-shift but the clutch and pegs will be located at the rear axle. Just like the Chief, the Junior will be ridden in a 'lay-down' position.
As of May 10th '07, there is still plenty to be done. The gas and oil tanks need to be made as well as adding a rear disc brake. The motor will only get a top-end overhaul for it's initial run against a 101.528 record. It's too close to call if the first run will be in June or July but whenever it does, you'll see Jill's smile from miles away...guaranteed!
June 27th '07 Got to hear the bike run for the first time in over twenty years. Very smooth and easy to start. Still have painting and finishing work to do. May be ready for racing at the July meet at El Mirage, CA.
June 29th '07 Got to take the little Indian out for a test ride. Perfect day!
*****July 15th 07*****
Made my first 'rookie' run at El Mirage. Most fun ever! Nerve racking with people watching me learn how to ride the bike. Had a hard time finding gears, finally found third and went thru the timing light at 69mph. We got to do a second run and I still had a hard time finding the gears but realized the clutch was hanging up. Went thru the timing lights at 76mph. Long way to go chasing a 101 record but that's the fun of it! We even got to do a third run and Dave took it out for the real initial tuning run. His weight kept his speed below mine but he had no problem with shifting...no gloating on my end. Dave also had a superb day on the Chief. Check out the update on the Chief page.
I was able to make one pass at the Sept. El Mirage race. The meet was called due to high winds before a second round could continue. I had a nice clean run and turned in a great speed of 83.222 mph.
We decided not to make the trip to El Mirage in October due to the crummy weather forecast. Turns out we made the right decision as the meet was called after only 10 runs.
The last meet of the season was a two day race held on Nov. 10th and 11th. I made my one and only aborted run on Sat before the race was called due to high winds. (again!) Shifting from first to second the bike died. Tried bump starting, no luck. I ended up pushing the bike off the course. Checking it over we found it had blown a fuse. We'll have time over the winter to figure out why and also do a little speed enhancment work!
Great to be back out on the dry lakebed. Hot for May at 100+ My first run was the best for me. Smooth shifting, time to tuck in tight. Speed was 83.906. Second run was a off that speed, but lost first gear and slipped in second. Will have to replace before June meet
Nice ride! The new gears worked like a dream. I only got one run (meet was called due to wind) but an excellent run it was. Speed of 90.619 I didn't think it would be possible to get that close to a 101.528 record with the stock motor.
I finished the season in November running in the fuel class. Not enough runs to get it tuned correctly, consistently ran in the high 80mph range.
May '09 season opener at El Mirage was hot and dry. We went with my Scout, the Knucklehead is still in pieces from Bonneville last year. We didn't make any changes over the winter to the Scout, we were hoping to increase speed with a little carb tuning. No luck. Ran smooth in the high 80mph. Back to the drawing board for June.
June 14th 2009
Success at last. With one run I finally got into the record books, barely! Only .418 over the record. I ran 102.348 in the A-VF class on a 101.931 record. We came home from the May meet and decided to change the rear sprocket by adding 6 more teeth. It did the trick. The little flathead finally had some pull in third gear. There was a terrific racers wind the day of the meet, upwards of twenty mile per hour tail/crosswind. We'll have to see what we can do for the July meet without that advantage.
Our runs in July were all disappointing. We were actually able to make four passes and they were all off the record by quite a bit. Adjusting the timing? Well, we found out where it shouldn't be, that's for sure.
Heading up for Sept. Dave went thru my bike and re-set the timing back to factory and he adjusted the valves. The first run was not so great. It popped out of first gear right after leaving the line and wouldn't go into second. I finally got it into third, went back to first and shifted thru. With all that time spent looking for gears, I still managed a 98.8 run.
Right before my second pass, I went to "dry" shift into first, I was haunted by the lousy first run. The shifter was "stuck", wouldn't move. Dave gave it a much harder yank and we see small bits fall to the ground. It was the seal that was put on my motor in June. It had wedged itself between the carb and shifter. I left the line on my second pass feeling somewhat redeemed and shifted clean.
Now, I can't really tell if I'm running 80mph or 105mph when I'm on the course. I knew when I went to slow down that my run had been faster, but instead of looking at my speedo, I waited to see the look on Dave's face when he came to get me. Yep, he was smiling alright.
103.985mph....and no tailwind!
Our hi-tech plan for October? I'm going to try to lose 5 pounds, we're out of other options for now.
Oct. and Nov. 2009
Our plans didn't work so well in October. I made two runs, nothing great to report in speeds, but I can report I've managed to drop over ten pounds.
The November meet started out on a sour note with me pulling off the course on my first run. Chasing problems for the next several hours we finally found out the battery had lost it's charge. I know, check the simple things first. It charged up in about thirty minutes and I got back in line with little time to spare, the race was going to stop at 3pm to allow volunteers to move the course for Sunday's runs. I made it to the front of the line in time and laid down a nice run of 106.001. Again, I had the tailwind on my side! A very nice way to end the season.