The requested URL /index.php?page=exhibit-a-6 was not found on this server. Additionally, a 404 Not Found error was encountered while trying to use an ErrorDocument to handle the request. J&P Cycles is the number one source for all of your motorcycle engine needs Our selection of motorcycle engines and accessories includes everything you need for your Harley-Davidson, Kawasaki, Suzuki, Yamaha and Honda. If you're looking for performance, J&P Cycles has all the brands that are synonymous with horsepower, including S&S Cycles options for Twin Cam, Evolution, Shovelhead, Panhead and Knucklehead motorcycle engines. Our team of knowledgeable and experienced motorcycle technicians are here to help before and after the sale. We are always happy to help with any questions you might have. Top Selling Products for Engines Price Low to High Price High to Low Rating High to Low Rating Low to High Popular Searchesfor Motorcycle Engines J&P Cycles has hot set-up kits to swell your motor to a fire breathing 124 cubic inches, and Sportster kits to bring your motor up to 89 stump-pulling cubic inches.

If you want to build your own motorcycle engine, check out our S&S cases, heads, rods, piston, and cylinder kits. Looking for something a little less labor intensive that will still give your stock motor a "kick in the pants"? Check out the J&P Cycles selection of aftermarket cams. S&S, Andrews, Lieneweber, and Crane Cams are sure to have what you are looking for in a camshaft. Whether it’s a set of Sportster cams, a hot Evo cam, or a set of gear drives for your Twin Cam, J&P Cycles has got you covered! J&P Cycles is also proud to offer a full line of JIMS products featuring roller rockers, Powerglide tappets, Pro-Lite pushrods, Alpha stroker kits, and more. How about a Feuling oil pump? J&P Cycles is the place for Feuling Motor Company parts as well as many other brands that you know and trust. And when you are ready to button it up, we have all the seals and gaskets you could possibly need with a complete line of Genuine James and Cometic gaskets sure to keep you riding into the wind for years to come.

Find out what makes us the World's Largest Aftermarket Motorcycle Parts and Accessories Superstore! You're In Good Company... We pride ourselves on our customer service. 97%of customers say they would order from us again, and recommend us to a friend! Can’t Find What You’re Looking For? Search Our Entire Selection of 5475 Engines Products!Motorcycles DenverBikers MotorcyclesMighty MotorcyclesMotorcycles IndianMotorcycles For SaleConcept MotorcyclesFavorite MotorcyclesDream MotorcyclesCustom MotorcyclesForward2012 indian motorcycle.....wow, Looks like the bastard Child of a Honda Rune and a Ness Victory but I love itThe 1942 Indian 741 motorcycle and Indian 841 motorcycle were military bikes built for use in World War II. The 741 used Indian's conventional V-twin design, but the 841 had a modified twin and shaft drive intended for desert fighting. Indian's primary machine, the 741, carried a 30.5-cubic-inch flathead V-twin based on the civilian Thirty-fifty model.

Less powerful than Harley's 45-cubic-inch WLA, the 741 was used mainly by couriers and scouts, as what it lacked in performance it made up for in durability. A hand-shifted three-speed transmission and foot-operated clutch were fitted, both being normal practice for the day. It must have been confusing for a rider to go from an Indian to a Harley, however, because the Indian's clutch was engaged when the lever was pushed down with the heel, while a Harley's engaged by pushing down with the toe.motorcycle dealer oahu Produced alongside the thousands of Indian 741s outfitted for military use was the Indian 841 motorcycle, which was designed specifically for desert missions. motorcycle repair shop temecula caWith its "sideways" V-twin and shaft drive, it represented a radical departure from the company's typical machines.motorcycle boots barrie ontario

The 45-cubic-inch engine of the Indian 841 motorcycle was a flathead V-twin, but it was mounted perpendicular to normal Indian practice, with the cylinders sticking out into the air stream. Despite the unusual arrangement, many internal components were borrowed from the company's Sport Scout model.yamaha motorcycles wichita kansas Up front on the Indian 841 motorcycle was a girder-style fork, same as the Indian 741, but the rear was fitted with the company's traditional "plunger" suspension, which the 741 lacked. best ohv trails azFinal drive was by jointed shaft, a configuration deemed more suitable for use in the abrasive desert sand.motorcycle hid kit philippines Contrary to conventional practice, the Indian 841 motorcycle had a foot-shift/hand-clutch arrangement, as did Harley's desert bike, the XA.

Also like the XA, only about a thousand 841s were ever built. Unlike the XA, however, at least some (probably fewer than 50) saw military service. The balance were sold to civilians, most being converted for use on the street, and many can still be found at motorcycle shows across the country. See the next page for more picutres of the 1942 Indian 741 motorcycle and Indian 841 motorcycle. Classic MotorcyclesHow Motorcycles workIndian MotorcyclesA rare peak inside the early days of the engineering dept. at Indian– year unknown. joined Indian in 1914, and was the first ever formally trained engineer on staff since the motorcycle firm officially opened its doors in 1901. Franklin’s background in engineering, as well as racing, gave Indian someone expertly qualified for the position. Born in Ireland in 1886, Franklin was a graduate of the Dublin College of Science in 1908, then joined the engineering department of Dublin’s municipal government. He was passionate about motorcycling, personally owning several makes and models before finally fixing his sights on Indian in 1910.

Franklin entered several local motorcycle competitions where his riding ability and success in the events brought him to the attention to the UK Indian importer, Billy Wells. He was a member of the famous Indian racing team that swept the 1911 Isle of Man TT, gaining second place behind Oliver Godfrey, and in front of Arthur Moorhouse, in the historic first 1-2-3 finish for Indian. 1916 Indian Powerplus 1000 cc motorcycle A brief primer on the Indian Powerplus– 1907 was a major milestone year for Indian– for it’s when the iconic American motorcycle company introduced the first of its V-twin engines.  They continued to improve upon the design, and marked themselves as leading innovators when in 1911 Indian introduced the next generation of the Powerplus– OHV (overhead valve), four-valves-per-cylinder racers.   In 1916, Indian ushered in their widely popular 61 cu.in. The powerful engine distributed its power through a three-speed, hand-change gearbox, with foot-operated clutch and all-chain drive.

The side-valve engine design of the Indian PowerPlus proved to be a tough-as-nails workhorse, and in the hands of the new generation of motor-heads and speed-demons of the day– it was force to be reckoned with on any road or racetrack. 1919 Indian Military Powerplus— the motorcycle that helped the US win WWI. 1918 Indian Powerplus motorcycle advertisement. There were major forces at this time impacting Indian’s technology aspirations.  Manufacturing preparations for WWI were gearing up, and production resources for commercial production were limited. 1920 officially ushered in a significant decline in domestic motorcycle sales to make matters worse. Thankfully by this time, Indian had become a major exporter, chiefly to the UK, where events like the Isle of Man TT were dominated by smaller displacement motorcycles.  Franklin’s Irish heritage surely played some part in Indian’s efforts to not only dominate Europe’s racing circuits, but also aggressively go after more market share overseas (a point soon made moot when England introduced a steep import tariff in 1925 to support Triumph, Norton, and other local motorcycle manufacturers).

In 1922, the US National Championship sanctioning officials, motivated by a public outcry over the ever-increasing motorcycle fatalities, introduced the toned-down 30.50 cubic inch (500 cc) class of motorcycle racing.  It was a clear attempt to slow motorcycle performance– as speeds were scarily lapping rider safety advancements. “Grandma Beal” AKA Ruth Beal on an Indian Powerplus Indian set-out to dominate Harley Davidson in the small displacement wars by throwing its engineering staff at the new field by developing new, potent smaller engines– where as Harley’s answer seemed to be to lop a cylinder off their standard 61 ci, two cam engine.  By 1925, the 4-valve 30.5 ci (500 cc) powered Indians handily surpassed the H-D “half-twin,” giving them 4 out of 5 US National Championships in their class. Technology aside, Indian would soon have Harley Davidson beat in another department– Looks.  Indian created a strong following with iconic and stunning design.