The Man That Rescued Indian: E. Paul du Pont

   A little more than a decade after the Hendee Manufacturing Co. offered its first Indian motorcycle to the excited public, the men behind the dream retired. Whether due to claimed disagreements with company stockholders, disagreements with each other, or a desire to be free of the stress of heading the world's largest motorcycle company (most likely all the above), Hendee and Hedstrom turned the reigns over to the stockholders and left. By 1916, a board of directors was in control. The corporate suits now in charge were left with the task of forging a successful path forward in the motorcycle industry without the skills and knowledge of the founders. 

  A young motorcycle racer and engineer named Charles Franklin was luckily available just when his talents were needed most.

Franklin had been hired from the race track in 1914 to open an Indian depot in Dublin, Ireland. Franklin opened the depot in 1915, but trade politics between England and the U.S. closed it's doors in just a few short months. Recognizing his talents, the company offered him a position in the design department in Springfield Massachusetts in 1916.

  Charles Franklin immediately set to work. His designs soon set a new standard for the Indian brand, among his first and most famous was the 1920 Scout. He also designed the Indian Prince single cylinder of 1925, approved the acquisition and subsequent redesigns of the Ace 4 cylinder in 1927, and redesigned the Scout in 1928 into what is now known as the legendary Scout 101.

  While Charles Franklin's designs were proving successful on the sales floor, the corporate suits running the show were using the profits to play the stock market. It was the "Roaring Twenties" and the future looked bright. But, as fate would have, the stock markets crashed in October of 1929, plunging the economy into the Great Depression. 

  The company suddenly found itself in turmoil. Those in charge began to help themselves to company assets, with one eye on the exit, as they waited for what was sure to be the end. As fate would have it, an Indian motorcycle enthusiast with the financial means, saw the opportunity and seized it.

  Eleuthere Paul du Pont was born April 24th, 1887. From a young age he had an interest in all things mechanical. As a teen he built a small engine to attach to a bicycle. Not satisfied, he later acquired an early Indian "Camelback" single to tinker with and modify. (Called "Camelback" because of the humped fuel tank over the rear wheel)

Young Paul studied engineering in school and by 1916 had established a small marine engine company, with a number of patents in his name. By 1919 his attention turned to automobiles and he founded DuPont Motors Co., known for manufacturing luxury autos during the 1920s.

   In 1923, the Hendee Mfg. Co. officially changed it's name to the Indian Motocycle Co. (No "R" to stand out from other motorcycle manufacturers) and Paul's brother Francis du Pont bought $300,000 worth of shares. In all appearances, a good investment at the time. 

  By 1930, Indian was on the verge of bankruptcy, losing hundreds of thousands annually, not only due to the stock market crash, but also reported corruption at the top. The du Pont family was in danger of losing substantial investments. Paul saw that the Indian Co. was ripe for a takeover. After some negotiations and dealings,  the DuPont car company merged with Indian, auto production was halted, and E. Paul du Pont became CEO of the Indian Motocycle Co. Paul and his staff soon put an end to the corruption, took stock of what hadn't yet been pilfered, and set to work building motorcycles. 

  During this time the transportation needs of the country was changing. Ford's assembly line had brought the cost of the automobile down to where the common man could afford a car. Motorcycles, once competing with the auto as affordable transportation for the masses, was now viewed as a leisure item. The change had drivin most early motorcycle manufacturers out of business. Only Indian, Harley Davidson, and Excelsior remained. With no immediate end to the Depression in sight, Ignaz Schwinn ended Excelsior's motorcycle production in September of 1931, leaving Indian and Harley Davidson alone in the market. 

  Paul du Pont knew that people wouldn't buy motorcycles because they needed one, but because they wanted one. He put his chief designer Charles Briggs Weaver to work remaking Indian's image.

  Briggs Weaver was more than an auto designer, he was an artist. Schooled as a jewelry designer, it's said that he could just as easily design a sailboat or carve a sculpture. Under Paul du Pont"s direction, he was responsible for introducing the streamlined art-deco styling that became popular in the early 30s, and copied by the competition. The elaborate sheet metal and tank mounted dash were a result of Weaver's artistic influence. 

  In addition to design changes, Indians now were available in no less than 24 splendid colors. Up until this time, production was hindered by the drying time of the paint, hence the reason for Fords being available "in any color you want as long as it's black." (Black dried the fastest) The DuPont Motor Company had pioneered fast drying nitrocellulose lacquer auto paint in the early 1920s. (Ever hear of DuPont Paints?) That paint was now available for Indian motorcycles, when in the late 20s and early 30s, Harley Davidsons were only offered in olive green.

  Under Paul du Pont"s guidance, Indian also launched a successful racing campaign in the newly formed AMA Class C racing which was formed for street legal machines. With only one other manufacturer competing, the rivalry between brands reached a fever pitch, with both makes having a following of loyal fans to this day. 

  Much of Paul du Pont"s success was due to his hands on approach, assisting in design and testing new models. He was personally involved in the development of the Model 841. The 841 was a shaft driven machine with a V-twin set a right angle to the usual configuration.

It was offered to the military to fulfill the war contract but few were delivered before the contact was cancelled. Although it never became popular with the public,  the 841 was Paul du Pont"s favorite model and personal ride. 

  Paul du Pont"s leadership brought Indian Motorcycles from the verge of collapse in 1930, to record profit levels in 1939. The company's success made it attractive to other potential investors. As du Pont"s health began to fail in the 1940s, retirement began to look attractive. In 1945, an investor named Ralph Rogers bought controlling interest in the Indian Motocycle Co. Paul du Pont turned over operations on November 1st, 1945 and retired to his family estate. He passed away September 26, 1950 at the age of 63. His influence and legacy can still be seen in the war bonnet logos, the swooping, full fenders, the colorful paint schemes, and the art-deco design touches of Indian motorcycles to this day. 

Ralph Hepburn: Heart of Gold, Nerves of Steel

   Ralph R. Hepburn, known as "Hep" by his friends, had a reputation as one of the most talented racers of his day, and as one of the kindest. Born in Somerville Maryland, April 11th, 1896, his family moved to Las Angeles when he was 10 years old. By his mid teens Hep had earned enough to buy his first motorcycle, a used 1910 Harley Davidson 30 ci. Not satisfied, he soon traded it for a faster 5 hp Thor and by 1913 had begun entering local competitions.

  Racers at these amateur events weren't paid like the pros were. They largely raced for the love of it. A hat would be passed through the crowd and a collection taken up that would be divided among the amateur racers to help cover costs. Hepburn's kind nature soon endeared him to the other racers, when at one of these early events a fellow racer took a spill and was injured. Hepburn, feeling bad for his friend's poor luck, used his entire share of the collection, a whole 30 cents, to buy his friend some malted milk balls to cheer him up. The other racers liked young Hep, taking him under their wing and mentoring him.

  January 1st of 1914 young Hep placed 3rd in a 3 mile open at Lordsburg, CA., his first professional top 3 finish. After some encouragement from friends and fellow racers, he decided to turn pro. Later that year Hep boarded a train bound for Detroit to compete in a race at the Detroit Speedway. At a stop at a train station in Missouri, he was greeted with the news that the Detroit track had closed and all future events were canceled. Stranded with no job and no destination, Hepburn learned of a nearby traveling carnival that was in need of a rider to perform in their Wall of Death show, a daredevil exhibition where a rider performs on a vertical, circular wall. Hep traveled with the carnival for the rest of 1914 and for part of 1915.

  In 1915 Hepburn returned home and took a job at an Excelsior dealership. Racing was still in his blood and he soon purchased a used, race modified Excelsior twin from a friend and began to rebuild it with plans of returning to the track. He was soon competing again in sanctioned races, turning in regular top 3 finishes. 

  After a widely publicized crash in McPherson Kansas, where multiple riders were injured, the factory backed teams withdrew their large V-twins from competing on the short 1/2 mile tracks, believing them too dangerous. Hep borrowed an Indian single and continued to compete. He was also lent a Harley Davidson single by Ray Weishaar. His success on the smaller, borrowed Harley attracted the attention of the Big Shots back at Harley Davidson.

  Just like other racers of the era, Hepburn's career was put on hold by WW1 in 1917. He entered training with the fledgling US Air Service. The war ended and Hep was discharged in 1918, just before finishing his training. In the meantime, the war years had put Harley Davidson in position to dominate racing upon its return. In addition to producing machines for the war effort, the company had continued to develop their racing department. Rival Indian, on the other hand, had focused solely on supplying the war. Bill Ottaway, head of Harley's racing department wasted no time. In spring of 1919, he was busy recruiting the best racing talent he could find upon their return from service, hardly waiting for the ink on their discharge papers to dry. Ralph Hepburn was one of the first chosen.

  His fellow Harley Davidson teammates comprised of legendary names like Otto Walker, Red Parkhurst, "Shrimp" Burns, Fred Ludlow, and Ray Weishaar. Together they formed the original "Wrecking Crew."

  In June of 1919, Ralph won the 200 mile National Championship at L.A.'s Ascot Park, setting a new record of 72.32 mph (116.39 km/h). He began the 1920 season taking second place behind Otto Walker in a 100 mile Championship, again at Ascot Park. Hep and his teammates dominated race after race throughout 1920, with Hep claiming over a dozen National wins and many top three finishes. His success continued through 1921, with no less than 33 National wins on dirt and board tracks. Most notable was his victory at the 1921 Dodge City 300, where Hep finished in 1st place a full 12 minutes of Indian's Johnny Seymour. 

  In 1922 Harley Davidson's interest in professional racing slowed, but Ralph's didn't. He quickly signed with Indian and continued to collect trophies through the 1923 season. 1924 found Hep back astride a Harley, still leading the pack. Hep took a little time out in 1924 to marry his sweetheart Ida, whom he called "Sparky" and set off to Australia for their honeymoon, but not without bringing along his motorcycle...

  The spring of 1925 found Hep racing at the Melbourne Motordrome, in the land down under. He took a little more time away from his bride to set a new speed record of 113 mph (181.86 km/h) at Sellick's Beach, Adelaide before returning to the states.

  Upon his return to the U.S., his interest in motorcycle racing took a back seat to a new passion. In prior years, Hepburn had been dabbling in the quickly growing sport of automobile racing. In 1925, he entered and raced in the Indianapolis 500. The remainder of his life was spent chasing victories with 4-wheeled racers. Out of 15 entries in the Indianapolis 500, he achieved 4 top 5 finishes. He served as President of the American Society of Professional Automobile Racers. He even acted in Hollywood films about racing, most notably 1932's The Crowd Roars, with James Cagney.

   Ralph Hepburn's career ended in 1948, when he crashed during a test run for the Indianapolis 500. At 52, he'd spent his whole life chasing a checkered flag and will always be remembered as one of motorsports kindest and most successful competitors.