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March 2012
President Gene Walker 5531 Lardon Rd NE Salem, OR 97305-3248 (503) 428-6641 (503) 371-4363 Treasurer Tom Ruttan 3761 SW Olson Ct Lake Oswego, OR 97034 (503) 638-1746 tgruttan@earthlink.net
 
Vice President Gary Kelley 20000 NE Jaquith Rd Newberg, OR 97132-6694 (503) 537-0802 (503) 860-6442 garyk@amcaotc.org
 
Secretary Shannon Kelley 20000 NE Jaquith Rd Newberg, OR 97132-6694 (503) 537-0802 (503) 784-0760 shannonk@wildriders.org
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A Love Story
I recently got an email from a fellow member who had just purchased a motorcycle only a real enthusiast could love.
1918 Indian Racer
He contacted OTC after using serial number data on the website to identify the year of engine manufacture as 1918. This motorcycle is of particular historical significance as 1918 was the last year Indian used Hedstrom-Hendee engines in production. None were sold in the US beyond 1915/early 1916. The few that were made in 1918 went to Australia, New Zealand, England and Europe. Overseas these bikes were used primarily for TT and dirt track racing. In the US in the early
1900’s
, board track racing became popular. Earlier versions of this bike sped around board tracks from California to New York. The owner has decided to repatriate this bike to a well-known local restorer where, eventually, this machine will roar back to life. I hope to publish a picture when
it’s ready to ride
.
Board Track Racing
Bicycle racing on banked, wooden velodromes was enormously popular at the turn of the 20th century. Board tracks were constructed with 2x4 boards and banked up to 45°. Some venues, such as Fulford-by-the-Sea and Culver City,  boasted unconfirmed banks of 50° or more. Later, banking angle was increased to 60°. The effect of this change was higher cornering speeds and higher G-forces on riders. Fans sat on the top of the track looking down at the racers. When a rider lost control in a corner, he could slip up off the track and into the crowd. Many of the first machines identifiable as motorcycles were built by bicycle mechanics and used as "pacers" to train bicycle racers. The first motorcycle race may have occurred when two pacers where on the track simultaneously.
Pacer motorcycle on the cycle board track
Timber and labor were cheap. With the help of an engineer from New Jersey named Jack Prince, board track racing spread across the nation.
 
 Oregon Trail Chapter March 2012 Visit us online at
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 The Coliseum in Los Angeles, over a quarter mile long, opened in 1909, followed immediately by a one-third mile track in Springfield, Ma. In 1910, full mile tracks in Playa del Rey California and Salt Lake City opened. Tracks up to two miles in length were thrown up in 1911 in Oakland, Denver, Buffalo, Cleveland, Chicago, and Detroit. 1912 brought tracks to Milwaukee, Omaha, Houston, Cleveland and Atlantic City. Board track racing was lucrative. Race promoters routinely made $10,000 daily in gate receipts. High speeds and a lack of safety precautions lead to spectacular wrecks on the board tracks, often killing a half-dozen racers and spectators at once. Controversy over safety had already caused the national sanctioning organization to switch the 1913 National Championship from the boards to the safer, but less profitable, dirt ovals. True to form, racing improved the breed. Motorcycles went from able-to-keep-up-with-bicycles in 1900 to the first 100-mph average lap, turned by Lee Humiston riding a "Big-Valve" Excelsior at Playa del Rey in 1912. Technical competition among the manufacturers was just as fierce as the racing itself. The race for prestige led famous manufacturers like Indian, Excelsior, Cyclone, Thor, and Flying Merkel to develop purpose-built racing equipment with the highest attainable horsepower they could squeeze from their motors. Few were as successful as Indian!
On the Boards in Springfield Massachusetts 1911
By the early 1930s, board track racing had fallen out of favor, and into eventual obsolescence, due to both the danger and the high cost of track maintenance. However, several of its most notable aspects have continued to influence American motorsports philosophy to the present day, including: A technical emphasis on raw speed produced by the steep inclinations; ample track width to allow steady overtaking between competitors; and the development of extensive grandstands surrounding many of the courses.
Rider Profile
 Bert le Vack, UK
Herman “
Bert
” 
 le Vack was born in London of Scottish descent in 1887, the son of upholsterer and antique dealer Albert Edward le Vack. Bert's grandfather was John le Vack, a Scottish locomotive engineer. Bert le Vack was a motorcycle world speed record holder throughout the 1920s earning the nickname 'Wizard of Brooklands' for his exploits. An expert engine tuner, le Vack worked for some of the great marques. Bert began his racing career on bicycles but once he visited Brooklands, he began tuning motorcycles and won the first hill climb he entered on a 1909 Triumph.
 
Oregon Trail Chapter March 2012 Visit us online at
amcaotc.org
 In 1912 Bert competed in the London to Edinburgh Run and in 1913 was working with another J.A. Prestwich (JAP) test rider at Brooklands named John Wallace. At the outbreak of the First World War Burt and John turned their talents to assembling and testing aircraft engines. After the war, Wallace designed a racing motorcycle engine and sold the design to the Portable Tool and Engineering Company of Enfield Highway, who employed Wallace as their chief designer. Bert le Vack helped with development and between them created the Duzmo in 1920. Towards the end of 1920 Bert moved on to the Hendee Manufacturing Co at their London Depot. In 1921, Bert le Vack set a new record on an Indian 8-valve with an average speed of 107.5 mph. The 8-valve, 61 ci. V-twin racer was introduced in 1911 and produced until 1918. Indian sold these bikes to the public for $350.
Bert le Vack in 1920 on an Indian 61ci , 8-valve v twin
The 8-valve featured overhead-valve heads with four valves per cylinder and was easily capable of speeds over 120 mph. In various forms, the 8-valve was raced on dirt as well as boards with great success.
It’ 
s unknown how many 8-valve racers were manufactured, but production was very limited. Most machines were ridden by factory riders or "loaned" to promising privateers. Like other board track bikes of its era, the 8-valve lacked amenities such as brakes, clutch, or even a throttle. Carbs were run wide open with an ignition cut-out controlling engine speed. The initial idea behind the four valve per cylinder design Hedstrom pioneered for Indian in 1910 was not gaining horsepower, but to overcome valve breakage. Exhaust valves could not take the extreme heat of racing temperatures. Hedstrom's theory was several smaller valves could better dissipate their heat resulting in a cooler running motor, more likely to survive the longer races. Hedstrom's theory proved correct. When valve timing was adjusted to take advantage of increased valve area, Hedstrom's 8-valve design solved the heat problem and was faster. Bert used his experience with Indian to help JAP develop their British vee-twin - the 'Super Big Twin', so called because of its 986 cc ohv engine. Although le Vack only stayed with JAP for four years, he played a significant role in their success. JAP advertisements in The Motor Cycle showed Bert on a Brough Superior with the 976 cc vee-twin JAP engine. Described as a quiet spoken man with few friends, le Vack became something of an enigma. In a rare interview for The Motor Cycle in 1923 with the title 'The Making of a Speed Man' he described his early days when he nearly blew himself up by looking into a fuel tank at night with a match. Bert le Vack rode for Brough Superior and helped keep T. E. Lawrence's Broughs tuned. He also rode for the leading manufacturers of the 1920s, including Indian, New Imperial and Zenith. After a time in Birmingham at the New Hudson works, Bert went to Motosacoche and rode for them in the 1914 Isle of Man Tourist Trophy Races. Motosacoche built racing motorcycles and le Vack  joined as a works rider, chief designer and tuner. Bert le Vack perished in the Swiss Alps on September 17, 1931 while testing a Motosacoche A50 on public roads near the factory.

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