Featured Rider: Don Emde

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Cross country rider? Racer? Industry leader? Publisher? Archivist? Historian? It’s hard to pigeonhole Don Emde as he’s done a lot since he became famous for winning the Daytona 200 in 1972. He was also the first son of a Daytona 200 winner, Floyd Emde, the 1948 race winner, to also win the 200. Don’s not done with challenging rides; May 3, 2014 Emde and 25 guest riders departed San Diego, California for Manhattan, New York, retracing Cannon Ball Baker’s 1914 route.

Emde’s racing career began on dirt tracks where he competed successfully in amateur TT and scrambles races. As a teenager, working out of his parents’ bike shop, he began road racing on local tracks running a race prepped Suzuki X6 Hustler. Moving up to a Yamaha production racer, Emde logged an impressive 250 Grand Prix win, beating Gary Nixon and Cal Rayborn at Talledega. His impressive 1970 race season landed him a spot with the BSA road racing team for 1971. In this era dirt track and road race points together gave you your season standing. While Emde had a great road racing year, his dirt track finishes put him just short of a top ten 1971 final result.

By 1972 the British manufacturers had cut back their team size, and Emde was dropped. He again teamed up with Mel Dinesen riding a Yamaha TR350. Though greatly outsized by Honda, Harley, BSA and Triumph “Class C” machines, attrition was the name of the game. After a grueling 200 miles the relatively small Yamaha TR350 came across the finish line first! Emde retired from professional racing in 1973 after a season on a Suzuki road racer, but soon created other opportunities for himself.

Emde took his connections, knowledge and experience and went to work in marketing, first for Bell Helmets. Later he became publisher of the industry magazine, DealerNews. His collecting of motorcycle photography and great regard for preservation of motorcycle history drove him to publish the “bible” of Daytona 200 racing in 1990. In its second printing the 380 page book is THE reference for the 200. Soon after finishing the book, he joined the Board of Trustees of the American Motorcycle Heritage Foundation, and later became its Chairman. In 1999 he was inducted into the Motorcycle Hall of Fame. Emde currently publishes a monthly dealer magazine for motorcycle parts distributor Parts Unlimited called PartsMag.

Don Emde’s most recent adventure is along the American motorcycling history path. He led a ride from San Diego, California to Manhattan, New York in early May. The ride retraces as correctly as possible, given road building over the past 100 years, the 1914 transcontinental ride of Erwin “Cannon Ball” Baker. Baker set many records in his life, this one abroad a 1914 Indian. Emde and his riders were primarily on modern machines, watching for 19th Century landmarks along the way like mile markers, S bridges and toll stations on U.S. Route 40, the National Road, which was originally constructed for Conestoga wagon freight traffic. You can review Don’s ride at http://www.cannonballproject.com/content/.  You can read Emde’s complete Motorcycle Hall of Fame biography at http://www.motorcyclemuseum.org/halloffame/detail.aspx?RacerID=98

Emde, ready to start the Cannon Ball Centennial Ride, San Diego to Manhattan, May 3rd, 2014.

Emde, ready to start the Cannon Ball Centennial Ride, San Diego to Manhattan, May 3rd, 2014.

Roxy Rockwood interviews Don Emde after his Daytona 200 win in 1972.

Roxy Rockwood interviews Don Emde after his Daytona 200 win in 1972.

Don Emde takes a victory lap after winning the Amateur final at the Fred Nix Memorial AMA Dirt Track National at Oklahoma City in 1970.

Don Emde takes a victory lap after winning the Amateur final at the Fred Nix Memorial AMA Dirt Track National at Oklahoma City in 1970.

Indian Motorcycles from Many American Collectors Featured in Expanded Indian Motorcycle Exhibit

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The next time you visit the National Motorcycle Museum you’ll get a chance to see even more fine Indian motorcycles, the history of Indian better presented. New graphics, more motorcycles will help you better understand the Indian story. Several lenders have supported this exhibit area over the years. Wanda Schumaker, who, along with her late husband Del collected many fine motorcycles and cars, loaned several Indians to help expand on the story of the company. Tom Brim has loaned a rare Hendee Special, the 1914 big twin that experimented with electric starting. He also supplied an Indian Velocette; one of several machines Floyd Clymer affixed the Indian badge to. And Rocky Halter, of Rocky’s Indian is supplied a great 1951 “Rainbow Chief.” Resplendent in black and silver is Anthony Verschoore’s 1941 Four, and Ben Ferrar’s yellow Chief rounds out the post-War grouping.

Later chapters in Indian history include a period when “Indians” were made off-shore. Mini-cycles from Justin Earhart and Jay Gaard, now very desirable, help visualize that period. E.J. Cole’s 841 and a 741 show how Indian played a role in World War II. . The Indian Four pictured has been on loan from Bill McClean to the Museum for several years.  The stylish, smooth and sophisticated Indian Four is cherished by many. The four cylinder design is not technically the work of Indian Motorcycle Company. Bill Henderson started manufacturing a four cylinder motorcycle in 1912, one of the finest machines of the era. As they say there’s a little more to the story, but simply put, Indian purchased Henderson’s design, the Henderson Ace, in 1927 and renamed it the Indian Four. Over just a few years Indian’s Arthur Lemon made considerable design changes including the frame, engine main bearings upgrade to five and the Indian Model 402 was born. The Model 440 shown here was the first Four with skirted fenders, the last with 18” wheels and is considered one of the finest Fours. The Four’s engine displaces 77 cubic inches or 1265 cc’s, makes about 45 horsepower and can propel the 570 pound machine to about 100 miles per hour. The last year of Indian Four manufacture was 1942.

The exhibit also includes several graphic panels that trace Indian history. You’ll learn of the brand’s many twists and turns after the real company closed its doors for good in 1953. And you’ll get to examine several great examples of Indian’s specialty three wheelers from the 1905 Tri-Car all the way up to an amazing Traffic Car in original paint. Six Indian board track racers are poised on the boards, including a 1919 “Big Valve” from Dave Ohrt, part of the glorious history of this motorcycle company. Of course Indian is now back, in the hands of Polaris Industries with a fine 2014 offering, the Museum’s current raffle bike, the Indian Chief Vintage.

The Indian Story exhibit opens with information on corporate leadership and trademark ownership over the past century. A 1903 and a 1908 Indian are displayed flanking a gleaming Indian Arrow outboard motor.

The Indian Story exhibit opens with information on corporate leadership and trademark ownership over the past century. A 1903 and a 1908 Indian are displayed flanking a gleaming Indian Arrow outboard motor.

Advertising graphics and signage include this great original neon sign. The three high display includes an Indian Matchless single, a 1912 "Big Base" twin racer and a 741 Military Indian.

Advertising graphics and signage include this great original neon sign. The three high display includes an Indian Matchless single, a 1912 “Big Base” twin racer and a 741 Military Indian.

Looking for their next great four cylinder motorcycle, Indian acquired Torque Engineering Company which had produced this prototype in 1943. The engine served as "modular" design employed in single and twins in the late 1940's, early 1950's, but the four cylinder version was never put into production. The Torque Four is on loan from the Antique Motorcycle Foundation.

Looking for their next great four cylinder motorcycle, Indian acquired Torque Engineering Company which had produced this prototype in 1943. The engine served as “modular” design employed in single and twins in the late 1940’s, early 1950’s, but the four cylinder version was never put into production. The Torque Four is on loan from the Antique Motorcycle Foundation.

1941 was essentially the last year for the Four and the only year that used 16 inch wheels. This beautiful Four is on loan from Anthony & Brenda Verschoore. The perfectly restored classic red and black "upside down" Four belongs to Wanda Winger.

1941 was essentially the last year for the Four and the only year that used 16 inch wheels. This beautiful Four is on loan from Anthony & Brenda Verschoore. The perfectly restored classic red and black “upside down” Four belongs to Wanda Schumacher.

For 1915 Indian upped the ante and offered a three speed transmission, and grand style.

For 1915 Indian upped the ante and offered a three speed transmission, and grand style.

Following the two year run for the "upside down" Four, Indian reverted to the exhaust outlets being low, a cooling relief for riders. These engines used a mechanically actuated valve train, but are inlet over exhaust. This is similar to the early designs in which the inlet valve was "atmospheric," sucked open by the piston traveling down in the cylinder.

Following the two year run for the “upside down” Four, Indian reverted to the exhaust outlets being low, a cooling relief for riders. These engines used a mechanically actuated valve train, but are inlet over exhaust. This is similar to the early designs in which the inlet valve was “atmospheric,” sucked open by the piston traveling down in the cylinder.

Indian racers for Board Track and Dirt Track racing range from a pair of very early "Torpedo" tank bikes up to a pair of Daytona racers from 1919 and 1920. Harleys and Merkels in hot pursuit.

Indian racers for Board Track and Dirt Track racing range from a pair of very early “Torpedo” tank bikes up to a pair of Daytona racers from 1919 and 1920. Harleys and Merkels in hot pursuit.

Always aggressive in building machines to suit special applications, besides military motorcycles, Indian created cargo carrying three wheelers. The 1939 Indian Dispatch Tow was competition for the Harley Servi-Car. Going to extremes, in head to head competition with small urban delivery vans, Indian created the magnificent Traffic Car, on loan from the Motorcycle Hall of Fame Museum.

Always aggressive in building machines to suit special applications, besides military motorcycles, Indian created cargo carrying three wheelers. The 1939 Indian Dispatch Tow was competition for the Harley Servi-Car. Going to extremes, in head to head competition with small urban delivery vans, Indian created the magnificent Traffic Car, on loan from the Motorcycle Hall of Fame Museum.

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When YOU donate to the Museum, where does the money go?

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The major art and history museums in America have great collections largely due to the gratitude and thoughtfulness of Americans. These are people who have saved and collected significant objects then decided they need to be enjoyed by broader audiences like those attracted to museums. Assembled for exhibition or publication in books and as reference on the website for entertainment and education, these centralized collections ensure our history is saved and presented for future generations. Your donation of a motorcycle, leather jacket, toy or a poster to the National Motorcycle Museum makes sure thousands of visitors can enjoy it. Call or email the Museum director to discuss what you might consider donating.

You can really make a difference with your donations to the National Motorcycle Museum. Motorcycle history is rich, the people, machines and accomplishments fascinating. But it takes a central organization like the National Motorcycle Museum to bring it all together and present it to today’s and tomorrow’s enthusiasts and their friends. Your donation will typically be recognized in the Museum, and usually in the Museum’s Annual Report. You’ll feel good about playing a role in preserving motorcycle history and set an example for others to help, too.