The Army considered the 640 satisfactory after extensive
testing; it was durable enough and did what it was supposed to do, but had one
drawback—it was slow. To address the power deficit, a second model, the 741, was
created. Outwardly identical to the 641, it used the civilian low-compression
version of the 45 cu in Sport Scout powerplant.
 As the war in Europe intensified, the U.S. military began to
see the true potential of motorcycles on the battlefield. Strategists saw, as
did horrified civilians, newsreels displaying the rapid progress of Germany’s
Blitzkrieg ("lightning war") through Belgium and France, with various BMW, DKW,
Zundapp and NSU motorcycles leading the charge. The British, too, were making
good use of motorcycles in the North African desert war. (Click image to enlarge)
Increased demand was a mixed blessing for Indian. The factory
was not in ideal condition for war work, as many machine tools had been sold off
during the Depression. Of those remaining, many were in poor condition. Given
material restrictions and war priorities already in place, replacing them was
certainly a difficult proposition.
Even so, the company persevered. Its employees made up for the
shortages as best they could, with sheer hard work and perseverance. Their best
was very good. Some 44,000 military Indian Motocycles and an unknown, but
substantial, number of sidecars were built between 1939 and 1945. The effort won
the factory an "E" pennant from the Army-Navy Production Board for the
excellence of its work.
Apart from these orders, Indian also filled its share of a
5,000-unit contract given to both Indian and Harley-Davidson by the British War
Department. After the bombing of Coventry destroyed a major portion of the
Triumph works, the UK was determined not to run short of motorcycles. A majority
of the bikes sent were 640s. In addition, limited civilian production
continued—mainly 74 cu in Chiefs for law-enforcement use and various models for
those in "essential" occupations.
 Indian also developed a prototype for yet another military
bike. The 841 followed BMW practice with a shaft drive, and its Scout-based
engine turned the cylinders 90 degrees from normal orientation and widened the
angle between them. Other improvements, including a new fork design, were
incorporated. The end result bore remarkable similarities to later Moto Guzzi
products. Some 1,000 841s were produced. (Click image to enlarge)
But events beyond the control of Indian management conspired
against the company. In 1944, the military decided it had enough motorcycles to
serve the Allies in Europe, and saw no use for them in the Pacific Theater.
Contracts were abruptly cancelled, even as 640, 741s and 841s were rolling out
of the Springfield works. Worse, the government was unwilling to pay for the
last $412,000 of materiel produced.
The leftover bikes, including the majority of the 841s not used
for testing purposes, were sold to the public at knockdown prices. It is said
that 841s fetched $500 apiece. Many, if not all, of the surplus machines were
repainted; shorn of their military fittings, they became "civilian" Indians.
Some of the spares from this period continue to turn up today and, as they are
suitable for both military and civilian machines, are much prized.
Despite its downward business spiral, despite the glory deservedly attained
by the Jeep as the four-wheeled servant of soldiers in all theaters of war,
Indian played an important role in national defense during the 1939-45 period.
The bikes, and the men who built them, answered the call, and the 640s, 741s and
841s that survive today are proud reminders of Indian Motocycles’ finest
hour.
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