The Vintage Motorcycles
Specialists in antique, classic, veteran and vintage motorcycles.
Specialists in antique, classic, veteran and vintage motorcycles.
The 1919 Indian Power Plus is one of the most important American V-twin motorcycles of the late 1910s. Built by the Hendee Manufacturing Company under the Indian name, the Power Plus represented a major step forward in Indian engine design and became one of the company's most influential large-displacement motorcycles.
The Power Plus is powered by a 61 cubic inch, approximately 1,000 cc, side-valve V-twin engine. The engine was designed by Charles Gustafson and introduced in 1916 as a replacement for Indian's earlier F-head V-twin. Its improved breathing, larger valves, roller-bearing construction, and improved lubrication helped give the new engine considerably stronger performance.
The 1919 model uses a three-speed transmission and was available with Indian's distinctive cradle-spring frame and leaf-spring suspension. The combination of a large V-twin engine, substantial chassis, and practical road-going equipment made the Power Plus an important touring and transportation motorcycle.
The model also had a remarkable competition history. Indian's Power Plus development was demonstrated publicly before its regular production through long-distance record attempts, including Erwin "Cannonball" Baker's famous 1915 Vancouver-to-Tijuana ride.
Today, the 1919 Indian Power Plus is highly regarded by collectors of early American motorcycles because it combines important engineering development, racing heritage, and the unmistakable character of a pre-war Indian V-twin.
Indian introduced the Power Plus engine in 1916 after developing a new side-valve V-twin intended to replace the company's earlier F-head design.
Engineer Charles Gustafson was responsible for the basic Power Plus design. Indian developed the engine in response to the increasing performance demands of American motorcycle competition and road use.
The new engine used larger valves and improved internal construction, allowing Indian to produce more power while retaining the durability required for everyday motorcycle use.
The Power Plus quickly became an important part of Indian's motorcycle range and remained in production through 1919.
The motorcycle was also closely associated with Indian's racing and endurance heritage. A prototype Power Plus was ridden by Erwin "Cannonball" Baker from Vancouver to Tijuana in August 1915, covering approximately 1,655 miles in 3 days, 9 hours, and 15 minutes.
During the First World War, Power Plus motorcycles were also supplied in large numbers for military service, further demonstrating the strength and practical capability of the design.
The 1919 Indian Power Plus uses a 61 cubic inch, approximately 1,000 cc, side-valve V-twin four-stroke engine.
The cylinders are arranged in Indian's characteristic V-twin configuration and share a common crankshaft.
The Power Plus engine was a major engineering development for Indian because its side-valve configuration offered improved breathing and greater performance compared with the company's earlier F-head engine.
The engine is commonly rated at approximately 18 horsepower in historical descriptions of the Power Plus.
The large displacement produces strong torque at relatively low engine speeds, making the motorcycle well suited to touring, carrying additional loads, and operating on the rough roads of the period.
The engine was designed for durability as well as performance, with improved oiling and internal bearing arrangements compared with earlier Indian designs.
Actual performance of a surviving motorcycle depends heavily on engine condition, compression, carburetor adjustment, ignition timing, lubrication, gearing, exhaust condition, tire condition, and the quality of restoration.
The 1919 Indian Power Plus uses a three-speed transmission.
The gearbox was designed to work with the strong torque characteristics of the large V-twin engine and provided practical gearing for road riding.
The transmission represents the mechanical technology of the period and requires a more involved operating technique than a modern motorcycle gearbox.
Power is transmitted to the rear wheel through a conventional chain final drive.
The clutch, transmission, primary drive, chains, sprockets, bearings, and rear hub should all be carefully inspected on a surviving Power Plus.
Early Indian motorcycles often remained in service for decades and were repaired with whatever replacement components were available. Consequently, the presence of later mechanical parts should be documented carefully when assessing originality.
The 1919 Power Plus could be equipped with Indian's cradle-spring frame, a distinctive chassis design that incorporated leaf-spring suspension into the motorcycle structure.
The suspension system was developed to improve comfort and stability on the rough roads common during the early twentieth century.
The front suspension uses a leaf-spring trailing-link girder fork, one of the most recognizable engineering features of the period Indian motorcycle.
The substantial frame and long wheelbase provide a stable riding character appropriate for a large touring V-twin.
Frame alignment is especially important when inspecting a motorcycle that is more than one hundred years old. The steering head, frame tubes, engine mounts, suspension attachment points, and rear axle alignment should all be examined carefully.
Original cradle-spring components are particularly desirable because early motorcycles were frequently modified or rebuilt during their working lives.
The 1919 Indian Power Plus uses large wire-spoked motorcycle wheels designed for the road conditions of the period.
The substantial wheel and tire dimensions contributed to the motorcycle's stability and ability to handle uneven road surfaces.
Period braking equipment was mechanical and considerably simpler than the hydraulic systems used on modern motorcycles.
The Power Plus is documented with a rear brake, while surviving motorcycles may differ according to production configuration and later modifications.
Brake drums, shoes, operating mechanisms, cables, wheel bearings, spokes, rims, and tires should all be carefully inspected before operation.
Because modern traffic conditions are very different from those of 1919, the braking capability of an original motorcycle should never be assumed to match that of a modern machine.
The 1919 Indian Power Plus uses period electrical and ignition equipment designed for early twentieth-century motorcycle operation.
Surviving examples can be found with period magneto ignition systems, including Splitdorf equipment.
The magneto provided the ignition spark without depending on a modern battery-based ignition system and was well suited to the demands of early motorcycles.
Original magnetos, carburetors, switches, wiring, lighting equipment, and other electrical components are valuable evidence when assessing the originality of a Power Plus.
Many surviving motorcycles have received replacement wiring, rebuilt magnetos, or modern electrical components, so each system should be evaluated separately during an authenticity inspection.
The 1919 Indian Power Plus has the classic appearance of an early American V-twin motorcycle.
The large V-twin engine dominates the center of the frame and is intentionally left exposed, emphasizing the mechanical character of the machine.
The fuel tank is mounted prominently above the frame, while large fenders and wire wheels give the motorcycle a substantial road-going appearance.
The cradle-spring frame and leaf-spring front fork are among the most distinctive visual features.
The motorcycle has very little bodywork compared with later motorcycles, allowing the engine, frame, transmission, suspension, exhaust, and mechanical controls to remain visible.
Indian's distinctive branding and tank details further reinforce the identity of the Power Plus as one of the great American motorcycles of the late 1910s.
The 1919 Indian Power Plus represents the final production year of the original Power Plus engine and motorcycle platform.
The model retained the 61 cubic inch side-valve V-twin configuration, three-speed transmission, and substantial Indian chassis that had made the Power Plus successful during the preceding years.
The 1919 version is particularly significant because it marks the end of the original Power Plus production period before Indian moved toward its next generation of motorcycle designs.
Individual examples can vary in equipment, especially when they were used for many years and subsequently restored.
Frame numbers, engine numbers, crankcase castings, fuel tank design, transmission components, suspension parts, carburetor, magneto, wheels, fenders, and controls should therefore be compared with contemporary Indian references.
The 1919 Indian Power Plus delivers the unmistakable experience of a large early American V-twin.
The approximately 1,000 cc side-valve engine provides strong low-speed torque and a steady power delivery rather than the high-rpm character of later performance motorcycles.
The large engine and substantial frame make the motorcycle feel stable and deliberate on the road.
The three-speed gearbox provides practical gearing while the leaf-spring suspension helps absorb the rough surfaces common during the motorcycle's original operating era.
The mechanical controls require more involvement from the rider than a modern motorcycle, particularly when managing the engine, ignition, clutch, and transmission.
A surviving Power Plus should be ridden conservatively and only after the engine, fuel system, lubrication system, steering, suspension, wheels, tires, drivetrain, and brakes have been carefully inspected.
The Indian Power Plus is historically important because it became one of the defining large-displacement American V-twin motorcycles of the 1910s.
The engine represented a significant technological improvement over Indian's earlier F-head V-twin and demonstrated the company's ability to respond to increasingly demanding performance requirements.
The Power Plus also played an important role in Indian's endurance and racing activities.
Erwin "Cannonball" Baker's 1915 long-distance ride on a Power Plus prototype helped demonstrate the durability and performance potential of the new engine before regular production began.
The motorcycle's military service during the First World War further established the Power Plus as a practical and durable machine.
Its combination of road-going capability, engineering development, and competition heritage makes the Power Plus one of the most historically important Indian motorcycles of the pre-1920 period.
The 1919 Indian Power Plus is highly desirable among collectors of early American motorcycles.
Its final-year status, large 61 cubic inch V-twin engine, racing heritage, military history, cradle-spring frame, and distinctive Indian styling make authentic examples especially significant.
Collectors should pay close attention to the engine, crankcases, cylinders, frame, cradle springs, front fork, fuel tank, transmission, carburetor, magneto, exhaust, wheels, fenders, saddle, and controls.
Matching or correctly documented frame and engine numbers can provide important evidence of authenticity.
Original Splitdorf magneto equipment, period Schebler carburetion, correct suspension components, original tank details, factory hardware, and period finishes can add considerable historical interest.
Because Power Plus motorcycles were heavily used during their working lives, surviving machines can contain a mixture of original and replacement components.
A sympathetic restoration that preserves original Indian components and period construction is generally more historically valuable than a heavily modified motorcycle fitted with modern equipment.
Authenticating a 1919 Indian Power Plus requires examination of the complete motorcycle and comparison with reliable period documentation.
The engine should correspond to the 61 cubic inch side-valve V-twin Power Plus configuration and should be examined for correct crankcase construction, cylinder arrangement, valve gear, internal components, and casting details.
The frame should be checked for the correct Indian construction, including the cradle-spring arrangement where fitted.
The leaf-spring trailing-link front fork, three-speed transmission, fuel tank, fenders, wheels, carburetor, magneto, exhaust, controls, and braking equipment should also be examined for period consistency.
Engine and frame numbers should be recorded and compared with appropriate Indian production references.
Period registration documents, photographs, factory brochures, ownership records, auction documentation, and restoration invoices can provide valuable supporting evidence.
Because these motorcycles were frequently repaired and modified throughout their long service lives, originality should be assessed component by component rather than judged solely by the overall appearance.
The 1919 Indian Power Plus matters because it represents the culmination of one of the most important early American V-twin engine designs.
The 61 cubic inch side-valve engine, approximately 1,000 cc displacement, strong torque, three-speed transmission, cradle-spring frame, and leaf-spring suspension created a motorcycle capable of serious road use during an important period in American transportation history.
The model's connection with Cannonball Baker's endurance exploits and its military service further strengthen its historical importance.
For collectors, the Power Plus provides a direct connection to Indian's engineering development during the 1910s and to the emergence of the large American V-twin as a defining motorcycle format.
A surviving 1919 example with its correct Power Plus engine, original chassis components, period equipment, and documented provenance represents an important piece of early American motorcycle history.
This 1919 Indian Power Plus represents the final production year of one of Indian's most influential early V-twin motorcycles.
The approximately 1,000 cc, 61 cubic inch side-valve V-twin engine produces around 18 horsepower and is paired with a three-speed transmission, providing the strong torque and dependable road performance expected from a large American motorcycle of the period.
The cradle-spring frame, leaf-spring trailing-link front fork, large wire wheels, substantial fuel tank, exposed V-twin engine, and period mechanical equipment create the unmistakable appearance of an Indian Power Plus.
The model's engineering history is closely connected with Indian's endurance and racing development, including Cannonball Baker's famous 1915 long-distance ride on an early Power Plus prototype.
For collectors, the original Power Plus engine, frame, cradle springs, front fork, transmission, Schebler carburetor, Splitdorf magneto, wheels, fenders, controls, and documented provenance are particularly important when establishing authenticity.
A well-preserved or accurately restored 1919 Indian Power Plus with correct period components and strong historical documentation represents a significant example of early American motorcycle engineering.
For more information about the Indian marque and its historic motorcycles, visit Indian vintage motorcycles.
Contact us for additional photographs, detailed specifications, frame and engine numbers, service history, originality assessment, provenance, restoration information, historical documentation, and purchasing information for this 1919 Indian Power Plus.
The Vintage Motorcycles presents a curated selection of historically significant American motorcycles, with a primary focus on Indian Motorcycle, one of the earliest and most influential manufacturers in United States motorcycle engineering. Founded during the pioneering era of motorized transport, Indian played a central role in defining the identity of American motorcycles, combining mechanical durability with performance-oriented design and long-distance capability.
This collection is part of a broader global archive of historical manufacturers, accessible through our global vintage motorcycle brands archive, where American engineering is studied alongside European developments to highlight parallel innovation paths. Within this context, Indian stands out for its early adoption of V-twin engines and its strong association with endurance riding and competition success. These machines are best understood within the framework of pre-war motorcycle engineering (1900-1939), a defining period that established the mechanical foundations of modern motorcycling.
Each motorcycle within our collection is selected based on provenance, originality, and mechanical authenticity, ensuring alignment with museum-grade preservation standards. Available machines can be explored through our global vintage motorcycle inventory, including historically significant American platforms that reflect early long-distance touring and performance engineering. All acquisitions are supported by a fully insured international shipping service, ensuring secure worldwide delivery for collectors and institutions.
American motorcycle engineering developed within a rapidly expanding industrial landscape, where performance, durability, and long-distance usability became defining characteristics. Indian Motorcycle emerged as one of the leading forces in this environment, producing machines that combined robust V-twin power delivery with structural reliability suited to the evolving road networks of the United States.
This engineering evolution can be understood within a broader historical framework, beginning with the experimental foundations of the pre-war motorcycle era, where manufacturers established core mechanical architectures. During World War II, American motorcycle production shifted toward military applications, as reflected in military motorcycle development, where durability and field reliability became essential. Following the war, these engineering principles evolved into standardized production systems, explored in post-war motorcycle development, which further refined the legacy established by early pioneers such as Indian.
Key Highlights
Collector Assurance
All enquiries handled with discretion. We typically respond within 6 hours.
Choose the payment method that is most convenient for you. We accept widely used international payment methods as well as, where available, local bank transfer options that allow you to pay like a domestic transaction. Full payment instructions are provided for your specific purchase.
Direct international bank wire transfer is available for motorcycle purchases and export transactions.
Credit card payments can be arranged through Wise.com, subject to the applicable payment and processing conditions.
PayPal is accepted. A 5% PayPal processing fee applies to the transaction.