Ray Shearman & his  1919 Powerplus in New Zealand

New Zealand has a long tradition of involvement in motorcycling, whether as a pastime, a means of transport or motorsport. A consequence of that tradition is that occasionally individuals or machines establish a niche and thus become recognized as something unique. Ray Shearman and his Indian are such a combination.

Ray and his 1919 Powerplus may turn up anywhere. His machines are for riding. He bought the bike pictured here in 1958 from Geoff Hockley, a Kiwi who had gained an international reputation as a Harley racer. Prior to that purchase, Ray had never owned an Indian. He did, however, acknowledge that as a kid he always remembers being pretty impressed by a 1926 Indian Scout and side-box owned by the local plumber, Harry Jones. So when Geoff phoned up to say the Indian was up for sale, Ray rushed around with a trailer and exchanged about $30 N.Z. (about $15 U.S.) for the bike… “ and I was happy!” 

Ray took the bike home and filled it up with gas and oil and…” kick, kick, kick and away it went. I took a registration plate off another of my bikes, not legal of course (a mischievous smile from Ray), and rode it `round the road. My foot slipped off the clutch and I ploughed through the fence… on my first ride!”

 The Indian is now officially registered with a special exemption for use on New Zealand roads. That exemption allows Ray to ride without a headlight. And rise is one thing Ray certainly does.

“I’ve ridden it all over North Island, toured South Island two or three times. Next year, I’m talking to Mum (Rays wife) about letting me ride up to Nelson to the National Motorbike Rally. I’ve covered thousands of miles down to the Dunvegan Rally held in October. In fact, this`ll be my twenty-third consecutive year I’ve been doing that. Central Otago, Naseby, Roxborough, Ranfurly…good motoring country. One joker once looked at the Indian and said to me, “The most rallied bike in New Zealand!”

 “I get on the thing, I say to Mum `I’m going for a ride on my bike.’ I can get on in Christchurch, ride to Amberley, check the tank is full, then ride back round the Pyramid Valley to home. That’s 150 miles. That’s good. I really enjoy it. I go at my own pace.”

Rays first foray into motorcycling was as a young apprentice plumber. The year was 1945. The machine a 1925 “P” model Triumph. Progressively, Ray became more and more interested in competitive motorsport, especially grass-track racing. Ray`s hometown of Christchurch was in the fortunate position of having a number of quarter-and-half-mile tracks nearby, but even better was the full-mile track at Hurunui (about 30 kilometers north of the city), which was the favorite of all riders. Ray was such a mainstay in racing circles that, in 1954, he was nominated as club steward of the Corsair Motorcycle Club, and later he became a New Zealand senior steward.

Over the years, however, interest in grass-track racing waned. It is a situation Ray is determined to address. Ray has now become involved with a group whose intentions are to re-establish grass-track racing on the New Zealand motorcycling calendar, with Hurunui serving as the venue for such competitions. His expertise in motorcycle racing continues today; his knowledge of racing regulations is second to none. In fact, in recognition of his contribution to the establishment and growth of B.E.A.R.S. (British, European and American Racing Series) in New Zealand, the founding body made him a life member in 1990.

“ I reckon the B.E.A.R.S. have turned out real good,” Ray said. “The riders couldn’t be happier, and there’s no charge to get into the pit area. Joe Public can have a good look at the machinery and have a chat with the competitors. That’s part of the magic of B.E.A.R.S.”

Such a willingness to share the thrill of these machines is also a large part of Ray’s charm. As Ray describes his particular Indian, its clear that it`s meant for one thing: riding. Although Ray`s Indian is a 1919 Powerplus, he installed a 1918 engine. In New Zealand, motorcycle registration costs aew considerably reduced for veteran machines relative to vintage. The cutoff for veterans is pre-1919.

The frame and bars are original and described as “extra comfortable.” Timken bearings have been fitted to the front and rear wheels and the swingarm was “straightened up” by machining 39 thousandths of an inch out of the bushes and making up a replacement pin to suit. After that surgery, the tracking problems disappeared. Present tires are 3.00” x 21”, because they are easy to buy and, more importantly, cheaper than the originals (which are one inch larger). Ray has also replaced the old oil cap lubrication on the swingarm with a grease nipple. The original Dixie magneto proved troublesome, so Charlie Bell 9 then the Christchurch Indian agent) imported and installed a very reliable Bosch equivalent. Ray also has a huge collection of spark plugs, including two Splitdorfs in original condition and a few Edisons, which preceded the Splitdorf.

Ray`s Powerplus represents the third year of one of the most important Indian models. The Powerplus engine was the first to feature side-by-side valves, a radical departure form the “F head” engine design that was the holdover from the Hedstrom era. The 42-degree, side-valve design boosted power substantially, and the larger of the two engines (at 997.6cc) allowed riders to reach a top speed of 60mph consistently.

Ray`s Powerplus also boasts the front leaf spring suspension and rear cradle leaf spring, with swingarm. In 1919, the rear cradle-leaf suspension was still optional. Good thing for Ray, this Powerplus` first owner exercised this option at purchase time. This touch, along with the seat springs, gives Ray`s bike a generous measure of “give” on the bumpier New Zealand roadways.

As with any truly antique motorcycle, Ray`s bike takes lots of conscientious maintenance to stay safe and roadworthy. Routine maintenance has included big-ends, side-mains, a rebore and valve replacement. Ray found 3-3/16” side-valve V8 pistons to be ideal replacements after he`d bored the barrels.

Major breakdowns have been few and far between. The most significant happened when the front rod broke at the fork and finished up locked against the flywheel. Ray was doing about 50mph at the time. “There was a rifle-like crack and then the bike stopped dead!” It took a while to figure out what had happened, because externally, the crankcase showed no sign of damage.

 Ray and his Indian represent true icons of New Zealand motorcycling. The fact that he shows up at so many events all over the country is an indication of his love for the machines, the sport and the people. His knowledge of motorcycles is almost universal, his conversation uncompromising but witty; but more importantly, he has displayed a personal commitment to ensure that New Zealand motorcycling progresses. Few other individuals have given so much for such an extended period of time. When I retire, I want to be like Ray: talking motorcycles, riding motorcycles.