THE INDIAN POWER PLUS 'PP' 100 ENGINE

BUY NEW

Power Plus 100 Indian Engine

 - Rebuilt with all upgrades
 - One Year Warranty

$4,900.00

We will consider engine trades

REBUILD YOURS

Rebuild your PP100 Engine

$3,500.00
 
INDIAN FUEL INJECTION RETROFIT KIT

Electronic fuel injection for the Indian Power Plus 100 engine. This will be a complete kit to retrofit a fully functional EFI system onto a currently carbureted engine; can be installed in a reasonable amount of time and with a minimal amount of changes. This is a closed-loop EFI

Available Now- $2,495.00

 
 
 

 TECHNICAL DOCUMENTS  (Click to view)

Oiling Pressure / Flow Upgrade
Bottom End Failure and Pinion Runout Test
Road Test with Jim “Iron Mule” Termini

REBUILT PP100 CRANKCASES - $ 700.00

For Indian Power Plus 100 owners with a failed pinion race insert we now have available a remanufactured crankcase for the PP100 engine.

All cases have a new, improved, and stronger insert installed. THIS IS NOT A REPAIRED PINION INSERT. The old, loose insert is bored out and the new insert is aligned bored for proper fit and function.

The new insert comes with the stock pinion race installed and accepts a standard pinion bearing.

$ 700.00

Sold on an exchange basis. Crankcases can be purchase outright, but there will be an added core charge attached.

 

HAVE A QUESTION?.. CALL US at 321-952-9333 or E-MAIL Us

 
 

BLACKHAWK MOTOR WORKS, INC. POWER PLUS 100 ENGINE
REBUILD INFORMATION SHEET
(click here to download this build sheet)

The following are the typical steps, process and parts changes incorporated into each Power Plus 100 engine rebuild performed at Blackhawk Motor Works, Inc.  Additional parts or procedures may be required on an individual rebuild basis;

  • Engine is torn down, inspected to determine the nature of failure, evaluated for necessary parts and processes required for rebuilding.  All parts are then washed and cleaned for rebuild process.
     
  • Any necessary repairs are made to the crankcase prior to assembly.
     
  • During the rebuild process the complete flywheel/connecting rod assembly is replaced with an improved trued and balanced unit made to our specifications by a nationally leading supplier of quality engine parts.
     
  • The oil pump is modified for improved lubrication and cooling.
     
  • The crankcase breather is relocated to improve crankcase ventilation and internal crankcase pressures.
     
  • Cylinders are bored to the first necessary oversize and piston-to-cylinder clearances are set to the proper specification.
     
  • Cylinder heads are completely rebuilt and tested.
     
  • Rocker arm end play is reset to proper specification.
     
  • All polished components are re-polished during the rebuild process.
     
  • The engine is hot-tested in a test stand fixture for three runs and inspected for leaks, adjustments, and proper engine timing and running.

POWER PLUS 100 – FUNCTION AND MODIFICATIONS

“How much more oil pressure will I get after I put the new, updated oil pump on my Power Plus engine?”

That is one of the big questions Posie of P&M Powertrain and I are asked on a regular basis.  The simple answer is “none – by design”.  The changes we’ve made in the oil pump are designed to improve the lubrication efficiency of the oil pump and coiling system; not to get more oil pressure.

To begin, let’s clarify the definitions of ‘pressure’ versus ‘flow’.  

  • Pressure is the measure of resistance to flow; the more the resistance to flow, the higher the pressure. 
     
  • Volume is a measure of flow capacity, in gallons of flow per minute, that a system can move a liquid. 
    For example: Install a pressure gauge on the spigot of your household garden hose faucet and attach a twenty-five foot hose, ½” id. Turn the faucet on full and read the pressure gauge.  Now replace the hose with a twenty-five foot hose, 1” id, and read the pressure gauge. You will see a marked drop in pressure with the one inch hose.  Now stick the hose in a large bucket and run the water again for one minute, and measure the water level.  Do the same with the ½” hose, and notice how much lower the water level is from the smaller, ½” hose. 
    MORE RESISTANCE = MORE PRESSURE = LESS VOLUME. It’s that simple.
     
 
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The Power Plus 100 engine’s lubrication is based on a high volume / low to moderate pressure system - and the oil pump is designed to do just that.  In fact, the reason it has a bypass system (to return unused oil to the tank) is because the unit can actually pump more oil than the engine can use.  The manner it returns oil is the subject in question and part of the reason for our oil pump update modification.

Let’s look at the PP100 oil pump, its design, and functions…

The first thing to understand is that PP100 lubrication system is not the same as the one in your car.  Most automotive lubrication systems are fairly simple; using a single pump to supply oil to a common oil galley and through branches of individual passages. These passages supply oil to all components of the engine. A pressure regulator in the pump opens at a specific pressure and dumps unused oil back to the oil pan.  The used oil is returned to the pan via a drip method to the oil pan where it can be re-circulated. 

The Power Plus oiling system is a bit more complicated.  When the engine is fired, all oil from the pump goes through a first passage – feeding oil to the top end only (lifters, rockers, and top end components).  When sufficient pressure is built up, the pump regulator piston moves against a spring and opens a second passage to feed oil to the bottom end (rods, bottom end bearings).  Used top end oil is returned to the crankcase by means of a return passage through the cylinders.  The flywheels sling oil from the crankcase up under the pistons to lubricate and cool the pistons and cylinders.  As pressure builds again, a third passage opens the bypass port to allow unused oil to return to the oil tank (for re-circulation).  Used oil is returned to the oil tank by means of the return (scavenger) oil pump where it is ready to be re-circulated.

This brings us to the updated modifications of the oil pump – the reasons why, and a few do’s and don’ts to remember.  The original design of the PP100 oil pump returns bypassed oil to the oil tank by means of an external line (this is the 90 degree chrome fitting and attached rubber hose) located on the face of the oil pump.  The return (scavenge) oil pump is capable of pumping more than the feed pump. 

As a theoretical example:

  • Let’s say that the feed pump can move 10 gallons of oil per minute and the return pump can move 12.
     
  • Let’s also say that the engine can only use 7 gallons of oil per minute, therefore forcing 3 gallons to be by-passed.
     
  • Although capable of moving 12 gallons of oil per minute, the scavenge pump is returning only 7 back to the oil tank…so what is the return pump moving when there is no oil to return? The answer is ‘air’.

All of that circulated air goes into the oil tank where it creates aeration by mixing with the oil.  The aerated oil is then pumped through the engine; leading to loss of pressure, lifter pump-down (top end noise), poor lubrication, and high engine temperatures.

Our updated oil pump eliminates the external by-pass line by sending oil directly into the engine gear case.   The return (scavenge) pump can now pump significantly more oil, especially into the bottom end of the engine, resulting in:

+ Greatly improved engine lubrication

+ Virtual elimination of aeration

+ Lowering engine operating temperatures

+ No noticeable increase in oil pressure

 

Remember ! 

ü      This is well designed, extensively tested oil pump that will deliver noticeable improvements.

ü       Your engine is pumping volume, not pressure.

ü      Pay attention to the oil light – if it is not on, don’t worry.

ü       The PP100 is not a small block Chevy so don’t look for 45 + psi.

o        5 psi (or less) at idle is within the realm of normal.

o        15 – 25 psi at normal operating temperatures while going down the road is within the realm of normal.

ü      Never pull the plug out and re-install the bypass hose. 

ü      Never stretch the pump regulator spring or stick shims underneath it to try and achieve higher oil pressure.  This creates a longer period of time before oil starts flowing to the bottom end, potentially leading to pre-mature engine failure. 

We hope this article has provided you with a little more insight into the Power Plus 100 oiling system, along with the reasons for, and the benefits achieved with, the changes we have made.  We look forward to assisting you with updating and improving your engine.

Frank Aliano,

President
Blackhawk Motor Works, Inc.

11/05

 

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BOTTOM END FAILURE and PINION RUNOUT TEST
(click here to download this build sheet)

 All 2002 and 2003 Indian Chefs run an identical Power Plus 100 engine - which means that with few exceptions, they share the same components.  This article deals with the problems and solutions related to the flywheel / connecting assembly. 

My company, Blackhawk Motor Works Inc., and P&M Powertrain Ltd., spent several months of Research and Development as contract consultants to Indian Morotorcycle Co.  We ran thousands of test miles to find the problems inherent to the Power Plus 100 engine and develop solutions to alleviate those ailments.  Indian’s engineering management approved the solutions, instituted a rebuild process for field failure engines and scheduled these solutions for implementation into the 2004 production engine.  Unfortunately, as we all know, that production never happened.  The good news is that we have the engine updates available for your engine should you need them.

One of the biggest problems plaguing the ’02 and ’03 Power Plus 100 engine is in the flywheel assembly.  These flywheels are assembled using tapered bores and corresponding tapered shafts; the keys to a good fit and long service life are proper materials, close tolerance machining, matching tapers and adherence to assembly process.  The imported flywheels used by Indian Motorcycle Co. suffered from soft materials, machining problems, and unlike tapers.  This has caused major problems with the flywheels assembly’s ability to maintain its concentricity.  Consequently, flywheels are shifting on the tapers and coming out of ‘true’; leading to several problems like increased vibration, lower end knocks, broken pinion shafts and the loosening of the cast-in case race insert in the right side case, rendering the cases bad. 

The flywheels need to be trued to within .002” on assembly and must maintain that run-out limit.  Anything beyond that limit indicates trouble and we have seen engines with as much as .031” of pinion run-out.  It is important to note that not every Power Plus 100 engine will suffer this problem; there are many engines out there running just fine.  However, there are also a great many engines failing and they arrive at our facilities daily for rebuilding using the updated and improved components we developed.  The following test is a good way to determine the condition of your flywheel assembly. I urge every owner of a Power Plus 100 engine to have this test performed on your engine by a qualified technician in order to know the condition of your engine.  It is a few dollars well spent. 

  • The outer and inner cam covers must be removed to perform the test. 
     
  • For owners of 2002 Chiefs, the technician needs only to loosen the pushrod adjusters all the way.  For 2003 Chiefs with fixed length pushrods, the rocker covers will need to be removed as well as the rocker arm assemblies.  The pushrods do not need to be removed. 
     
  • Once the valve train is slacked and the cam covers removed, install a dial indicator mounting device on the engine case with the indicator shaft resting on the pinion bushing. 
     
  • Once the dial indicator is installed and zeroed, rotate the engine one full revolution and read the total pinion shaft run-out.  This will tell you all you need to know.  If your pinion run-out is within .002”, all is well.  If it exceeds that amount, you need to consider an engine teardown and rebuild to correct the problem.  If this problem is left long enough it will only cause more damage, like a broken pinion shaft or ruined cases and cost more to correct. 

Note: Please do not attempt to just tear the engine down and re-true the flywheels.  Simply re-truing the wheels will not correct the situation and trying to increase torque values on the shafts will only create a whole new set of problems.  We have worked with a major supplier of quality engine parts to procure the right flywheel / connecting rod assembly that will result in a PP100 engine you can be confident with; an engine that performs better and has a longer life. 

This flywheel assembly is the unit we have put thousands of miles on.  Our facilities are working constantly to improve the PP100 engine and we are happy to help you with your engine. 

If you have any questions on this test or need help with getting your engine corrected, please feel free to contact us.

Frank Aliano
Blackhawk Motor Works Inc.
4570 Babcock St. NE, Ste.20

Palm Bay, FL  32905

Ph. 321-952-9333

blackhawkbikes@aol.com
frankimcsupport@aol.com www.BlackhawkMotorWorks.com
Posie
P&M Powertrain, Ltd.
11 Franklin Church Rd
Dillsburg, PA  17019
Ph. 717-432-1585

posieimctechsupport@earthlink.net
www.pm2powertrainltd.com
 

 

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Blackhawk Motor Works
Power Plus 110 Stroker - Road Test
by Jim “Iron Mule” Termini
(click here to download this build sheet)

As many of you know I had a little problem with my Blackhawk motor during the Indian Rally at Indian Point. While leading a ride through the winding roads of southern Missouri, my PP100 blew a gasket. I thought I was done for since my warranty ran out two weeks before. I met with Frank, from Blackhawk Motor Works at the rally and explained my dilemma. Frank was more than willing to go above and beyond his obligation to ensure my motor got repaired. So I scheduled my vacation in Palm Bay, Florida, the home of Blackhawk Motor Works.

Since Frank was going the extra mile for customer service, I wanted to save him some time and money. I was allowed to pull and disassemble my own motor. With experts no more than arms reach away, I was confident and learned a lot about my PP100. Hanging around the shop really showed me the care and professionalism Frank’s team puts into all their work. No matter how busy things got in the shop, Mike and Frank always took time for their customers. This sometimes led to long hours and late nights to meet their deadlines.

 

Jim “Iron Mule” Termini and his 110 Stroker

I was planning to ride my Indian from Kansas City to Seattle for a business trip. Every year my company sends us to a week of training somewhere in the US and for the last 4 years I have made those trips by flying V-Twin airlines. This seemed to be the perfect opportunity to road test the new 110 Stroker and Frank agreed. This test would be a real world test, from the Atlantic to the Pacific, from Sea level to the Continental Divide with all the obstacles the road has to offer. So it was set, I was to return to Florida when the new motor was finished and begin my 10,000 mile journey.

The plan was to complete a round trip from Palm Bay, Florida to Seattle, Washington and back to Kansas City, then again back to Palm Bay, Florida. The trip from Palm Bay to Kansas City was to take two riding days. With a two day layover in Kansas City then take three days to get to Seattle from there. After a week of training, take the next week to return to Kansas City via the Cascade Mountains, Glacier National Park, and Yellowstone with a stop in Sturgis on Day Twelve for a visit to bike week. The last leg of the journey, the return to Florida for analysis, was scheduled for Labor Day weekend. As a safety factor, I arranged for escorts along the trip. ‘Cowboy’ Will was to escort me from Palm Bay to Kansas City and my co-worker, Bill, was to ride with me for the remainder of the trip.

I can’t possibly describe all the events in detail in this article but I will touch on all the major parts. With any new motor the break-in period is critical and since I had to depend on an unproven motor for 6,500 miles, oil changes were scheduled as part of the trip.

The power of membership in the IIRA, the information, relationships and experience of being on the website since the early CyberCorp days really paid off on this trip. Let me explain how all this ties together for my trip and made the difference between success and failure.

First off, without the IIRA and all the posts on the website regarding rebuilds of PP100, I would have never met Frank, who made this challenge possible.

When ‘Cowboy’ and I arrived at American Classic Cycles (former Indian Dealer) in Dothan, Alabama at closing time on Day One, they went out of their way to work us in for an oil change. After they heard what I was testing and discussing the IIRA, they made me feel right at home. Without their help, the motor may have never survived the extreme heat the following day had to offer. Great bunch of folks!

I knew ‘Bear’ from Bear’s Hiway Classic’s, when he was the mechanic for my local Indian dealer. Bear saw me through all my early troubles on my 2000 Chief and some of the issues with the Vintage. He opened his own shop and services a lot of the local IIRA members. I was able to track him down on our website with a single post since I lost track of him after the shutdown of IMC. This made it possible to call on him in a pinch when I needed my transmission replaced. It seems I cooked my RevTech on the run from Florida to Kansas City. Bear was able to obtain and install a new Baker 6 speed with only a one day notice. Bear was the first independent mechanic to test drive the new Stroker and to quote him directly, “damn, that thing really screams now…”

On Day Five, late in the afternoon, outside of Billings, Montana, the bike just dies going down a big hill in the middle of nowhere. It acted like someone just turned off the key. After 3 years of IIRA membership, I never needed to use the tow service and now I’m grateful it’s available. After going over the motorcycle and not finding anything obvious, it was time to climb up a big hill to get a cell signal and call Frank at home and interrupt his dinner. After following his troubleshooting advice, it is determined that the coil failed and needed to be replaced. Thank goodness for Frank’s after-market ignition. Bill, my friend and co-worker, was able to return to Billings Harley Davidson for replacement parts. With the repairs made, off we roared! All went well the rest of the day, the higher I got in the mountains, the better the engine performed. Fully loaded and running hard, the Stroker’s performance exceeded my expectations.

About 60 miles before Missoula, at 11:00 pm, Bill and I pulled off in Drummond, Montana for fuel. As we were pulling up to the pumps the attendant just finished locking up for the night. With only two gas stations and a small hotel in town, our options were limited. Knowing our plight, the attendant reopened the gas station for us. After fueling up and some small talk, I went to start the Chief. A horrible noise started coming from the primary, it sounded like metal grinding. The only thing we could do was see if we could get a room at the only hotel in town and use the IIRA tow service in the morning, the power of the card. As I lay in bed at the hotel thinking about missing my deadline for work, getting the bike towed to Missoula and trying to figure out what was wrong, it occurred to me that after learning so much about my bike from the Iron Indian website I might as well pull the primary and see what was wrong. In the middle of the night, in a gravel parking lot with a flashlight in my teeth I pulled the primary with basic hand tools. As the case came off some other parts fell on the ground. After close examination it turned out the keeper on the starter pinion bolt broke and the bolt backed all the way out. Equipped with Blue lock-tite I coated the bolt heavily and reassembled everything. I finished it up around sunrise and prepared to continue my journey.

The rest of the way to Seattle, the bike ran great! I continued adjusting my ignition curve and carburetor since the bike ran so good in high altitudes I knew I was running lean.  I really discovered the true power of the 110 when I was coming out of the high desert in Eastern Washington and beginning the assent into the Cascade Mountains. The road must have been the longest hill I ever climbed. It must have been a 20 mile steep grade and climbed 4000 feet. As we passed cars, trucks and RV’s labored by the climb, Bill’s Harley started showing signs of slowing about half way up.

The Indian pulled without strain so I grabbed some throttle to see what she would do. I blew by the Road King and continued to pass everything on the road as the speedometer past 90 mph. As I reached the top of the pass, I had to stop and wait on Bill’s Harley for what seemed like forever. Pumped up and excited about all the power at a twist of the wrist, we stopped for fuel and a little bragging.

Once in Seattle on Day Six, it was time to settle down and rest my little mule as well as my bones. It had been rough the last three days. While I was posting on the IIRA board, I got a PM from ‘Tall Rider’ offering to host me for dinner one night. I was able to meet up with another member of the IIRA, trade stories and make a new friend. Since I needed to get some work done on the Chief during my stay, ‘Tall Rider’ gave me plenty of recommendations for shops in the Seattle area. I called Frank and discussed my progress and some of my issues. He wanted to try a different ignition system for the return trip. I was running out of time and needed to get the work done by Friday to begin the return leg of the journey. Frank sent the parts to me over-night and Pro/Max Cycles in Tacoma was willing to work me in on short notice. The Iron Indians has a large network of people all across the country and everyone I dealt with and spoke to was more than willing to help. After Harry of Pro/Max Cycles replaced the battery, ignition, a cam seal, changed the oil and filter and replaced the starter pinion bolt keeper, he needed to take it for a test ride, of course. He returned all smiles and really liked the performance! He mentioned I might want to replace my exhaust because it seemed a little restrictive. Harry was a pleasure to work with and he took great care of me.

Packed up and ready to ride on my next adventure, I could feel the motor was really starting to come to life after 3,500 miles. There were no other mechanical problems on the return trip but tons of stories. The ride through the Cascades, Glacier National Park and Yellowstone was fantastic and I can highly recommend that route to anyone. Since the run to Seattle had been all Interstate highways, my goal was to avoid all the Interstates I could and enjoy the US highways. After riding all day and all night, due to a lack of available hotel rooms (but that’s another story), I arrived at Sturgis on Day Twelve. Meeting more Iron Indians over the next several days was great but time didn’t allow tracking down others and with no internet access it was impossible to guess where they were. I am sometimes amazed at how dependant we can become on the internet.

Before heading out on the run home on Saturday, Day Fourteen, I made a couple of adjustments. It appeared that J&P Cycle was having a clearance sale of Indian parts and I couldn’t resist picking up a few things. Even the people there knew of Frank and the Iron Indians. I replaced my driving light bracket as it was showing signs of wear after my 7 miles of off-roading in the rain coming out of Yellowstone, but that’s yet another story. I also pulled the torque cones out of my exhaust to let it breathe better. Man, was Harry right, there was even more power there. I just regret I didn’t do this earlier, much earlier. Besides running blind in the rain all day the trip home was a breeze with the added power of the 110 and the sixth gear.

After catching my breath and clearing my desk at work, I was able to start making preparations for the trip back to Florida. Frank wanted to disassemble the motor and see what damage I had done and what improvements could be made. I left on Labor Day Weekend, solo, to complete the run. I arrived at Palm Bay, Florida on Day Sixteen with over 8500 miles on the motor. After Frank examined the motor, he found nothing more than normal engine wear. Considering what I had just put it through, I was impressed. Frank was now confident the 110 Stroker kit was ready for production. With a few more modifications, I was able to complete the ride home in two more days of riding. That’s a total of 10,000 miles in eighteen riding days and one tough motor. Take care and ride hard, maybe we will cross paths in this adventure called life.

 

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BLACKHAWK MOTORWORKS INC. 4570 BABCOCK ST. N.E. SUITE # 20 PALM BAY, FLORIDA  32905 Ph. 321-952-9333 Fx. 321-952-2202