2017: The anniversary of 130 years since the birth of the general
importer of Indian motorcycles, Ing. Frantisek Marik
In
August this year, it will have been 131 years since the birth of a motoring
pioneer in Bohemia and Central Europe, Ing. Frantisek Marik. This essay is to
remind his character, activity and importance for Indian movement.
Ing. Marik during his visit in Springfield factory
The
American company Hendee Manufacturing Company from Massachusetts, which
produced Indian motorcycles from 1901, became the most progressive manufacturer
that in the period before the First World War that dominated the world
production of two-wheelers in terms of technical solutions and the number of
produced machines. In 1911, Indian motorcycles took the first 3 places in the
toughest circuit race those days - the British Tourist Trophy on the Isle of
Man. Successes in a number of races in this period, including the creation of
world records, confirmed the exceptionality of these mainly V two-cylinder
engines.
Indian
brand and particularly its most widespread model Scout played an important role
in the motorization of former Czechoslovakia, because it was the most
represented foreign motorcycle manufacturer in Central Europe with the largest
number of machines imported by one company. Although the first Indian
motorcycles were imported by Mr. Palecek´s company and separately by V. Chlad
before the First World War, the spectacular import of Indian machines occurred
after the First World War thanks to the general importer and representative of
Indian company in Czechoslovakia Ing. Frantisek Marik. Engineer Marik was not
only a business representative and "serviceman" but also a great
promoter of motorization, athlete and pioneer of modern methods of sales,
service and promotion. He put his great passion for motorcycles in the
promotion of their utility value and merged it with the idea of permanent
liability of the seller for goods sold by him, expressed by a customer service
even after the factory warranty. By tireless promotion at car dealerships,
riding shows (skill rides), motorcycle races and various competitions he
convinced the general public about easy handling of modern motorcycles which
had considerable importance in the beginnings of motorization with the initial
large unreliability of means of road transport.
Batch of Indians for police dpt. of Prague, Czechoslovakia
Frantisek
Marik was born on August 9, 1886 in Popovice na Morave (by Rajhrad) in a
railwayman’s family that was appertained to Sobenov u Kaplice in South Bohemia.
After graduating from the Higher Technical School, he was employed at Kolben
company from 1906, and subsequently at Prague Iron Company which focused on
coal mining, smelting and iron production in Kladno region. For this reason,
Ing. Marik moved to Ujezd pod Kladnem, where his wife Vitezslava gave birth to
their son Milos in 1913 and later to their daughter.
Ing. Marik contemplated his first motor experience, formation of
Indian motorcycles representation in Czechoslovakia and his achievements in
Motor Revue magazine in 1943:
“My first motorcycle was the older two-cylinder Rössler and
Jauernig machine that not only satisfied my craving for motor driving, but its
many failures were excellent school for me. Once it was broken frame while
riding, another time twisting the frame by the belt tension or problems with
the drive pulley. The speciality of this motorcycle was losing the stretched
magnetic chain because the magnet was not movable. It was particularly
unpleasant when I sometimes lost the chain to the magnet chain when riding at
night and I had to look for it on the road in the dark. Later I made notches on
the wheel so I could adjust the magnet by touch in the dark.
In autumn 1912, I gave my old motorcycle to Palecek company to
trade in a relatively modern two-cylinder NSU model 1909. This motorcycle was
also lower and had a V-belt power transmission which was a great convenience
compared to flat belts. The NSU machine worked well but its design still did
not meet my ideas about the perfect motorcycle. I was still studying different
price lists and professional literature and in the spring of 1913 I discovered
the description of the American lndian motorcycle in the "Autotechnisches
Handbuch" book. This motorcycle immediately impressed me with its
construction because it my suited my ideas about a perfect machine but even
surpassed them in some ways.
It has a two-cylinder engine with a volume of 997 cc - as you can
see a pattern here, I was only impressed by two-cylinder engines from the very
beginning. The cylinders had removable heads, controlled intake valves above
exhaust valves (F distribution). Cylinders and fins were machined on the whole
surface as it is still made at aircraft engines, and were even matt-nickeled
together with the heads. Engine lubrication was already automated. The
carburettor was also fully automatic, operated like a magnet, with rotating handles.
This Indian model 1913 had already a split gear box with two gears,
pedal-controlled disc clutch, as well as a starter. Its frame was closed at the
bottom side. The front fork was elegantly reinforced, the front wheel had a
long leaf spring. The rear wheel was also spring-loaded with two leaf springs.
There was a luggage rack above the rear wheel, also a novelty at
that time. Remember that it was 1913. In short, this machine became my ideal.
Do not be surprised that I soon procured its leaflets and that a cut out Indian
hung in a nice frame above my desk as the object of my love and my desires.
My desire grew even more when I saw real Indians in the summer
1913. During one journey from Zdice, I met two Indian riders in Beroun. I
stopped them immediately. They were American students on holiday driving
through Europe. They were also properly equipped for such a journey and their
racks carried spare tires, a large tank with petrol and various bags. Both
riders praised the machines as they had already travelled 9,000 kilometres
across Europe without failure, an amazing thing at those times. Believe me, I
did not sleep all night and I saw these two beautiful machines everywhere.
Soon after, I learned to my delight that one Indian also rides in
Prague. I eagerly searched until I found it. Its owner was a young man, Mr.
Berger, the current owner of perhaps the best confectionery in Prague. Again, I
admired this next Indian to which I could even sit down and start it on a
stand. It was purchased from Palecek company which had recently taken over
representation for Bohemia. Even today I remember the beauty of this motorcycle
and happiness shining in the eyes of Mr. Berger with whom I started a
friendship lasting to this day and to whom I later sold two more Indians and
two cars. My desire for my own Indian further escalated, although its price was
equal to my then year-round salary, but I said to myself: If you want the
Indian - then make money for it. I found a side business and sold pneumatic
hammers in my spare time, especially on Sundays, to various municipalities for
their quarries.
In late October 1913, the race Jíloviště - Ritka was held in which
the Indian also appeared. It was a machine imported by Mr. V. Chlad from Paris
and ridden by Mr. B. Kabrna who also won the race. What would I tell further?
On November 16, 1913, I remember that day like it was yesterday, I was taking
my first Indian from the Chlad family in Rybna street in Prague. I added
something in cash to my good NSU and I paid back the rest from the sales of
pneumatic hammers. For this business, I was riding on my own Indian which also
allowed me a quicker repayment. Here, I first learned to earn by doing
business.
fantastic photo of Ing. Marik with his first Indian
Since Palecek company did not have - because of the high purchase
cost of the machine and a small sales prospects - its demonstration motorcycle,
I willingly showed my own Indian to prospective buyers. By this I helped
several purchases to be made and I learned how to demonstrate, offer and treat
with the prospective buyers and above all I could still talk about my
happiness, my joy, my Indian.
After returning from the World War, in which I was a heavy
motorcade commander on the eastern front for three years and a commander of
large military garages in Prague with a staff of about 550 men for the last
year, I was not very interested in a white-collar job. I wanted to become
independent. Of course, I remembered the Indians. I learned from Mr. Palecek
that he was not interested in the representation of the Indian brand. I therefore
established a contact with The Hendee Manufacturing Co. in Springfield that
manufactured Indians and which was later renamed the Indian Motocycle Co. I
obtained their general representation in June 1919 and as a general agent I
ordered the first four Indians with sidecars. However, I received these
machines after a year, in July 1920. As a result of the then post-war chaos the
crates with Indians were mistakenly assigned to shipment to Slovakia. I
discovered them after a very long, almost a detective search in a railway depot
in Bratislava. I let all the crates shipped to Prague, except for one single
motorcycle. I immediately assembled it and at about 1 p.m. I started my way to
Prague as a happy father with a found son. Protecting a new machine and riding
economically, I arrived after 10 p.m. Only a passionate technician -
motorcyclist can understand how I was savouring the ride on that beautiful
machine that was gently listening to my every thought. The other machines
arrived in about a week, and although one set cost about CZK 66,000, they were sold
earlier than we unpacked them. I then exhibited one of these machines at a
motor show and there also showed a variety of riding skills such as riding with
obstacles, riding with more people "on board", the slowest rides,
jumps, artistic riding, etc.
At that
time, the general public was strongly biased against motorcycles. Motorcyclists
and their machines were then seen as fools who sets off for trip, brakes his
machine out of the city, and he then must push it back home. However, I
believed that modern motorcycles were preferred means of transport for many
practical applications and I saw its business future. When I took over the
representation of the Indian brand, my various friends warned me, pointing out
that nobody could make a living by motorcycles and that there would be a lot of
troubles. However, I firmly believed that by selling reliable motorcycles I
provide the general public with a good service, and that if I did my job
honestly, "I would also eat." With full vigour and enthusiasm of the
early pioneers, I threw myself into work and promotion and managed to, as my
friends then said, "plunge the nail into the nation’s head" and
convince it that a modern motorcycle was something quite different than that pre-war one which was derisively said
to be just a nuisance, not for riding."
The
mentioned memories were shortened and slightly modified.
Mr. Chlad, with Daytona racer, in 1921
The
general representative of Indian company, Ing. Frantisek Marik, gradually
expanded the representation of the Indian brand in the 1920s up to 48
individual sales representatives throughout Czechoslovakia. The sales of Indian
motorcycles were rising by the tens and hundreds of pieces, mostly of the
Indian Scout model. Besides his activity in Czechoslovakia, Ing. Marik was also
a general representative of this brand for Austria, Hungary, Yugoslavia and
Bulgaria. In total, Ing. Marik imported more than 5,000 Indian motorcycles (the
one thousandth in 1925), out of which around 4,000 pieces were sold in
Czechoslovakia. In addition to that, on
a smaller scale and at different times he also sold Neracar, Cleveland,
Zenith-Bradshaw, Humber, Jawa, DKW and Diamant motorcycles, Amilcar, Berliet,
Bugatti and Stutz cars, Elto outboard motors and various motoring accessories.
The fact that Ing. Marik "plunged the nail into the nation’s head"
via Indian motorcycles was proven by frequent reactions of contemporary
witnesses at an earlier search for the history of motorcycles in our country,
for who the word "Indian" was the designation for all the old motorcycles.
He
started with his shop and service in 1920 in Prague's district Letna, then Skroupova
street (now Zajicova street). In 1924, he added another sales space in the
Terminus Hotel at Prague's main railway station to his store in Letna.
"Indian house" - dealership headquarters in Prague
Regional dealership of Mr. Moravec
Indian advertising stand during fair in 1922
During 1926,
he invested considerable finances and generously reconstructed a large building
in Smichov in Prague. In his new Prague dealership of the Indian brand at Nadrazni
street no. 46 (now Nadrazni no. 76) in Smichov, called "the Indian
House", Ing. Marik built a perfect pre-sales and after-sales service. He
introduced order and instalment sales and the customers who bought the Indian
motorcycle had free inspections guaranteed (every Tuesday), facilitated by
discounted accommodation in his own Indian House Hotel for riders outside
Prague.
Since
1922 he began to publish the "Motorcycle” magazine, later renamed to
"Motor", and he further projected promotional and motoring films in
the Indian House. As one of the first, in 1927 he introduced a motoring swap
meet of used vehicles focused mainly on motorcycles. The thoroughness and
organizational skills of Ing. Marik and the range of services provided to
customers are proven by the structure of his company, which was divided into
the following departments: sales, warehouse, electrical engineering,
administrative, financial, technical issues, promotion, workshop, photographic
and film, and hotel with a restaurant, and magazine. Besides the Motorcycle
magazine, he published special "Indian News" as the equivalent of the
US factory newsletter, in our case for the Czech-speaking customers. This
newsletter was free for owners of Indian motorcycles and for CZK 1 for the
others.
Czechoslovak edition of "Indian news", Ing. Marik on the coverphoto
Mr. Marik and regional dealers "teambuilding"
distribution of "Motocykl" magazine published by Ing. Marik
He intensively promoted motorcycling of all kinds. Initially he raced
on Indians himself including his participation in artistic riding or riding
shows. For a considerable amount of money, he brought many famous factory
specials with the capacity of 350, 500, 750 and 1000 cc, which achieved many
successes in the 1920s in uphill races, competitions, on road circuits,
speedway races and when attempting to break the national speed record. Marik’s
ride almost to the top of Snezka mountain at 1600 meters above sea level in
1921 was commented by a contemporary press as an excellent sports performance (see pics at the very end of article).
Ing. Marik with a team of distance race riders
Czech racer and sportsman captain Kucka
Mr. Zdenek Pohl flat tracking one of the Czechoslovak Daytonas
Mr. Tichy on a 500cc OHV racer
Mr. Pohl going for a win of 1st "Golden helmet" race in 1929, on a famous 45ci OHV "Altoona" racer
https://www.youtube.com/watch?v=wWI9jidn4w8
one of the promotional movies Ing Marik brought to Czechoslovakia. The original cumbustable tape is still with us.
Due to
his generous and patronal nature, Ing. Marik was affected by a major economic
crisis in the early 1930s, more than other motorcycle importers, and he never
fully recovered in business terms from the subsequent decline. From 1932 to
1933, although in decline and under receivership (he owed CZK 500 000 to
creditors), he still produced and offered radio receivers of his own
production, reduced the price of petrol at the Indian House petrol station in
order to increase the sales and focused on selling various components.
According to contemporary witnesses, the main causes of the decline of Ing. Frantisek
Marik’s company were his small business caution, uncollectibility of
receivables from customers with instalment sale, a large increase in duties on
imported machines and parts, and too large range of activities of this company.
Finally, the related nervous tension caused psychological problems to Ing. Marik
which lead to his short-term withdrawal from reality and immersion in his own
imaginary world.
Another delivery for police dpt. in Prague
In
1933-34, due to the initiative of his son Ing. Milos Marik, a new company Ing.
Frantisek and Milos Marik was founded which was trying to resume the
importation of new models of Indian motorcycles. At the same time, the older
models Scout 101 from 1930 and 1931 were still sold. However, in terms of
figures of sold motorcycles this representation was insignificant and the sale
of radio parts and manufacture and sale of transformers became its main
activities. The original Ing. F. Marik company did not disappear but its main
activity is performed under the auspices of a new company Ing. F. + M. Marik.
Well after 1933, this company was continuously presented on new brochures of
motorcycles up to the models for 1948, even though their import was not mostly
implemented. Officially, both companies ceased to exist in the early 1950s by
their deletion from the court register ex officio after the additional
confirmation from Ing. Miloš Marik that the companies were no longer operated.
In 1946,
the Auto magazine published short information that the Indian company was
extending the mutual relationship with Ing. Frantisek Marik as a general
importer of Indian motorcycles for Czechoslovakia. Furthermore, this
information indicates that in the spring 1946 the importation of Chief 1200
models was prepared and 750 cc and 1,260 cc four-cylinder engine models in the
future. This is probably unverified information because there is no known
post-war import of Indian motorcycles provided by Ing. Marik and commercial
models 750 and four-cylinder engine models were not produced after the war.
Despite
the sad stage of his life after the bankruptcy of his own company, the person
of Ing. Frantisek Marik is among the greats of the beginnings of motorization
in Czechoslovakia, not only as a model of avid businessman and sportsman, but
also a man who laid the foundations for professional motoring journalism. He
raised some editors who then worked successfully in major magazines Motor
Revue, Auto, Motor, etc. At the end of his life he published his memories in
the Motor Revue magazine where he also published the series of "Short
Instructions for Riders." At that time, he performed the function of a
court expert in the field of road accidents. On May 7, 1948, he died of heart
failure. We honour his memory - as evidenced by a number of laudatory obituaries
published after his death, and keeping the tradition of the famous Indian
machines in our country.
However,
the death of Ing. Frantisek Marik did not mean the end of a specialized care
for Indian machines: The service of pre-war machines was further provided by a
number of former regional servicemen and retailers, some of the mechanics of
his defunct workshops (e.g. P. Krajhanzl in Letná) and other experts in
repairing vehicles, even though they were no longer sole traders. In Prague,
the service and trade with Indian motorcycles was mostly dealt with B. Tichy
company. A colleague and a Czech collector Milan Vlcek remembers that his
father-in-law Jaroslav Tichy had spare parts as a former sales representative
of the Indian brand in Kromeriz even in the early 1960s. Milan Vlcek further
states: “At that time, the veteran
movement was at the beginning and these motorcycles were regarded as an old
piece of junk, old-fashioned, with high consumption, without rear suspension,
with manual shifting, foot clutch etc. Even the sidecars were not in. People
were massively cancelling their registration, scrapped them - in the best case
they remained somewhere in a barn, if they were not taking up space. I think
that Indians stopped riding especially at a time when a tax on motor vehicles
by capacity was introduced (between 1964 and 1974). For Indian 600 cc, it was
CZK 400 which was big money at that time (author note: a statutory
insurance was also paid besides this tax).
I did not know anyone in Kromeriz who was riding around the city on Indian at
that time. But it was the fate of most of the pre-war motorcycles. Modern Jawa
and CZ were a big competition. Those who longed for a powerful motorcycle could
already buy Jawa 500 OHC and Norton ES2 or Matchless G80 after 1960."
Gradually,
due to the lack of spare parts, but also to improve the archaic appearance of
Indian motorcycles, a number of them was modernized often using non-original
parts. Parts used for repairs were often from different periods of production,
so in terms of the veteran movement it is necessary to use contemporary
literature and current manuals in order to achieve the originality of machines
by the year of manufacture. Great help from the 1980s was a new opportunity to
use the services of brand specialists - renovators of motorcycles including the
development of shortage parts production. During the 1990s it was possible to
increasingly buy parts from abroad. Nowadays, the import of complete Indian
machines from the entire period of their production is common.
Compared
to Harley Davidson brand Indian did not have its branded club in
Czechoslovakia, so the fans of these motorcycles often used the opportunity to
participate in events organized by HD clubs in Czechoslovakia. A certain
turning point came in 2001 when it was 100 years since the production of the
first Indian motorcycle. In connection with this anniversary, the national
meetings and drives of Indian supporters started to be organized, mainly with
foreign participation. The person most involved in this area is Jan Pestal Sr.,
the organizer of the annual June "All Indians Weekend", later
together with his son Jan junior. These meetings showed the difference in the
structure of the surviving Indian motorcycles at home and abroad. The
participants from the Czech Republic and Slovakia came especially on machines
made before 1931 - mostly Scout types, the foreigners mostly on Chief models
produced after 1940.
As a further important step necessary for developing cooperation
with other national Indian clubs and for mutual support the "Indian
Motocycle Club CZ, z.s.“ (IMC-CZ) was founded in 2014 with a nationwide
activity. This is a brand club which is open to all fans of the Indian brand,
whether they have their own machine or they just support it.
At the end of this extensive, but – as we believe – interesting
story and article, we would like to invite you to All Indians Weekend meeting,
which will be held 19.6.2020-21.6.2020. Feel free to make a registration and/or
contact organisers at www.a-i-w.cz. You
will be very welcomed!
collective of authors
Journey to Snezka, highest point of The Czech Republic
15.7.1921
1x Indian Power Plus (rider Ing. Marik)
2x Indian Scout 37ci
1x Humber
