The story of Crocker motorcycles has been obscured by tall tales and myths since the very day they were introduced, first as Speedway racers, then big V-twins, and finally a scooter, all built before official US involvement in WW2 put a halt to civilian motorcycle production. Wading through the murk around this famous American name, one bumps against vested interests and fast-held opinions, but enough facts emerge to which we can anchor our tale.

Albert Crocker, born in 1882, had an engineering degree from Northwestern University’s ‘Armour Institute‘, an engineering school. His first job was with the Aurora Automatic Machine Co, builders of Thor motorcycles, and Crocker not only developed Thor engineering, he was a keen and successful racer during 1907-09. In the natural course of a racing career, he met and conversed with the pioneers of motorcycle manufacture and racing in those early days, including Oscar Hedstrom and Charles Hendee, the chief engineer and owner of the Hendee Manufacturing Co, makers of Indian ‘Motocycles’. Al Crocker developed a friendship with the Indian camp, and soon joined Hendee. While working at the Wigwam, one of his supervisors was Paul Bigsby; their roles were reversed many years later.

By 1919, Crocker had opened an Indian dealership in Denver, Colorado, and there met, and eventually married, Gertrude Jefford Hasha, widow of Eddie Hasha, a famous ‘Board Track’ racer involved in the most notorious motorcycle racing disaster of the era. On Sept.8, 1912, four schoolboys were killed (along with Hasha), and ten spectators injured, when Hasha’s 8-Valve Indian went out of control, slid along the top safety railing on the banking, and clouted the four boys, who were craning their necks over the railing for a better look. Spectator deaths generally mark the ‘end of an era’ for races (just as with the Mille Miglia). Crocker surely knew Eddie Hasha, given his employment at Indian at the time. Gertrude and Al had one son (Al Junior), in 1924, the year they were married. 1924 was a big year for Al Crocker; with a new wife and infant son, he took over the Kansas City Indian dealer/distributor, but by 1930, the call of the West could not be ignored, and he sold his dealership to ‘Pop’ Harding, then purchased the Freed Indian dealership at 1346 Venice Blvd in Los Angeles. This address would become legendary as the home of Crocker motorcycles.

In 1931, the staggeringly famous American dirt-track rider Sprouts Elder, who had been ‘Thrilling the Millions’ from England and Australia to Argentina, brought the sport of Speedway to the US, and it rapidly gained the same popularity as in the rest of the world, as the best-attended and most lucrative sport of all. In response, Crocker put his engineering skills to the test, building a speedway frame to accept a ‘101’ Indian Scout engine 45cu” (750cc). This proved satisfactory, and in 1932, Crocker set about producing an OHV conversion for the Indian motor; the bolt-on cylinder and head echoed Indian factory racing practice of 1925/6, when their OHV Indian ’45’ was timed at 126mph, running on alcohol. These first Crocker OHV conversions had a 500cc (30.50cu”) capacity, and when tested in the Crocker-built speedway frame, proved satisfactory in power output, out-performing the Rudge engines which were then dominant in Speedway. A few Crocker OHV kits were apparently sold to the public.

In 1933, Crocker and Paul Bigsby next developed a single-cylinder 500cc (30.50ci) OHV Speedway racer, undoubtedly in response to the lighter weight of single-cylinder engines vs. the Crocker OHV v-twins. A side note here; while rumor considers Bigsby (later famous for inventing the ‘Whammy Bar’ or tremolo for electric guitars) to be responsible for the Crocker engine design, Al Crocker was a trained engineer who had worked in motorcycle engineering for decades with Thor and Indian, as well as being Bigsby’s employer…and while Bigsby was known to ‘blow his own horn’, certainly the Crocker motorcycles had input from many quarters.

The Crocker Speedway racers first appeared on the Emeryville CA speedway track on Nov 30, 1933, and won 9 of 12 heats in one evening, prompting The Motorcyclist (Dec 1933) to rave of their début, “…two spotless and keen pieces of racing equipment surely worthy of the best the country had to offer as their pilots. The first race was ridden by Jack Milne…speedman par excellence…and Cordy Milne….Two American-built night speedway racing engines swept the boards…9 first places and 3 second spots out of 12 starts…The call came suddenly for the builder, for Al Crocker who was in the pits…[He] came to the microphone. His speech was short, brief; just the sort of thing that the situation called for…He was glad that they [the bikes] were good…They would be better.”

With limited production facilities, only 31 of the Crocker Speedway models were built; Crocker even built a pair of experimental chain-driven OHC engines in 1936, which were intended to counter the new JAP Speedway motor, with 42hp. It was clear the Crocker Speedway engine would need further development to remain competitive, but rather than continue with Speedway racing, Al Crocker turned his attention to the project which would hammer his name in stone; the big V-twin.

Designed during 1935, the Crocker big twin was intended as a durable and powerful, yet fast and nimble machine. Its 45degree V-twin engine had hemispherical OHV cylinder heads, and a nearly ‘square’ bore/stroke (3.25″x3.62″ – 62 cubic inches displacement), with an incredibly robust 3-speed gearbox. While Bigsby made the patterns, most castings were subcontracted, then machined in-house. The first models (the ‘Hemis’) used HD valve gear, Indian timing gears and brake shoes, plus occasional HD or Indian headlamps and ancillaries, leading to later rumors that Crockers were built entirely from Indian or HD parts, which is of course untrue. The heavy steel gearbox formed part of the lower frame, its case being brazed in place, its 3-speed gears and shafts so overbuilt that damage is unheard of even today. Their most unusual feature was a pair of cast-aluminum fuel/oil tanks, holding 2.5 gallons initially (the ‘Small Tank’ models). Most ancillary parts were purchased from standard motorcycle industry suppliers like Autolite (electrics), Linkert (carbs), Messinger (saddles), Splitdorf (magnetos), and Kelsey Hayes (wheel rims).

Introduced in 1936, there was no ‘standard’ Crocker, as every customer, echoing Brough Superior practice, could specify the state of tune and displacement of the engine; the cylinder barrels were cast with extra thick walls, and could be extensively overbored; engines were built from 1000cc, to 1490cc, in the most extreme case. The ‘typical’ 62cu” Big Twin produced ~55-60hp, which exceeded the current sidevalve Indian and HD models by 50%. So confident was Al Crocker in the superiority of his twins, he offered a money-back guarantee for any Crocker owner who was ‘beaten’ by a standard HD or Indian, and of course, no such buyback was necessary. Crocker had built the fastest production motorcycle in the US, with speeds over 110mph the norm. Harley Davidson introduced their first OHV v-twin – the model EL ‘Knucklehead’ – 6 months after the Crocker, but it was at least 15mph slower.

If not the fastest production motorcycle in the world, the Crocker was certainly in the same league as the HRD-Vincent ‘Series A’ Rapide, and much faster than a Brough Superior SS100. While the Crocker’s 3-speed gearbox and rigid frame were technically inferior to the Vincent’s advanced swingarm and 4-speeds, the Vincent’s bought-in Burman gearbox and clutch were unable to cope with that v-twin’s power. Conversely, one cannot imagine a Crocker racing at the Isle of Man! ‘Horses for courses’, it seems…

The first 17 Crocker twins had hemispherical combustion chambers and a lovely ‘Crocker’ embossed rocker arm housing. Known as the ‘Hemis’, their performance established the Crocker legend, although there were problems with valve train wear, as the exposed valves/guides/springs were vulnerable to grit and dirt. Crocker redesigned the cylinder heads with parallel valves and enclosed springs, and what is effectively a ‘squish head’ combustion chamber. Crocker continually developed his cylinder heads, and two different ‘Hemi’ castings were used (even on such a short production run), with four changes to the parallel-valve casting over its 5-year run.

To give his Crockers an extended range, the size of the cast-aluminum fuel tanks was enlarged in 1938, making all earlier models ‘Small Tanks’, and later models ‘Big Tanks’. Crocker continued to develop his motorcycles through his limited production of perhaps 72 total V-twins, but eventually ran into problems with ancillary suppliers, as the US geared up for WW2. By 1942, ‘war work’ restrictions meant Crocker could no longer produce motorcycles, and he chose not to resume production post-war.
The Crocker has rightly become a coveted and very expensive machine, deserving of its place on the Olympus of Motorcycles, with the Brough SS100, Vincent Series A Rapide, and Zenith Super 8; the world’s first 100+mph production motorcycles. All were big, impressive V-twin Superbikes built in small numbers for a very discerning clientele…and all are very, very expensive today.

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Very interesting article. All I’ve ever read has been about the roadbikes, had no idea of all the dirt racing history involving Crocker.
The Cinders to Shale Speedway museum in Loanhead Scotland has a Crocker amongst it’s exhibits. This is without doubt the largest collection in the world.
Great article good sir … especially in light if the myths being perpetuated about who did what at Crocker by Bigsby’s bio in the automotive/motorcycle/music press of late . Methinks a full length – quality book is well overdue about the Legendary Crocker motorcycles and its creator / team
BTW I completely agree with the comment about Bigsby being one to toot his own horn ….. not to mention snagging more than his fair share of credit over the years .
Well done Paul. Paul Bigsby WAS a very talented and envolved motorcyclist. He was a founding member of the LA 45 m/c club. A very good tool and die man, pattern maker, and machist no matter what is said. Chuck Vernon and Ernie Skelton knew Al Crocker and Paul very well. I’m glad to have spent many hours with them in the early sixties and seventies and get alot of the stories first hand. It’s amazing how many of these limited production fine machines have survived to this day.
Great read man, thanks a ton.
Cheers and beers
Crockers take the top three spots at the Bonhams auction ($302K – $291K ) Over and above the cars sold as well as a Brough .
Richard Worsham said…
Wonderful story. I’ve always been a bit confused about Crocker’s relationship with Indian and Harley. Great stuff.
Thanks,
Richard
Great article i did learn about the Thor era which i was unaware. Thanks for the info and yes a book would be awesome. LOL im trying to track it down and see if he was any relation. wish me luck.
The red, ’33 Crocker twin conversion listed at 500cc is actually 750cc. It was built by Gwen Banquer for Mike Corbin in 1999 and was introduced at the Daytona Bike show that year. It has a 1933 Rudge frame (not Crocker), but this Rudge frame type was likely to have been utilized by Crocker before he began making his own. The 101 Scout engine does not have a factory stamped VIN#, so it was probably a race motor to begin with. I believe that this engine has the automatic oil pump which was on the ’31 101 model.
By the way, I am the current owned of this machine.
HERE AGAIN WE HAVE CROCKER LACK OF PROPER KNOWLEDGE. ERNIE SKELTON AND CHUCK VERNON NEVER MET AL CROCKER, OR P.A. BIGSBY. ERNIE WAS BEST OF FRIENDS WITH THE LOOPER BROTHERS ESPECIALLY ELMO LOOPER. LETS GET CROCKER FACTS STRAIGHT. CHUCK VERNON IS ALIVE AND WELL AND HE WILL TELL YOU HE NEVER MET AL CROCKER OR P.A. BIGSBY.
Does anyone know if there exists any video archival footage of a crocker being raced?
good for you Randy for spotting those inaccuracies. It would also be nice to see correct attribution of Homer Wood taking delivery of Crocker serial #4 from Al Crocker. This was the first twin sold to the public. Homer rode this across America in 1936 to take up his Masters studies in Engineering at Harvard. ( His thesis centered around a Crocker single engine. ) The valve seats of #4 came loose in Idaho but Al sent Homer another set of heads with the seats cut in the heads rather than inserted.
This is all first hand info as I corresponded with Homer and was the first recipient of 2 of the above photos from him. Check out the article I wrote for “The Classic motorcycle Magazine”
Skelton was not best friends with Elmo Looper. Randy W , has spoken with Elmo’s son and so have I, and Randy was told the same story told to me. Randy might not like what he was told but Im writing a series of articles on the subject.
Skelton borrowed the Bigsby drawings and he did not give them back. Harry wrote in IRON REDSKIN, that Skelton had “possession” of the drawings, which is 9/10th of the law. Murray Looper never saw the drawings again. There is also a PM Panther bike involved. . Elmo never bought any inventory of parts, the drawings contain the inventory.
The sole purpose of the drawings is to make parts, and parts make bikes, and that is why the Crocker Register exists.
The Crocker family are now up to speed on what has happened since 1970. Elmo also owned 36-61-4 and so did Murray and Billy Looper, that bike got parted out by Skelton but then Elmo’s bike 38-61-38 also got stripped of internals = 86″ knucklehead Crocker , built 7 years before CB Clausen and Hood built 80″ Knucklehead in 1948. Elmo built #38, not JD Cameron
Elmo Looper had nothing to do with Harry Sucher bike 38-61-31, Harry wrote what he wanted and no one questioned it.
Sucher, Chuck and Skelton made up most of the Crocker history
Crocker’s were advertised at 61″, $480 and $5 paint option. Engine size was not an option. Replica’s use HD con rods and 3-5/16″ pistons, which can never calculate to 61″, (+.060 = 65″). There simply is not enough Crocker connecting rods to go around therefore the replicas can only use HD, polishing HD rods does nothing to hide the con rod length.
pay attention to how many bikes have stroker plates and the sneaky ones use new longer cylinders. There is no trace of the 1935 prototype bike. According to Crocker register , Elmo Looper and Arte Smythe built 40-61-117 and Smythe owned 42-61-301.
The Looper family have never heard of Smythe and there is no trace of such person in voter, census, draft, directory yet Jack Gormley claimed in a magazine he got the address and phoned Smythe thru the Crocker Register to buy 301. another problem….. there were no mechanics working for Crocker in 1942. production of the Scooters started after Parriott took the bikes to the last big day out in 1940 and scooter production ended in 1941. Popular Science, Popular mechanics and Motorcyclist mags.
Elmo Looper never had a bike with a lever mechanism seat, no one did. Chuck Vernon claimed he had the Prototype and Elmo’s bike with 1947 pink slip, an actual signature, or one just like it ?
Elmo Loopers son has never heard of Chuck Vernon or Harry Sucher
Chuck Vernon and Ernie Skelton had no first hand stories or experience. Bigsby was a member of Trailblazers and resigned march 1963, he was not contacted for any comment on Crocker.
No attempt was made in the 1970s, 1980s or 1990s to contact Al Crocker Jnr to get the true facts about his father, the business or the bikes, instead Gene Rhynes name has been used to fortify the BS story line.
It says something about Harry Sucher’s selective research for his book and articles.
The story says the Crocker mc co was sold to Borg Warner, when ? the records don’t show that to be true at all, in fact its BS.
Harry Sucher wrote “Milwaukee Marvel” yet he did not mention Crocker using HD con rods. No historian is going to touch that story, it might even attract attention from HD. Its a no-go!
‘The Antique MC’ fall 1971 vol 10, No.3 , Harry wrote about what Skelton did, to restore his bike 38-61-31 = “HARLEY CON RODS”.
A long forgotten article but there it is, go read it.
The 2010 register has 72 + the 4 extras since. but that does not include 37-61-16, 38-61-42 and 40-61-119…. yet to fall out of the casting molds, that totals 79 so far.
As for 36-61-4, this bike went to Elmo who stroked it and then he gave it to Murray Looper in August 1951, it was painted Gold, single spring chrome forks, Indian chain guard and 249 front Guard. This went to Billy Looper as a basket case and then Murray sold it in 1980, (including hand written receipt) and Skelton parted it out (yes he did that).
The bike Randy W got had dual spring forks and god knows what chassis.
And also Homer Wood did NOT stamp his name any where on it , he had no reason to open the engine let alone stamp graffiti.
Elmo did NOT scribe his name inside the cam cover of 37-61-22, it shouldn’t be too hard to work out who did it all the graffiti.
Skelton’s last project was 39-61-107 which supposedly got NOS parts, but where from ? no one can actually present the truth.
The Bigsby drawings keep getting in the way of a good story. no one is going to say how Skelton got those drawings and who from and why and what for.
Sucher forgot the facts, he certainly did not print them
If Elmo Looper had the entire Crocker inventory in his shed, then why did Skelton need to “borrow” the Bigsby drawings ?
would it not be easier to buy parts directly from his best-est friend Elmo ?
The fact that Skelton “borrowed” the drawings is proof that there was never an inventory
Why didn’t Skelton print copies and return the original Drawings to Murray Looper ?
The Bigsby drawings are intellectual property of Al Crocker, possession of the drawings is ownership = no copy right, no royalties
Returning the drawings to Murray would be non productive
Harry Sucher wrote that Skelton had “possession” of the drawings , this is as good as a public notice. with no legal action or response, then legally the drawings belonged to Skelton. That is the statute of limitations at work.
Murray was not an AMCA member, how could he possibly read the club mag or know about ‘Iron Redskin’.
The 1971 club mag and Iron Redskin are almost word for word when mentioning the drawings
Murray asked for the return of the drawings again and again. unaware of the process under way.
He never saw the drawings again.
There is no prestige surrounding Crocker motorcycles and they were never compared to Duesenberg cars and Duesenberg car owners make no comparison to Crocker’s either.
Harry Sucher wrote about the Bigsby drawings twice, 1971 and 1977 clearly stating that Skelton had “Possession” of the drawings. Murray Looper asked for the return, but that never happened, he died 1988 and the drawings have never been mentioned again and all trace of Murray’s name has been erased. The drawings represent a whole lot more than just passing mention in Harry Sucher’s book and article. Harry made no attempt to explain where they came from and how they fell into Skelton’s hands. They are the intellectual property of Al Crocker since the day they were drawn, he paid Paul Bigsby to draw them.
Skelton wrote the Crocker Register list, which just kept getting longer up to 1995 when he died. But the list kept getting longer after he died, which means the Scam was kept alive.
Promoting a vehicle as a genuine antique when it is a replica, is Fraud. Any false papers with Elmo Looper’s name is Forgery, he never sold any bikes. He did not service, restore or supply parts for Crocker motorcycles.
His 3 bikes went to Murray Looper who wrote hand written and signed receipt’s, the only genuine proof of genuine bikes. He had a shed of Crocker’s, quite possibly the majority of survivors rescued from scrap.
Murray was not a member of any vintage club and had no connection to the Register or the people associated.
so why didn’t Harry invest in “Crocker” bikes ? too risky