That Spring [1914], Indian's Engineering Department was augmented by the addition of Charles B. Franklin. While Charles Gustafson had been capably managing the department and overseeing production with the assistance of Theron L. Loose, he was somewhat handicapped by his inability to perform the drafting work necessary for the creation of new designs. The top management also rightly decided that the addition of new blood might bring forth fresh ideas, especially needed in the face of the growing threat of stronger competition from Indian's up-and-coming rival, Harley-Davidson. Franklin's appointment was due in large part to the intercession of Billy Wells, who had been informing President Hendee of his continuing spare-time studies in advanced motorcycle design. This also marked the first time that a professionally trained engineer joined Indian's design staff, as neither Hedstrom nor any of his assistants had enjoyed any formal engineering training. It is reported that Franklin's enthusiasm at the prospect of a job with Indian was such that he immediately resigned from a lifetime civil service position, when the news of his appointment was telegraphed to him by President Hendee. Together with his wife, Nancy, he arrived in Springfield in March, and rented a small second story apartment within walking distance of the factory.
Franklin designs light-weight two-stroke Model K
Franklin's first assignment was to produce designs for a small two-stroke utility type machine. The management had decided late in the preceding year that such a model would add to their coverage of the market, attract novice riders, and offer further competition to the many foreign-built lightweights exported to the more underdeveloped countries. There was also a growing market in the United States for utility machines, the most promising of which was the introduction of a cheap, two-stroke machine by the Cleveland Motorcycle Company, of Cleveland, Ohio, which was provisionally priced at $125.00.
The new machine was designated as the Model K, and was cataloged as the 'Featherweight'. A small machine, weighing 130 lbs, it was powered with a 13V2 cubic inch two-stroke engine, rated at 2hp and patterned on the contemporary 269cc Villiers designed by Charles Marston in England in 1912, which was widely fitted to utility type machines during the next decade. The 'Featherweight' had a light frame with a fuel tank clipped above a single top tube. The forks were of the single-bladed bicycle type with the cartridge spring suspension, as fitted to the 1905 models. The machine had a light pattern clutch and three-speed gearbox and was listed at $150.00. Pioneer motorcyclists reported that it was pleasant to ride and very easy to control, and under favorable conditions could achieve a top speed of 35mph on the flat. It was definitely underpowered, however, and possessed feeble powers of acceleration. While the model sold in limited numbers, its introduction met with some resistance from not a few dealers, whose inherent preference was for the more powerful V-twins upon which their sales orientation was based. The earlier models had the design fault of a hardened phosphor bronze connecting rod bearing that induced rapid wear of the piston pin; this was corrected in later production. While the engine possessed ample cylinder dimensions for the work intended, it appeared that further development of its porting arrangements was in order to provide more power. This was undertaken later in 1915. But after continuing disappointing sales during the first half of the 1916 season, production was discontinued. It is certain that the 'Featherweight' could have made the grade with more development, but dealer resistance and the increasing production costs due to inflationary conditions brought on by the European war, mitigated against its commercial success.
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