Retrospective: 1999-2000 Excelsior-Henderson Super X

Excelsior-Henderson Super X
A 2000 Excelsior-Henderson Super X Deadwood Special. Owner: Chris Backs, Santa Maria, California. Photos by the author.

Back in the early 1990s the Hanlon brothers, of Belle Plaine, Minnesota, looked at the Harley market and saw that the boom in sales had people waiting six months or more to get a bike. So they decided to give Harley a little competition by resurrecting an old American marque. A con-man named Phillip Zanghi had been raising millions in an effort to bring the Indian brand back to life (he failed), so the Hanlons decided to focus on the little-remembered Excelsior-Henderson, the third largest American motorcycle company when it went out of business in 1931, leaving only Harley and Indian in the market.

Back in the late 1920s E-H built two very different motorcycles, a V-twin Excelsior and an in-line four Henderson. This began in 1911 when bicycle-maker Ignatz Schwinn decided to branch out into the motorcycle business and bought the Excelsior Company. Six years later the Henderson brothers sold him their company, which was making the four. The last rendition of the Excelsior V-twin was in 1925, called the Super-X, while the Henderson Model KJ, a four, appeared in 1930. However, with the onset of the Great Depression Schwinn chose to shut down production of his motorcycle business. Apparently nobody had the rights to the trademark, as the Hanlons made no mention of paying anyone for the use of it.

Excelsior-Henderson Super X
The Excelsior-Henderson name sits between the springer fork stanchions.

In 1996 the Excelsior-Henderson Motorcycle Manufacturing Company was established, which went public the next year. The brothers had rather grandiose plans, building a 160,000-square-foot factory in Belle Plaine that could turn out 10,000 machines a year, with the possibility of doubling that amount. And employ a lot of people. Of course the city was extremely happy to hear this, and gave them lots of economic incentives. A rudimentary due diligence was done, asking advice from notable industry types, who all said the Hanlons were starting way too large and should begin with a much smaller operation.

The Hanlons ignored the advice, maintained the correctness of their interpretation of the market and raised some $100 million, much of it from the city of Belle Plaine and the state itself. They had a running prototype as early as the summer of 1996, but there was not a production model to show until December of 1998, with actual production beginning the next year. The air-cooled V-twin engine, based on a British Weslake Engineering design, was slightly undersquare with a 90mm bore, 102mm stroke, with a 50-degree included angle. Each cylinder had two chain-driven overhead camshafts and four valves, and the twin displaced close to 1,400cc. Keeping the inevitable vibration to a minimum, the engine used isolastic mounting and a complicated torsional damper. Programmable fuel injection was by Sagem, using a 9.2:1 compression ratio. The engine had a dry sump, and the oil-measuring dipstick may have been the longest in the history of motorcycling.

Excelsior-Henderson Super X
Ah, the ’90s.

Power went from the crankshaft to the wet clutch via gears, through a 5-speed transmission, and out to the rear wheel via toothed belt. Some 63 horsepower found its way to the rear wheel, along with 70 lb-ft of torque. Good for zero to 60 mph in a modest 6 seconds.

The engine sat in a twin-tube cradle frame, with a single shock at the back allowing for 4 inches of travel. Up front—well, that was the signature design intended to melt the hearts of the nostalgists. Back in 1927 the Excelsior Super-X model used a well-sprung leading-link front fork, with the four legs of the parallelogram all going through the front fender, rather than around the outside. This new Excelsior had roughly the same set-up, except with the addition of gas-filled damping cartridges. Sixteen-inch wheels were at both ends, braking done with single 11.4-inch discs and 4-piston calipers. Wheelbase ran almost 63 inches, curb weight, with more than 5 gallons of premium in the tank, was 760 pounds. Short-legged riders appreciated the 26.5-inch seat height.

Excelsior-Henderson Super X
The toothed belt drive was on the right side, and the unusually shaped swingarm was on display on the left.

Unfortunately, riding the E-H was not quite perfect, as there was noticeable vibration, and the engine pinged annoyingly on any grade. Cornering angles needed to be muted, lots of bits and pieces dragged even at a modest 20 degrees. The suspension appreciated smooth roads, and certainly did not like bumpy corners.

By December of 1999 the hundred million was all gone and the Hanlons needed more. Production income (sale of new bikes) in 1999 was not nearly enough to meet expenses. The company filed a Chapter 11 bankruptcy, allowing for restructuring.

Back then the late industry maven Don Brown said: “It takes about $150 million these days to field a new motorcycle of that type.” Polaris apparently invested $200 million in bringing the Victory to market, which happened in June of 1997. Brown also faulted the Hanlons for overspending on the factory and not doing enough market research. Considering the economic concerns facing banks and other sources of loans in that Y2K millennium jump, nobody was interested in doing any more backing of this industry newborn. The factory put together fewer than 2,000 bikes in less than a year and a half, with the last few hundred done post-bankruptcy from bins full of parts. Including this Deadwood Special, which had a little extra glitz; only 77 were made.

Excelsior-Henderson Super X
More flames…which unfortunately didn’t help the Super X’s modest 6-second 0-to-60 time.

In March of 2000 production ceased, but the E-H story did not end there. That month the Hanlons sold their company to an outfit called EH Partners, which took the company out of bankruptcy in August. They immediately began dismantling the operation, selling off whatever they could to make money. Lawyers and court decisions followed, and a serious auction, much advertised by the creditors, was planned for December 2001. However, a half hour before the auction was due to go on, a second bankruptcy was declared, and the auction was called off. The stockholders got absolutely nothing, and the banks worked hard to get even a small amount.

As Fortune magazine wrote a while back, nine out of 10 start-up businesses fail.


  1. As usual, a well constructed article. The journalism that is, sadly, not so much the bike.

    The one thing I’d add is a link to either Forbes or Fortune magazine to unpack the reasons 90% of startups fail, then hold those reasons against the article’s content. It’s pretty much, check, check, check . . . Lesson to be learned? Unless there’s post global war economic conditions or a new product solving a commonly agreed upon old problem, it takes a few generations to get traction, pun intended.

    Still, for all it’s silliness, I’d love to toss a leg over that motorcycle.


  2. I remember getting my picture taken on one when they first introduced them. I loved the look of them and the history of the brand. I rode a used Super X that was for sale in 2005 or so. With no counterbalancer, the vibration was excessive and the lack of cornering clearance was noticeable, even for a cruiser. The thing kept stalling when I came to a stop and seemed like a bucket of bolts over bumps. What a disappointment.

    In 2014 I bought a new Indian Chief Vintage. After 3 years, I am very satisfied. Polaris seems to have done it right. They nailed the look, played up the iconic brand history, but most of all produced a modern reliable bike that performs, at a competitive price. Victory, for all its engineering and performance excellence, never pulled the heart strings of the masses like the brands with long and storied histories can.

  3. I have Serial # 0070 with 64K miles on it. It has been a very good enjoyable ride and continues to be a very good motorcycle. I started the Pioneer Chapter of the Excelsior-Henderson Riders Club in March of 2000 – – and there have been over 500 owners as members over the years. Today the Super X has a good following of owners many owning more than one Super X. Like all bikes it has its quirks but once you know and understand them it is a great ride. Every time I get on it it is like being back home again! Try one you’ll like it.

  4. I’ve owned nearly a hundred motorcycles in almost 50 years of riding. In the early 70’s, a 1967 Honda cl 77 scrambler, later a 1973 Kawasaki 900 Z-1,every year XS 650 Yamaha twin from 1970-1980, and great number of Honda Goldwings , Kawasaki Voyagers, and Yamaha Ventures,and in later years a scattering of big twin Harley’s. But, I can never remember riding anything so enjoyable and controversial as my Exelsior Henderson Super X ! I ride serial#688, and I love the crowd it creates anywhere I ride. Everyone has their opinion of the Hanlons attempt to build a new premium motorcycle, for a demanding market. Some will always claim scam, but if you’ve really studied the history and accounts of Excelsior Henderson, and the Hanlon’s efforts, you would probably agree these people were true visionaries with a love of motorcycles. In my opinion, and it’s been said by others, Dan Hanlon was the Preston Tucker of motorcycling! It’s not my only bike, but it’s certainly my all time favorite! thankXdan.

  5. One hell of a motorcycle. My 85 y/o farther has a 2000 Deadwood with 167 miles on it he now wants to sell while he recovers from laying down his Royal Enfield.

  6. I have a 1999 one with the original certificate or origin and 9 miles on it. Never had the gas tank filled and stored in a heated building from new. Never titled. Some day I might sell it if someone likes it better then me.

  7. They always bring up issue with the very early production bikes especially the vibration and stalling. What they fail to mention is that these issues were quickly solved. I don’t know the exact s/n’s where the correction occurred but the factory corrected the vibration issue(which wasn’t really that bad) with a redesigned and balanced crankshaft. Within months the aftermarket people With professional performance backgrounds had come up with several ECM ‘tunes’ that anyone could download into their bike’s computer. These new tunes did far more than simply fix stalling issues allowing for incredible performance increases. These bikes now ride beautifully and very dependably. That springer front end is simply incredible. These bikes will keep up with any modern cruiser with similar (1400 cc) displacement. After 20 years many of these bike have close to 100k miles on the clock, some with more, and still running strong. Glad to have been part of an incredible group of people that truly love keeping these rare American motorcycles on the road. Look forward to ‘Finally’ meeting everyone at the annual meeting in Minnesota this summer. Ride it like you stole it…….

  8. I just bought a pair of them today with less than 2000 miles on each, they have been sitting for over 10 years. Time to get them running again!

  9. My name is Claveave a friend that has asked me to help him sell his bike since he never tires it and it’s beenii sitting in storage for years and only has 3000 miles on it he has a 1999 excelcior Henderson super x with all the upgrades and really does only have 3000 miles on it and he has it just sitting in a garage paying storage on this dream bikehe really wants to sell this because he is moving and can’t afford to just store it give me a call if you are interested and let me know what you think I his bike is super clean 6512314639

  10. I’m fixing to purchase a 2000 excelsior Henderson super x I’m trying to find out are they hard to find parts for and some feedback on what to do when they’ve been setting for a while anything will help thank you very much

  11. I have a friend that is thinking of buying a used one. I’m his mechanic and worried about parts availability!! Is there a parts source for these?

  12. a fellow in Harrisonburg, VA works on them as a primary business plus has many NOS parts. His email address is

    I have a E-H for sale as well. Not black, but oyster & green (I believe the only model that came with running lights). All original, with only 5900 miles. I own several bikes and owe back taxes so am motivated to sell it. I have no issues with the bike at all and think it is a good ride. I bought it thinking it would increase in value as a collector’s item but have given up all hope of getting my money back. Call me at 804-393-0340 if you want to make an offer. Rick

  13. Hello there I have 2 Of theses fine machines both 1999 ,one with 7000 miles and one with 3 miles on a mso title . I’m looking to sell them is anyone is interested let me know 6194531433 Matt

  14. Just got my 2000 Touring Special Running. I had it sitting fro 18 years… Long Story…..I understand thee are only 5o some of these bikes made. Oyster Pearl color and factory bags. I’d like to figure out a value. It has just about 2K on it

  15. I’m a rider of several Vtwins, HD, 2nd gen Victory, and a 99 EH. I’ve got #307 which was a factory test mule on the demonstration fleet. I had the revised crankshaft and dampener and what I feel are several other experimental parts. Purchased with 6200 miles on it and by that time had already spun the LH main bearing and effectively shut off oiling to that side. Unknowingly I rode it until 14500 miles before tearing down. I tore it down and sleeved the bore of the case with leaded bronze.

    Here is my take on the machine.

    Fatal flaws are as follows:
    – Almost no cooling fins particularly for the heads
    – No way to effectively cool the exhaust port and bridged material between the two valves and is why the exhaust seats loosen up unless you run the richened up tune the aftermarket came up with.
    -A highly compromised rubber mounting system in which the power train (eng/transmission )is not rigidly connected with swingarm and the result is you cannot maintain design tension on the drive belt. This is why the rear wheel bearings loosen in the hub and why belts fail premature. I tend to run my belt tighter than the internet forums advise and have not had trouble with either, still yet from a design perspective this was a disaster. It’s why the Victory and Harley Softail did not rubber mount the engine.
    – Rotating inertia of the crankshaft is far too little and is why the transmission snap rings were beat to death when owners wanted to hear and feel that nice low rpm Vtwin hammering out it’s torque. (You can’t beat the tar out of it lugging it at all like a modern HD can tolerate)
    -Oiling system did not allow owners to let the bike idle on the side stand as oil would not return to the scavenging sump properly unless stood upright. The factory developed a fix but results in a permanent reduction in the quantity of oil which the power train can accommodate without suffering from blowing oil out the breather. This is on a design already running excessively hit due to no cooling fins. I left my oiling system alone and can run a full gallon of oil and it’s never blown oil out of the breather in nearly 20k miles. The internet hotrod mechanic experts for no reason advise to shim the oil relief valve for higher pressure, this is not advised as it leads to leaking oil gallery cup plugs.

    Despite all this I love my super X. After having torn it down and witnessed a generally robust design I run it very hard for brief periods but long term hard riding is probably not advised until you pin the main bearings to keep them from rotating due to loss of interference fit due to the super hot oil. To counteract the hot oil I run two large oil coolers in series, but it still is hot and I wouldn’t want to run 85 mph running on I-90 to Sturgis in 100 degree August heat.

    The clutch is great, transmission shifts well, frame is very stiff and the bike handles well.

    If they’d have survived there would have been major revisions required for effective cooling of the head most likely involving cooling circuits around the exhaust seats using oil or water as many others have done / must do. The rubber mounting system would also have been required to be enhanced in some way.

    Blackheart, #307

  16. i owned 2 super xs in 2001 to 2009 here in canada cooler air helped i tookmy 2000 s-x on a 3000 mile trip once it ran perfectly, not super comfy,but ok i love the look of this bike, i did have trouble with wheel bearings and stalling after abit, no realupdates were done, ilove these bikes and im looking for another


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