2020 Indian Springfield Dark Horse Review

The 2020 Indian Springfield Dark Horse is like a guilty pleasure. My personal taste in motorcycles suggests I shouldn’t like it, but I do. It’s expensive, it lacks extensive equipment, and it’s very heavy (as most baggers are). And still, I get pure enjoyment from riding it.

I’ve never really been a bagger fan, but when I rode the 2020 Indian Challenger earlier this year, something changed in me. What I previously thought to be a little dorky (sorry bagger owners) suddenly became cool, intimidating, and exciting.

Maybe it was the impressive stereo system blasting Gimme Shelter by the Stones, or maybe it was the fierce looking, Batmobile-like front fairing. Most likely it was the blacked-out Dark Horse styling coupled with the menacing PowerPlus V-twin engine.

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Different beast

The Indian Springfield Dark Horse is a different beast – there is no stereo, no Batmobile fairing, and no PowerPlus engine (it uses the Thunderstroke powerplant). But it does have the Dark Horse trim, and is satisfyingly minimalistic, with very few bells and whistles to distract you. Yep, I know it’s only rock and roll, but I like it.

Harley-Davidson might be the traditional cruiser king, but something about Indian’s products make your eyes wander and think about what life on the other side of the fence is like. The grass isn’t necessarily greener, but it might be a little lusher. In the case of the Springfield Dark Horse, Indian has crafted a front lawn that won’t win awards, but will still attract approving nods from the neighbours.

Metaphors aside, the Indian Springfield was introduced in 2016, and named after the historic brand’s birthplace (think Massachusetts, not Evergreen Terrace). Originally pitted against the Harley Road King, the Springfield packed a Thunderstroke 111 powerplant and shared attributes with the Chieftain and Roadmaster models. Additionally, it could easily be turned into a cruiser with the removal of the windshield and saddlebags.

Indian added the Dark Horse variant in 2018, which did away with the windshield and chrome, opting instead for blacked-out styling. In 2020, the Thunderstroke 111 grew to become the Thunderstroke 116, providing 168Nm of sweet, sweet torque.

Expensive taste

The 2020 Indian Springfield Dark Horse checks in at $35,495 ride away, and while that’s a lot of moolah, the engine alone almost (but not quite) justifies the hefty price tag. Add in the matte/gloss black paint scheme (there are also Sage and White paint schemes), the spacious (and lockable) saddlebags, three ride modes, and rear cylinder deactivation function, and we’re a bit closer. Still, if you’re having eat rice and bread each night to pay for it, we probably recommend looking elsewhere.

Value for money isn’t the name of the game here. Yes, it comes with tyre-pressure monitoring, ABS, cruise control and keyless ignition, but for the price, I wouldn’t mind a more comprehensive dash, heated grips and traction control as standard. There are also a few minor build-quality issues – nothing to shake your head at, but enough to make you question the price.

Differences between the Dark Horse and the standard Springfield are mainly aesthetic. The standard version has more of a vintage look in comparison to the Dark Horse’s custom style. The standard model is actually $500 more, due to more chrome, more colour, a windshield, extra lighting and a larger pillion seat. But I’d happily pay the smaller amount for the Dark Horse’s superior styling (each to their own).

Now, I reiterate – the overall build doesn’t provide excellent value for money, but all is forgiven once you start it up and hit the road.

I took possession of the Springfield Dark Horse in the midst of the strict COVID-19 lockdown, so my time with it was restricted. Still, I managed a ride out to the city limits and back, and I was surprised at how capable the big Indian is.

Time to hit the road

The Thunderstroke 116 is a thing of beauty. It looks great, sounds great, and feels great. When you fire it into life, it splutters and coughs with that classic V-twin rumble. With each increasing rev, that low rumble transforms into a deep and wickedly satisfying scream.

Torque is the word for the Springfield. Right through the rev range, there is plenty to work with, and there is nothing more thrilling than cruising along a highway and rolling on the throttle, allowing the Thunderstroke to do its best work.

With three ride modes, there is a bit of wiggle room when it comes to throttle response. To be honest though, there isn’t a great deal of difference between the three modes and I left it in standard mode for the duration of my time with the bike.

Smooth mover

Baggers are traditionally big and cumbersome – in essence, they are built for straight lines. But Indian have a knack for building baggers that handle much better than they should. I found it with the Challenger, and I was reminded with the Springfield.

There is a surprising amount of ground clearance, and it will tip into corners aggressively without the dreaded scraping that is common with cruisers. Every time I leaned it over, I gritted my teeth and waited for the sparks to fly – but they never did. A bagger shouldn’t flow through twisties with ease, but this one certainly does.

Suspension gets a tick too, though it does fall short of perfect. For handling purposes, it does a fine job, but big bumps, potholes and kinks in the road will momentarily throw it off its game (once again – not unusual for a bagger).

Pros and cons

Elsewhere, there are plenty of positives. The controls are simple and easy to operate, the brakes provide plenty of stopping power, and the roomy saddlebags will tempt you into many overnight road trips. Topping it all off is that incredible sound, which might annoy the neighbours, but will leave you sporting a big grin.

Now for the negatives, and fortunately, there aren’t many. As mentioned earlier, the lack of tech is frustrating given the large price tag. Yes, there is something pleasing about the bike's simplicity, but there are ways of weaving old school simplicity with modern tech. Some brands do it really well, but Indian didn’t quite nail it on this occasion.

Next up is the ride positon and ergonomics. Everyone has their own preferences, but the Springfield wasn’t exactly the most comfortable for me. It’s certainly not terrible, but I felt like I had to reach for the ‘bar and the seating position was a touch awkward.

The final negative is the lack of wind protection. The moment I rolled on to the freeway, I felt like I was in a tornado. While the engine is fantastic at highway speeds, it’s hard to enjoy it properly when you feel like you’re constantly fighting the air. On twisting roads and around town, you’ll have no issues. It’s only open roads with 100km/h+ speed limits where you’ll struggle. I understand that the lack of a windscreen or bulky fairing is a styling decision, but there were multiple times when I wished for a reprieve from the wind.

The verdict

Notably, the Challenger has got more tech, more equipment, more wind protection and better ergonomics, and it only cost $4000 more. That is the problem with the Springfield Dark Horse – it’s just a bit too expensive for what you get.

Look past the price though, and you have a very capable machine with a stonking engine, brilliant styling, and an intimidating road presence. Yes, it lacks equipment, but it’s the simplicity and stripped-down style that make it look so menacing. As I said earlier, I’m not a huge bagger fan, but the Springfield Dark Horse is definitely an exception.

If I’m being honest, I would spend the extra $4000 and buy the Challenger, but if you’re looking for a bare-bones motorcycle that will make you feel like a boss around the streets, then the Springfield Dark Horse is a very good bet. It’s just one of those bikes that will leave you smiling for days.

Specs: 2020 Indian Springfield Dark Horse

ENGINE
Type: Air-cooled V-twin ThunderStroke 116
Capacity: 1890cc
Bore x stroke: 103.2mm x 113mm
Compression ratio: 11.0:1
Fuel system: Closed loop electronic fuel injection

PERFORMANCE
Claimed maximum power: N/A
Claimed maximum torque: 168Nm at 2800rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate

CHASSIS AND RUNNING GEAR
Frame: Lightweight cast aluminium
Front suspension: Telescopic fork, 119mm travel
Rear suspension: Single shock, air adjustment, 114mm travel
Front brakes: Dual 300mm floating discs, four-piston caliper
Rear brake: 300mm single floating rotor, two-piston caliper
Tyres: Metzeler Cruisetec – 130/80B19 66H front, 180/60R16 80H rear

DIMENSIONS AND CAPACITIES
Rake: 25 degrees
Trail: 133mm
Wheelbase: 1701mm
Seat height: 650mm
Claimed wet weight: 355kg
Fuel capacity: 20.8L

OTHER STUFF
Price: From $35,495 ride-away
Colours: Black, Sage, White
Bike supplied by: Indian Motorcycles Australia
Warranty: 24 months/unlimited kilometres