Launch: 2014 Indian range

Name: Launch: 2014 Indian range
Brand: Indian

After months – if not years – of hype, Bikesales Network finally gets to sample the new breed of Indian cruisers, in what is an incredible debut

Remember how, as a little kid, you counted down the months to Christmas with feverish anticipation? That’s how it’s felt for a good many cruiser fans since Polaris Industries announced its purchase of the historic Indian marque in April of 2011 and, in doing so, breathed new life into not just Indian itself, but the epic rivalry that has always existed between it and Harley-Davidson.

Since the initial Polaris announcement riders have endured a steady ‘drip feed’ of information about the new range, all carefully crafted to heighten the ‘buzz’ surrounding these new models. We’ve had engine press launches, the release of a ‘silhouette’ photo of one of the models, the unveiling of a Burt Munro-inspired streamliner featuring the new engine, the launch of the Indian apparel range – and now, finally, the bikes themselves. Do they live up to the hype? I’ll get to that shortly. But first, let’s take a closer look at what exactly is on offer…

UNDER THE MICROSCOPE
Indian Motorcycle, as the new marque is formally known, is facing the next chapter of its history with three new models: the Chief Classic, a traditional cruiser); the Chief Vintage, essentially a Classic but with a screen, soft panniers and Vintage badging; and the Chieftain, a full dresser tourer with front fairing, screen and hard panniers. The styling of each is heavily influenced by Indian’s Chief models of the 1940s.

The Classic and the Vintage share the same chassis and steering head angle while the Chieftain has a shorter chassis (and wheelbase) with a steeper steering head angle. All three share the new Thunder Stroke 111 V-twin engine, which is in an identical state of tune across the trio and is fed by a 20.8-litre fuel tank.

The Chieftain has air suspension at the rear, while the Classic and Vintage both have a standard coil-over monoshock. All three rear suspension units are adjustable for preload while each bike’s fork offers no adjustment.

Another distinguishing feature is the badging. The Classic gets an ‘Indian Script’ decal on its tank, while the Vintage gets a chrome badge and the Chieftain gets an Indian chief’s head decal with flowing headdress. The Chieftain and Vintage also get protective highway bars as standard, while the Classic does not. All three bikes are available in a choice of Indian Motorcycle Red, Springfield Blue or Thunder Black and they’re covered by a two-year, unlimited-kilometre warranty.

THE BIKES

It’s easy to categorise the Classic as the base model of the range but it’s anything but basic. A pure cruiser, the lightest of the trio (354kg dry) sports all the hallmarks of Indians of old – deeply valanced guards, laced wheels with whitewall tyres, Indian head ‘war bonnet’ on the front guard, genuine leather seat – but it’s bristling with up-to-minute technology, including keyless ignition, anti-lock brakes, LED indicators and taillight, trip computer and electronic cruise control. It’s also got a cast aluminium frame, acres of gleaming chrome, an internally wired handlebar and auxiliary driving lights, all as standard. A poor cousin it ain’t, and all for $28,995 rideaway.

The Vintage is essentially a Classic but it’s a soft bagger, complete with expansive screen, chrome front guard tip, chrome ‘Vintage’ badging, leather fringes and leather tank strap. It shares all of the Classic’s techo features – keyless ignition, anti-lock braking, cruise control, trip computer and so on. That massive screen detaches in seconds via a simple lever system – it’s really neat – while the panniers also come off and go on in a flash. The panniers, and the seat, are done in a natural tan-coloured leather. Indian says their appearance will change over time, as they slowly develop something of an ‘antique’ look. Like the Classic, the Vintage rides on laced chrome rims. The screen and panniers add a little extra weight, the Vintage tipping the scales at 364kg (dry). Yours for $31,495 rideaway.

That leaves the Chieftain, the ‘big daddy’ of the Indian tribe. With its hard panniers, front fairing (or ‘batwing’, as Harley folk would say), electronic screen and cast alloy rims, it weighs in at 370kg (dry). That’s nearly 15kg more, incidentally, than Harley’s Street Glide, the model with which you could most easily draw comparison. The Chieftain is packed with technological niceties – it’s basically got everything the other two bikes have, plus the electronic screen adjustment, remote locking for the hard panniers, a tyre pressure monitoring system, an even more comprehensive trip computer, full instrumentation with analogue speedo/tacho and large central digital display, front LED running lights, and a 100-watt audio system, the latter complete with Bluetooth connectivity. There’s also a front storage pouch for your phone or MP3 player with USB outlet and a 12V auxiliary power plug. The Indian Chieftain is priced at $35,995 rideaway.

ROLLING THUNDER

Beating at the heart of each bike is Indian’s Thunder Stroke 111 – a massive 1811cc, air/oil-cooled, fuel-injected, two-valves-per-cylinder, 49-degree V-twin. A work of art in its own right, it features classic Indian styling and is dripping with lustrous chrome. Indian doesn’t claim an official power figure for the unit -- the Bikesales Network believes it's in the vicinity of 75hp -- but it does say it’s good for a chunky 161.8Nm (119.2ft-lb) of torque at 3000rpm. On paper that blows Harley’s Twin Cam 103 – a 1690cc V-twin – into the weeds. Harley claims 138Nm for that powerplant.

Indian says it’s a clean sheet design, emphasising it’s an all-new engine with no relation to the 106-cubic-inch ‘Freedom’ V-twin found in Polaris’s Victory Motorcycles range. The Thunder Stroke 111 has several features that hark back to Indian’s Power Plus engine of the 1940s, including parallel pushrods, a downfiring exhaust, multidirectional finned valve covers, asymmetric fin styling, right-hand drive, a right-hand cam cover, and a left-side air intake.

The technology, however, is anything but dated. Multi-port electronic fuel injection and a ride-by-wire throttle would have been the stuff of sci-fi for Indian riders in the 1940s. Indian says its latest engine is also supremely reliable and requires little maintenance, with a three cam design, hydraulic lifters and pushrods operating two valves per cylinder, and a direct drive between the crankshaft and oversize clutch. The power is then fed to an overdrive six-speed constant mesh, helical gearbox before being relayed to the belt final drive.

Indian even employed a professional musician and sound engineer to perfect the sound of not only the dual exhausts, but that of the operation of the gearbox too. Considerable work went into eliminating high-frequency sound, leaving a stirring, richly satisfying end result.

UNDER THE SKIN
The chassis is also a clean sheet effort. A modular design comprising both cast and forged aluminium components, it’s a far cry from the Indians of old but it still features twin front downtubes, while that valanced rear guard is also a structural component. Indian says this CNC machined chassis is both light and rigid. It’s rather innovative, too, with an air intake just below the steering head feeding airflow through the main backbone to the air intake on the left-hand side of the engine.

The Chieftain’s chassis features a 25-degree rake and 150mm of trail for lighter, quicker steering, while the Classic and Vintage have a 29-degree rake and 155mm of trail. The respective wheelbases differ as a result: the Chieftain’s 1668mm is appreciably shorter than the 1730mm of the other two models.

As mentioned, the Chieftain has an air suspension monoshock at the rear while the Classic and Vintage have standard spring monoshocks, all of which are adjustable for preload once the left-hand side cover has been removed. Adjusting the air shock is carried out with a supplied shock pump. Up the front all three bikes have non-adjustable 46mm telescopic forks.

The braking package sees a trio of 300mm discs employed with four-piston calipers up the front and a twin-piston caliper down the back. Anti-lock braking is supplied as standard across the range.

ON THE ROAD
As a journo I try my best to remain impervious to pre-release marketing hype but as I walk out to saddle up I admit I’m excited. Indian now has a big multinational parent with deep pockets but it’s a new chapter in the marque’s history and, unlike the false starts of the past, this one has every chance of sticking. Polaris knows how to build a good motorcycle – the Victory range proves that – and now it’s got a heritage brand to which it’s applied its technical expertise. I’m set to be impressed…

Wow! Seeing the bikes first hand for the first time leaves its mark. A casual glance at the Classic or Vintage and there’s nothing to dispel the illusion of 1940s zeitgeist. The Chieftain, too, pays homage to Indian’s roots in fine style, although the LED running lights on its front fairing bring you back to the present. It’s easy to draw comparisons between the Classic, Vintage and Chieftain with Harley’s Softail Deluxe ($28,995), Heritage Softail Classic ($29,995) and Street Glide ($33,995). Half a century on, the battle lines are drawn once more…

The Australian media launch is held out of Kingscliff near Tweed Heads, NSW, and with a blazing sun overhead we fire up our steeds and set off on a route down the coast and then through the hinterland, taking in highway, a variety of towns, and plenty of winding roads through the hills.

DAZZLING DEBUT
Hopping aboard a Vintage, I’m immediately thankful for my sunnies. There’s dazzling chrome everywhere you look and it certainly adds to the bike’s presence. The low (660mm) seat won’t be a challenge for most and even though the weight is appreciable (364kg dry for the Vintage) it’s all carried fairly low. With the keyless fob already on board I press the ‘on’ button, hit the starter and revel in a gruff, deep V-twin beat. A Chieftain fitted with accessory ‘Stage 1’ fishtail pipes bellows beside me, sending a shiver up my spine, and it’s one of those perfect motorcycle moments – and all before we’ve even turned a wheel.

The pull on the cable clutch is remarkably light and the first gear locks in with a satisfying ‘thunk’. A small handful of revs is all that’s required to get the get the mass moving and, after all the waiting, I’m finally riding a new Indian.

Rolling south along the coast, it’s clearly evident the Vintage is one refined motorcycle. The ergonomics will give the broad spectrum of riders a comfortable experience, with a quality saddle under the backside, an easy reach to the handlebar, and a cocoon of protection behind that sizeable screen. At 6ft 2in (188cm) I’ve got a long back but I found I could opt to look over the top of the screen or through it without any fuss. I love the quick-release mechanism – it’s an easy, classy system.

Over the rest of the day I swapped one bike for another regularly, getting a good feel for each. While they all bring their own style and features to the table, they’re very much united by a strong bond of family cohesion – and pulling these siblings together is that engine.

The Thunder Stroke 111 is a pearler – so torquey, so smooth. The fuelling and ride-by-wire throttle are thoroughly sorted and even from a paltry 1000rpm in sixth the Indians pull with little complaint (not that I’d suggest anyone deliberately inflict such abuse – but it does highlight an engine’s flexibility and refinement, or otherwise). At 100km/h in top gear the tacho is reading just 2250rpm while I spend most of my time around 3000rpm – bang on its maximum torque output. A soft-action rev-limiter calls a halt to proceedings around 5500rpm, but impressively this thing hauls all the way, whether I’m on the 354kg Classic or the 370kg Chieftain.

Big-inch cruisers are known for their midrange torque but this Thunder Stroke 111 feels strong throughout its entire rev range. Even cracking the throttle at 120km/h in top gear rewards with a good surge of acceleration; the B-double truck quickly turning to a shrinking dot in my mirrors. The six-speed gearbox is also on the money, shifting smoothly with a solid, positive action. I’d love to ride Harley’s equivalent models in a side-by-side shootout but, judging by a seat-of-the-pants feel, I’d say the Motor Co’s Twin Cam 103 is facing some stiff new opposition…

FULL PACKAGE

Impressive engine performance is one thing but it counts for nought if it overpowers the chassis, suspension and brakes. No such mismatch here, however – over the rolling hills around the hippy headquarters of Nimbin the Indians simply lap up the bends and the crappy surfaces. I don’t usually associate heavyweight cruisers with sweet handling but I kid you not – I’m blown away by just how well these bikes ride. The suspension is basic but it just works, handling both the substantial weight and the poor excuses that seem to pass for roads in these parts.

The Dunlop Elite 3 hoops also rise to the challenge and then there’s the cornering clearance – I’ll never be satisfied with limited cornering clearance in a cruiser again. When the highway boards finally do skate the tarmac, they don’t dig in or upset the plot – they just sacrifice a little metal in an announcement I’ve found the limit.

Brakes, too, are often a bit down the cruiser priority list but the Indians put things right. The rear twin-piston stoppers offer good power, as you’d expect of a cruiser, but the four-piston, twin-disc front set-ups are really quite powerful and they offer decent feel too.

The Classic and Vintage may be mechanically very similar but the latter’s screen does change ride experience significantly. On the road I couldn’t tell the two apart in terms of weight and general performance but they do feel sprightlier than the Chieftain. Somewhat paradoxically, the Chieftain – though a claimed 16kg heavier than the Classic and with significantly more presence due to its front fairing and hard panniers – is equally as sweet to hustle through the bends. The steeper rake and shorter wheelbase deliver a pleasingly nimble ride – or at least more nimble than a 370kg full dresser has any right to be.

The Chieftain’s electric screen offers a fair range of adjustment although I do have to take my hand off the left-hand grip to reach the adjustment buttons. I have to do the same to activate the electronic cruise control on the right-hand switch block but at least my thumb can reach the set/accelerate/decelerate buttons easily enough. A little more annoying is the high-set horn button, which is located well above the indicator switch. By my reckoning, in an emergency situation you want that button right near your thumb.

On the highest setting my helmet still cops some of the wind’s blast but there’s no unpleasant buffeting and little in the way of wind noise. Combined with the roomy, upright ride position, the Chieftain will be a faithful companion for endless days on the road.

The Chieftain also stands apart due to its creature comforts. All three models get comprehensive trip computers but the Chieftain’s offers up a wealth of info on a large central digi display. It’s all easy enough to navigate but I find the screen is difficult to read when heading into the sun. The audio system is good but, like any motorcycle sound system, at highway speeds the wind noise spoils the party. Still, it’s got Bluetooth connectivity, so get a pair of helmet speakers instead. Problem solved. An integrated GPS system would have been the icing on the cake, but sadly not yet.

Accurate fuel economy figures will have to wait until Bikesales Network can get its hands on each model for a thorough shakedown but by day’s end the on-board trip computers seem to be hovering around 6L/100km. With 20.8-litre tanks that equates to a safe working range of around 320km – more over extended, relaxed highway use.

Naturally, the new Indians will hit the market backed by a comprehensive range of accessories, details of which can be found at www.indianmotorcycles.com.au.

THE BOTTOM LINE

Polaris has made a stunning debut with its new Indian Motorcycle range. Big-inch cruisers tend to be regarded as ‘old tech’ beasts with modest performance but this trio has changed the paradigm – under that faithfully recreated ’40s look lie bikes that are as up to date as anything else on the market. The quality of finish is superb, with beautiful details at every turn across all three machines, and the Thunder Stroke 111 matches the look with excellent performance. The pricing is right on target, too.

Indian is hardly about to crush its Milwaukee nemesis, but the company has made an incredibly promising start and these bikes will definitely convince some prospective Harley buyers to stray from the fold. The Indians are coming – the first shipment is due to reach Oz in mid November – and they’re every bit as good as I wanted them to be, and then some.

>Indian Motorcycle range in Bike Showroom

SPECS: INDIAN CHIEFTAIN
ENGINE

Type: Air/oil-cooled, four-stroke, two-valves-per-cylinder, 49-degree V-twin
Capacity: 1811cc
Compression ratio: 9.5:1
Fuel system: Electronic fuel injection
Maximum power: N/A
Maximum torque: 161.8Nm at 3000rpm

TRANSMISSION
Type: Six-speed
Final drive: Belt
Clutch: Hydraulic

CHASSIS AND RUNNING GEAR
Frame type: Cast aluminium
Front suspension: Telescopic 46mm fork, non-adjustable
Rear suspension: Air monoshock, adjustable for preload
Front brakes: Twin 300mm discs with four-piston calipers, ABS equipped
Rear brake: Single 300mm disc with twin-piston caliper, ABS equipped
Tyres: Dunlop Elite 3
Wheels: Cast alloy
Sizes: Front 130/90B16, rear 180/60R16

DIMENSIONS AND CAPACITIES

Claimed weight: 370kg (dry)
Seat height: 660mm
Wheelbase: 1668mm
Fuel capacity: 20.8 litres

OTHER STUFF

Price: $35,995 (rideaway)
Colour: Thunder Black, Indian Motorcycle Red, Springfield Blue
Test bike supplied by: Indian Motorcycle Australia
Web: http://www.Indianmotorcycle.com.au .au
Warranty: 24 months, unlimited kilometres

SPECS: INDIAN CHIEF CLASSIC/CHIEF VINTAGE
ENGINE

Type: Air/oil-cooled, four-stroke, two-valves-per-cylinder, 49-degree V-twin
Capacity: 1811cc
Compression ratio: 9.5:1
Fuel system: Electronic fuel injection
Maximum power: N/A
Maximum torque: 161.8Nm at 3000rpm

TRANSMISSION
Type: Six-speed
Final drive: Belt
Clutch: Hydraulic

CHASSIS AND RUNNING GEAR
Frame type: Cast aluminium
Front suspension: Telescopic 46mm fork, non-adjustable
Rear suspension: Monoshock, adjustable for preload
Front brakes: Twin 300mm discs with four-piston calipers, ABS equipped
Rear brake: Single 300mm disc with twin-piston caliper, ABS equipped
Tyres: Dunlop Elite 3
Wheels: Spoked
Sizes: Front 130/90B16, rear 180/65B16

DIMENSIONS AND CAPACITIES
Claimed weight: 354/364kg (dry)
Seat height: 660mm
Wheelbase: 1730mm
Fuel capacity: 20.8 litres

OTHER STUFF

Price: $28,995/$31,495 (rideaway)
Colour: Thunder Black, Indian Motorcycle Red, Springfield Blue
Test bike supplied by: Indian Motorcycle Australia
Web: www.indianmotorcycle.com.au
Warranty: 24 months, unlimited kilometres

Launch: 2014 Indian range

Tags