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Indian Chief 2000 driving report
Necromancy
The longer the shadows of the past, the harder it is to start over. Indian dared anyway? and preserves old traditions for the future.
It’s that head. Again and again this head. Prominent cheekbones, forceful chin. A face as if carved out of granite.
There aren’t many emblems with this symbolism in the motorcycle scene. Tuning forks, stylized letters, clipped wings, propellers ?? Profane stuff against this head, whose magnificent head of hair hugs the fender in the storm, while the wearer braces himself against everything and everyone and upholds the reputation of the brand that is still legendary today, although its past ended in 1953. Indian.
Their future should now begin punctually for the new millennium, using the old recipe for success. Because although the vehicle that sparked the later world career in 1901 would not even pass as a bicycle with an auxiliary motor and was powered by a single-cylinder with 1.75 hp, it was only the V2 with a 42-degree cylinder angle presented in 1907 that officially came under the sign of the Indian head. And it was a really big motorcycle for the time. 600 cm3 and four horsepower ?? that was the name of the impressive key data at that time.
Of course that wouldn’t be enough today. Especially not because the new Indian Motorcycle Company by no means indulges in lightweight construction in its flagship product. On the contrary: Anyone facing the chief knows how the first settlers must have felt when they saw a fully grown bison. The massive front with raised headlights in flower pot format and the bulbous tank have a monumental character, while the rear section is filigree given these dimensions. It’s good that the horns are bent back in this case and act as handlebars.
Packing the Indian with them is still not easy, even if the Chief with a seat height of only 60 centimeters invites you to climb. The pipe material that goes on a Chief handlebar is loosely welded by other manufacturers to form a bicycle frame. The result is a handlebar width of 102 centimeters and two findings. First: The evolution could not foresee motorcycles like this Indian in the step from primate to homo erectus. Second: It’s best to drive straight ahead with a Chief because you have to scrape corners in a hurry? and that is meant literally in view of the massive running boards? anyway not part of the repertoire and the foolish attempt to turn around on a public street inevitably provokes gleeful thigh-throbbing with passers-by, who have just been amazed.
So rather straight ahead with dignity. And with a lot of fun, because the Indian is suitable for making Route 66 out of every federal highway. In addition to the likewise record-breaking wheelbase of 1.75 meters, the enormous mechanical presence of the nominally 75 hp S.&S-Motors. With its cylinder angle of 45 degrees and valve control via two camshafts below, this engine cannot deny its close relationship to the Harley counterpart, but with a displacement of 1442 cm3 it has a promised output of at least 75 hp. Promised, because the final homologation won’t be finished until the end of August. That is definitely enough to accelerate the dry 294 kilogram Chief adequately and ?? that now falls under “foolish” again? to drive the speedometer needle to a relaxed 180 km / h. On the other hand, cruising on this side of the recommended motorway speed becomes the right top priority, when every work cycle becomes a listening experience, dominated by the clicking of the valves and accompanied by the rich bass from the fishtail silencer of the two-in-one system.
Should a curve slip through while planning the route and the unexpected changes of direction interrupt the feast of the senses, the Indian masters this task with decency. Then the milled billet four-piston pliers bite into the front and rear solo discs and decelerate the Chief so appropriately that even tighter radii can be mastered without dragging footboards. The spring elements do not take their task that seriously. While the shiny chrome fork in addition to the representative freestyle still meets the technical requirements halfway, the central spring strut, which is hinged via a triangular swing arm made of steel, almost completely refuses to work. Either it doesn’t respond? or it hits through.
Purified in this way, the chief conductor immediately goes to a better place or to the nearest street cafe. Because the new Indian offers at least as great entertainment value as on the highway. On the one hand because it looks so old, on the other hand because only then do the countless details catch the eye that make a 2000 Indian an Indian. The uninhibited use of materials, for example, documented on the handlebars, rocker switch, brake lever, passenger footrests or the two additional headlights. Or the attention to detail that manifests itself in chrome on every corner and 60 spokes per wheel. Most impressive, however, is the resourcefulness with which the Indian creators (slogan: “made by heart and hand”) put their name on almost every component. Regardless of whether it is a tank, exhaust pipe, brake caliper, speedometer or gearbox cover: the owner is reminded of which exclusive vehicle he is traveling in.
There is hardly any room for the Chief to be converted individually. Soloists remove the pillion seat with one movement, because the fender simply comes out better on its own. Purists fray the bench because the shag is simply over. And in spite of this concentrated splendor, analysts keep calculating whether the cost price is reasonable.
GThis exclusive pleasure is not cheap. Indian importer Jurgen Brand calculates 59,000 marks for the Chief 2000. If you still have a few groschen left, you can stock up on the necessary accessories in the Dortmund Indian shop. With an Indian cigar, for example, the spirit of an entire century can be breathed in in proper style.
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