Indian Chief and Indian Chieftain in the driving report

Posted on by admin

Indian Chief and Indian Chieftain in the driving report

The new chiefs among the cruisers?

The glorious Indians are back! The Polaris group breathes new life into the oldest US motorcycle manufacturer. Two models, the Indian Chief and the opulent Indian Chieftain, with a completely new 1.8 liter V2 engine and classic design in Art Deco style, aim straight at the heart. Are they the new chiefs among the cruisers instead of the Harleys??

Indian Chief and Indian Chieftain

The magic of the name I.ndian is still fascinating today. America’s other motorcycle icon was founded in 1901 and at times became the largest two-wheel manufacturer in the world. Until the total collapse occurred in 1962. Various attempts at resuscitation followed and have since failed. But this time the rebirth of Indian promises much more.

Indian Chief and Indian Chieftain in the driving report

The new chiefs among the cruisers?

"Tribal chief" Chieftain aims Harley at Street Glide

The Polaris group, to which the motorcycle brand Victory has belonged since 1998, is extremely committed. 350 people work there in research and development, and another 300 are to be added. Incredible: The team around development manager Gary Gray only needed two years from the first Indian ideas on computer screens to a new motorcycle ready for series production. respect.

Well, forms of yesteryear that can be accessed intuitively are not the worst basis for economic success, as the much sought-after mini and Fiat 500 retro cars prove a million times over. In just a few weeks, the first flesh and blood Indians – pardon me: made of iron and aluminum – should be rolling to the dealers. The Chief ("chief") with shiny spoked wheels is available in two versions: as the basic model Chief Classic and with disc and leather panniers as Chief Vintage. As a very big surprise, you have the top secret Chieftain at your side. This “tribal prince” aims directly at Harley-Davidson’s tourers such as the Street Glide with a sweeping Harley-style “Batwing” front, cast wheels and hard-shell suitcases.

Chopper / cruiser

Indian Chief from 1946 and Indian Chief Vintage 2014 compared

Winnetou and Old Shatterhand

read more

Harley’s nightmare?

26th Pictures

Pictures: Indian Chief and Indian Chieftain in the driving report

To home page

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Wing

Harley’s nightmare? An opponent developed by a company with a big name, a lot of know-how and a bulging war chest. Plus with more displacement and torque than any of Harley’s standard Big Twins. The Indian engine should lift a full 161.6 Newton meters. And this already at a low 3000 revolutions. At the time of going to press, Indian was silent about the top performance.

To the right of the aesthetic cylinders, two exhaust manifolds lead down steeply. Like a frame for the four shiny chrome bumpers in between. Everything following the ancestors. This is especially true for the shape of the cylinders. Striking, gently rounded cooling fins on the characteristic cylinder heads with their chrome-plated valve covers. “Such fin-like cooling fin profiles take longer to machine,” explains Gary Gray. “But this higher effort only makes the historical look of the engine complete.” If so, then yes.

The cylinder angle of 49 degrees differs slightly from that of the original Indians with only 42 degrees. But the more widely spread cylinders are a clear tribute to the requirements of the modern motorcycle era: After all, the intake tract with electronically operated 54-millimeter throttle valves is now much wider. The pistons with their graphite-coated shirts to reduce friction are also thicker than they ever were 50 years ago. “49 degrees was the tightest I could get,” explains Gary Gray.

Exhaust gas "worst case"

Wing

The Indian Chief Classic appears majestic, aesthetic and independent.

Inside, German Mahle pistons with a diameter of 101 millimeters whiz up and down a whopping 113 millimeters in the Italian aluminum cylinders. Quite classic, the compact V2 is a real long-stroke. As with the original Indians, there are only two valves in each head – but hanging in parallel, not lying on the side as in the past. The intake valve plates measure 51.3 millimeters. You have a stroke of twelve millimeters in front of you. After the ignition of the 9.5-fold compressed mixture, the burned residual gases pass through a 42 millimeter exhaust valve. The valves are tilted at an angle of twelve degrees to the piston crowns.

It is astonishing how this engine, with its traditional technical basis, should be equipped for the future Euro 4 emissions standard – as an air-cooled two-valve engine with single ignition and extremely large combustion chambers, i.e. long flame paths. In terms of emissions, everything is “worst case” – the worst of all possibilities. Since the electronically controlled speed limit of the long stroke at 5400 tours is almost high.

The middle of the three camshafts is driven by a chain directly from the right crankshaft stub. Its two cams actuate the intake valve of both cylinders – via the two inner bumpers. In addition, the middle, larger intake camshaft also drives the two exhaust camshafts in front of and behind it, via gears. An oil cooler in front of the front cylinder as well as spray oil nozzles on the piston crowns should ensure a balanced thermal balance. The oil reservoir for the semi-dry sump lubrication is located below the six-speed gearbox in the rear of the engine. Its housing halves are divided vertically. A one-piece forged Hoeckle crankshaft made in Germany rotates in two large, 62 and 65 millimeter large plain bearings. Behind it sits the 1.68 kilogram balance shaft – heavy enough to soften rough vibrations, light enough to allow a mild pulsation. It is an inseparable part of such a V-Twin.

Modern digital engine management

Wing

Ivory-colored instruments wrapped in chrome are served. At the Chieftain with more information in disguise.

The deliberately broken (cracked) Mahle connecting rods sit directly next to each other on the 52 mm crank pin. The rear cylinder therefore deviates slightly to the left of the central axis. The left crankshaft stub drives the huge 170 millimeter wet clutch from the Japanese to beg FCC via straight teeth. Back to the future: As early as the 1920s, Indian was the first mass manufacturer to plant a primary drive using gear wheels in a block motor (unit made up of motor and gear). A carbon-reinforced timing belt takes over the final drive.

The digital engine management from Bosch with electronic throttle (ride-by-wire) is modern. Gasoline injection with one injection nozzle per cylinder and regulated catalytic converter is essential for current emissions regulations. It sits in the central collector of the two-in-one-in-two exhaust system with the long silencers. It was important to the Indian creators to protect the driver’s right leg from the heat from the rear manifold. Excessive heat would no longer be an issue.

The innovative aluminum frame is manufactured by a company in Iowa, the US state where Indians and Victorys roll under one roof on separate assembly lines. The upper square aluminum backbone also serves as a performance-enhancing extension of the left-hand air filter box. The rear and the round aluminum beams are screwed to the upper frame, the V2 takes on a supporting function. Light metal for the frame is a tribute to the sweeping, solid metal fenders at the front and rear. They are a matter of honor. The Indians are not lightweights. With a full tank, the Chief Classic already weighs a hefty 370 kilograms. The Vintage should be 379 kilograms and the Chieftain even an enormous 385 kilograms. Uff.

Indians in Germany more expensive than comparable Harleys

Because of the progressively hinged rear central spring strut, the 94 millimeter suspension travel of the Chief is more comfortable than you might expect. The Chieftain offers 114 millimeters of travel – more than any Harley. Your shock absorber can be adjusted to the load using air support with an integrated pump. The Chief’s cushioning is not adjustable. The Chieftain has a steeper steering head angle: 65 instead of 61 degrees for the Chiefs. This results in a shorter wheelbase for the tourer: 1668 instead of 1730 millimeters. The caster on the Chieftain is also slightly smaller, 150 instead of 155 millimeters. With both Indians, the 46 fork offers 119 millimeters of travel, but the damping rate on the Chieftain is adapted to the extra weight of the fairing.

16-inch models rotate at the front and rear. With the Chief as spoked wheels, while the Chieftain rolls on cast wheels. A Dunlop Elite in the format 130/90 B 16 from American production is mounted on the front 3.5-inch rim of both models. The five-inch rear rim carries moderately wide 180 mm tires, and the Chieftain has a flat 60 mm cross-section. In contrast, the Chiefs wear 180/65 whitewall tires.

The Indian development team, ultimately Polaris and Victory, has a lot of confidence in the new design. In the course of endurance testing, test machines have already unwound two million miles, a full 3.2 million kilometers of road. In addition, there are 2000 hours of running time on test stands – with a total of 1.5 billion crankshaft revolutions.

With all the enthusiasm, the most important thing remains: the price. In Germany, the new Indians are more expensive than comparable Harleys. The Chief Classic costs from 23,675 euros, the Chief Vintage from 25,299 euros. And the opulent Chieftain is available from 26,099 euros. Technology meets tradition – at really steep prices. Hopefully the distinctive Indians will be a success. As the "1901 Edition", the first numbered copies worldwide are a reminder of the year Indian was founded. At German dealers from October. Donner and Gloria.

Facts and figures Chief Classic

Wing

A clever frame concept – aluminum for a cruiser! The upper square backbone also serves as a performance-enhancing extension of the air filter box on the left: the air flows through an air inlet behind the fork into the frame and from there into the airbox.

engine
Air-cooled two-cylinder four-stroke 49-degree V-engine, three underneath, gear / chain-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, wet sump lubrication, injection, Ø 54 mm, regulated catalytic converter, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, timing belt.
Bore x stroke: 101.0 x 113.0 mm
Displacement: 1811 cm³
Compression ratio: 9.5: 1
Nominal power: k. AT..
Max. Torque: 162 Nm at 3000 rpm

landing gear
Backbone frame made of cast aluminum, load-bearing motor, screwed aluminum beams, telescopic fork, Ø 46 mm, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 300 mm, four-piston fixed calipers, disc brake at the rear, Ø 300 mm, two-piston fixed caliper, Anti-lock braking system.
Spoked wheels with aluminum rims: 3.50 x 16; 5.00 x 16
Tires: 130/90 B 16; 180/65 B 16

mass and weight
Wheelbase 1730 mm, steering head angle 61.0 degrees, caster 155 mm, spring travel f / r 119/94 mm, weight with a full tank of 370 kg, permissible total weight 573 kg, seat height 660 mm, tank capacity 20.8 liters.
Guarantee: two years
Colors: black, red, blue
Price: from 23,675 euros

First driving impressions

Wing

The trip led from Wyoming over the Mississippi River to Wisconsin.

Indian proudly presented the current models at the huge motorcycle break in Sturgis / South Dakota. But MOTORRAD employee Alan Cathcart was allowed to drive the new US icons exclusively in advance.

Test drive to the home of Harley-Davidson

A trio of pre-production models from all current Indians was available for this – Chief Classic, Chief Vintage and Chieftain. Spicy: The trip led from the development center in Wyoming across the Mississippi River to Wisconsin – the home of Harley-Davidson. A signal: the Indians are on the warpath! When they stand in front of you as a vision that has become metal, you intuitively feel that the Indians have come back at the right time. These motorcycles have their own identities!

In addition to the design, the Indians shine with great driving pleasure. The bottom rests comfortably in the plush leather saddle, only 66 centimeters above the asphalt. Milsco manufactures the large fringed seat with a separate, wide passenger cushion in Milwaukee – the same leather tailor supplied Indian as early as 1937. All Indians wear casual running boards that grind over the asphalt quite late. The Chief Vintage is identified by a large disc. It works for 1.80 meter drivers up to 160 km / h without great turbulence. The Chieftain shields even better, its screen is electrically height adjustable by four inches (about ten centimeters) while driving. When fully extended, air holes appear to reduce suction and eddies by means of backflow.

The switch box works softer than with any Victory

At idle speed of 800, the 1.8-liter V2 squirms to itself. Pulling the clutch is easy, smooth. Engage first gear (paddle shifters are optional) and go! The switch box works softer than with any Victory. From 1200 tours the long-stroke rips the toothed belt. Accompanied by a pleasant bubbling sound. Really high-torque, this meaty V2.

Ideal shift speed? 3200 rpm. Feels strong! A three-speed gearbox would probably have been enough. The acceleration is really quick for such a massive iron. Vibrations? Rather gentle, massaging pulsation. Just so to feel that this engine is alive. Only after the 4000 mark does the seat tickle. At 130 km / h in sixth gear, which acts as an overdrive, there are only around 3000 towers. The Chief’s good road holding enables cheeky driving: measured by cruiser standards, easy handling and precise aiming accuracy are really good. Despite its high weight and long wheelbase. And the slightly heavier Chieftain can do it even better – thanks to a shorter wheelbase and steeper steering head. The new class standard? Progressively acting lever on the shock absorber and quite long spring travel delicately fish out bumps. Both are especially true for the Chieftain.

The cruise control works great. A little toothless, without a good pressure point, the four-piston front stop bite the 300-millimeter double discs. The support from the rear double-piston caliper with the also 30 centimeter brake disc is urgently recommended. And take full advantage of the engine braking power of this 1811 cm3 bull, a fine, good engine (wheel). A large driving report from the series Indians will follow in the upcoming issue of MOTORRAD 19/2013.

Related articles

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *