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Indian Roadmaster Classic in the driving report

American boom

After the announced end for Victory, Indian will appear in the future alone in the Polaris motorcycle division. What has changed? Now at the Indian Roadmaster Classic and in the model policy.

Being determines consciousness. How right Karl Marx was then. Pleasantly chuckled on the deep seat cushion, the upper body leaning back relaxed, the arms spread wide – that’s how it sits, no, that’s how it resides on the Indian R.oadmaster Classic. The body signals to the mind: boy, nobody can do anything to you. Like a snow plow, the mighty windshield seems to remove the world’s perils. This is how sovereignty is defined.

Indian Roadmaster Classic in the driving report

American boom

The balance shaft alone weighs 1.68 kg

Just three years after the restart in 2014, the Indian brand is already riding a wave of success, selling significantly better than its blood sisters from Victory. The power of the famous name? Might be. Because the parent company Polaris had nursed the relative up for 19 years, only to send them to the eternal hunting grounds on January 9, 2017 (see also interview). Victory is dead, long live Indian. However: at least in this country, two thirds of the success can be attributed to the sportier and cheaper Scout model series with 999 or 1133 cm³ engines.

In this respect, the Indian Roadmaster Classic must also create a good atmosphere within the family and convince with its mighty 1811 cubic power plant. Against this background, the Euro 4 standard comes at an inopportune time. The 2017 edition (71 hp) has 13 horses less than last year’s, 84 hp V2. A consequence of the huge individual cubic capacity, which can only meet the new limit values ​​with extremely little feeding. However, the European branch wants to improve and pep up the Big Twin with a free and Euro 4 homologated performance kit to 80 hp. Whether it was due to the American presentation machines or the strangled breath turned out less flat than feared is an open question – the fact is: the pressure is enough. At least where it counts. And that is below 3500 revolutions for the thick V2. Even the idle turns on. Line 900 / min. You think you can count the bars. The long-stroke, rigidly screwed into the aluminum frame, pounds so calmly. First gear clicks into place with a soft flick. The vigor of the huge moving masses – the balancer shaft alone weighs 1.68 kilograms – needs to be calmed down with every shift. Switching speed: 2000 turns. There it is again, the unexcited sovereignty.

World’s largest TFT display in motorcycle construction

Of course, you already know the big hums. Their basic version, the Indian Roadmaster, was already in the American model portfolio. The only thing that makes it a classic is the panniers and topcase in leather look and the two-tone paintwork (also in light and dark brown) reminiscent of the Swinging Fifties. Disappointed? You don’t have to be. Because the Roadmaster has already shown off its dignified full equipment, combined neat comfort with the latest technology. Huge streamliner cladding with the pane that can be electrically adjusted in height by ten centimeters and opulent seating on the one hand. On the other hand, high-tech such as ride-by-wire, cruise control, LED lights, heated handles and seats, GPS, tire pressure monitoring and the 100 watt audio system. All this is controlled, navigated, steered, regulated, and bluetoothed via the new TFT display in motorcycle construction, which was introduced to the big Indians in model year 2017 and – how can it be otherwise – the world’s largest TFT display.

In spite of everything: beautiful landscapes and curved asphalt strips continue to push every color monitor out of focus. Especially since the Indian Roadmaster Classic – and we’re talking about the actually ominous combination of 390 kilograms of ready-to-drive mass and almost 1.70 meters of wheelbase – is ultimately surprisingly easy to drive across the country. Assuming the foresight required when using large-capacity vehicles, the Indian woman swings effortlessly and elegantly from lean to lean, unexcitedly on her way. It can even rain. The Dunlop Elite 3 tires do not plow perfectly, but they are considerably more directional than the Dunlop American Elite tires that have so far been used in the series.

Indian Roadmaster Classic for around 30,000 euros

Still, it would be a shame to contaminate the dream ship, gliding in its glory, with damp street dirt. With around 30,000 euros, the Indian Roadmaster Classic will be the top of the priced flagpole in the Indian range. And if you want, you can add a few bills for pillion armrests, leg shields, an even more cuddly comfort seat or other goodies. The owner will then probably shine even brighter than the shiny chrome and lacquer American space glider. After all, being determines consciousness.

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