All Duels – Duel Indian Chieftain Dark Horse Vs Harley-Davidson Road Glide Special 107: riders on the standards – Page 2 – Dynamics: a balanced match

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Duel Indian Chieftain Dark Horse Vs Harley-Davidson Road Glide Special 107: riders on the standards

All Duels - Duel Indian Chieftain Dark Horse Vs Harley-Davidson Road Glide Special 107: riders on the standards - Page 2 - Dynamics: a balanced match

Harley-Davidson strikes a double blow in 2017 with its new Milwaukee-Eight 107 engine: meeting Euro4 standards and the competition, Indian and its Thunder Stroke 111 in the lead ! MNC faces off against these two air-cooled big twins in a duel between the Road Glide Special and the Chieftain Dark Horse. 

Page 2 – Dynamics: a balanced match

Without further ado, MNC presses the starter of the Road Glide Special to wake up the star of this duel: the Milwaukee-Eight 107. As on almost all Harley-Davidson, the start is done without a key thanks to the transponder, equipment very practical also installed on the Chieftain Dark Horse. The long stroke unit (111.1 mm, as on the old Twin Cam) snorts slowly, jerks in the frame, then lets out the "potato-potato" characteristic of Milwaukee productions…

All Duels - Duel Indian Chieftain Dark Horse Vs Harley-Davidson Road Glide Special 107: riders on the standards - Page 2 - Dynamics: a balanced match

The irregular pulses of the big twin are a bit more muffled and metallic than before, but the sound identity is preserved: phew! Thanks to its optional Remus silencers (+ € 1,400 excluding installation), the deep sound of the Chieftain covers that of its rival, without being annoying. The vibrations emitted by the "107" continue to stir the engine and the mirrors at idle, now lowered to 850 rpm as on the Indian, where the Thunder Stroke 111 remains perfectly still. However, the jolts of the Harley are less pronounced than before: finished this impression that the motorcycle will advance on its own on its stand !

And this typical HD phenomenon disappears almost completely as soon as the electronic accelerator is activated and it opens the single intake flap. The vibrations gradually cease, as if completely absorbed by the balancing beam, while the tachometer needle climbs with less inertia than before. Milwaukee engine manufacturers estimate the reduction in vibration frequencies to be "75%". The figure is impossible to verify, but the fact is that the level has dropped considerably, without sacrificing the "good vibes" which sensually make the body shudder in unison with the bike: sacred feat! Purists will probably rail against this loss of "character", but bikers put off by the pronounced "vibes" – "good" or "bad" – perhaps consider Harleys with another look? Because who says more consensual motorcycles also says possibilities of attracting a greater number !

The new hydraulic clutch confirms this desire for flexibility: the non-adjustable left lever – like that on the right and those of the Indian – requires less effort ("-7%" according to H-D). Likewise, the separate box of the Milwaukee-Eight 107 offers greater precision and comfort than the previous Twin Cam 103. Despite this progression, the selection is still sound and firm, significantly more than that of the Chieftain Dark Horse. On the latter, it is even possible to mount a report without disengaging, something impractical on the H-D. A double-branch selector as on the Road Glide Special would nevertheless have been welcome … The Indian retains the advantage in terms of availability and mechanical smoothness: its V-twin accepts to evolve without a hiccup from 1250 rpm / min in sixth, at 55 km / h.

All Duels - Duel Indian Chieftain Dark Horse Vs Harley-Davidson Road Glide Special 107: riders on the standards - Page 2 - Dynamics: a balanced match

Close to the 1000 rpm mark on lower gears is even possible without fear of a disapproving piston stroke, well helped by a perfectly calibrated injection and free of all jolts. Rougher on the go-around, the Road Glide Special requires a few dozen additional laps to relaunch smoothly to 60 km / h in 6th gear. And when his V-twin begins to knock as the sub-revs approach, it is with a form of brutality absent on the Indian. It should be noted once again that the Chieftain tested here breathed more freely thanks to its long Remus flutes, an option able to promote its flexibility and performance. Under these conditions, its slight rise taken during our recovery tests should be considered with caution: the "111" is indeed more responsive than the "107" at low revs, placing the Chieftain half a wheel in front of the Road Glide. Special despite its lower torque (138.9 Nm against 150 Nm). 

Despite the clear progress made by the Milwaukee-Eight in terms of responsiveness, this is not enough to counter the Thunder Stroke: the gap is definitely widening past the 4000 rpm mark, from which the frank The Harley-Davidson’s thrust loses intensity while its opponent maintains without weakening its powerful acceleration up to 5000 rpm (both break at 5500 rpm). But if the Milwaukee twin has to hunker down in terms of pure performance, its torque curve marked by a generous peak at 3000 rpm provides superior sensations. The Indian indeed offers a terribly efficient but fairly linear thrust, almost too much at mid-range. To this subjective data – but important on this type of motorcycle – are added the "good" vibrations (again!) Felt under the buttocks when accelerating. In short, the Harley lives !

Indian shoots his sharp arrow: his chassis

Thanks to logical synergies with Victory, the custom brand created in 1998 by the Polaris group, the Indians have benefited from a modern and efficient chassis since their return initiated by the Chief range. Their frame uses an upper aluminum beam which integrates the air box and onto which the cradle uprights are grafted. This very innovative feature in the class gives them greater rigidity and precision than most of their rivals, notably the Harley-Davidsons and their classic double steel cradle. No change having been made to the "made in Milwaukee" framework, the situation does not change in 2017 …

All Duels - Duel Indian Chieftain Dark Horse Vs Harley-Davidson Road Glide Special 107: riders on the standards - Page 2 - Dynamics: a balanced match

Both bikes are equally heavy to lift off the kickstand and tend to engage at low speeds, but the Chieftain Dark Horse balances faster and is more rigorous afterwards. The Indian takes advantage of this characteristic and its less open front end (25 ° caster angle and 150 mm caster against 26 ° and 173 mm) to tilt and steer with a rare obviousness in the category. The Harley-Davidson suffers on this point from these few extra pounds, but also from its more typical ergonomics, with a very high position on the rear. The Indian’s steering column is also located closer to the rider (the Road Glide’s seems far, very far away), at the same time providing better feedback to its wide handlebars. Finally, the operation of its fork is smoother, again with the benefits of precision when entering curves..

But it is especially at the level of the rear damping that the Road Glide Special loses several feathers: its new Showa handsets – supposed to be more efficient in 2017 – on the contrary sorely lacking in sensitivity and progressiveness. In this, the previous generation seemed to offer a better compromise between comfort and efficiency: a shame! Stiff and insensitive, these combinations struggle to absorb the irregularities of the asphalt and are quickly overwhelmed when the shocks follow one another sharply. Returning to the gas because of this "slapstick" behavior is often necessary on small bumpy roads, especially as its saddle comfort is behind its rival, with better lumbar support.

The Chieftain Dark Horse took the opportunity to go far ahead, imperturbably placed on its pneumatic mono-shock absorber with significantly higher efficiency. Its better ground clearance completes the demonstration: in the virolous, the Indian "scalp" shamelessly the Road Glide Special. The deal does not get better at the level of suspension adjustment possibilities, which are quite limited on the Harley-Davidson… The adjustment of its preload is done only on the left side via a ring located at the top of the spring, after having removed the suitcase. On the Indian, all you have to do is remove – without tools – the left fairing to connect a high pressure pump to its preload adjustment valve, then adjust precisely to the desired pressure..

All Duels - Duel Indian Chieftain Dark Horse Vs Harley-Davidson Road Glide Special 107: riders on the standards - Page 2 - Dynamics: a balanced match

In terms of protection finally, the two are surprisingly almost equal despite the short non-adjustable windshield installed on the Harley-Davidson. Its lower seat and further from the cockpit explains this phenomenon, because the pilot is logically less exposed. The Indian’s electrically adjustable windshield, however, takes a slight advantage in the up position, deflecting the air up to a 1.75m pilot’s eye level. The Chieftain transforms the test thanks to its more enveloping fairing which better protects the hands and shoulders. Note that these two Baggers leave the feet and calves completely exposed, which may be surprising given their volume but which is not illogical in the absence of lower fairings !

We appreciate the air mixing that results because it helps to evacuate the calories released by the big twins. But this is not enough: as MNC had already criticized on the Roadmaster, the collectors of the Thunder Stroke heat the right thigh abundantly when stationary and at low speed. Reviewed on this point (it was essential!), The Milwaukee-Eight 107 has indeed improved and now shines significantly less than its rival: bravo to the engineers! Another big reason for satisfaction on the Harley-Davidson: its coupled braking developed with Brembo ensures better deceleration, especially when only the right lever is operated. On both bikes, the rear offers obvious dosage and progressive power. 

Verdict: sacred monsters

More pleasant, more sober (5.85 l / 100 km measured against 5.89 on the Indian) and "cleaner", the Milwaukee-Eight 107 is undoubtedly well born. The efforts made by Harley-Davidson to ensure its compatibility with the new standards while retaining its character and boosting its performance have borne fruit: this ninth generation marks undeniable progress and leaves people blissful by its ability to positively vibrate its rider, Literally as well as figuratively. Certainly, it is still a slight notch below the formidable Thunder Stroke in terms of pure performance….

All Duels - Duel Indian Chieftain Dark Horse Vs Harley-Davidson Road Glide Special 107: riders on the standards - Page 2 - Dynamics: a balanced match

But besides the fact that this characteristic is not at the center of the concerns of a large majority of bikers, its less smooth revving and its "good vibes" make it especially more endearing. Add to that the Motor Company’s reinforced concrete branding and the high rating of its bikes for resale, and here are some serious arguments suggesting victory for the Road Glide Special. Yes, but … On the one hand, the Indian Chieftain Dark Horse is superior on a mechanical level – all subjective judgments aside – but also and especially at the level of its part-cycle, at the same time more rigorous and better suspended. On the other hand, it offers at equivalent price a better endowment of equipment (electric windshield, central locking, tire pressure indicator, etc.) despite all the attraction aroused on the Harley by its integrated GPS, its huge screen tactile and its famous "Boom Box" sound system.

Last but not least: the Chieftain Dark Horse is guaranteed for five years, like all motorcycles in the Polaris group (Victory and Indian, therefore), which is three years longer than the Road Glide Special. Enough to be tempted to ride in custom without necessarily going through the ubiquitous Harley-Davidson, especially since Indian also raises the question of legitimacy: although interspersed with several decades of inactivity, the history of "l another "American manufacturer is 115 years old! Something to reassure bikers looking for authenticity …

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