Indian Chief Classic Reviewed

18 Фев 2015 | Author: | Комментарии к записи Indian Chief Classic Reviewed отключены
Indian Chief Classic

Thread: Indian Chief Reviewed

Indian Chief Reviewed

The Indian Chief Ridden and Reviewed in India.

The rides Home!

Text: Goswami/ Old Fox

This Indian to India from the land the proverbial seven seas. And as stately, imposing and majestic the red inadvertently makes a grand Longer than most sold here, this 8 Ѕ ft cruiser on two wheels makes for an visual magnet – a sure turner.

We met the big guy on a foggy winter and rode it around for a few hours to walk away suitably

Indian Motorcycles was started in built some successful for around 50 years, with the and Scout being the most among the lot. The brand its sales on the basis of its racing and successes, at one point even the largest manufacturer. The racing and aspect greatly emphasized and by Burt Monroe’s lone-ranger act to the legendary World’s Fastest

But in 1953, the company manufacturing the filed for bankruptcy. In the successive they were many attempts by various owners to start the brand, but it never off. Finally in May 2011, Industries, world leading of Power-sports vehicles bought the almost defunct brand. In a short period of time (27 to be precise) Polaris showcased a new engine which its bikes feature.

The Thunder Stroke 111 was put to use and complete models were in August 2013. An impressive feat, shadowed only by the of how good the motorcycle really is, you throw a leg over the saddle, but on that later!

This built by Polaris is the first new that Indian has seen in the 70 years! Though Polaris it from the ground up, they effectively put their experience the Victory range of motorcycles to use. The three models have been launched by are the Classic, Vintage and Chieftain.

With the Classic being the cut cruiser, the Vintage is a soft featuring soft leather and a windscreen, while the Chieftain is the top of the model with hard and a different sharper rake and geometry, as well as some bits and bobs which it stand out from its smaller

The superbly finished and beautifully exterior of the Thunder Storm 111 powering the entire 3 bike of Indian motorcycles .

A cut-away of the engine showing the long the top valve rockers and the primary drive.

The Thunder Storm 111 is as as motorcycle engines go and remains to its traditional Indian lineage in architecture while incorporating modern gadgetry that with engines nowadays. A 111 inch or 1811 cc unit, 49 deg V-twin runs two valves per via three cams. The push-rod valves are moved by self-adjusting lifters.

The engine remains air via massive cooling fins in line with what it was with the original Indian There is a small inconspicuously oil-cooler for better reliability, stability of the oil and thus longer between oil changes (around miles or some 8000 A good thing since the big needs almost 5 Ѕ litres of

Running an apparently mild compression ratio, this is close to the usual limit for capacity air-cooled engines. with a knock sensor, quality will not affect performance to a large extent.

The and … chosen (101 mm and 13 mm …) indicate the ability to rev further accentuated by those skirt pistons, thin connecting rods and a relatively counter-balancer – light considering the cc plus credentials of the engine. And rev it does with Electronic Port Fuel Injection the red-line stays at a low 5500

But there’s no dearth of power or with 161 Nm being the peak for the latter at a mere 2600 Polaris have not declared any figures ( they say it makes a 100 bhp but no specific value given) but the produces more than 135 Nm of anywhere above a 1000 rpm or so. A torque curve could only be found on bull-dozer eh!

A CAD rendering showing the wet multi-plate helical cut gears, crank-shaft weights and the 3 cam layout with the cam running the intake valves of cylinders while the outer 2 lift the exhaust valves of cylinder.

Heat should be a for this large an engine primarily on air cooling but the reality is different. Ceramic coated headers, an exhaust shield and layered valve covers do a job of keeping the heat where it away from the rider. its effectivity would only be once the bike hits roads in peak summer.

by wire is another modern bit and makes for easy interface a nice cruise control can be adjusted in 5 kph increments from a mounted switch. The engine had gone through a million of testing before the bike’s US a few months ago, with a large part of those having been done in actual riding.

Power to the carbon-fiber reinforced drive via a heavy duty but light wet multi-plate clutch with an damper and a 6-speed gearbox. The torque produced by the engine is typified by the fact that the top two of the gear box are overdrive being and 0.81 respectively.

Take a round the bike and you see a motorcycle exudes class, power and The bike and rider are not to be trifled Aboard this, you feel as if you arrived and how. The big headlight fuelled with an abundance of with the fog lamps standing as gives it an extremely purposeful The front fender has the iconic and glass lit monogram of the Indian

The fenders, front and rear, are and cover the wheels just as the Indian Chief 60 years The spoked wheels with tyres complement the yesteryears’ Rubber covered floorboards, seats with chrome a leather tank strap, everywhere you look, the levers, housing, disc oil holder, unit, mirrors forks.

The is almost palpable and not just

Throw a leg over the saddle, your derriere on the genuine seats and you immediately feel at and ready for chasing the distant To get the Classic going you need to the entry fob in your pocket or you can use customised sequence to start the Press the digital styled on/off button and thumb the and enjoy the sound of the twin

Indian has minimised the engine so that the only prominent pleasure you derive is from the The handlebar is of the stretched out long arm which adds to the classic feel. This 368 kg motorcycle is no to get off the side stand, as the weight of the is low and centred. Moving the bike in a lot is a ‘two feet’ down though, but once you start at reasonable speed, then the weight all but disappears.

At 26 inches height, the Classic is easy to The engine is smooth and without too vibration, but does get noticeable 3000 rpm in the handlebar and footboard and is a engineered part of engine to give that special and character to the bike. The clutch is to pull, had a wide friction and shifting gears, though a notchy which is more of a in this class of motorcycles, is firm and positive.

Thanks to the of torque, this Indian cleanly from as low as a 1000 Gearing is tall enough for you to hit 70 kph in 1 st and gets you past a 100 kph in 2 nd. Overtaking are a breeze as one can easily accelerate out of a situation without the need of Low mass centralization and great from the wide handlebars for easy and effortless steering, the control greatly aided by the stiffness of the frame.

Beefy 46 mm front fork (no adjustment up front) and a mono-shock (with pre-load adjustment suspension is capable enough only a hint of skittishness when cranked over in a at speed over badly tarmac. The overall ride is and yet firmly controlled, a difficult to achieve.

Cruise control on the RH side bar end switch cluster. The left button with a is the ‘cruise engage’ button the toggle switch on top lets the dial in the cruise speed and decreasing it in 5 kph chunks. The bottom hand button with a bolt within a looped is of course the starter switch.

have excellent effectivity and feel. The 4 piston twin disc set-up at the front and 2 single disc rear do a fantastic job of stopping this half a ton bike. The standard ABS in and out gently without a very pulsing of either the front or the rear foot pedal.

The front and 180 mm rear Dunlops chip in with their contribution to the traction equation, helping both braking and Ground clearance is sufficient for spirited riding Slow manoeuvres though are an issue U-turns necessarily being a feet out’ move. The turn radius needs to be in mind and parking lot turns a ready hand on the clutch allows you to ‘power-walk’ the bike tight places.

The Chieftain its sharper rake and lesser would be a tad better than the and the Vintage in turning around. But off allow it to tilt a little upright and getting it back while static is a big task. and bulk need power and to become manageable.

The built-up frame and chassis is a multi-segment assembly that the engine and even the rear as stressed members. The force has been so well optimized the entire structure, built a bridge, weighs a mere 58 And that for a bike weighing in of 800 lbs with rider, pillion and aboard.

The ergonomics of the bike are cruiser and feels comfortable and for a long ride. The rider (26 inches up and away from Earth) is especially plush and contoured. The rubber covered are large enough to allow for a of foot placements though in India will rarely let you your right foot far from the rear brake

Wind blast is an issue on the but then sustained speeds enough for that aerodynamic pretty well negate the charm of an easy cruiser. The mounted dial incorporates an LCD which shows gear ambient temperature, fuel estimated cruising range, and all can be toggled with a trigger on the left handgrip.

The 55 W main and twin 35 W auxiliary lights it should be more than for piercing the darkness and lighting up the well at any sane speed. The 710 W also leaves enough electrical power at hand for the to mount accessories of his choice. The 21 fuel tank should enough juice for at least 200 kms top –ups.

The mirrors give a view of the past and all handlebar switchgear falls naturally hand.

The aural signature ( in simple English ) of a big bore engine is as much its hallmark as is its and torque delivery. The acoustic room has a rolling road for real world replication of conditions. No wonder the bike so alluring at any and every speed.

In all probability, Polaris realized its experience with the Victory that the only way to fight an (read Harley Davidson is with another icon. And the is in no way junior or subordinate to HD in that It is true that this brand is usually not envisioned tattoos on biceps and bandanas on heads but a sense of community can be garnered by its historic lineage, exclusivity and sheer majesty.

The in India for now is a small step what we wish becomes a mile walk. Let history

Some More Pics.

the engine architecture of the present day Storm 111 with that of the model Indian in the pic above and realize how close the modern is towards maintaining that look.

The Thunder Storm 111 line at their Iowa in the US.

Clay model of the engine covers at the development stage. It Polaris a mere 27 months to out these 3 brand new bikes. the time for a new model in this is about 40 months.

Another section of the engine showing the design and impeccable component

The clutch assembly. Aluminum oil-immersed multi-plate type the torsion damper also Note the protruding shaft downwards used to operate the via a bell-crank

CAD rendering of the complete from the outside.


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