2022 INDIAN FAMILY

2022 IndIan Motorcycle FaMIly MeMbers receIve Makeovers and Upgrades

Words: Pamela Collins • Test Riders: Pam and Tim Collins

Like seeing family members at an annual reunion, where Uncle Bob shows off a sleeker physique (he runs everyday!) or cousin Marjorie wears the trendiest red-hued hairstyle, the Indian Motorcycle family returned for 2021 with some of its members boasting new looks, new technology, or a complete makeover. The Indian Chief Returns After A Full-Fledged Makeover

Indian Motorcycle debuted the original, iconic Chief model in 1921, and reintroduced that nameplate when the company resurrected last decade. Now, one hundred years since it first appeared, the centenarian Chief has aged in reverse, showing off sporty contemporary technology and styling.

Considered a model year 2022, the Chief lineup consists of three styles, and Indian says each suits a different sort of rider: the standard Chief, with drag handlebars, mid-mount controls, and solo seat; a Chief Bobber sporting mini-ape hanger handlebars and forward foot controls; and a Super Chief that offers a quick-release windscreen, black leather saddlebags, touring seat with a passenger pillion, floorboards and a more traditional cruiser-style handlebar. In a nod to styling more modern-day than retro, the Chief doesn’t wear its famous flared fenders and instead dons cleanly styled sheet metal.

Each of those styles comes in a “base” model, featuring Indian’s Thunderstroke 111 powertrain with 108 ftlbs. of torque, an analog gauge, chrome and matte black finishes, and is available with or without ABS.

But riders also can upgrade to premium trim in these styles, called the Chief Dark Horse, Chief Bobber Dark Horse, and the Super Chief Limited. This swaps the engine to the larger Thunderstroke 116 engine boasting 120-ft lbs. of torque and includes ABS on all models. It also adds premium gloss black finishes to both Dark Horse models and chrome finishes to the Super Chief Limited.

The Premium trim also includes Indian Motorcycle’s industry-first 4-inch round display with Ride Command, essentially an old-fashioned shaped speedo with newfashioned functions. From a distance, it looks like the ubiquitous circular speedometer seen on motorcycles for decades. But rather than a static analog or digital display showing an odometer, trip meter, turn signals, or possibly a gas gauge, Ride Command looks more like a cellphone or tablet screen. Multi-functional, this update brings things into the 21st century.

The new Chief slots into a previously unfilled niche in Indian’s lineup, fall-

Page 32 ing between its lighter-weight Scout and its larger Vintage, Springfield, Challenger, and Roadmaster models. Ranging anywhere from 670 to 739 pounds wet weight (depending on model) and with a short 64-inch wheelbase, the Chief variants look downright diminutive compared to the next-size larger Vintage, at 836 pounds wet with a 67-inch wheelbase. In fact, the Chief’s wheelbase measures only 2-inches longer than the Scout, which carries a 561-pound wet weight. The overall smaller presence of the Chief makes it feel more approachable to more riders than its bulkier family members.

The new Chiefs might look like traditional, simple, cruiser motorcycles but they also offer a lot of non-traditional technology. They feature steel welded tube frames, four-gallon gas tanks, bobbed rear fenders, dual exhausts, dual outboard preload-adjustable rear shocks, and Pirelli Night Dragon tires. However, the LED lighting, keyless ignition, cruise control, and selectable drive modes (sport, standard, or tour) push the Chief’s technology package into modern-day territory.

The Chief’s ergonomics feel comfortable, especially on the Super Chief versions. Seat height stands at 26-inches, and with 46mm front forks offering 5.2-inches of travel and a 28.5-degree lean angle, the Chief can let go and have some riding fun in the twisties.

Having ridden both the Super Chief and the Super Chief Limited during Bike Week, Tim and I both feel the Chief makes a great addition to the Indian family. When it comes to Indian motorcycles, I prefer to ride a Scout, feeling more comfortable riding the smaller cruiser. The Super Chief’s svelte look, even with its tall windscreen and saddlebags, encouraged me to try it. I liked what I rode. It had positive, responsive power and torque, was balanced even at low speeds, and it felt smaller than its dimensions would have you believe. Controllable and maneuverable, I didn’t feel like I was riding a “big” bike, just a very well proportioned, and fun, motorcycle.

I have to add the speedo with Ride Command is impressive, one of the finest information displays I’ve seen on any motorcycle. It might not be a typical rectangular TFT display, but it displays all the information a rider wants on an easy-to-operate and easy-to-see (in any light) display. No manuals needed here thanks to its intuitive functions, whether via the touchscreen or handlebar controls. The Dark Horse and Limited models with the Ride Command system cost from $1500 to $3000 more but also feature the bigger engine— considerations to weigh when deciding which version to buy.

Though a century-old nameplate, the Chief proves that an old dog can learn new, trick technology. Prices within the Chief line-up begin at $14,499 for a basic Chief and travel upward to $20,999 for the Super Chief Limited. The Athlete in the Family—The FTR Platform

Indian introduced its lanky, athletic, dirt-track famous FTR in 2019 and enhanced it this year with more rider-friendly attributes.

Billed as a 2022 model, Indian listened to customers who weren’t happy with the tall-ish seat height and buzzy engine. The new version shortens the bike while improving the ride and calming the motor vibes.

The FTR still uses a 1203cc liquid-cooled V-twin engine making 120 horsepower and 87 ft-lbs. of torque, but returns with a retuned engine calibration to refine cold start performance and smooth the previous model’s jerky throttle response.

Indian also switched to smaller 17-cast aluminum wheels and Metzler Sportec Street tires to improve corner handling and nimbleness. The smaller diameter wheels, combined with the new, more street-tuned suspension with 120mm of front and rear travel, contribute to lowering the bike’s seat height by 1.4-inches. Indian also cropped the ProTaper handlebars by 1.5-inches to improve rider control and handling.

The FTR has three variants and each benefit from now having fully adjustable front and rear suspension (with an inverted front fork) and cylinder deactivation that manages engine heat by shutting off one cylinder when the motorcycle is idling. All models also boast radially mounted dual Brembo brakes and cruise control.

The FTR lineup includes the base FTR, the FTR S, the FTR R Carbon, and the FTR Rally. The base model, starting at $12,999, has an analog gauge, while the other three use a 4.3-inch touchscreen display with Bluetooth and USB integration, and configurable gauges.

The FTR S, starting at $14,999, comes standard with an upgraded Akrapovic exhaust, three ride modes,

wheelie control with rear lift mitigation, stability control, traction control, cornering ABS, and a fast-charging USB port. The FTR R Carbon, starting at $16,999, features all the goodies on the FTR S but adds carbon fiber tank covers, front fender, headlight nacelle, a fully adjustable Ohlins gold front fork and piggyback shock, a black Akrapovic exhaust, premium seat cover, and numbered badging on the console.

Lastly comes the FTR Rally, which maintains the taller seat, analog gauge, wirespoke 19-inch front and 18-inch rear wheels (while receiving the more refined engine) and stays truer to the bike’s scrambler image. It starts at $13,999. Tim rode the FTR S for the day and had a hoot, thoroughly enjoying the torquey motor and the easy revving horsepower. He had ridden the previous FTR version and didn’t appreciate the engine buzziness and handlebar vibration. Its taller seat height, though rideable, wasn’t ideal for him. Not the new and improved FTR. He sits flat-footed on the bike, which now has a 30.7-inch seat height. He calls it light and extremely balanced, agile and nimble. He flicked it’s 514 pounds of wet weight through Daytona traffic and through Florida’s backroads curves (they do exist if you know where to go), enjoying the throaty crooning of its exhaust and the powerful, smooth thrust of its remapped engine. He also appreciated the strong Brembo brakes, the cruise control and says he could see the information display in low or bright light, finding it user-friendly.

Mainly a cruiser rider, Tim says the pegs sit a little high and rearward for him but he found the seat comfortable, though he said the bike overall seems better suited for carving curves than comfortable touring. He also wished it carried more than 3.4 gallons of gas.

Lithe and lively, the FTR rides as the athletically endowed hooligan in Indian Motorcycles’ family. The Big Boy—The Indian Challenger

Indian introduced its big boy bagger model, the Challenger, in 2020, so the 2021 model didn’t see many changes. Using the liquid-cooled V-Twin Power Plus engine it introduced last year, the fixed fairing motorcycle offers a best in class 122 horsepower and 128 ft-lb of torque to keep a rider happily rolling down the highway.

The Challenger uses an inverted front suspension, lightweight cast-aluminum frame, and hydraulically adjustable Fox® rear shock to deliver stability in the straights or agility in the curves. Racespec radially-mounted Brembo brakes help slow down its 840 pounds of wet weight. Like the rest of the Indian line, it can be had in base, Dark Horse, or Limited dress, with varying features on each of the models.

The Dark Horse and Limited versions include the Ride Command infotainment system that uses a customizable color touchscreen display and Apple Car Play®integration, which can also be accessed through handlebar-mounted controls. These two also come standard with Indian’s Smart Lean Technology, which includes dynamic traction control, ABS with cornering control, and drag torque control, which work together to enhance safety by tuning the bike’s performance based on its lean angle.

As a bagger, the Challenger offers a plentiful 19-gallons of onboard storage to

pack your necessary “stuff,” while its six-gallon gas tank allows a rider to rack up many miles between fuel stops. A 26.5-inch seat height makes it easy to throw a leg over.

Tim liked riding the Challenger, loving the torquey engine pull and plush ride. He said it handles great despite its hulking size, its suspension smoothing the ride while it takes to corners like a much smaller bike, and he couldn’t fault the excellent transmission and positive clutch. He also found the Ride Command system easy to learn.

Prices for the Challenger range from $23,999 to $27,999 depending on the model. The Smaller Sibling—The Indian Scout

The Scout bears the title of the smallest member of the Indian family though it delivers a premium motorcycle experience. It remains essentially unchanged for 2021 except for cosmetic differences (color and seat), however, it now can morph into more of a tourer thanks to the addition of some new accessories.

I thoroughly enjoy riding the Scout…both the one with the larger engine that throws out 100 horsepower and 72 ft-lbs. of torque and the Scout Sixty, which makes 78 horsepower and 65 ft-lbs. of torque (and now only comes in the Scout Bobber Sixty). The ergos feel just right for me, it rides and handles great, and with a 25.6inch seat height and only a balanced 561 pounds wet weight, I find it easy and fun to ride.

Previously though the Scout seemed aimed at day riding, offering only small-ish saddlebags and not many touring-aimed accessories. Now that’s changed.

Riders can now change the Scout’s persona into that of a long-distance cruising machine thanks to a host of new farkles that include semi-hard saddlebags and a quick-detachable fairing. Indian dubs this look the Scout Long Haul, and it does extend the usability of this lithe and lively bike, increasing its highway worthiness.

I rode a Scout in a stunning Deepwater Metallic Blue that included the color-matched fairing and had the Quick-Release Semi-Rigid Saddlebags. A stunner for sure, and it really changed the bike’s look while expanding its usefulness. The bags are weather-resistant and covered in black vinyl. Make no mistake, they’re not designed to pack a kitchen sink of stuff, but the extra space is handy for multi-day rides. The fairing, which can be painted in a wide selection of colors, provides great wind protection and eliminates rider fatigue. It has a short windscreen, but Indian sells optional taller ones, too. You can also purchase a fairly roomy vinyl fairing bag to keep gloves, etc., handy. Prices for the Scout start at $11,999 and increase depending on color. The faring prices range from $799 to $1099 depending on the color, the faring bag costs $139.99, and the bags and mounts total $859.65, so turning the Scout into a Long Haul tourer isn’t inexpensive. But for those who wished they could, they now can. If only Indian would give its smaller steed a gas tank larger than 3.3 gallons, the Scout could be a longer-distance motorcycle.

For more detailed information on these or any Indian motorcycle, visit their website at www.indianmotorcycle.com. ,