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The Indian Chief Classic Ridden and Reviewed in India...
The Indian rides Home!
Text: Sandeep Goswami/ Old Fox
Photos: Ashish Guliani/ @OrangeThe superbly finished and beautifully designed exterior of the Thunder Storm 111 engine powering the entire 3 bike range of Indian motorcycles.
A cut-away section of the engine showing the long push-rods, the top valve rockers and the primary chain drive. A CAD rendering showing the wet multi-plate clutch, helical cut gears, crank-shaft counter weights and the 3 cam layout with the centre cam running the intake valves of both cylinders while the outer 2 cams lift the exhaust valves of each cylinder.
Heat should be a problem for this large an engine depending primarily on air cooling but the reality again is different. Ceramic coated exhaust headers, an exhaust shield and dual layered valve covers do a good job of keeping the heat where it belongs, away from the rider. Though its effectivity would only be seen once the bike hits Indian roads in peak summer. Throttle by wire is another modern tech bit and makes for easy interface with a nice cruise control that can be adjusted in 5 kph increments from a handlebar mounted switch. The engine had already gone through a million miles of testing before the bike’s US launch a few months ago, with quite a large part of those ‘miles’ having been done on-road in actual riding. Power goes to the carbon-fiber reinforced drive belt via a heavy duty but light action wet multi-plate clutch with an integral damper and a 6-speed gearbox. The ample torque produced by the engine is also typified by the fact that the top two ratios of the gear box are overdrive being 0.94 and 0.81 respectively.
Take a walk round the bike and you see a motorcycle which exudes class, power and panache. The bike and rider are not to be trifled with. Aboard this, you feel as if you have arrived and how. The big headlight assembly fuelled with an abundance of chrome, with the fog lamps standing as sentinels gives it an extremely purposeful look. The front fender has the iconic chrome and glass lit monogram of the Indian Chief. The fenders, front and rear, are skirted and cover the wheels just as the original Indian Chief 60 years ago. The spoked wheels with whitewall tyres complement the yesteryears’ look. Rubber covered floorboards, leather seats with chrome studs, a leather tank strap, chrome everywhere you look, the levers, headlight housing, disc oil holder, switchgear unit, mirrors forks. The richness is almost palpable and not just tactile.
Throw a leg over the saddle, rest your derriere on the genuine leather seats and you immediately feel at home and ready for chasing the distant horizon. To get the Classic going you need to have the entry fob in your pocket or you can use your customised sequence to start the engine. Press the digital styled modern on/off button and thumb the starter and enjoy the sound of the twin exhausts. Indian has minimised the engine sounds, so that the only prominent aural pleasure you derive is from the exhausts. The handlebar is of the stretched out long arm variety, which adds to the classic cruiser feel. This 368 kg motorcycle is no problem to get off the side stand, as the weight of the machine is low and centred. Moving the bike in a parking lot is a ‘two feet’ down affair though, but once you start rolling at reasonable speed, then the bike’s weight all but disappears. At 26 inches saddle height, the Classic is easy to flatfoot. The engine is smooth and without too much vibration, but does get noticeable around 3000 rpm in the handlebar and footboard and is a deliberately engineered part of engine design to give that special feel and character to the bike. The clutch is light to pull, had a wide friction zone and shifting gears, though a trifle notchy which is more of a norm in this class of motorcycles, is nevertheless firm and positive.
Thanks to the oodles of torque, this Indian pulls cleanly from as low as a 1000 rpm. Gearing is tall enough for you to hit almost 70 kph in 1st and gets you past a 100 kph in 2nd! Overtaking manoeuvres are a breeze as one can easily accelerate out of a tight situation without the need of downshifting. Low mass centralization and great leverage from the wide handlebars make for easy and effortless steering, the directional control greatly aided by the superlative stiffness of the frame. Beefy 46 mm front fork tubes (no adjustment up front) and a mono-shock rear (with pre-load adjustment only) suspension is capable enough with only a hint of skittishness felt when cranked over in a turn at speed over badly rippled tarmac. The overall ride is plush and yet firmly controlled, a difficult combination to achieve.
Cruise control switches on the RH side bar end switch cluster. The bottom left button with a clock-face is the 'cruise engage' button while the toggle switch on top lets the rider dial in the cruise speed increasing and decreasing it in 5 kph chunks. The bottom right hand button with a lightning bolt within a looped arrow is of course the starter switch.
Brakes have excellent effectivity and great feel. The 4 piston twin floating disc set-up at the front and 2 piston single disc rear brakes do a fantastic job of stopping this nearly half a ton bike. The standard ABS cuts in and out gently without a very prominent pulsing of either the front lever or the rear foot pedal. The 130mm front and 180 mm rear Dunlops decidedly chip in with their substantial contribution to the traction equation, immensely helping both braking and handling. Ground clearance is sufficient for some spirited riding Slow speed manoeuvres though are an issue with U-turns necessarily being a ‘both feet out’ move. The wide turn radius needs to be kept in mind and parking lot turns need a ready hand on the clutch that allows you to ‘power-walk’ the bike into tight places. The Chieftain with its sharper rake and lesser trail would be a tad better than the Classic and the Vintage in turning around. But off vertical, allow it to tilt a little beyond upright and getting it back upright while static is a big task. Weight and bulk need power and motion to become manageable.
The built-up frame and chassis is a complex multi-segment assembly that uses the engine and even the rear fender as stressed members. The force distribution has been so well optimized that the entire structure, built like a bridge, weighs a mere 58 lbs! And that for a bike weighing in excess of 800 lbs with rider, pillion and bags aboard.
The ergonomics of the bike are typical cruiser and feels comfortable and ready for a long ride. The rider seat (26 inches up and away from Mother Earth) is especially plush and well contoured. The rubber covered foot-rests are large enough to allow for a range of foot placements though traffic in India will rarely let you stray your right foot very far from the rear brake pedal. Wind blast is an issue on the Classic but then sustained speeds fast enough for that aerodynamic beating pretty well negate the true charm of an easy cruiser. The tank mounted dial incorporates an LCD Screen which shows gear position, ambient temperature, fuel economy, estimated cruising range, and all this can be toggled with a trigger button on the left handgrip. The 55 W main headlamp and twin 35 W auxiliary lights flanking it should be more than enough for piercing the darkness and lighting up the road well at any sane speed. The 710 W alternator also leaves enough reserve electrical power at hand for the user to mount accessories of his choice. The 21 litre fuel tank should provide enough juice for at least 200 kms between top –ups. The mirrors give a clear view of the past and all handlebar mounted switchgear falls naturally under hand.
The aural signature (sound in simple English
) of a big bore cruiser engine is as much its hallmark as is its power and torque delivery. The acoustic testing room has a rolling road dyno for real world replication of riding conditions. No wonder the bike sounds so alluring at any and every speed.
In all probability, Polaris realized post its experience with the Victory range that the only way to fight an icon (read Harley Davidson here) is with another icon. And the Indian is in no way junior or subordinate to HD in that respect. It is true that this staid brand is usually not envisioned with tattoos on biceps and bandanas on bald heads but a sense of community can nevertheless be garnered by its historic lineage, iconic exclusivity and sheer majesty. The Indian in India for now is a small step towards what we wish becomes a thousand mile walk. Let history unfold.
Some More Pics....
Compare the engine architecture of the present day Thunder Storm 111 with that of the 1953 model Indian in the pic above and you'll realize how close the modern design is towards maintaining that classic look.
The Thunder Storm 111 production line at their Iowa plant in the US.
Clay model of the engine side covers at the development stage. It took Polaris a mere 27 months to bring out these 3 brand new bikes. the usual time for a new model in this category is about 40 months.
Another cut-away section of the engine showing the compact design and impeccable component quality.
The clutch assembly. Aluminum basket, oil-immersed multi-plate type with the torsion damper also visible. Note the protruding shaft pointing downwards used to operate the clutch via a bell-crank
CAD rendering of the complete engine from the outside.
The built-up frame details
Fastener details for joining up the different forged section of the main frame.
Dyno mounted acoustic testing up close. Note the restraining chains!
The simple, robust and yet highly flow optimized two valve cylinder head.
The two valves seen nestling in the combustion cavity. The larger one is the inlet, the smaller exhaust. Actually a simple reason for this - the exhaust stroke happens under positive pressure and so a smaller orifice is needed to get the gases out. Comparably the inlet is mere suction needing a bigger orifice to let the air fuel mixture in.
The 3 cam shaft arrangement to actuate 4 valves via push-rods.
The Indian Chief Classic Specifications -
The Indian rides Home!
Text: Sandeep Goswami/ Old Fox
Photos: Ashish Guliani/ @OrangeThe superbly finished and beautifully designed exterior of the Thunder Storm 111 engine powering the entire 3 bike range of Indian motorcycles.
A cut-away section of the engine showing the long push-rods, the top valve rockers and the primary chain drive. A CAD rendering showing the wet multi-plate clutch, helical cut gears, crank-shaft counter weights and the 3 cam layout with the centre cam running the intake valves of both cylinders while the outer 2 cams lift the exhaust valves of each cylinder.
Heat should be a problem for this large an engine depending primarily on air cooling but the reality again is different. Ceramic coated exhaust headers, an exhaust shield and dual layered valve covers do a good job of keeping the heat where it belongs, away from the rider. Though its effectivity would only be seen once the bike hits Indian roads in peak summer. Throttle by wire is another modern tech bit and makes for easy interface with a nice cruise control that can be adjusted in 5 kph increments from a handlebar mounted switch. The engine had already gone through a million miles of testing before the bike’s US launch a few months ago, with quite a large part of those ‘miles’ having been done on-road in actual riding. Power goes to the carbon-fiber reinforced drive belt via a heavy duty but light action wet multi-plate clutch with an integral damper and a 6-speed gearbox. The ample torque produced by the engine is also typified by the fact that the top two ratios of the gear box are overdrive being 0.94 and 0.81 respectively.
Take a walk round the bike and you see a motorcycle which exudes class, power and panache. The bike and rider are not to be trifled with. Aboard this, you feel as if you have arrived and how. The big headlight assembly fuelled with an abundance of chrome, with the fog lamps standing as sentinels gives it an extremely purposeful look. The front fender has the iconic chrome and glass lit monogram of the Indian Chief. The fenders, front and rear, are skirted and cover the wheels just as the original Indian Chief 60 years ago. The spoked wheels with whitewall tyres complement the yesteryears’ look. Rubber covered floorboards, leather seats with chrome studs, a leather tank strap, chrome everywhere you look, the levers, headlight housing, disc oil holder, switchgear unit, mirrors forks. The richness is almost palpable and not just tactile.
Throw a leg over the saddle, rest your derriere on the genuine leather seats and you immediately feel at home and ready for chasing the distant horizon. To get the Classic going you need to have the entry fob in your pocket or you can use your customised sequence to start the engine. Press the digital styled modern on/off button and thumb the starter and enjoy the sound of the twin exhausts. Indian has minimised the engine sounds, so that the only prominent aural pleasure you derive is from the exhausts. The handlebar is of the stretched out long arm variety, which adds to the classic cruiser feel. This 368 kg motorcycle is no problem to get off the side stand, as the weight of the machine is low and centred. Moving the bike in a parking lot is a ‘two feet’ down affair though, but once you start rolling at reasonable speed, then the bike’s weight all but disappears. At 26 inches saddle height, the Classic is easy to flatfoot. The engine is smooth and without too much vibration, but does get noticeable around 3000 rpm in the handlebar and footboard and is a deliberately engineered part of engine design to give that special feel and character to the bike. The clutch is light to pull, had a wide friction zone and shifting gears, though a trifle notchy which is more of a norm in this class of motorcycles, is nevertheless firm and positive.
Thanks to the oodles of torque, this Indian pulls cleanly from as low as a 1000 rpm. Gearing is tall enough for you to hit almost 70 kph in 1st and gets you past a 100 kph in 2nd! Overtaking manoeuvres are a breeze as one can easily accelerate out of a tight situation without the need of downshifting. Low mass centralization and great leverage from the wide handlebars make for easy and effortless steering, the directional control greatly aided by the superlative stiffness of the frame. Beefy 46 mm front fork tubes (no adjustment up front) and a mono-shock rear (with pre-load adjustment only) suspension is capable enough with only a hint of skittishness felt when cranked over in a turn at speed over badly rippled tarmac. The overall ride is plush and yet firmly controlled, a difficult combination to achieve.
Cruise control switches on the RH side bar end switch cluster. The bottom left button with a clock-face is the 'cruise engage' button while the toggle switch on top lets the rider dial in the cruise speed increasing and decreasing it in 5 kph chunks. The bottom right hand button with a lightning bolt within a looped arrow is of course the starter switch.
Brakes have excellent effectivity and great feel. The 4 piston twin floating disc set-up at the front and 2 piston single disc rear brakes do a fantastic job of stopping this nearly half a ton bike. The standard ABS cuts in and out gently without a very prominent pulsing of either the front lever or the rear foot pedal. The 130mm front and 180 mm rear Dunlops decidedly chip in with their substantial contribution to the traction equation, immensely helping both braking and handling. Ground clearance is sufficient for some spirited riding Slow speed manoeuvres though are an issue with U-turns necessarily being a ‘both feet out’ move. The wide turn radius needs to be kept in mind and parking lot turns need a ready hand on the clutch that allows you to ‘power-walk’ the bike into tight places. The Chieftain with its sharper rake and lesser trail would be a tad better than the Classic and the Vintage in turning around. But off vertical, allow it to tilt a little beyond upright and getting it back upright while static is a big task. Weight and bulk need power and motion to become manageable.
The built-up frame and chassis is a complex multi-segment assembly that uses the engine and even the rear fender as stressed members. The force distribution has been so well optimized that the entire structure, built like a bridge, weighs a mere 58 lbs! And that for a bike weighing in excess of 800 lbs with rider, pillion and bags aboard.
The ergonomics of the bike are typical cruiser and feels comfortable and ready for a long ride. The rider seat (26 inches up and away from Mother Earth) is especially plush and well contoured. The rubber covered foot-rests are large enough to allow for a range of foot placements though traffic in India will rarely let you stray your right foot very far from the rear brake pedal. Wind blast is an issue on the Classic but then sustained speeds fast enough for that aerodynamic beating pretty well negate the true charm of an easy cruiser. The tank mounted dial incorporates an LCD Screen which shows gear position, ambient temperature, fuel economy, estimated cruising range, and all this can be toggled with a trigger button on the left handgrip. The 55 W main headlamp and twin 35 W auxiliary lights flanking it should be more than enough for piercing the darkness and lighting up the road well at any sane speed. The 710 W alternator also leaves enough reserve electrical power at hand for the user to mount accessories of his choice. The 21 litre fuel tank should provide enough juice for at least 200 kms between top –ups. The mirrors give a clear view of the past and all handlebar mounted switchgear falls naturally under hand.
The aural signature (sound in simple English
) of a big bore cruiser engine is as much its hallmark as is its power and torque delivery. The acoustic testing room has a rolling road dyno for real world replication of riding conditions. No wonder the bike sounds so alluring at any and every speed. In all probability, Polaris realized post its experience with the Victory range that the only way to fight an icon (read Harley Davidson here) is with another icon. And the Indian is in no way junior or subordinate to HD in that respect. It is true that this staid brand is usually not envisioned with tattoos on biceps and bandanas on bald heads but a sense of community can nevertheless be garnered by its historic lineage, iconic exclusivity and sheer majesty. The Indian in India for now is a small step towards what we wish becomes a thousand mile walk. Let history unfold.
Some More Pics....
Compare the engine architecture of the present day Thunder Storm 111 with that of the 1953 model Indian in the pic above and you'll realize how close the modern design is towards maintaining that classic look.
The Thunder Storm 111 production line at their Iowa plant in the US.
Clay model of the engine side covers at the development stage. It took Polaris a mere 27 months to bring out these 3 brand new bikes. the usual time for a new model in this category is about 40 months.
Another cut-away section of the engine showing the compact design and impeccable component quality.
The clutch assembly. Aluminum basket, oil-immersed multi-plate type with the torsion damper also visible. Note the protruding shaft pointing downwards used to operate the clutch via a bell-crank
CAD rendering of the complete engine from the outside.
The built-up frame details
Fastener details for joining up the different forged section of the main frame.
Dyno mounted acoustic testing up close. Note the restraining chains!
The simple, robust and yet highly flow optimized two valve cylinder head.
The two valves seen nestling in the combustion cavity. The larger one is the inlet, the smaller exhaust. Actually a simple reason for this - the exhaust stroke happens under positive pressure and so a smaller orifice is needed to get the gases out. Comparably the inlet is mere suction needing a bigger orifice to let the air fuel mixture in.
The 3 cam shaft arrangement to actuate 4 valves via push-rods.
The Indian Chief Classic Specifications -
... I did not just say that.
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