The 100-cubic-inch (1638cc)...
The 100-cubic-inch (1638cc) 45-degree Powerplus twin was introduced with all due hoopla back in January 2002 and has finally found a permanent home in Indian's flagship 2003 Chief lineup. Indian touts it as the largest-displacement engine designed and built by an American OEM motorcycle company. Pretty specific title, that...Creating its own engine had been a priority for Indian Motorcycle because the court mandated it as one of the conditions of trademark ownership when the marque was resurrected in 1998. The Powerplus may look different, but its air-cooled, 45-degree design is still pretty similar to that of Harley's Evolution engine. The 1638cc powerplant sports notched, polished aluminum rocker covers reminiscent of old Indian twins and an intake tract shifted around to the left side of the engine. As well as paying tribute to the past, those rounded cylinders have a greater fin area for better cooling, according to Indian. Putting the airbox and 42mm Mikuni flat-slide carb on the left side isn't done just for tradition's sake, though. Cruiser convention that dictates the exhaust system be opposite the sidestand, on the curb side. That means the right side of the bike is inevitably the source of any exhaust noise, and Indian designers did not want to take the chance of having two noise sources on the same side when dealing with the EPA sound police. By putting the intake on the left and the two-into-one pipe on the right, Indian could avoid having a double-decibel party that'd force the EPA to revoke its dance ticket.
The Chief is an indisputable beauty, though, and if attention's what you crave, you'd do best with a Springfield (and a trust fund, too -- this is no econobike). With the addition of the Springfield, Indian now showcases four versions of the Chief for '03. The regular Chief retails for a mere $20,995 and carries a solo seat, blackwall tires and three color choices. The Deluxe sports a fringed dual saddle and six color choices for $21,995. The top-of-the-line Roadmaster comes equipped with leather saddlebags, a windshield and a chromed passenger backrest, and it's available in three monotone colors and six two-tone color combos for $23,495.
The new Indian Motorcycle Corporation deserves credit, then, for resurrecting the brand and getting the image right along the way. A few accusations about "clone syndrome" remain, but Indian helped silence the critics with the Powerplus engine. We were modestly impressed by the Chief's power and handling, which is better than many of its competitors'. The company seems to be finding its groove and building bikes that are increasingly unique, even if they still have a few prepubescent flaws. Will the Chief catapult Indian from boutique brand to major league? Based on this model, not yet, but it's getting there -- and we feel pretty confident it's only going to get better.
Andy Cherney: Battleship Springfield, I was expecting to rip it for what I saw as wretched excess. My shredding wasn't as intense as I expected though; for one thing, I was pleasantly surprised by the fit and finish of this Chief (though there were some glitches up close), and the styling was classic heartthrob-type stuff. But that's where the love affair went south. The behemoth turned and handled as capably as any other big-twin, but when it was time to stop, it became a cross-your-fingers-and-hope proposition -- the front brake was that scary. Gaffes like a small oil leak on the rear cylinder and an ill-positioned, plain-Jane air cleaner didn't help either -- for 22 large, I'm looking for a bit more effort from the engineers. I'd gladly take the Chief Springfield to my high-school reunion for visual kicks, but I'd probably end up hitching a ride home.
Of course hitching's illegal, but you can pick up Cherney at Andy.Cherney@primedia.com.
Jamie Elvidge: My primary thought as I rode the new Chief into bustling city traffic at rush hour was, "Hmmm, this reminds me of that self-propelled aerator I rented last summer." But, of course, I know you can't judge a book by its cover -- or in Indian's case, the enormous wheelbarrow bar that blends into an acre-wide chrome nacelle. (I tell you, for roadside picnics, that headlight cover is the way.)
I was immediately tortured by the fact that I'd expected the Indian to be a big, heavy, long and unwieldy-feeling pile. Preconceptions only seem smart when you're right. I was wrong, though, and the Chief proved hugely maneuverable and easy to ride through, really, the toughest stuff you can imagine.
The next day, I spent more quality time with the Chief and found the more I rode it the more I liked it. It handles extremely well for its heft, and the suspension is really terrific. Yes, the motor is so-so, the brakes are really poor, it chirped like a nest of birds and it's a little iffy in the close-up fit-and-finish department. Lookswise, I just don't care for it (although it does raise eyebrows on the street, and not just from displaced pedestrians). It seems over the top to me.
But I have to say that the ride made a positive impression on me, and I'm suddenly curious how things will look for Indian in five years (where recently I would have said I'd be surprised if it survived another five months). No, the bike's not there. In some ways it's not even as there as some of its Big Dog and American Iron Horse custom competitors we recently rode. But the Chief does have potential. And if the company can stay afloat in the fishbowl for a few more years, we might see some incredible things. If not, it could always move into the market of making flashy aerators.
For further lawn care ideas, e-mail the editor at Jamie.Elvidge@primedia.com.
Our first Indian test bike is both better than I expected and not good enough. Great suspension and good saddle and cornering clearance were pleasant surprises. The finish quality was generally what you should demand when you spend 20-something grand for a motorcycle, but the speedometer console and the front fender's Indian head should be straightened out. I expected a bit more vibration but would like a little less.
But some of its shortcomings rankle. My size 13 will barely squeeze onto that left floorboard thanks to the protruding airbox, and at 65 mph, wind pressure and vibration make me work to keep my foot from slipping off. The front brake simply doesn't cut it, even if your hand is big enough to comfortably reach the lever. Although that oil leak may be authentic, it really doesn't belong on any '03 motorcycle and diminishes the bike's elegance. Worse is that squealing coming from the drivetrain under load.
Although most of the bike has an original appearance and feel, it still aggravates me that an Indian is powered by an engine copied from a design created by ancient rival Harley-Davidson. Even if I had enough cash burning a hole in my pocket, I wouldn't buy one of these machines -- yet. But like I say, Indian is building better bikes than I expected, and it's selling more bikes than I expected. So I hold out hope for the future.
Art Friedman
Our resident curmudgeon can be reached electronically at Art.Friedman@primedia.com.
SPECIFICATIONS
Indian Chief Springfield
Engine & Drivetrain
Type: Air-cooled, 45-degree tandem V-twin
Valve arrangement: 1 intake, 1 exhaust valve per cylinder, operated by pushrods and hydraulic lifters
Displacement, bore x stroke: 1638cc, 98.4. x 108mm
Compression ratio: 9.5:1
Carburetion: 1, 42mm Mikuni flat-slide
Lubrication: Dry sump, 3.0 qt.
Minimum fuel grade: 91-octane
Fuel capacity: 5.5 gal.
Transmission: Wet, constant-mesh clutch, 5 speeds
Final drive: belt, 2.03:1 ratio
Chassis
Wet weight: 736 lb., 54% rear wheel
GVWR: 1172 lb.
Overall length: 101.3 in.
Wheelbase: 68.4 in.
Rake/trial: 34 degrees / 5.92.in
Seat height: 28.5 in.
Handlebar width: 36 in.
Wheels: wire spoke
Front tire: 130/90 x 16, 3.5-in. width, tube-type
Rear tire: 130/90 x 16, 3.5-in. width, tube-type
Front brake: 11.5-in. disc, 4-piston caliper
Rear brake: 11.5-in. disc, 4-piston caliper
Front suspension: 41mm stanchions, 5.1-in. travel
Rear suspension: Single damper, 4.25-in. travel
Performance
Fuel mileage: : 29 - 31 mpg; 30 mpg avg.
Average rangeE: 158 mi.
200-yard top-gear acceleration from 50 mph, terminal speed: 76.72 mph
Quarter-mile acceleration: 14.069 sec. @ 85.18 mph