Indian Motorcycle has launched the fourth season of its FORGED custom build series. Focusing on the new-for-2025 Indian Chieftain PowerPlus, three builders were invited to fabricate one-of-a-kind custom bikes that deliver a unique combination of performance and style.
This week’s installation is the first “Reveal” episode, showcasing the bike that Jeremy “Twitch” Stenberg built for his buddy and pro skater Ryan Sheckler. Twitch’s build is specifically personalized to Sheckler’s personality and style. The next two videos in the series will be final reveals of bikes built by Kyle Bertsch from Forever Rad and Satya Kraus of Kraus Moto. –Ed.
Ryan Sheckler is a name synonymous with skateboarding greatness – a prodigy turned icon, celebrated globally for his gravity-defying tricks and headline-grabbing career. But behind the fame lies a lesser-known passion and desire to hit the open road on two wheels.
Participating in Indian Motorcycle’s FORGED custom build program, Sheckler was the recipient of an all-new, custom 2025 Indian Chieftain PowerPlus, built and designed by his good friend and freestyle motocross icon, Jeremy “Twitch” Stenberg.
Ryan Sheckler checks out his new Indian Chieftain.
With a friendship dating back to when Ryan was just a pre-teen, Twitch has witnessed nearly every chapter of the pro skater’s life. That deep connection made Twitch the perfect person to design Sheckler’s custom Chieftain PowerPlus, as intricate detailing and personalized aesthetics were tailored specifically for Sheckler.
Twitch (left) and Ryan Sheckler (right) go for a ride to test out Sheckler’s new bike.
Understanding Sheckler’s style preference, Twitch opted for a black-on-black paint scheme with elaborate detailing. A moto-style gold chain pops, while ghosted rose lace graphics accent from front to back. Nicknamed “Knight Rider,” Sheckler’s new custom Chieftain PowerPlus features Baja Designs LP6 headlight and flood lights, blacked-out Arlen Ness wheels, a new blacked-out Two Brothers Racing 2-into-1 exhaust, and premium carbon fiber components, including saddlebags and rear fender. With Sheckler’s moto background, Twitch opted for moto-inspired ergonomics, pulling the bars back and moving the seat up, enhancing control and comfort for Sheckler. Putting fatherhood front and center, Sheckler’s custom Chieftain PowerPlus dash is adorned with his daughters’ names, carefully painted right into the design.
The bike’s black-on-black paint scheme includes much more detail than you’ll notice on first glance.
Indian Motorcycle’s FORGED program is a six-part video series highlighting three unique interpretations of the all-new 2025 Chieftain PowerPlus. While each design and development video has been published, final reveals will continue to roll out throughout July.
The names of Sheckler’s daughters are painted on the dash.
With the all-new Chieftain PowerPlus, Indian Motorcycle has redefined the American V-Twin bagger market. Designed with distinctive American style, the Chieftain PowerPlus features rider-assist technologies never before offered in an American V-Twin motorcycle and is powered by Indian Motorcycle’s championship-winning PowerPlus 112 engine.
Twitch customized Sheckler’s Chieftain PowerPlus based on his friend’s personal sense of style.
Indian Motorcycle has launched the fourth season of its FORGED custom build series. Focusing on the new-for-2025 Indian Chieftain PowerPlus, three builders were invited to fabricate one-of-a-kind custom bikes that deliver a unique combination of performance and style.
This week’s installation features Kyle Bertsch from Forever Rad in Missouri. The first FORGED custom video featured Jermy “Twitch” Stenberg, and the next will feature Satya Kraus of Kraus Moto. This video focuses on the design and development of the Forever Rad Chieftain PowerPlus. —Ed.
What started as a love and passion for skateboarding quickly turned into an obsession with style and mechanics. First, Kyle’s obsession steered toward custom cars, and now he’s an iconic motorcycle builder who crafts bikes that look like art and ride like hell. Every project he touches reflects the same raw energy and fearless creativity he’s always lived by – driven by one simple goal: to always do something undeniably rad.
Indian Motorcycle’s FORGED program is a six-part video series highlighting three unique interpretations of the all-new 2025 Chieftain PowerPlus. Each design and development video will roll out in the coming weeks, while final reveals will take place later this summer.
With the all-new Chieftain PowerPlus, Indian Motorcycle has redefined the American V-Twin bagger market. Designed with distinctive American style, the Chieftain PowerPlus features rider-assist technologies never before offered in an American V-Twin motorcycle and is powered by Indian Motorcycle’s championship-winning PowerPlus 112 engine.
2025 Indian Pursuit Elite (left) an Challenger Elite (right)
Designed for those desiring a premium experience, the 2025 Indian Challenger Elite and Pursuit Elite are exclusive limited-edition models loaded with special features and unique details, as well as high-spec components. These models are limited to only 350 units of the Challenger Elite and 250 units of the Pursuit Elite, and they arrive in dealerships this month.
2025 Indian Challenger Elite
Both models can be distinguished as Elite machines by their multilayered paint schemes that take 24 hours to complete. The Indian Challenger Elite’s design is inspired by Gene “Alabama Flash” Walker who set a land-speed record on an Indian PowerPlus in 1920. It includes a tri-tone paint scheme with Black Candy and Red Candy finishes and Crystal White Pearl Satin paint. Shattered glass particles in the paint add depth. It also includes a headdress logo and black Dark Horse finishes. The center console is individually numbered and includes an image of Gene Walker’s PowerPlus racebike.
The Indian Pursuit Elite was inspired by the 20,000 PowerPlus motorcycles produced for the U.S. Army in 1916. It also features a tri-tone paint scheme, with Black Candy and Black Forest Candy finishes and hand-painted Championship Gold accents. Like the Challenger Elite, the Pursuit Elite includes PowerPlus 112 engine covers, exclusive Elite badging, black Dark Horse finishes, and an individually numbered console.
Powering these two models is the liquid-cooled PowerPlus 112 motor that debuted this year in the Chieftain PowerPlus. It’s the same engine used in Indian’s King Of The Baggers racebikes and makes a claimed 126 hp and 133 lb-ft of torque, offering three ride modes. The bikes include inverted forks, dual radial-mounted Brembo calipers, Metzeler Cruisetec tires, headdress footboards for rider and passenger, and more premium components.
The Indian Challenger Elite and Pursuit Elite come with Indian’s Rider Assist package. In addition to the previously offered SmartLean technology, Rider Assist includes bike hold control, electronic combined brakes, blind spot warning, tailgate warning, and rear collision warning. Lighting includes Pathfinder Adaptive LED headlight, driving lights, and saddlebag lights. The windscreen is adjustable via a handlebar-mounted button, and the bikes include cylinder deactivation when stopped at idle, keyless ignition, remote locking storage, cruise control, and USB charging.
The Elite models also come equipped with premium PowerBand audio, including Bass Boost and four 100-watt speakers on the Challenger and six 100-watt speakers on the Pursuit. The 7-inch display features Ride Command functionality for smartphone connectivity and offers Apple CarPlay. Riders can also manage the standard Electronically Adjustable Rear Suspension Preload through the Ride Command system.
2025 Indian Pursuit Elite
The 2025 Indian Challenger Elite is priced at $39,999, and the 2025 Indian Pursuit Elite is priced at $49,999. Visit the Indian Motorcycle website for more information.
The Chieftain PowerPlus was an amiable companion on Nevada’s barren roads.
Indian’s liquid-cooled and overhead-cammed engine in its Challenger changed the game among American V-Twin baggers when it was introduced in 2020. The 108ci Indian Chieftain PowerPlus motor cranked out more ponies than the air-cooled Milwaukee-Eights from Harley-Davidson.
Indian’s PowerPlus family of baggers expands to a quartet for 2025, with the batwinged Roadmaster and Chieftain joining the Challenger and Pursuit.
The Challenger was aptly named, as it was intended to confront the venerable Harley Road Glide for supremacy in the battle of American baggers with frame-mounted fairings. Meanwhile, Indian’s Chieftain and its air-cooled Thunderstroke V-Twin served as combatant for the massively popular Street Glide and its handlebar-mounted fairing.
The Chieftain PowerPlus takes Indian’s bagger lineup to a higher level.
The 2025 Indian Chieftain PowerPlus takes all the good bits of the Challenger and strips away the boxy fairing, replacing it with a chiseled batwing-style fairing. After testing the new Chieftain and its Roadmaster stablemate in Nevada, we believe Indian has built one of the best baggers in America.
Vegas, Baby! | 2025 Indian Chieftain PowerPlus
Indian flew us into Las Vegas to attend the media launch of the new Chieftain and Roadmaster. What happens in Vegas, stays in Vegas, but there’s no similar slogan for Lake Las Vegas, the resort community that served as the hub for the launch.
Indian’s PowerPlus baggers lined up in Lake Las Vegas.
Events like these are always preceded by a rah-rah presentation with newsy successes trumpeted by company officials. The introduction of the 1,250cc Scout platform last year has given Indian the market-share lead in the midsize cruiser segment for the first time. On a related note, the 999cc Scout Sixty is Indian’s best-selling motorcycle, with prices starting at $9,999.
But we were in Nevada to get seat time on the new Chieftain PowerPlus and its trunk-equipped Roadmaster sibling. Fans of air-cooled motors will be happy to hear that the Thunderstroke-powered Chieftain remains in Indian’s U.S. lineup, with prices starting at $23,999. The Chieftain PowerPlus’ MSRPs begin at $26,499, identically priced to the Challenger. Prices for the Roadmaster PowerPlus start at $31,999.
The air-cooled Thunderstroke engine soldiers on in the non-PowerPlus Chieftain and in this new Sport Chief RT.
The added cost to get a PowerPlus Chieftain is offset by upscale equipment, like its more powerful engine, an aluminum frame, and premium Brembo brakes. The 108ci (1,768cc) PowerPlus churns out 122 hp and 128 lb-ft of torque at 3,800 rpm. The Thunderstrokes hit their torque peaks earlier, with the 116ci iteration twisting to 126 lb-ft at 2,900 rpm. Indian doesn’t state horsepower numbers for Thunderstrokes, but it’s somewhere in the 80s.
The Roadmaster (left) shares the same bones with the Chieftain PowerPlus (right) but is better equipped for long-haul touring.
Go Big! | 2025 Indian Chieftain PowerPlus
When more is more, Indian is offering its PowerPlus in a new 112ci (1,835cc) version, the same displacement as used in the King Of The Baggers racebikes to win the 2024 title. While the 112’s peak numbers are only marginally increased (126 hp, 133 lb-ft), the torque band of the bigger motor is filled in everywhere.
The 112ci PowerPlus motor spits out more power than any other production bagger, aside from H-D’s $110K Road Glide RR.
If you wanna run with the big dogs, there’s a $3,000 price to pay. The 112 is only available in the higher-end Limited and Dark Horse variants, which start at $30,499. The bigger motor will also be available in the Challenger platform.
In a year-over-year MSRP comparison, the Challenger gains the more powerful engine and new rider-safety systems with the 112ci upgrade for a modest $500 increase in price. The 108ci Challenger Dark Horse and Limited models receive $2,500 price cuts.
Indian’s electrically adjustable windscreen is a desirable feature for a bagger, one that isn’t available on Harley’s Street Glide.
Complicating the value equation is that all PowerPlus 112 models include SmartLean Technology with a 6-axis IMU to provide lean-sensitive traction control and ABS, plus hill-hold control, electronically linked brakes, and remote locking saddlebags.
The upscale versions of the Chieftain and Challenger also include a radar-based Rider Assist Package with blind-spot and tailgate warnings, plus rear-collision warning lights that flash taillights when a vehicle behind is approaching quickly. It’s the first system of its kind on an American-made motorcycle.
The only remaining option in Indian’s catalog is the more powerful Powerband audio system with rear speakers integrated into the saddlebag lids, which vaults the Chieftain’s fully loaded price to $31,749. A top-trim Roadmaster retails for $36,499.
First Impressions | 2025 Indian Chieftain PowerPlus
Seeing the new Chieftains parked next to Challengers clearly illustrates their dramatically different appearances. Although basically the same under the skin, the bar-mounted fairing of the Chieftain makes it look much lighter than the Challenger, even though the 842-lb Chieftain weighs only about 10 lb less. The Chieftain PowerPlus scales in about 20 lb heavier than the Thunderstroke version.
The aluminum-framed chassis of the Chieftain PowerPlus is solid and confidence-inspiring.
Throwing over a leg reveals a 26.5-inch seat height shared with the Challenger and the Chieftain Thunderstroke. Steering geometry is also identical, with a 25-degree rake angle, 5.9 inches of trail, and a 65.7-inch wheelbase. It feels big, naturally, but not unwieldy, similar to a Street Glide.
Blind-spot warnings are delivered via lights in the inner edges of the mirrors and on the 7-inch TFT touchscreen. The screen can be customized to display the widgets you prefer to see, such as temperature and tire-pressure monitoring.
The Chieftain’s cockpit is centered by the familiar 7-inch TFT touchscreen Indian has employed for several years, and it’s flanked by twin analog gauges for speed and rpm, with LCD info screens at the bottom. This instrumentation was class-leading a few years ago, but it looks dated in comparison to the brilliant 12.3-inch full-color TFT display Harley has been using on its recent baggers.
The Chieftain PowerPlus can be upgraded to 112ci on higher trim levels. Nice features include dual-disc Brembo front brakes, roomy footboards, and remote-locking saddlebags.
Silver State | 2025 Indian Chieftain PowerPlus
Nevada is a strange place. Vegas is dramatically overbuilt and glitzy, while most of the rest of the state is barren and desolate. Lake Las Vegas is east of the city, and our ride followed a northbound route that roughly paralleled Lake Mead on State Route 167.
The Chieftain felt at home on these roads, cruising serenely with a V-Twin soundtrack rumbling below. The electrically adjustable windshield accommodates differing rider sizes and preferences, a feature unavailable on Harley’s Glides.
The Chieftain PowerPlus carving corners in the Valley of Fire.
The controls are easy enough to decipher, a combination of handlebar buttons and the intuitive touchscreen TFT display, which includes Apple CarPlay and Bluetooth connectivity, plus integrated navigation with real-time traffic updates. At the base of the windscreen is a cubby for a phone with a USB-C plug for on-the-go charging.
The PowerPlus is sweet, as we learned a couple of years ago when comparing a Road Glide to Indian’s 108ci Challenger. Harley’s Milwaukee-Eight spits out more grunt just above idle speeds, but the PowerPlus dominates its rival once past 3,000 rpm and revs out with vigor the Harley can’t match. This advantage is even clearer with the 112ci PowerPlus between your legs. And if you’re a rider who demands smooth-shifting transmissions, the Indian’s short and positive throws will please while the Harley’s clunkier gearbox frustrates in relative terms.
The feature-laden Chieftain PowerPlus has comfy ergonomics, crisp styling, and the most powerful engine in a standard-production bagger.
The blind-spot lamps are neatly integrated in the mirrors and illuminate when the bike’s radar senses a vehicle in a potential blind spot. The radar unit is located atop the taillight bracket, and it can also warn about tailgaters with a notification on the TFT screen. Conveniently, Indian allows riders to set the distance parameters of each or switch them off if desired. Same for the system that will automatically flash taillights to vehicles traveling too closely behind. Cruise control can be adjusted in 1-mph increments.
The footboards scuffing the pavement indicate a 31-degree lean angle, the max lean for the Chieftain and Challenger.
Valley of Fire Crucible | 2025 Indian Chieftain PowerPlus
A westward turn brought us into the stunning Valley of Fire State Park and an opportunity to find out how the Chieftain performs on twistier pavement. The bar-mounted fairing doesn’t have much of an effect on steering quickness, but the weight of the fairing and its electronics and speakers makes the Chieftain more ponderous than the Challenger at very low speeds and on uneven surfaces.
The rock formations in Nevada’s Valley of Fire State Park are otherworldly.
The Chieftain PowerPlus impresses when ridden at a sporting pace, offering excellent chassis composure from its stiff aluminum frame and inverted fork. Toggling to the Sport ride mode delivers sharper throttle response and looser electronic intervention than Standard or Rain modes. Metzeler Cruisetec rubber provides plenty of grip up to the footboards dragging at 31 degrees of lean angle.
Braking performance from the Brembo binders is excellent for a big bagger, offering a firm lever and decent feedback. No worries about the electronically linked brakes, as that system only operates above 13 mph, so their actions are imperceptible.
Indian’s interpretation of a modernistic batwing fairing is used on the Chieftain PowerPlus.
Suspension performance is a step up from the Street Glide, with a half inch more front travel (5.1 in.) and a significant 1.5 inches extra rear travel (4.5 in.) from its shock, which offers hydraulic preload adjustment. The Roadmaster has electric preload adjustment for the shock.
The Roadmaster | 2025 Indian Chieftain PowerPlus
The fully dressed Roadmaster PowerPlus would be a desirable upgrade over the Chieftain for touring over long distances, and especially if carrying a passenger. Its key asset is the trunk providing an additional 18 gallons of storage on top of the saddlebags’ 32 combined gallons. Pillions are treated to a cushy backrest, footboards rather than pegs, and a broader seat with a heating element and a cooling feature.
The Roadmaster’s topcase adds 18 gallons to the Chieftain’s luggage capacity, and it includes a rack for strapping on various items that would exceed the bike’s 54 gallons of combined storage capacity.
Pilots also are treated to a plusher and heated/cooled seat, heated grips, and more expansive protection from the elements. The fairing lowers shelter legs, and the windscreen is much taller, able to ensconce riders in calm air. Cruising along a deserted Nevada highway at 100 mph proved to be surprisingly relaxing behind the Roadmaster’s screen. Vents in the fairing lowers provide appreciable airflow with a kick of a foot.
While it’s a super comfortable perch on which to inhale countless miles, the Roadmaster feels significantly heavier than its Chieftain counterpart. Fully loaded with Powerband audio, it scales in at 937 lb. With the high-mounted trunk combined with the audio componentry in the fairing, the Roadmaster’s top-heavy weight is a lot to contend with, feeling especially unsteady at low speed on gravel turnouts.
The Roadmaster PowerPlus provides full-coverage protection from the elements.
Fork-Mount vs Frame-Mount | 2025 Indian Chieftain PowerPlus
Proponents of frame-mounted fairings like the Challenger and Road Glide endlessly gush about how they isolate weight and aerodynamic forces from the handlebar and steering axis.
Indian now offers fully dressed tourers in your choice of frame-mount (Pursuit) or fork-mount (Roadmaster) fairings.
And they’re not wrong. There were a couple of times in blustery crosswinds when I felt the handlebar faintly waggle as aero forces meandered around the fairing. Also, low-speed maneuvering in tight spaces requires some extra muscle to balance the weight of the speakers, instrumentation, and headlight that wants to rotate around the bike’s steering head.
The weight of the bar-mounted fairing isn’t an impediment on twisty roads like these.
On the other hand, the Chieftain and its modern yet classic fairing look far prettier to my eyes than the blockier Challenger, and the majority of respondents in an informal poll of journalists shared the same opinion. As we’ve all learned over the years, attraction can override simple logic. “The heart wants what it wants,” wrote Emily Dickinson, “or else it does not care.”
Final Analysis | 2025 Indian Chieftain PowerPlus
Indian’s Challenger stirred up the bagger broth and emerged as the class leader among American baggers with frame-mount fairings, and the PowerPlus motor in the new Chieftain elevates its status in the pantheon of baggers.
The 117ci Milwaukee-Eight in the new Street Glide Ultra (starting at $30,749) has similar torque to the PowerPlus, but it comes up about 20 horses short of a full corral. Indian’s motor is eager to rev to its 6,500-rpm redline, while the M-8 runs out of breath on the way to 5,500 rpm.
Large footboards allow a variety of leg positions, shown here in a mid-set position best for sporty riding.
Not all is perfect in Indian-land. The Chieftain’s instrument panel looks like yesterday’s news compared to the Harley’s, and for a $30K bike, we’d expect niceties like backlit switchgear.
But for a touring motorcycle, the Chieftain’s electrically adjustable windscreen is a significant advantage over the fixed screen on Street Glides, and the extra compliance of the rear suspension translates into greater comfort anytime roads turn bumpy. And the PowerPlus 112 surges with power unavailable from Harley-Davidson.
Perched atop the taillights is the radar unit that detects vehicles in blind spots and warns of tailgaters. The horizontal taillights at the saddlebag seams blend seamlessly at eye level but look ill-fitting from lower angles.
So here are four questions that only you can answer: Do you want a simpler air-cooled V-Twin or a more powerful liquid-cooled motor? Do you want a frame-mount or a fork-mount fairing? Do you want a basic bagger like the Chieftain or a luxury-touring rig like a Roadmaster?
And, finally, do you think a Street Glide is more attractive than a Chieftain? If so, Emily Dickinson can’t fault you for considering one. It’s a great era for bagger shopping.
A Dark Horse version of the Chieftain PowerPlus with the 112ci engine in its Ghost White Metallic Smoke colorway.
Indian Motorcycle’s Scout Sixty series is back for 2025, with the faired Sport Sixty in front of a pair of Bobber Sixtys and a Sixty Classic.
Indian Motorcycle has unveiled additions to its bike portfolio for the 2025 model year, which are highlighted by the reintroduction of Scout Sixty models with prices starting at only $9,999. They’re joined by a limited-production Elite version of its Roadmaster touring bagger.
The Scout Sixtys are powered by a 999cc version of the 1,250cc SpeedPlus V-Twin that debuted last spring in the redesigned Scout platform. It retains a 73.6mm stroke, but the bore size drops from 104mm to 93mm to yield 60ci, which is how the Sixty gets its name. The smaller displacement is claimed to deliver 65 lb-ft of torque at 6,500 rpm, peaking with 85 hp. That’s down 27 lb-ft and 20 horses compared to its bigger Scout sibling.
“The new Scout Sixty lineup builds upon our iconic Scout platform and offers a more accessible lineup for riders of all skill levels,” said Aaron Jax, vice president for Indian Motorcycle.
The Scout Sixtys use a 999cc version of the 1,250cc PowerPlus V-Twin seen earlier this year in the comprehensively redesigned Scout lineup.
The Scout Sixty lineup consists of three models, all of which use a 5-speed transmission instead of the 1,250cc Scout’s 6-speeder. All Sixtys are fitted with mid controls for a more accessible rider triangle and better control. Standard trim includes the Scout’s LED lighting, antilock brakes, and a recently introduced fuel gauge in the analog instrument panel.
Riders who desire more features will want to upgrade to the Limited trim package, which includes traction control, cruise control, and Ride Modes with three throttle response choices to suit different riding styles. Limited models also feature a USB charging port and special badging on the engine and frame.
The Scout Sixtys, including this Bobber version, are fitted with mid controls and use a 3.4-gallon fuel tank.
The Scout Sixty’s tubular steel frame is the same as used on the bigger Scouts, and most of the running gear also carries over. Brakes consist of a single 298mm semi-floating front rotor with a 2-piston caliper backed up by a 298mm rear rotor with a 1-piston caliper. Suspension is via a nonadjustable 41mm telescopic fork with 4.7 inches of travel and preload-adjustable dual shocks with 3.0 inches travel (2.0 inches on the Bobber version).
Indian Scout Sixty Bobber
Boasting an appealingly low $9,999 base price, the Sixty Bobber is the least expensive way to get into Scout ownership. And at 516 lb (as shipped, tank empty), it’s also the lightest Scout on the market. Like the 1,250cc Scout Bobber, this one has a stripped-down appearance and a low stance for a minimalist bobber look.
The Scout Sixty Bobber can be had for only $9,999. It features a bobber-style seat, short-cropped fenders, a black headlight bucket, slammed suspension, and squat 16-inch wheels.
The chassis of the Sixty Bobber mimics its bigger brother, with a 29.4-degree rake angle and 4.9 inches of trail packed into a 61.5-inch wheelbase. Short riders will appreciate its class-leading low seat height of only 25.6 inches, partially due to its shorter-travel shocks. Adding Limited trim vaults the MSRP to $11,699 and higher, depending on paint options.
Indian Sport Scout Sixty
Prices for the 528-lb Sport Scout Sixty start at $11,499 for the Black Metallic version. Adding the Limited trim brings the MSRP to $12,199, going up to $12,699 for Sunset Red Smoke, Black Smoke (seen here), or Blue Dusk matte paint.
The Sport Scout Sixty is basically a Sport Scout with a smaller-displacement engine, offering a small fairing around the headlight and a mini-ape handlebar for a more aggressive riding position. A sport-style seat, along with 3 inches of rear suspension travel, provides more comfort than the Bobber. A 19-inch aluminum front wheel with a 130/60-19 tire delivers greater feedback than the stubby 130/90-16 on the Bobber and Classic.
Indian Scout Sixty Classic
As the name implies, the Scout Sixty Classic features a heritage-inspired design with flared fenders and extra chrome. It shares the same chunky (130/90B-16, 150/80B-16) Pirelli Night Dragon tires as the Bobber, but they are mounted on cast-aluminum wheels with polished highlights. The extra brightwork inflates MSRPs to $11,999 for the Black Metallic base version. Opting for Limited trim boosts the price by $700, rising to $13,199 for Springfield Blue and Frost Silver color options.
The Scout Sixty Classic is the priciest and heaviest (531 lb) model in Indian’s Sixty lineup, which are on their way to dealers now.
The Scout Sixty platform can be personalized with more than 100 Scout accessories, including a round 4-inch touchscreen display that offers GPS navigation, Bluetooth connectivity, and selectable ride modes. Options for handlebars, seats, and foot controls provide 32 different ergonomic configurations. Also available are quick-release windshields and saddlebags.
Indian Roadmaster Elite
The Elite series is Indian Motorcycle’s most exclusive bikes, akin to Harley-Davidson’s CVO models. They boast custom-inspired styling, premium paintwork, and high-end features. For 2025, the air-cooled Thunderstroke-powered Roadmaster gets the Elite treatment.
The Roadmaster Elite brings eye-catching paintwork and luxurious features to Indian’s premium air-cooled touring bike. Only 300 will be built. It’s priced at $41,999 and is currently on its way to dealers.
“We welcome the return of our ultra-premium Roadmaster Elite,” Jax said, “designed with obsessive attention to detail, loads of rider-centric technology, luxury comfort, and premium American craftsmanship.”
Only 300 Roadmaster Elites will be built, and each is highlighted by serialized and individually numbered Elite badging. Adding to the bike’s distinctiveness is a beautifully finished tri-tone paint scheme that pulls colors from Indian’s antique era, blending a rich Springfield Blue Candy with a Black Candy fade over a Silver base coat. The paint is highlighted by hand-applied Champion Gold pinstriping, including on the vintage headdress tank logos. Chrome adorns the bike from front to back.
Naturally for an Elite, this Roadmaster is equipped with all the latest comfort and convenience technology, including a bangin’ PowerBand audio system pumping out sounds though 12 speakers arrayed in the fairing, saddlebags, and tour trunk. Impress your friends at bike night with Indian’s UnderGlow lighting in the speakers.
Instrumentation is provided by a 7-inch TFT touchscreen that offers Bluetooth connectivity, GPS navigation, and ride stats. The Ride Command+ system adds a bike-locater function, bike-health data, and Apple CarPlay. Airflow management is handled by a Flare windshield that is electrically adjustable over a 4-inch span. An adaptive headlight keeps light shining into corners as the bike leans, and the front fender is capped by an illuminated Indian headdress.
Indian’s 116ci Thunderstroke air-cooled V-Twin glistens under lustrous paint and hand-applied pinstriping on the Roadmaster Elite.
The seating is luxurious, with Indian logos stitched into broad seats that provide heating and cooling functions under a graphene material that enhances the heating and cooling effects. Passengers will appreciate the armrests and roomy footboards. Remote-locking luggage adds convenience.
Indian Thunderstroke Models
Indian’s air-cooled V-Twin models comprise the Springfield, Chieftain, and Roadmaster models. For 2025, they feature new paint color offerings, and all Roadmasters are now fitted with heated-and-cooled seats.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
Our May 1990 issue included our Touring’s Top Ten Awards, the precursor of the Motorcycle of the Year award.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Our May 1990 issue states “Among the eight motorcycle and two miscellaneous categories, there will be no ties, no honorable mentions. Just Touring’s Top Ten as determined by the Rider staff.”
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
The 1990 Bike of the Year was the BMW K1: “And even if the K1’s sizzling paint and aerodynamic bodywork fails to impress, with its unique Motronic ignition/fuel injection, Paralever rear suspension/swingarm that eliminates shaft-drive jacking and innovative approach to various rider conveniences – not to mention ABS – the K1 is truly a technological achievement for BMW, if not the motorcycle industry.”
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
BMW R 1300 GS
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
BMW R 1300 GS
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
BMW R 1300 GS
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
This 2025 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will also include 2026 teasers as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.
Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.
2025 CFMOTO 450CL-C
2025 CFMOTO 450CL-C in Bordeaux Red
The 2025 CFMOTO 450CL-C is new cruiser from CFMOTO powered by a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers mated to a 6-speed transmission, a slip/assist clutch, a Gates belt final drive, and a dual-chamber exhaust coated in a matte ceramic finish. Braking is provided by J.Juan, and ABS and traction control are standard. The 450CL-C rides on a 58.5-inch wheelbase and has a 28-degree rake, 4.25 inches of trail, and a 27-inch seat height.
The 2025 CFMOTO 450CL-C will come in Bordeaux Red and Nebula Black and start at $5,699.
The 2025 CFMOTOIbex 450 features a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers mated to a 6-speed gearbox with a slip/assist clutch. It has a standard Ride mode and an Off-Road mode. The bike has J.Juan braking components with ABS that is switchable at the rear, as well as switchable traction control. The Ibex 450 has a fully adjustable KYB inverted fork and a central-aligned, multi-link rear monoshock with adjustable damping and preload.
The bike has an adjustable handlebar and a 32.3-inch seat height/ride height that can be lowered to 31.5 inches via an integrated lowering link. It has 8.7 inches of ground clearance, and it rides on tubeless, cross-spoke rims. The 2025 CFMOTO Ibex 450 will come in Zephyr Blue or Tundra Grey and start at $6,499.
In its first major revamp since its 2015 debut, Indian’s Scout cruiser platform is all-new from the ground up, and the 2025 Indian Scout lineup includes five models: Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout. Three trim levels will be available, as well as more than 100 dedicated accessories.
At the heart of the Scout platform is a new engine called the SpeedPlus 1250. The V-Twin remains liquid-cooled but is redesigned, punched out from 1,133cc to 1,250cc. Power goes up to 105 ponies and 82 lb-ft of torque, and the 101 Scout gets a bump to 111 hp. Also new is the Scout’s frame, switching from an aluminum design to a simpler steel-tube chassis. It supplies a 61.5-inch wheelbase with a 29-degree rake and 4.8 inches of trail. The Scout has a low 25.6-inch seat height. There are also new features and technology offered on certain Scout models and trim packages. All models except for the 101 Scout use a single 298mm front disc brake with a 2-piston caliper, and ABS is standard.
The Indian Scout Bobber has an MSRP of $12,999, the Scout Classic is $13,999, the Sport Scout is $13,499, the Super Scout is $16,499, and the 101 Scout is $16,999.
The 2025 KTM 990 RC R is KTM’s only street-legal, liter-class supersport is powered by a LC8c powerplant with a new ergo-crafted and condensed stainless steel muffler and a shifter that can be reversed to race-shift as standard. The steel frame has increased weight bias towards the front end and a steering head angle of 25 degrees. It also features a new fuel tank shape, adjustable footrests, fully adjustable WP APEX Open Cartridge Suspension, and lightweight cast aluminum wheels wrapped in Michelin tires.
Pricing for the 2025 KTM 990 RC R has not yet been announced.
The 2025 Moto Morini Corsaro 750 naked and fully faired Corsaro Sport are both powered by a new 749cc 90-degree V-Twin and share Brembo braking components, standard ABS, a fully adjustable inverted fork, and a progressive link rear shock. The Corsaro Sport gets a wider rear tire, clip-on handlebars, a taller seat, and more bodywork compared to the Corsaro 750.
The 2025 Moto Morini X-Cape 1200 features the new 1,187cc V2 Corsa Corta EVO engine, an 87-degree V-Twin designed and engineered in Italy and making a claimed 122 hp. The new adventure bike features Brembo braking components, switchable cornering ABS, a fully adjustable fork, and a progressive link shock.
The Moto Morini X-Cape 1200 has a tubular trellis frame and a 33.8-inch seat height. An aluminum luggage rack is included as standard equipment. Pricing has not yet been announced.
2025 Triumph Bonneville T120 Elvis Presley Limited Edition
2025 Triumph Bonneville T120 Elvis Presley Limited Edition
The 2025 Triumph Bonneville T120 Elvis Presley Limited Edition is limited to only 925 units worldwide and celebrates Elvis and his Memphis Mafia group of friends who rode on Bonnevilles. The Bonneville T120 Elvis Presley Limited Edition has been crafted to honor its namesake, including its Carnival Red color scheme, “ELVIS” gold lettering on the tank, Elvis’s signature on the tank and side panels, and the “Taking Care of Business in a Flash” emblem on the front fender.
The 2025 Triumph Bonneville T120 Elvis Presley Limited Edition will be available starting at $15,495 and will arrive in dealerships starting in September 2024.
2025 Triumph Rocket 3 Storm GT in Sapphire Black with Granite
To celebrate 20 years of the Rocket 3, a muscle bike with the largest engine in a production motorcycle, Triumph has unveiled the 2025 Triumph Rocket 3 Storm R and Rocket 3 Storm GT. Their 2,458cc in-line Triple cranks out even more power – up 15 ponies to a massive 180 hp and 166 lb-ft of torque (up 3).
The Rocket 3’s 16-inch rear and 17-inch front wheels have been updated with a 10-spoke cast-aluminum design. They have an lightweight aluminum frame that uses cast and forged elements, dual Brembo Stylema front calipers with 320mm discs, and a Brembo M4.32 rear caliper with a 300mm disc.
They come with lean-sensitive cornering ABS, traction control, Ride-by-Wire, a Torque Assist clutch, Hill Hold, four ride modes (Road, Rain, Sport, Rider-configurable), cruise control, a keyless ignition and steering lock, and a USB charging socket. Instrumentation comes in the form of a color TFT.
The 2025 Rocket 3 Storm R will be available in Carnival Red with Sapphire Black, Satin Pacific Blue with Matte Sapphire Black, or Sapphire Black with Granite for $24,995. The 2025 Rocket 3 Storm GT will be available in the same colors but with the color split of the tank reversed, retailing for $25,795.
The 2025 Triumph Speed Triple 1200 RR Breitling Limited Edition will be limited to only 270 units, and Breitling will also launch a special Triumph watch in conjunction with the motorcycle. The bike features a bespoke paint scheme with premium gold hand-painted detailing, a leather seat with French stitching, a high-spec Akrapovič silencer, and lightweight carbon fiber parts. It will also include a custom Breitling start screen, the Breitling logo laser-etched onto the machined rear wheel finisher, and a gold Breitling badge on the tank.
The 2025 Triumph Speed Triple 1200 RR Breitling Limited Edition will be available starting in June 2024 with an MSRP of $25,995.
Celebrating Triumph’s rich racing history is the new 2025 Triumph Trident 660 Tribute Special Edition, which features a race-inspired graphic scheme, Triumph Shift Assist, and a flyscreen. The Trident 660 is powered by a liquid-cooled 660cc Triple that makes a claimed 80 hp at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm. It has a seat height of 31.7 inches and a weight of 416 lb. Throttle-by-wire allows two ride modes (Road and Rain), and it comes with ABS, switchable traction control, and a combined TFT and LCD display.
The 2025 Triumph Trident 660 Tribute Special Edition adds a white, blue, and red graphic scheme inspired by “Slippery Sam,” as well as a Number 67 race graphic, a flyscreen, and Triumph Shift Assist, which enables clutchless up and down gear changes with an autoblipper on downshifts for smoother changes.
The 2025 Triumph Trident 660 Tribute Special Edition will be available for one year only with an MSRP of $8,595.
Indian Motorcycle and Roland Sands Design have teamed up to make a limited-edition FTR x RSD Super Hooligan, inspired by the Super Hooligan National Championship series of run-what-ya-brung races that sees custom street bikes battling on challenging racetracks across the country. The FTR x RSD Super Hooligan is built on the Indian FTR R Carbon and will be limited to only 300 units globally.
The FTR x RSD Super Hooligan looks like it’s ready to be rolled onto the racetrack. It features Black Metallic bodywork with Super Hooligan race graphics, an Indian Motorcycle Red frame and matching wheels with gold accents, and Indian Motorcycle Racing’s No. 1 championship logo on the front and side number plates. The bike also features logos from race team sponsors on the rear seat cowl, and additional graphics for the radiator shroud, front fender, and front forks are available as options.
“The term ‘hooligan’ has taken on an entirely new meaning in the world of motorcycles,” said Aaron Jax, vice president of Indian Motorcycle, “characterized by a rebellious, fearless attitude that places having fun on a motorcycle above all else, and that’s what this new FTR is all about. Roland Sands has blazed this trail and built the RSD brand around the hooligan lifestyle. From spinning laps on dirt ovals on mid-size cruisers to today’s competitive racing within the MotoAmerica series, the ethos of hooligan riding has not changed.”
The Super Hooligan National Championship is a MotoAmerica series racing custom street bikes, including water- or air-cooled Twins of 750cc and up, 900cc Triples, and electric bikes. The Super Hooligan series has seen bikes like the Indian FTR and Chief, Harley-Davidson Pan America, KTM 890 Duke, BMW R nineT, Ducati Hypermotard, and Energica electric motorcycles. The 2024 series includes 10 rounds at five race events across the country, and the first event will be at Daytona International Speedway in March, where Tyler O’Hara, once again racing for Indian, will hope to hold on to his No. 1 plate from the 2023 season.
“Super Hooligan has always been about more than just racing,” said Roland Sands, founder of Roland Sands Design. “It’s about pushing boundaries and having a blast riding motorcycles with your friends. Far from the full-fairing machines you normally see on the racetrack, a Super Hooligan bike has effortless attitude and a custom aesthetic with an exposed powertrain. When Indian Motorcycle approached us to codesign an Indian FTR for consumers, it was a natural fit, and something we were very excited to be a part of.”
The FTR x RSD bike is built on the Indian FTR R Carbon model and features a liquid-cooled 1,203cc V-Twin, fully adjustable Öhlins inverted front fork and a rear piggyback shock. Also included are dual-disc Brembo brakes, a 4-inch round touchscreen display with Bluetooth connectivity, and an Akrapovič muffler and heat shield, as well as Gilles Tooling parts adjustable rear sets, oil cap, radiator cap, and bar-end weights.
The FTR x RSD Super Hooligan will start at $18,499, and each bike will have an individually numbered commemorative tank console. Find more information at the Indian Motorcycle website.
Indian Motorcycle has announced its 2024 model year lineup, as well as a brand collaboration with the popular American motocross brand 100%. As part of this collaboration, Indian is releasing a limited-edition FTR x 100% R Carbon. Other highlights of the 2024 Indian lineup include a new Indian Challenger Elite, a completely redesigned PowerBand Audio system, and color updates across the entire line.
“It’s amazing to think how far we’ve come in developing and expanding our lineup of motorcycles, delivering a wide range of new models and trim offerings in a variety of styles to meet the diverse tastes and needs of our global riding community,” said Mike Dougherty, president of Indian Motorcycle. “We’ve received incredible rider feedback and continue to refine, enhance, and fine-tune our lineup and accessories based off this feedback.”
Indian’s newest addition to its Elite line, first introduced with the 2018 Chieftain Elite, is the 2024 Indian Challenger Elite. Like other bikes in the Elite lineup, the Challenger Elite will be limited in production – only 325 units available worldwide – and feature premium options.
The first Challenger Elite, limited to 200 units, came out for 2022 and featured Stealth Gray and Black Metallic paint with Indy Red accents, inspired by American muscle cars. For the 2023 model year, Indian offered 150 units of the Challenger Elite in Sapphire Blue Smoke Paint with Black Smoke and Titanium Metallic Smoke accents. The 2024 Challenger Elite will feature a custom-inspired Charcoal Candy paint scheme starting at $38,499.
The Challenger Elite is still powered by the liquid-cooled PowerPlus 108ci V-Twin making a claimed 122 hp and 128 ft-lb of torque. Stopping power comes from Brembo 4-piston radial-mount calipers biting dual 320mm semi-floating discs up front and a 2-piston caliper and 298mm floating disc in the back. ABS is standard. Front suspension is provided by a 43mm inverted telescopic fork that offers 5.1 inches of travel, and in the back is a Fox monoshock with 4.5 inches of travel and electronically adjustable preload.
Other premium features include Smart Lean Technology, an adaptive LED headlight, LED driving lights, an adjustable flare windscreen, rider and passenger Headdress footboards, heated grips, saddlebag lights, saddlebag closeouts, an all-new, custom-stitched seat for all-day riding comfort, and three selectable ride modes: Tour, Standard, and Sport.
The 2024 Challenger Elite also comes standard with Indian Motorcycle’s all-new PowerBand Audio system completely redesigned for Indian baggers and touring models. The next-generation of the system features powerful sound, all-new styling, and factory-backed quality.
The system features four 100-watt speakers, two fairing speakers, and two saddlebag speakers. Each speaker touts UnderGlow lighting, which uses soft-white LED rings to accent speakers that are further highlighted by a chiseled, modern look with titanium-plated domes.
The speakers deliver an increase in volume and clarity over the standard 50-watt speakers, and the system’s new Bass Boost Tune makes the music come alive with deeper bass responses, which result in 50% more bass when compared to previous PowerBand Audio offerings, according to Indian. New Dynamic EQ auto-optimizes for the highest quality audio as speed and conditions change. Speakers are durable, water-resistant, and designed to “cut through road, wind, and throttle noise to deliver an immersive listening experience.”
Select Indian Motorcycle baggers and touring models will be available straight off the dealership floor with PowerBand Audio pre-installed at the factory. The new PowerBand Audio system is also compatible with 2020-2024 models with seamless installation – no wire cutting, extra amps, or brackets are required.
Once installed, the bike’s 7-inch touchscreen display, powered by Ride Command, automatically recognizes PowerBand Audio speakers and immediately upgrades the bike’s audio menu, and riders receive a nine-band equalizer to fully customize settings and dial-in levels for any music genre. The Power Supply Temperature Protection actively monitors circuit temperature and adjusts to prevent internal damage or system shutdown in extreme heat conditions. The rugged design is water-resistant with an Ultra Coat sealing that provides protection from water, dirt, and debris. PowerBand Audio is designed and engineered in the U.S. and is backed by the factory warranty.
Riders can take their audio system up to 800 watts, including 200 watts in the upper fairing, 200 watts in the lower fairings, 200 watts in the saddlebags, and 200 watts in the touring trunk. Riders can also update their PowerBand Audio system in their 2020-2023 baggers and touring models with the Bass Boost Tune software upgrade at their local dealership. All 2024 motorcycles will come standard with the Bass Boost Tune, which will automatically come alive once PowerBand Audio speakers are installed.
FTR x 100% R Carbon
Indian Motorcycle said the intent of the brand collaboration with 100% is to celebrate riders who dare to carve their own path.
“With 100% linked to iconic moments that have built today’s modern motocross and Indian Motorcycle’s celebrated 123-year history in motorcycling,” Indian reps said, “these two American brands have helped shape the rich fabric of motorcycling with their respective trailblazing spirts.”
Pulling styling cues from 100%’s roots in action sports, the FTR x 100% R Carbon has been designed for the performance-minded rider who wants to stand out from the crowd. The bike features a Blue Candy carbon fiber tank, headlight nacelle, seat cowl, and front fender. It has a bright white powdercoated frame, with gloss paint finishes and red accents throughout.
Built on Indian’s top-of-the-line FTR model, the R Carbon, the limited-edition FTR x 100% R Carbon is also powered by a liquid-cooled 73ci V-Twin making a claimed 120 hp and 87 ft-lb of torque. It has radially mounted dual-disc Brembo monoblock brakes, a 4-inch touchscreen display powered by Ride Command with turn-by-turn navigation, Bluetooth connectivity, and three selectable ride modes: Rain, Standard, and Sport.
This new limited-edition model features even more upgrades and details that set it apart. Indian Motorcycle and 100% co-branding highlight each tank side, the rear seat cowl, and the chin fairing. The fully adjustable Öhlins fork and rear shock get custom blacked-out treatment for “100% more attitude” and a black-finished titanium Akrapovič exhaust. Carbon fiber components – engine covers, chain guard, and exhaust heat shield – add additional custom detailing, and Gilles Tooling parts, including bar-end weights, and the oil cap and radiator cap, complete the look.
The FTR x 100% R Carbon will start at $18,999, with only 400 units available around the world.
Riders purchasing the FTR x 100% R Carbon will receive a complimentary pair of Indian Motorcycle x 100% sunglasses, which are part of the exclusive Indian Motorcycle x 100% apparel collection that is being launched alongside the bike. Offering a diverse mix of men’s and women’s lifestyle pieces, the collection includes long- and short-sleeved tops, hoodies, hats, beanies, and sunglasses. The co-branded apparel collection is available in men’s sizes S-3XL and women’s sizes XS-2XL. Pricing for the Indian Motorcycle x 100% apparel collection ranges from $29.99 to $185.00 and will be available at select dealerships and at the Indian Motorcycle website.
2024 Indian Lineup
With the exception of the FTR Rally, FTR Championship Edition, and the 2023 Elite models, all of the 2023 Indian lineup will be returning for 2024 with a variety of new paint colors. In addition to the new colors, Indian Motorcycle says it has improved the fit and finish on its baggers and touring models, with a gloss paint finish across the dash visor, storage door, dash trim, and gauge bezel.
If you’re looking for a club-style performance cruiser motorcycle, this duo is at the pinnacle. Harley-Davidson’s Low Rider S is the OG, and it’s now joined by a worthy adversary in the form of Indian’s new Sport Chief. (Photos by Kevin Wing)
The simple formula for going fast has been in play since the dawn of motor vehicles: Stuff the largest and most‑powerful engine into a sporty chassis that can handle it. When it comes to fully air-cooled motors made in America, none are bigger than those in the cruiser motorcycle comparo you see here. They’ve got a combined 233 cubic inches on tap for our visceral and aural pleasure – 117 cubes on the Harley-Davidson Low Rider S and 116 on the Indian Sport Chief.
Power has a charm all its own, but nothing puts butts in seats like attractive designs. Here we’ve got variations on West Coast club-style, with sporty windscreens leading their way to tall-but-forward club-style handlebars and mid-mount foot controls. These are elemental but imposing motorcycles, graced by subtle flash and plenty of dash.
Low Rider Cruiser Motorcycle Legacy
The Low Rider S follows a lineage of Low Riders that began in 1977 with Willie G.’s Shovelhead-powered FXS and then the belt-driven FXSB. The model transitioned to the Dyna platform in 1995 and remained in production until 2009.
The nameplate was too potent to lay dormant, so Harley delivered a new Low Rider for 2014-17, including the debut of the Low Rider S moniker in 2016. In 2018, it transitioned again – a bit controversially – to the Softail platform and the Milwaukee-Eight powertrain. Upon its debut, H-D referenced past models and inspirations from California.
“We’ve applied that coastal style and performance-first attitude to the Softail chassis to create a Low Rider S that’s more powerful and agile than ever,” said Brad Richards, H-D vice president of design. And the formula has proven to be successful, also spawning the desirable FXRT-inspired Low Rider ST in 2022.
Indian: Me Too!
Indian gave the Chief a thorough overhaul for the 2022 model year, introducing a steel-tube frame with twin-shock rear suspension. Ironically, its layout is closer to Harley’s former Dyna than the Softail-based Low Rider S.
And now we have the Sport Chief, which adds a bullet-nose fairing sized midway between the Low Rider S’s windscreen and the Low Rider ST’s more expansive fairing. Imitation is the sincerest form of flattery.
A cursory look at this duo reveals many similarities, all framed around narrow-angle V-Twins. Most surfaces are black, but polished cylinder finning adds a bit of brightwork. Harley’s M-8 is a little brighter with its chromed pushrod tubes. The Indian’s black wheels feature machined spoke edges for a flash of bling, while the Radiate wheels of the Low Rider are finished in dark bronze.
The most visually obvious distinction is in their snouts, with the Indian’s fairing much more prominent than the diminutive wind deflector on the H-D. Both bikes have dual-disc brakes on their inverted forks, and both have black shotgun-style mufflers. Neither accommodates a passenger in stock form, but accessories are available to ensure your significant other doesn’t have to stay home.
Both bikes feature cruise control and self-canceling turnsignals as standard equipment, but the cockpits differ in terms of technology. The Low Rider uses a familiar 4-inch analog tach with a small digital section that includes readouts for speed, gear selection, fuel level, clock, tripmeter, and fuel range. Its location is set higher than the Chief’s, making it easier to scan quickly.
That’s enough instrumentation for most, but Indian one-ups its Milwaukee rival with a color TFT touchscreen that adds Bluetooth connectivity, navigation, and audio inputs, as well as readouts for air temperature and altitude, a trip computer, and ride-mode selection. It also provides a USB charge port and a 12V outlet.
The Harley’s triple clamp, handlebar clamp, and tank console are finished in a Rhino Lining-like Wrinkle Black, which looks tuff if not pretty. On the other bar, the Sport Chief’s upper triple clamp features machined accents that add a high-end touch, along with a bar clamp capped by an attractive scripted Indian “I” in silver.
The Low Rider’s cockpit is quite basic, with an instrument layout that seems spartan for a $20K motorcycle.
The Sport Chief has a bright TFT gauge pod that includes many features not available on its rival.
West Coast Cruiser Motorcycle Cost Analysis
Parking either of these bikes in your garage will set you back about $20K, but their prices add up differently.
The base Low Rider S retails for $18,199, while the Sport Chief starts at $18,999. Choosing a color other than black adds $525 to the Harley and $500 to the Indian. The Indian comes standard with ABS, but it’s a $950 option on the LR-S. Traction control is also standard on the Sport Chief, but H-D’s Rider Safety Enhancements package (with traction control) costs an extra $200. As tested, the Harley is priced at $19,874 and the Indian at $19,499. Both companies tack on additional surcharges and fees, some of which are at the dealer’s discretion.
Fired Up
Both bikes come to life via an electronic key fob, which is a huge convenience for many and a PITA for some old-school brothers. While many appreciate the tactile mechanicalness of an actual key, there’s no denying the handiness of a fob.
Harley’s Milwaukee-Eight engine convulses at idle, adding some drama to the experience, accompanied by ticking lifter noise. Indian’s Thunderstroke feels smoother, like it’s bathed in oil. Both rumble with pleasing baritone exhaust notes – loud enough to sound mean but not mean enough to be obnoxious. They’re a decent compromise within EPA requirements.
The Low Rider S shares a similar riding position with the Sport Chief, with a forward reach to the bars and mid-mount footpegs under riders’ knees.
Our fondness for Harley’s M-8 powertrain is raised to a more supreme level with the 117ci versions we’ve tested. It spits out hearty low-end grunt beginning below 2,000 rpm and continues surging with a strong pull on the way to its 5,500-rpm redline.
Indian’s 116ci Thunderstroke is a nice match, just 1ci shy of H-D’s M-8. Can you really feel the extra inch? How about 33cc? A bit, but the bikes feel similarly powerful in general use. Indian says its mill cranks out 120 lb-ft of torque at 2,900 rpm, while Harley claims 125 lb-ft at 3,500 rpm.
It’s at the upper end of the rev ranges where the MoCo motor stretches its 4-valve-per-cylinder legs, making it feel almost like it has dual personalities – it’s torquey yet revvy – and cranks out about 95 hp at 4,700 rpm on a rear-wheel dyno. That’s more than 10 ponies up on the Indian motor, a significant advantage. However, when riding them on the street, we never would’ve guessed the gap was so large, as these engines are all about surfing their prodigious midrange torque.
The Harley’s motor also earns an edge in the direct responses from its twistgrip. No ride modes here, just an unbroken connection with the throttle. In comparison, the Thunderstroke feels like a computer is dictating its responses.
The Sport Chief’s quarter-fairing adds a cohesive styling element to the Chief platform that is proving to be a powerful draw for consumers. A local dealer rep says he can’t keep them in stock and has a waiting list nearly 100 deep.
Indian’s Sport mode delivers unnecessarily jumpy throttle responses, but switching to Standard mode calms things considerably and makes for a much smoother ride. But when you jump on the Harley and feel the immediate responses cued from its right grip, the Chief feels docile in comparison. I ended up preferring the liveliness of Sport mode and adjusted to its snatchiness.
The Sport Chief may lose ground in outright power, but it makes some of that back with a gearbox as good as a big-inch cruiser gets, even allowing seamless upshifts without using the clutch. The slip/assist clutch requires less lever effort and allows for sloppy downshifts, but its engagement zone isn’t as broad as the Harley’s. Six-speed transmissions feed belt drives on both.
Cruiser Motorcycle Battle Tale of the Tape
The Low Rider S’s flyscreen is mounted higher than the Sport Chief’s, providing more wind protection than expected. The Indian’s quarter-fairing is mounted lower but is topped by a windscreen that supplies greater shelter from the elements. The Sport Chief’s headlight also has superior illumination.
Again, we have a close match in several areas, but there are a few key distinctions. Weights with full fuel tanks are nearly identical, with the Low Rider just 6 lb lighter than the 685-lb Sport Chief. The actual weights of the machines are likely 12 lb apart due to the 5-gallon Harley tank holding 1 gallon more than the Indian’s.
Ergonomically, there are few distinctions. Straight handlebars are mounted on risers for tall hand positions. The Low Rider’s 4-inch bar risers position the handlebar a little closer to the rider. Footpeg locations are pretty much identical, mid-mounted to deliver a position that places feet below knees. They yield a much tighter knee bend than with forward controls, so longer-legged riders might feel cramped.
The Sport Chief enjoys a lower seat height, at 27 inches, but that’s certainly not a problem if you have an inseam of at least 28 inches, which is where the Low Rider’s seat is located. The Harley’s saddle is slightly more scooped out than the Indian’s, but both feel equally comfortable, with supportive bolsters holding riders securely in place.
In terms of chassis geometry, both bikes have the same rake angle (28 degrees), but the amount of trail diverges. More trail results in slightly slower steering responses, and it’s 4.4 inches on the Indian to the Harley’s 5.7 inches. However, the wheelbase of the Low Rider is 1 inch less than the Chief’s 64.6 inches, gaining back some agility, as does its slightly narrower front tire.
All those numbers add up to remarkably similar vehicle dynamics, with neither bike having a clear advantage. The narrow bars look cool but decrease leverage, yielding steering effort best described as deliberate, not flickable.
Both are quite sporty for bikes with more than 5 feet between contact patches, feeling secure up to and beyond the available cornering clearances. Burly frames keep the bikes from getting twisted up when levered hard into corners. Harley states a 31.3-degree lean angle for the Low Rider S, which is a slender cornering advantage over the Sport Chief’s 29.5 degrees.
When it comes to tilting horizons, this is a fairly even match, although the Indian’s pegs drag a little sooner than the Harley’s.
Suspension performance is nearly a wash. Inverted forks with 5.1 inches of travel on both respond similarly well with nicely dialed damping. The Harley’s 4.4 inches of travel in its Softail rear suspension is slightly more (0.4 in.) than the Indian’s dual shocks offer – more than other Softails and Chiefs – but both do an effective job of smoothing out all but the biggest bumps.
With the power on tap to pile up speed on these muscle-bikes, it’s nice to know they have stout sets of brakes. Both use dual-disc setups up front with 4-piston calipers actuated via braided-steel lines. We’ll give the nod to the Indian’s radially mounted Brembo calipers and bigger discs, which provide a bit more power and feedback than the Harley’s binders.
The lighter clutch pull on the Chief makes it less fatiguing to ride in stop-and-go traffic, but the effort required from the Low Rider isn’t onerous. Heat radiating from the engines is attenuated by rear-cylinder deactivation programming, but there’s no escaping the warmth produced by immense air‑-cooled motors.
Hand controls are similarly effective, both with beefy, contoured levers that feel good on fingertips. Gripes are few. Harley’s dual-button turnsignals still feel like one button too many, while we wish Indian’s signal switch had a tactile cancel click. Self-canceling turnsignals mean you never look like an absent-minded old man, even if you are one. Kudos to H-D for its signals canceling quicker. But shade gets thrown on the Low Rider S for the mediocre low-beam illumination from its headlight.
Same But Different
The motorcycles in our last all-American shootout – H-D Sportster S and Indian’s Scout and FTR – couldn’t have been much more different for a trio of bikes with liquid-cooled V-Twin engines. But the bikes in this comparo are remarkably similar and priced that way too.
The Low Rider S stands out for the stellar responses and visceral feel of its 117ci M-8 powertrain. It feels more alive – and more powerful – than the cloudier feedback from Indian’s Thunderstroke. On the downside is a less attractive cockpit. The H-D’s instrument pod looks cheap in general – especially next to the Indian’s TFT – and its wrinkle-finish triple-clamps and bar risers aren’t as classy as the finishing on the Indian.
The Sport Chief struts an impressive profile with its prominent and visually appealing fairing and is augmented by classy finish detailing. Technology adopters will appreciate its vastly more robust suite of electronics. Purists might whinge about the dilution of feedback from the machine relative to unadulterated responses from the MoCo’s offering.
Another classic Indian‑versus‑Harley battle with a great deal of parity. Choosing your favorite might be determined only by their appearance or your brand preference.
“In terms of engine character, overall performance, and handling, these bikes are pretty much neck and neck,” said EIC Greg Drevenstedt, co-rider in the comparison. “If one isn’t clearly head and shoulders above the other in terms of function, then it comes down to the details. The Wrinkle Black finishes on the Harley look utilitarian, like the bed of a pickup truck. The Indian exhibits more attention to detail and has nicer finishes, and the Sport Chief’s fairing gives the bike a more cohesive look than the Low Rider S’s flyscreen.”
Greg and I were on the same page when deciding which bike we preferred, judging them remarkably close.
“While I appreciate the more raw feel of the Harley’s 117, neither of these bikes will stay stock for long,” said Drevenstedt. “A few performance mods will make either bike even meaner. For me, it comes down to style and stance. I love the bronze wheels on the Low Rider S, but I’m not a fan of the White Sand Pearl paint, which looks beige. Those wheels look better on the Vivid Black version, which reminds me of a late ’70s ‘screamin’ chicken’ Trans-Am.
“But the one that draws me in is the Sport Chief. It’s longer, lower, and looks more aggressive. A muscle cruiser should scream ‘bad ass’ even when parked on the curb, and the Indian does that.”
With a comparison this competitive, choosing a winner might all come down to brand loyalty and how the forms of each bike hit subjective eyes. And whichever bike you pick, you won’t be wrong.
West Coast Cruiser Motorcycle Spec Chart Shootout
Here are the two biggest fully air‑cooled motors offered in production motorcycles
Base Price:
2023 Harley-Davidson Low Rider S: $18,199
2023 Indian Sport Chief: $18,999
Price as Tested:
H-D: $19,874 (White Sand Pearl paint, ABS, Rider Safety Enhancements)
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