Free on-roads on 111ci Thunder Stroke models
And up to $3000 of accessories
Up to $2000 of accessories with Scout and Bobber
Indian Motorcycles have announced some great deals on their MY19 Thunder Stroke 111 models, as they make room for 2020 stock, with all new and demonstrator models coming with free on-road costs, plus $1000 to $3000 worth of genuine accessories or apparel for a limited time.
MY19 Indian Scout and Scout Bobber models are now available with free on-roads and a bonus $1000 towards genuine accessories or apparel
The same offer is also available on all new and demonstrator Scout and Bobbers models, with up to $2000 worth of accessories, but excludes FTR 1200 models – although they are running a separate special on the FTR to celebrate another season of dominating the American Flat Track championship.
Indian Thunder Stroke 111 models boast three selectable ride modes – Tour, Standard or Sport, and introduced rear-cylinder deactivation, offering better comfort in slow moving traffic, or at a stop thanks to reduced heat generation.
Indian Roadmaster – Thunder Stroke 111
2018 also saw the Thunder Stroke gain 15 horsepower and 15Nm, alongside the announcement of a new 116-cubic-inch kit, while 2020 will see the adoption of the 116 onto select models as standard fitment for the first time.
The Thunder Stroke 111 runs a bore and stroke of 101mm by 113mm for a displacement of 1811cc, a 9.5:1 compression ratio and peak torque of 151Nm or 111lbs-ft, available at 3000rpm. You’ll find the Thunder Stroke 111 in Indian’s Cruiser, Bagger, Touring, Dark Horse and Elite model lines – which you can check out at the Indian Motorcycle Australia website (link).
The 2019 Indian Scout Bobber
On the Scout you’ll find a sporty liquid-cooled 69-cubic-inch 60-degree V-twin, running a higher 10.7:1 compression ratio and boasting a bore x stroke of 99 x 73.6mm, with Indian boasting an impressive 100 horsepower, alongside 97.7Nm or torque, or 72lbs-ft at 6000rp. You can check out the Scout range, including the Scout Bobber at the Indian Motorcycle Australia website (link).
The 2020 Indian Challenger is an all-new bagger platform featuring the liquid-cooled PowerPlus 108 V-twin. This is the top-of-the-line Challenger Limited. (Photos by Barry Hathaway)
Since its relaunch for 2014, Indian has struck a balance between honoring the past and looking to the future. Its first few models — the Chief Classic, Chief Vintage and Chieftain — had skirted fenders and an air-cooled V-twin with downward-firing exhausts that evoked nostalgia for Indians your father or grandfather used to ride. But when it brought back the Scout for 2015, it broke from cruiser tradition and gave it a high-revving, liquid-cooled V-twin. And last year Indian introduced the FTR 1200 street tracker with a high-performance engine and optional rider-assistance electronics.
The Indian Challenger is a bagger designed not only for style and performance but also touring. Its fairing and electric windscreen provide good wind protection, its seat and riding position are all-day comfortable and its luggage capacity is 18 gallons (68 liters).
Indian has also renewed its head-to-head competition with Harley-Davidson,
reigniting a fierce rivalry waged on racetracks, at factories and in
dealerships during the first half of the 20th century. Indian ended Harley’s
decades-long dominance of flat track with consecutive AFT Twins championships
in 2017-2019, and no doubt a sizable portion of Indian’s sales over the past
few years have come at Harley’s expense.
Although the PowerPlus 108 V-twin is thoroughly modern with liquid cooling, single overhead camshafts and four hydraulically adjusted valves per cylinder, it takes its name from an engine Indian introduced in 1916. The name was also used by the Gilroy and Kings Mountain revivals of Indian.
Now Indian has introduced a new model for 2020 whose name
makes its intentions clear: Challenger. Its big, beating heart is the all-new
liquid-cooled PowerPlus 108, a 1,768cc (108ci) V-twin that makes a claimed 128
lb-ft of torque and 122 horsepower. Indian’s air-cooled Thunder Stroke 111/116
V-twin has powered all of its heavyweight baggers and tourers. Rather than
implement partial liquid cooling like Harley-Davidson did with its Twin-Cooled
Milwaukee-Eight V-twin and BMW did with its R-series boxer twin, Indian decided
to go all-in with liquid cooling for the PowerPlus. It didn’t have to go far
for inspiration. Indian’s middleweight Scouts are powered by a liquid-cooled,
60-degree V-twin with DOHC and 4 valves per cylinder, and the PowerPlus has the
same engine configuration and number of valves but uses a SOHC head.
The 2020 Indian Challenger Limited is available in Thunder Black Pearl, Deepwater Metallic and the Ruby Metallic shown on the bike we tested. All Challenger models get the protective plastic covers on the lower front of the top-loading saddlebags.
Indian says the PowerPlus “was developed with a big-piston, big-torque mindset with an end game of maximum power delivery across the entire curve.” When we put the Challenger on Jett Tuning’s dyno, its belt-driven rear wheel cranked out 113.3 lb-ft of torque at 3,500 rpm and 107.6 horsepower at 5,600 rpm, with redline at 6,500 rpm (see chart below). That unseats the previous king of torque among V-twin tourers we’ve tested, the Yamaha Star Venture (110.9 lb-ft of torque, 75.9 horsepower), as well as the top-of-the-line Harley-Davidson CVO Limited (110.0 lb-ft of torque, 96.0 horsepower). The Challenger’s broad mountain of rear-wheel torque tops 100 lb-ft from 2,400 to 5,600 rpm, and its horsepower curve increases steadily from 2,000 rpm to its peak.
2020 Indian Challenger Limited Dyno Chart (tested at Jett Tuning in Camarillo, California)
The PowerPlus 108 gets the job done with an oversquare bore
and stroke of 108.0 x 96.5mm, an 11.0:1 compression ratio and dual-bore 52mm
throttle bodies that take big gulps of fuel and air. It has a unit crankcase with
a semi-dry oil sump, overhead camshafts with hydraulic chain tensioners and
valves with hydraulic lash adjusters. Power is sent to the rear wheel through a
6-speed constant-mesh transmission with an overdrive top gear and a
cable-actuated wet assist clutch.
At 848 pounds the the Indian Challenger Limited is no lightweight, but its frame-mounted fairing, strong aluminum chassis, compliant suspension and decent cornering clearance help it hustle through corners with ease.
In the world of baggers and
tourers, there are two distinct camps: those with fork-mounted fairings, like
Indian’s Chieftain and Harley-Davidson’s Street Glide, and those with fixed or
frame-mounted fairings, like Indian’s Challenger and Harley-Davidson’s Road
Glide. By taking weight off the handlebar and fork, motorcycles with
frame-mounted fairings require less steering effort than those with fork-mounted
fairings. Our road test of the Challenger, which included hundreds of miles and
countless tight, technical corners along California’s Big Sur coast,
demonstrated just how agile and well balanced an 848-pound bagger can be.
The Challenger has a slim fender that shows much of the 19-inch front wheel, and perched on top is a LED-illuminated Indian warbonnet. The base-model Challenger gets all-black cast wheels; the Challenger Dark Horse and Challenger Limited get contrast-cut wheels with TPMS. The 320mm front rotors carry 4-piston Brembo monoblock radial calipers.
Hidden beneath the Challenger’s 6-gallon tank is a modular aluminum backbone frame similar to the one on the Chieftain (they share the same wheelbase and rake/trail figures), but rather than straight downtubes the Challenger’s flare out and are sculpted to wrap around the radiator like they are on the Scout’s frame. Indian’s stout aluminum chassis, which share a significant amount of DNA with the frames that contributed to the impressive handling of Victory’s big touring models, feel rock solid.
There’s no hiding the big radiator in front of the PowerPlus 108 V-twin, but Indian did a good job of sculpting the frame’s downtubes around it, just as it did on the Scout.
Pushing hard on Nacimiento-Fergusson Road, a 25-mile twisting goat path that climbs over the Santa Lucia Range and puts any motorcycle’s handling to the test, the Challenger never lost its cool. With a non-adjustable 43mm upside-down fork with 5.1 inches of travel, a preload-adjustable hydraulic Fox rear shock with 4.5 inches of travel and 31 degrees of cornering clearance, the footboards rarely touched down and the ride was responsive, taut and comfortable. The Challenger rolls on 19-/16-inch cast wheels shod with Metzeler Cruisetec tires, and a pair of big 320mm front rotors clamped by 4-piston Brembo monoblock radial provide ample stopping power, though they could use more initial bite. New for 2020 is what Indian calls Smart Lean Technology, which uses a Bosch IMU to enable cornering ABS and traction control (TC can be turned off but ABS cannot) as well as Drag Torque Control.
The supportive seat has a height of just 26.5 inches, yet the Challenger still provides 4.5 inches of rear suspension travel. A wrench in the toolkit makes it easy to adjust preload on the hydraulic Fox rear shock.
A big bagger like the Challenger
will spend most of its time cruising at a more modest pace on less taxing
roads, and it excels in such an environment. The PowerPlus 108 not only
delivers right-now torque for rapid acceleration, its liquid-cooled design also
means much less heat radiates into the cockpit, eliminating our biggest
complaint about the air-cooled Thunder Stroke. Even with liquid cooling, though,
the PowerPlus offers rear cylinder deactivation at stops to further reduce heat
from the exhaust header beneath the rider’s right thigh. Throttle-by-wire
enables electronic cruise control as well as three riding modes—Sport, Standard
and Rain—that adjust throttle response.
The liquid-cooled PowerPlus 108 eliminates most of the radiant heat that has been an ongoing complaint of ours about the air-cooled Thunder Stroke engine. Rear cylinder deactivation at idle is also available on the PowerPlus to reduce heat from the exhaust header under the rider’s right thigh.
As much as we appreciate the Challenger’s performance and handling, what delivers the mail in this segment is style, sound and comfort. The Challenger’s snout-forward, wide-mouth fairing was clearly inspired by the Road Glide’s sharknose fairing — both even have closable vents on either side of the headlight that bring fresh air into the cockpit — but the Indian sets itself apart with LED running lights/turn signals that bracket the headlight, an electrically adjustable windscreen with a 3-inch range and a dashboard that’s much closer to the rider. The Challenger offers good wind protection, a supportive seat with a high rear bolster, rubber-mounted footboards and enormous top-loading saddlebags with remote locking (total storage capacity, including two small fairing pockets, is 18 gallons, or 68 liters).
The Indian Challenger’s design was clearly inspired by its counterpart with a frame-mounted fairing, the Harley-Davidson Road Glide. Which is the better bagger?
There are three versions of the
Challenger. Standard equipment on the base model ($21,999), which is available in
Titanium Metallic only, includes ABS, keyless ignition with remote saddlebag
locks and the Ride Command infotainment system with a 7-inch customizable color
touchscreen and a 100-watt audio system. The Challenger Dark Horse ($27,499-$28,249),
which is available in several matte colors with blacked-out finishes, adds
Smart Lean Technology, navigation, a customizable route builder, connected weather
and traffic services and contrast-cut wheels with tire-pressure monitoring. The
Challenger Limited ($27,999-$28,749) we tested is available in several metallic
colors and adds color-matched fender closeouts and highway bars.
The cockpit of the 2020 Indian Challenger Limited includes a pair of analog gauges (speedo and tach) with inset digital displays and a 7-inch color touchscreen for the Ride Command infotainment system with 100-watt audio. Keyless ignition is standard, and the fob can be used to remotely lock/unlock the saddlebags. A small button under the right speaker unlocks the fuel cap.
Even though the larger air-cooled Thunder
Stroke 116 was also introduced for 2020, satisfying customer demands for more
torque while also edging out Harley’s Milwaukee-Eight 114 by a couple of cubic
inches, the PowerPlus 108 is the engine that will take Indian’s heavyweight
models into the future. It offers the performance, comfort and lower emissions
that only liquid cooling can provide, and in the Challenger it delivers impressive
grunt and smoothness without giving up the rumbling character that makes a
V-twin the most popular type of engine among American motorcyclists. That plus
muscular, modern style, an excellent chassis, a full range of available
technology, generous wind protection and luggage capacity and plenty of
long-haul comfort make the Challenger one heckuva bagger. We look forward to
seeing how it stacks up against the competition.
Cruising along a scenic stretch of California’s Highway 1 on the 2020 Indian Challenger Limited.
2020 Indian Challenger Limited Specs
Base Price: $27,999 Price as Tested: $28,749 (Ruby Metallic color) Warranty: 1 yr., unltd. miles Website: indianmotorcycle.com
Engine
Type: Liquid-cooled, transverse 60-degree V-twin Displacement: 1,768cc (108ci) Bore x Stroke: 108.0 x 96.5mm Compression Ratio: 11.0:1 Valve Train: SOHC, 4 valves per cyl. Valve Insp. Interval: NA (self-adjusting) Fuel Delivery: EFI, 52mm dual bore throttle body x 2 Lubrication System: Semi-wet sump, 5-qt. cap. Transmission: 6-speed, cable-actuated wet assist clutch Final Drive: Belt
Frame: Modular cast aluminum w/ engine as stressed member & cast aluminum swingarm Wheelbase: 65.7 in. Rake/Trail: 25 degrees/5.9 in. Seat Height: 26.5 in. Suspension, Front: 43mm USD fork, no adj., 5.1-in. travel Rear: Single shock, remote adj. for spring preload, 4.5-in. travel Brakes, Front: Dual 320mm floating discs w/ opposed 4-piston radial monoblock calipers & ABS Rear: Single 298mm floating disc w/ 2-piston pin-slide caliper & ABS Wheels, Front: Cast, 3.50 x 19 in. Rear: Cast, 5.00 x 16 in. Tires, Front: 130/60-B19 Rear: 180/60-R16 Wet Weight: 848 lbs. Load Capacity: 537 lbs. GVWR: 1,385 lbs.
Performance
Fuel Capacity: 6 gals., last 1.0 gal. warning light on MPG: 91 AKI min. (low/avg/high) 35.7/37.8/39.7 Estimated Range: 227 miles Indicated RPM at 60 MPH: 2,500
Indian’s new liquid-cooled PowerPlus 108 V-twin has DOHC with 4 valves per cylinder and makes a claimed 128 lb-ft of torque and 122 horsepower.
Indian has unveiled the all-new liquid-cooled PowerPlus 108,
a 1,768cc (108ci) V-twin that makes a claimed 128 lb-ft of torque and 122
horsepower and will be the beating heart of a new fixed-fairing bagger called
the Challenger.
Rider got a chance
to see and experience the PowerPlus 108 during a multi-day, hush-hush ride on
the Challenger, and we’ll post a full review when the embargo lifts on Tuesday,
October 29. For now, we can only reveal details about the new engine.
With ever-tightening emissions regulations, the era of
air-cooled engines is drawing to a close. Euro 5 standards, which go into
effect on January 1, 2020, further reduce limits for carbon monoxide, hydrocarbons
and nitrogen oxides, and adapting air-cooled engines to meet these standards
will become increasingly difficult.
Unlike the liquid-cooled Scout engine its based on, Indian’s new PowerPlus 108 V-twin has a nod to traditionalists with small cooling fins near the tops of its cylinders.
Indian’s air-cooled Thunder Stroke 111/116 V-twin has powered
all of its heavyweight baggers and tourers since it debuted for 2014. Rather
than implement partial liquid cooling like Harley-Davidson did with its
Twin-Cooled Milwaukee-Eight V-twin and BMW did with its R-series boxer twin,
Indian decided to go all-in with liquid cooling for the PowerPlus 108. And it
didn’t have to go far for inspiration. Indian’s middleweight Scout lineup is
powered by a liquid-cooled, 60-degree V-twin with DOHC and 4 valves per
cylinder, and the PowerPlus has the same engine and valve configuration.
Interestingly, PowerPlus revives the name given both to an 18-horsepower 1,000cc V-twin and the motorcycle it powered, which Indian produced from 1916 to 1924. The U.S. War Department ordered 20,000 PowerPlus motorcycles for service during World War I, and the PowerPlus helped Erwin “Cannonball” Baker set several endurance records. According to motorcycle historian Tod Rafferty, when the 600cc Scout was introduced in 1920, it “was basically a downsized Powerplus.” Today’s PowerPlus, on the other hand, is basically an upsized Scout.
Indian says the PowerPlus “was developed with a big-piston,
big-torque mindset with an end game of maximum power delivery across the entire
curve.” With an oversquare bore and stroke of 108.0 x 96.5mm, the PowerPlus
108’s 1,768cc displacement is 122cc smaller than that of the 1,890cc Thunder
Stroke 116 found in most of Indian’s heavyweight lineup for 2020, but the
PowerPlus makes more claimed torque: 128 lb-ft at 3,800 rpm versus 126 lb-ft at
2,900 rpm. The PowerPlus also revs higher, redlining at 6,500 rpm versus 5,300
rpm on the Thunder Stroke.
Dual-bore 52mm throttle bodies take big gulps of fuel and
air, which is compressed at a ratio of 11.0:1. With throttle-by-wire actuation,
the PowerPlus offers three riding modes with different throttle response
settings. The unit crankcase has a semi-dry oil sump that holds five quarts. To
reduce maintenance and improve reliability, the overhead camshafts have
hydraulic chain tensioners and the valves have hydraulic lash adjusters. The
6-speed constant mesh transmission has an overdrive top gear and a cable-actuated
wet assist clutch.
Indian says the “PowerPlus was tested, refined and proven by
one of the industry’s most rigorous development and testing programs,
accumulating over one million miles of simulated testing, including
state-of-the-art dyno testing, and more than 300,000 on-road miles.” Designing
and developing an entirely new engine is a major investment, and Indian clearly
sees the PowerPlus as worth the effort.
Unfortunately, we are prohibited from providing any riding impressions about the PowerPlus or the Challenger or other information at this time. Check back on October 29 for the full story.
Indian clearly wants to emphasize the new floating solo saddles on its limited-edition Scout 100th Anniversary (left) and new Scout Bobber Twenty (right) models, which join the Scout, Scout Bobber and Scout Sixty in Indian’s 2020 lineup.
The legendary Scout, which rivaled the Chief as Indian’s most important model, was introduced for the 1920 model year. The original Scout was powered by a 600cc (37ci) side-valve 42-degree V-twin good for about 10 horsepower. And before the Roaring Twenties were over, the 101 Scout, a longer, lower version with a 22-horsepower V-twin that became popular among racers for its speed and handling, rolled off the assembly line in Springfield, Massachusetts.
In honor of the Scout’s 100th anniversary, for 2020 Indian
is adding two new Scout models to its lineup—the limited-edition Scout 100th
Anniversary (only 750 will be made) and the Scout Bobber Twenty.
Returning for 2020 are the Scout, Scout Sixty and Scout Bobber, all of which get new floating rotors, calipers and master cylinders for improved braking performance. The 2020 Scout gets a two-up Sport Seat and passenger pegs, and Scout Bobbers roll on new Pirelli MT60RS tires.
New Quick Release Fairing for Indian Scout
Indian has also added new Scout accessories to its catalog,
including a color-matched Quick Release Fairing with a 2-inch windscreen, weather
resistant Semi-Rigid Quick Release Saddlebags, a Stage 1 Shorty Slip-on Muffler
Kit and an all-new 2-into-1 Full Exhaust System.
2020 Indian Scout 100th Anniversary
2020 Indian Scout 100th Anniversary
Taking styling cues from the original Scout, the special anniversary edition is painted Indian Motorcycle Red with Anniversary Gold trim and includes a color-matched Scout 100th Anniversary badge. Finishing touches include a Desert Tan genuine leather floating solo saddle, black wire wheels with gold pinstripes, beach bars, a luggage rack and extra chrome detailing.
Like all Scouts except the Sixty, the 100th Anniversary model is powered by a liquid-cooled, DOHC, 4-valves-per-cylinder, 1,133cc (69ci) 60-degree V-twin rated at 100 horsepower, with a 6-speed transmission. Only 750 units will be built, and pricing starts at $15,999 and includes ABS.
2020 Indian Scout Bobber Twenty
2020 Indian Scout Bobber Twenty
The new Scout Bobber Twenty has old-school bobber styling with what Indian says are improved ergonomics. It has wire wheels, a floating solo saddle, a mix of chrome and blacked-out finishes and 10-inch ape hanger handlebars. Available in three colors—Thunder Black, Sagebrush Smoke and Burnished Metallic—pricing starts at $11,999 for non-ABS (Thunder Black only) and $12,899 for ABS.
2020 Indian Scout
2020 Indian Scout
The 2020 base-model Scout features upgraded brakes as well as a two-up Sport Seat and passenger pegs. Available in multiple color options—Thunder Black, White Smoke, Deepwater Metallic, Metallic Jade over Thunder Black and Indian Motorcycle Red over Ivory Cream with Gold Pinstripe—pricing starts at $11,499 for non-ABS (Thunder Black only) and $12,399 for ABS.
The 2020 Scout Bobber features upgraded brakes as well as new
Pirelli MT60RS tires. Available in Thunder Black, Thunder Black Smoke,
Deepwater Metallic, Bronze Smoke and White Smoke, pricing starts at $10,999 for
non-ABS (Thunder Black only) and $11,899 for ABS.
The 2020 Scout Sixty features upgraded brakes. It’s powered
by a liquid-cooled, DOHC, 4-valves-per-cylinder, 999cc (60ci) 60-degree V-twin
rated at 78 horsepower, with a 5-speed transmission. Available in Thunder
Black, Burgundy Metallic and Pearl White over Titanium Metallic, pricing starts
at $8,999 for ABS (Thunder Black only) and $9,799 for ABS.
Exploring the tiny community of Nipton, California, will uncover quirky secrets, like this old Chevy-turned-art installation. Photos by the author.
I knew I’d stumbled onto someplace…different…when I pulled into the packed dirt parking lot of the Nipton Trading Post, and it wasn’t just the huge glass octopus sculpture wriggling next to the highway. I rolled to a stop next to the five-room adobe hotel, which was built in 1910, almost startled by the silence after switching off the rumbling Indian Scout.
I could smell the hot, dusty leather of my saddlebags, and was very much aware of the crunching of sand and rock beneath my boots as I stood and swung a leg, stiff from hours of slogging across the desert, over my luggage roll and backrest. My skin tingled – someone was watching me.
For a few fleeting moments I was in another time, a wandering cowgirl who just rode into an unfamiliar – and dangerously quiet – town. A tumbleweed staggered across the empty dirt street to the theme from “The Good, The Bad and The Ugly”…OK, maybe that last bit was just in my head. I doffed my hat – er, helmet – squinting in the harsh desert light, and turned to see that I was far from alone, and yes, I had definitely attracted some attention.
Nipton sits just over the border from the Nevada, on the edge of the Mojave National Preserve, making it a convenient launch point for Las Vegas, Lake Mead and other desert attractions.
Two middle-aged guys got out of a fire engine red ’65 Mustang convertible and were walking toward me, clearly curious about my equally iconic motorcycle. Past them, clustered around the railroad tracks, was a team – posse? – of photographers and assistants, all focused on a blonde woman in a gauzy dress, prancing up and down on the tracks. Based on the tour bus parked in the shade I deduced this was an album cover photo shoot.
I stood for a moment, taking in the rest of the tiny settlement of Nipton: the aforementioned hotel, a restaurant called the Whistle Stop Café, a trading post, a historical marker and a few houses. Farther out in the scrubby desert, past the hotel, I glimpsed a scattering of white teepees, along with a brightly painted old car and what appeared to be metal sculptures. Yep, this is the place.
The Trading Post in Nipton offers basic groceries and assorted Southwestern-themed art and jewelry.
Nipton, California, current population somewhere between 15 and 20 souls, was founded in 1905 as a stop on the San Pedro, Los Angeles & Salt Lake Railroad, which merged with the Union Pacific Railroad in 1910. It feels very much in the middle of nowhere, despite being just 12 miles southeast of the bright casinos of Primm, Nevada, but positioned as it is on a lonely two-lane state highway in the Mojave Desert, it’s definitely off the beaten path.
I was heading to Las Vegas for a karate tournament on a 2019 Indian Scout that we’d outfitted with some touring accessories, and rather than just slab it the whole way I’d booked a night in Nipton. This put me in an ideal position for a nice ride up to the Hoover Dam and then north into Valley of Fire State Park, before dropping into Sin City to get my butt kicked at the tournament.
Metal sculptures are scattered throughout Nipton. This one does double-duty with a swinging chair suspended beneath.
Nipton’s location is convenient for a journey into the desert, be it the nearby Mojave National Preserve, Lake Mead or Lake Havasu, or the motorcycle destination of Laughlin. And its quirkiness appealed: accommodations include the old hotel, little “ecocabins” or, my choice, teepees. The ecocabins and teepees are solar-powered, just enough to run the interior lights and to charge your phone, but there are no TVs. The cabins are heated in the winter with woodstoves and the teepees have little propane heaters, but the weather during my visit in late April was warm enough that the provided blankets were plenty comfortable.
I chose to stay in one of Nipton’s teepees, which are nicely furnished with a comfortable bed, LED lighting, chairs/tables and a small propane heater for chilly desert nights.
I was up with the sun the next morning, wanting to get to Boulder City, the gateway to Lake Mead and the awe-inspiring Hoover Dam, for breakfast. I’d already put 263 mostly freeway miles behind me the day before, and was settling into familiarity with the Scout, which we accessorized with Indian’s 19-inch Quick Release Windshield, sumptuous Desert Tan leather saddlebags and a matching rider backrest. My karate gear took up one whole saddlebag, my street clothes and toiletries the other, so I strapped a duffel across the back to hold my camera gear.
Indian’s Scout (read our full review here) is a Goldilocks weekend tourer for someone my size traveling one-up, with an easy-to-handle wet weight of 591 lbs. (as tested), plenty of cruising and passing power, adjustable ergonomics for reduced or extended reach and a smoothly loping cadence from the liquid-cooled 69ci (1,133cc) 60-degree V-twin that produced little in the way of nuisance vibration.
We added Indian’s accessory Desert Tan saddlebags and backrest to our 2019 Scout, making it a nice lightweight touring machine.Liquid-cooled 69ci (1,133cc) 60-degree V-twin is smooth and powerful with no annoying vibes. Sumptuous Desert Lan saddlebags are genuine leather, with a hard plastic inner liner to help them keep their shape. They’re rather small inside, so I strapped a duffel across the back.
That is, as long as you don’t mind stopping often for fuel; I averaged 46.6 mpg from the 3.3-gallon tank, meaning 154 miles was my limit. In the lonely desert, that translates to “fill up whenever you can,” especially since the analog/LCD instrument lacks both a fuel gauge and fuel consumption data. Otherwise, the windshield causes the fat front tire to wander a bit at times, progressing from a minor annoyance to more a disconcerting experience in a stiff crosswind, but overall I was enjoying my ride on the Scout.
It’s also undeniably pretty, especially in the Indian Red/Thunder Black livery with gold pinstriping and feathered headdress Indian graphics that accentuate the Desert Tan seat, backrest and saddlebags. As I snapped roadside photos at the Hoover Dam, the new Mike O’Callaghan/Pat Tillman Memorial Bridge arcing overhead, many a passing driver’s head swiveled at the bike in appreciation. Completed in 1936, the dam still produces power for California, Nevada and Arizona, although falling water levels in Lake Mead have affected how much it can output.
The Hoover Dam provides power to parts of California, Nevada and Arizona. It’s still possible to drive across, after paying a fee and proceeding through a security checkpoint.
From there I cruised north through the Lake Mead National Recreation Area and then into Valley of Fire State Park. Valley of Fire, as its name suggests, is full of interesting and beautiful red rock formations, and there are plenty of pullouts with picnic tables and hiking trails where you can stop and stretch your legs. I turned north at the Visitor Center for a ride into the heart of the park, the road dipping, climbing and weaving through a Technicolor landscape of eroded sandstone that’s more than 150 million years old.
The road through Lake Mead National Recreation Area is smooth and flowing, with vistas ranging from wide-open desert to red rock cliffs to low mountains.Red rock formations in Valley of Fire State Park are an impressive backdrop for the red, black and gold Indian.
Tourist traffic can be heavy, especially through this section, and there are several blind, off-camber turns that can catch you off-guard, so I was happy to putt along and enjoy the scenery, my dance with the Scout a gentle sway. At 5 feet, 9 inches, I found the standard riding position to be comfortably feet-forward; shorter and taller riders may opt for the reduced or extended reach ergo kits to tailor the bike to their needs.
In fact, I was enjoying myself so much that when Scout and I returned to I-15 on the west side of the park, for a moment I wished I could turn north and continue exploring the desert’s hidden secrets, perhaps discovering more gems like Nipton. But I had made a commitment, so south to Las Vegas it was. Still, there are more roads and more secrets to uncover…where should I point my front wheel next?
More Nipton discoveries: a grounded “UFO” flies a tattered Stars and Stripes. The sculpture in the background is made of old shopping carts.
2019 Indian Scout Specs
Base Price: $11,999 Price as Tested: $15,804 (paint, windshield, backrest and saddlebags) Website:indianmotorcycle.com Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC, 4 valves per cyl. Displacement: 69 ci (1,133cc) Bore x Stroke: 99.0 x 73.6mm Transmission: 6-speed, cable-actuated wet clutch Final Drive: Belt Wheelbase: 61.5 in. Rake/Trail: 29 degrees/4.7 in. Seat Height: 26.5 in. Wet Weight: 591 lbs. (as tested) Fuel Capacity: 3.3 gals., last 0.5 gal. warning light on MPG: 91 AKI min. (low/avg/high) 41.4/46.6/54.4
Indian FTR 1200 limited-edition tank cover designed by Steve Caballero.
Today at the Wheels
& Waves motorcycle and surfing show in Biarritz, France, Indian Motorcycle unveiled
FTR 1200 Artist Series, a collaboration with five renowned artists on a
limited-edition line of tank covers for its all-new FTR 1200. Only 100 tank
covers of each design will be produced. Sets will be available from select
Indian Motorcycle dealers for $699.
Indian
Motorcycle curated a lineup of artists with distinct styles from street
graffiti to modern abstract, in order to appeal to a wider range of consumer
preferences. The artistic tank covers will allow FTR 1200 owners to transform
their bike into a piece of mobile fine art, while also increasing their personal
connection to the FTR 1200.
The five
artists include:
• Steve Caballero: A legendary skateboarding icon and original member of the famed “Bones Brigade,” Cab has forged his legacy by turning pools and half pipes into canvases for his skate artistry. Over the years, he has become well-known for his extraordinary “low-brow,” hot-rod-culture-inspired original art work. His designs are now highly sought after by brands and collectors across the skate and art industries.
Indian FTR 1200 limited-edition tank cover designed by Steve Caballero.
• D*Face: D*Face (a.k.a. Dean Stockton) is a leading figure in Urban Contemporary Art, inaugurating his career on the streets more than 15 years ago. He originally entered the scene by hand-drawing stickers and posters, adhering them all over London and beyond for the unsuspecting public to discover. His work has since evolved, from fine art gallery shows to full-scale outdoor mural installations that transform urban landscapes and high-rise buildings into massive works of art.
Indian FTR 1200 limited-edition tank cover designed by D*Face.
• Adam Turman: A home-grown visionary from Indian Motorcycle’s very own backyard of Minneapolis, Turman is known best for large-scale, vivid and dynamic wall-mural installations throughout the Midwest. He began his art career by creating gig posters for local bands, taking inspiration from the bold, graphic style of 1980s comics and heavy metal art. Turman’s keen ability to marry his bold, vivid artistic visions with strategic-marketing objectives has made him one of the Midwest region’s most sought-after commercial artists.
Indian FTR 1200 limited-edition tank cover designed by Adam Turman.
• ThankYouX: ThankYouX (a.k.a. Ryan Wilson) began his artistic journey on the streets of Los Angeles in 2009 spray painting stencils in homage to Andy Warhol. While these signature stencils were his initial calling card, they were only scratching the surface of his multi-faceted artistic identity. As his level of notoriety expanded, the nature of his expression evolved to modern abstract designs that stand in contrast to the more conventional graffiti-inspired street-art paradigm. His unique brand of street art has captured attention and earned acclaim around the world.
Indian FTR 1200 limited-edition tank cover designed by ThankYouX.
• RISK: A true “O.G.” in the world of graffiti, RISK began his career as a founding member of the WCA (West Coast Artists) graffiti crew. RISK was one of the first graffiti writers in Southern California to paint freight trains and pioneered the use of billboards and freeway overpasses as artistic canvases. Over several decades his career has transitioned from the streets to museums, galleries and clothing lines. Risk is an innovative contemporary artist who now incorporates everything from advanced: “color theory” to “neon” in his body of work.
Indian FTR 1200 limited-edition tank cover designed by RISK.
The FTR 1200
stands as Indian Motorcycle’s most-customizable platform to date, featuring
four distinct accessory collections, designed to modify the bike’s overall look
and feel to suit different rider preferences and styles. With its fuel tank
located beneath the seat, the FTR 1200 airbox sits directly over the motor
where fuel tanks more commonly reside. This allows for tank covers that are
easy to remove and interchange, making the process of customization and
personalization even more efficient for riders.
“Art and
motorcycles share a common thread of self-expression, and for motorcycles,
customization is where self-expression truly comes to life,” said Reid Wilson,
Senior Director of Marketing and Product for Indian Motorcycle. “The FTR 1200
and its diverse accessory collections, were purposefully designed to enable a
rider’s desire for self-expression, and the Artist Series serves that same
purpose in a highly artistic fashion.”
An episodic content series, scheduled to debut shortly after Wheels & Waves, will showcase each of the five artists, their design process and their unique airbox cover designs. To learn more about Indian Motorcycle visit IndianMotorcycle.com and follow along on Facebook, Twitter and Instagram.
Indian Motorcycle has announced its first-ever rental program, Indian Motorcycle Rentals. Available now at select dealers around the country, Indian Motorcycle Rentals provides local residents and travelers alike the opportunity to rent a new Indian motorcycle for as little as four hours or as long as several weeks.
Indian Motorcycle Rentals is currently available through nine dealers around the country, with plans to continue to expand throughout the year. Participating dealers will have a rental fleet with various models available. Each dealer’s rental fleet will be updated out every 12 to 18 months to ensure riders have the opportunity to ride Indian Motorcycle’s current model year lineup. Riders must have a valid motorcycle license, and can book their Indian Motorcycle experience online in advance to ensure bike availability.
Image courtesy Indian Motorcycle.
Each motorcycle rental will include insurance as part of the rental fee. Riders will also have access to helmets, if they do not have their own. In addition to helmets, riders are required to have additional safety gear including long pants and close-toed shoes. Additional protective gear, such as gloves, a riding jacket and high-visibility or reflective clothing, is also recommended.
Inspired by the championship-winning FTR750 flat track racer, the Indian FTR 1200 S Race Replica is powered by a 123-horsepower V-twin and has a high-performance chassis. (Photos by Barry Hathaway)
“Win on Sunday, sell on Monday” has been an adage of the
motorcycle industry as long as there has been a motorcycle industry. By
investing in racing, manufacturers not only develop new technologies that
trickle down to their production models, they also elevate their brand in the
eyes of potential customers. After an absence of more than 60 years from flat
track racing, Indian created the FTR750 race bike, signed top-name racers to
recreate the legendary Wrecking Crew and won back-to-back American Flat Track
Twins titles in 2017 and 2018.
Top-spec Indian FTR 1200 S Race Replica model has fully adjustable suspension, riding modes, lean angle-sensitive ABS and other rider aids, a Ride Command LCD display and an Akrapovic exhaust.
Not only do those wins help Indian sell cruisers, baggers and tourers, they give it credibility when it comes to building a high-performance motorcycle. That’s where the new-for-2019 FTR 1200 comes in–a light, fast, agile street tracker inspired by Indian’s championship-winning race bike that breaks free of the cruiser orthodoxy that has dominated American-made motorcycles for decades.
Lean it like you mean it, the Indian FTR 1200 S is ready. A wide handlebar, moderate weight, a firm chassis, ample cornering clearance and cannonball low-end torque give the FTR serious chops in the twisties.
With a liquid-cooled, DOHC V-twin that makes 123 horsepower and 87 lb-ft of torque (claimed), a lightweight tubular-steel trellis frame, Brembo brakes, Sachs suspension, an aggressive riding position and a wet weight said to be 518 pounds, the FTR 1200 has more in common with European and Japanese naked sportbikes than it does with anything else in Indian’s or Harley’s lineups. The higher-spec FTR 1200 S further raises the bar, with fully adjustable suspension, a 4.3-inch Ride Command LCD touchscreen display with Bluetooth, a six-axis IMU and an electronics package that includes three riding modes and lean angle-sensitive ABS, traction control, stability control and wheelie mitigation control.
The Indian FTR 1200 S has an aggressive, hunched-forward riding position without being extreme or uncomfortable. Reach to the high, wide handlebar is just right, and the footpegs are well positioned. The 33.1-inch seat will be a challenge for some.
The FTR 1200 has been a long time coming. Teased with the high-piped FTR1200 Custom at the Milan show in 2017, the FTR 1200 and FTR 1200 S were finally shown to the public at the Cologne show last October. Perhaps, like us, you had a chance to throw a leg over an FTR at a motorcycle show and had visions of sugar-plum hooligans dancing in your head. Especially on the FTR 1200 S Race Replica, with its red-painted frame and swingarm, there’s no doubt that Indian nailed the styling.
The Indian FTR 1200 S Race Replica looks the business with its red trellis frame, compact V-twin, FTR750-inspired “tank” (fuel is carried under the seat), laydown shock and Akrapovic exhaust.
Like the FTR750 it’s based on, the FTR 1200 has a bulldog stance with a tank that flows smoothly into the seat (on the 1200, fuel is carried below the seat so the “tank” is primarily an airbox cover with a fuel filler and removable side panels), a sharply pointed tail section, cast wheels with dirt track-style tires and chain final drive. When the FTR 1200 was unveiled, some complained that it didn’t have the high pipes of the FTR750 or the FTR1200 Custom, but, according to Indian, for a street-legal motorcycle high pipes aren’t practical due to heat and the added width up high where the bike should be narrow. As it is the FTR 1200 has a 33.1-inch seat height, so a set of double pipes just below the rider’s right thigh would make it even harder to get both feet on the ground.
A hot bike in a cool location–Indian hosted its press launch in Baja California Sur, Mexico, where there is plenty of sand, sun and surf.
After months of anticipation, Indian hosted a press launch
for the FTR 1200 on the southern tip of Mexico’s Baja peninsula, where we got
two full days of riding not-quite-production-ready FTR 1200 S Race Replicas.
For those accustomed to the low-seat, feet-forward riding position on cruisers
like the Indian Scout, the FTR is very different. With its high seat located
close to the center of the bike and midmount footpegs, the rider sits on top of
the bike rather than down in it, leaned forward in an aggressive stance. The
seating position reminds me of a scrambler, where moving forward on the seat to
weight the front wheel makes it easier to hang the tail out in a slide. Since
the FTR 1200 is based on a race bike whose primary purpose is to slide around
corners, the seating position makes sense.
Doing our best Jared Mees impression on a sandy, rocky coast road near San José del Cabo. With the FTR 1200 S in softer-throttle-response/low-power Rain mode and ABS/TC turned off, it was easy to initiate a controllable power slide.
Early in our test ride, we rode 40 miles on a sandy, rocky road that wound its way along the coast, providing countless opportunities to power slide around corners. Although the folks at Indian strongly insist that the FTR is a street bike and not designed to be scrambled off-road, the low-traction conditions gave us a chance to evaluate the bike’s balance, maneuverability and power delivery. With the FTR in Rain mode (less horsepower with softer throttle response) and ABS and TC turned off, it proved to be imminently capable and easy to ride. I slid forward on the seat, kept a light grip on the wide ProTaper handlebar and used the throttle to help steer around corners, right-now torque breaking the rear tire loose with a flick of the wrist. The Dunlop DT3-R tires, which are modeled after flat track race tires and were developed for the FTR 1200, hooked up well and their 19-inch front, 18-inch rear diameters rolled over bumps and washboard with ease. Even though the Brembo M4.32 monoblock front calipers are superbike-strong, they offer precise modulation and even if I overcooked a corner I was able to rein in the FTR with control.
Don’t try this at home. Even though we had fun sliding and scrambling the FTR 1200 S for 40 miles on a sandy road, Indian strongly emphasized that the FTR is designed for the street, not off-road. When in Cabo….
Although the FTR shares a 60-degree Vee angle and 73.6mm
stroke with the Scout, its engine is all new. With a larger 102mm bore (the
Scout’s is 99mm), the FTR displaces 1,203cc (73ci) and it has a 12.5:1
compression ratio, high flow cylinder heads and dual throttle bodies. A
low-inertia crankshaft helps the FTR rev up fast to its 8,000-rpm redline, and
the Race Replica’s Akrapovic exhaust is assertive without being too loud.
Throttle-by-wire enables cruise control as well as riding modes that adjust horsepower,
throttle response and traction control (full 123 horsepower in Sport and
Standard; 97 horsepower in Rain). Being able to change displays or riding modes,
turn off ABS/TC and adjust settings using the LCD touchscreen was so intuitive
that I wonder why more motorcycles don’t offer such a familiar, smartphone-like
interface (there are also buttons on the switchgear so changes can be made
without taking a hand off the handlebar).
Among the things the $2,000 upgrade for the S model over the standard FTR 1200 pays for is the fantastic 4.3-inch Ride Command LCD touchscreen display, which can be operated like a smartphone.
Since most FTR 1200 owners will never take their bikes off-road, the 260 miles of pavement on our two-day route were ideal for testing the FTR in its intended environment, including mountain roads, straight-line highways and potholed city streets. Attacking curves at a fast pace, the FTR was in its element. Plenty of torque throughout the rev range launches the FTR like a cannonball off the line and out of corners, and its chassis is robust and responsive. Stock suspension settings are on the stiff side, good for spirited cornering but a tad firm for cruising around town; adjust as you see fit. An assist-and-slipper clutch makes it easy to change gears even when riding aggressively, but the lever has a very narrow friction zone. A quickshifter would be a great addition to Indian’s extensive list of accessories, which offers a wide range of customization options with Tracker, Rally, Sport and Tour collections.
Although the FTR 1200’s Dunlop DT3-R flat track-style radials squirm a bit when pushed because the tread blocks are small, they grip well and transition easily from side to side.
The Indian FTR 1200 S is the make-no-excuses, American-made
performance bike we’ve been waiting for. It’s not perfect—there’s too much
vibration in the grips, which repeatedly left my throttle hand numb and
tingling (cruise control to the rescue!), and the engine radiates a fair amount
of heat, which roasted my thighs during the hottest part of the day and when
riding at a slow pace. But a few rough edges hardly diminish what the FTR 1200
S represents—a cool-looking, hard-charging, corner-carving street tracker with
state-of-the-art technology that’s made right here in the good ‘ol U.S. of A.
We could do with less heat and vibration, but the Indian FTR 1200 S is a sexy, rowdy bike that’s a total blast to ride.
2019 Indian FTR 1200 S Specs Base Price: $13,499 (FTR 1200) Price As Tested: $16,999 (FTR 1200 S Race Replica) Website:indianmotorcycle.com Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC, 4 valves per cyl. Displacement: 1,203cc Bore x Stroke: 102.0 x 73.6mm Transmission: 6-speed, cable-actuated assist-and-slipper clutch Final Drive: O-ring chain Wheelbase: 60.0 in. Rake/Trail: 26.3 degrees/5.1 in. Seat Height: 33.1 in. Claimed Wet Weight: 518 lbs. Fuel Capacity: 3.4 gals. MPG: NA
Sleek headlight cowl on the Indian FTR 1200 houses a distinctive looking LED headlight. Flat track-style aluminum handlebar is made by ProTaper.Cast aluminum wheels on the Indian FTR 1200 are in 19-inch front, 18-inch rear diameters. Superbike-spec Brembo M4.32 monoblock front calipers are strong and precise. ABS is standard, upgraded to cornering ABS on the S models.
2019 Limited-Edition Jack Daniel’s Indian Springfield Dark Horse.
For the fourth straight year, Indian Motorcycle and Jack Daniel’s have partnered to create a limited-edition motorcycle celebrating their shared commitment to quality, originality and craftsmanship in the design of their products. This year’s bike, the Jack Daniel’s Limited Edition Indian Springfield Dark Horse, draws its inspiration from Jack Daniel’s Single Barrel Select Tennessee Whiskey, Jack Daniel’s most premium whiskey offering.
This bike was developed as a tribute to all the craftsmen who value working with their hands and are committed to developing products of the finest quality. This year’s Jack Daniel’s limited-edition motorcycle maintains the sleek, stripped-down styling of the Indian Springfield Dark Horse along with a number ultra-premium design features that truly make it a one-of-a-kind motorcycle.
2019 Limited-Edition Jack Daniel’s Indian Springfield Dark Horse.
After previous versions of the bike sold out in minutes, this year Indian and Jack Daniel’s will use a new digital promotion to select which consumers will be granted the opportunity to be proud owners of the Jack Daniel’s Limited Edition Indian Springfield Dark Horse.
Beginning at 7:00 p.m. EST on March 9 until 11:59 p.m. EDT on March 17, interested customers can enter the promotion for a chance to purchase one of the 177 bikes at 2019jackdanielsindianmotorcycle.com. Following the close of submissions, winners will be randomly selected and called upon by their preferred Indian Motorcycle dealer to inform them they are one of the lucky few who will be able to purchase one of these motorcycles.
As if the Indian Roadmaster isn’t special enough, the company has released an Elite version with a 600-watt stereo system and gold-leaf paint that took more than 30 hours to paint by hand.
Indian Australia spokesman Christopher Gale says they have already sold one of the $52,995 (ride-away) limited-edition bikes to a Perth customer.
He says they do not yet know when they will be delivered or how many will be available in Australia.
The company has been releasing these special Elite models for the past few years and they have all sold out rapidly.
Last year Indian Motorcycle released a limited-edition Chieftain Elite in a hand-painted and “marbled” silver paint job at $47,995 ride away which was the same price as the 2017 hand-painted Chieftain Elite in Fireglow Red Candy with Marble Accents.
Indian Roadmaster Elite
This range-topping costs $10,000 more than the “standard” Roadmaster and for that you get a whole lot more bike as well as exclusivity which is priceless.
The bike already features a host of features including rider modes, rear-cylinder deactivation, Ride Command infotainment system, heated grips and seat, electronic windscreen and more.
The Elite is hand painted in Wildfire Red and Black Crystal livery with real 24-karat gold-leaf badging that takes about 30 hours.
If the paintwork doesn’t take your breath away, the 600-watt audio system with speakers in the fairing, top box, and saddlebags will.
It also features billet mirrors and passenger floorboards, full leather upholstery right down to the pillion armrests.
Indian will make only 200 of the Roadmaster Elite models.
Meanwhile, Indian Motorcycle Australia is running a promotion on 2018 model bikes, offering a 116ci big-bore kit for free. The kit costs $5250 fitted.
