The Indian Scout lineup has been redesigned for model year 2025, ushering in a new generation of Indian Motorcycle’s best-selling platform. The lineup includes five distinct models, all featuring the new SpeedPlus 1250 V-Twin, a new tubular-steel frame, and other changes.
We got the chance to test all five models and came away impressed. Take a ride with us in the video below as we review the trimmed-down Scout Bobber, the traditional Scout Classic, the light-touring Super Scout, the spirited Sport Scout, and the top-of-the-line 101 Scout. Read our full review here.
The Indian Scout gets a major revamp for the 2025 model year. Five models are available, including the Scout Bobber pictured here, with prices starting at $12,999. Photos courtesy Indian Motorcycle.
The Scout is incredibly important to Indian Motorcycle. It’s the brand’s top‑selling platform, with more than 110,000 sold since its 2015 debut. It comprises more than 40% of Indian’s total sales volume and more than 50% of its international sales. And, crucially, it’s the entry point for Indian, with 93% of Scout customers being new to the brand.
So when Indian decided to give the Scout a full make‑over treatment, it wanted to avoid screwing up a successful formula. No surprise, then, that evolution of the Scout was a better approach than revolution.
The Scout’s principal designer, Michael Song, sweating the details over a digital sketch.
“We needed to make sure we didn’t mess it up,” explained Ben Lindaman, product director for the Scout platform. “People love it, so that’s what made the development process challenging.”
That said, the Scout’s new frame goes far beyond evolution. The former cast‑aluminum frame was cast aside for a tubular‑steel design, similar to what was done to the Chief platform in 2021. Chassis geometry remains similar, with a 29‑degree rake, 4.8 inches of trail, and wheels spread 61.5 inches apart.
Ben Lindaman, product director for the Scout platform, peruses the clay model used in development. Lindaman was the project manager for the first‑generation Scout.
The Scout’s new frame, while seemingly backward in technology, provides a much cleaner chassis design than the bulkier aluminum structure that looked blocky and awkward in the area behind the front wheel. Surprisingly, Indian says the weight of the steel frame is similar to the former aluminum one.
Ola Stenegard, Indian’s director of industrial design, explained the guiding principles of the Scout redesign: timeless; keep it simple and clean; customizing is key.
Stenegard noted how the “S” line from the steering neck to the frame’s downtubes was patterned after the original Scout, which debuted in 1920, as well as even earlier Indians. And by using a steel frame, the modification process for custom builders was simplified: “Customizing is the cornerstone of what we’re doing,” he said.
Most of what you need to know about the 101 Scout is found in its front end sourced from Indian’s FTR but with revised tuning. The dual‑disc Brembo brakes are in a different league from the other Scouts.
Some of the best design work is invisible. The subframe area below the seat remains aluminum, but it’s a new casting that now encloses most of the Scout’s electronics and supports the modular electrical system. This enables shorter wiring and prevents components from being scattered around the motorcycle, resulting in a cleaner overall appearance.
The subframe casting also ties together the chassis behind the engine for optimum rigidity, and it’s now common among all Scout models. So instead of model‑specific seat pans and bracketry, all Scout seats and fenders can be used across the platform, simplifying things for customers, dealers, and the aftermarket.
The inspiration for the new 101 Scout was the legendary 101 Scout from the 1920s.
Less revolutionary is the Scout’s rolling stock, with wheels, brakes, and suspension largely carried over from previous Scouts. Indian says the Scout’s 25.6‑inch seat height is the lowest in its class. Tank‑empty weights range from 522 lb (Bobber) to 571 lb (Super Scout).
All five models are equipped with antilock brakes, full LED lighting, and self‑canceling turnsignals. Versions with analog gauges now include fuel level and fuel economy readouts.
The Limited +Tech trim level includes Indian’s touchscreen TFT instrumentation. It’s equipped with Indian’s Ride Command system and offers configurable gauges, ride stats, turn‑by‑turn navigation, and optional Ride Command+ connected services.
To further expand customer choice, the Scout is available with different trim levels. The Limited package adds cruise control, traction control, selectable ride modes (Sport, Standard, and Tour), and a USB charging port for an extra $700.
More features are included in the $1,700 Limited +Tech trim level, which adds keyless ignition and Indian’s 4‑inch round touchscreen TFT instrumentation. Thus equipped, riders can access navigation and additional ride info, plus it can be configured to view alternate layouts. It’s standard on the Super Scout and 101 Scout.
Indian Scout SpeedPlus 1250: Engine & Tonic
The Scout’s liquid‑cooled 60‑degree V‑Twin received a comprehensive overhaul. At first glance, the SpeedPlus 1250 appears to be just a simple overbore, punching out the cylinders from 99mm to 104mm and retaining its 73.6mm stroke to displace 1,250cc (76.3ci), up from the previous 1,133cc.
Meet the SpeedPlus, the 1,250cc V‑Twin providing the motivational force behind every new Scout. Pictured here is the 101 Scout, which is said to produce 111 hp and is highlighted by special badging. The louvers on the heat shielding over the headers are a tasteful touch.
However, there are myriad internal changes for the SpeedPlus – Indian says it’s at least 70% new. A fresh cylinder‑head design ups the compression ratio and contains bigger valves operated by new camshaft profiles. At the bottom end, the crankshaft is 5.8 lb lighter, contributing to the motor’s significant 10‑lb weight loss. Importantly for servicing access, the valve covers can now be removed without splitting the frame, and checking oil levels is made simpler with a new sight‑glass window.
The left side of the engine shows a tight induction area, and Indian engineers admit there’s top‑end power on the table for anyone who dares to open it up. Just below the seamless fuel tank is the power button to activate the keyless ignition module.
The old 2‑into‑2 exhaust system has been ditched in favor of a single large muffler. It looks bulkier, but it’s designed to be much easier to replace with aftermarket systems. The bike’s catalytic converters are contained in the junction prior to the muffler, so a simple swap to a slip‑on exhaust retains clean emissions even if noise might exceed regulations.
Behind this cover is the Scout’s new slip/assist clutch, which reduces lever effort and allows the clutch to slip in the event of high‑rpm downshifts.
Horsepower has been boosted from 100 to 105 hp. More important to regular riding duties is the engine’s 14% torque bump, jumping from 72 to 82 lb‑ft. Torque reaches its peak at 6,300 rpm, while peak ponies arrive at 7,250 revs, long before the 8,500‑rpm rev limiter kicks in. The 101 Scout has special electronic tuning that nudges its peak output to 111 hp, a tune that other Scouts can get via a dealer reflash for $219.99.
The Scout’s new 2‑into‑1 exhaust system is a sure sign you’re looking at a 2025 model.
Transmission duties are handled by a new slip/assist clutch that reduces lever effort and prevents rear‑wheel hopping during sloppy downshifts. The engine’s drive sprocket has its tooth count reduced by one, yielding slightly shorter overall gearing for punchier acceleration.
Advanced fluid dynamic testing allowed Indian to design a radiator 22% smaller to fit neatly between the frame rails yet retain the bike’s cooling capabilities.
Indian Scout Test Rides
Now it’s time for the fun part of motorcycle journalism – riding the new bikes! We set off on the Bobber, Classic, and Super Scouts for a trip through San Francisco and then south to oceanside Santa Cruz for an overnighter.
The next day, we took a return journey along twisty roads on the Sport Scout before a stop at the famous motorcycle hangout Alice’s Restaurant. After a quick lunch, we mounted up on the headliner of the platform, the 101 Scout, and tore up some more twisty roads before jumping on the freeway for our return to San Fran.
Indian Scout Bobber: The Rebel
The Bobber looks imposing with its fat front tire, low handlebar, and blacked‑out trim, so it’s easy to see why it has been the Scout’s best‑selling model. Its appearance is augmented by short‑cropped fenders for an aggressive look, and its headlight is capped with a minimalistic nacelle.
The Bobber cuts a dashing profile in the cut and thrust of the city. The low handlebar puts a rider in a gunfighter forward stance that will suit some but not all. Bar risers, available from Indian on other models, will bolt right on.
Our test bike was equipped with the Limited +Tech package, so no key was needed to fire it up. The 60‑degree V‑Twin sounds deep and authoritative, but it lacks the loping cadence of narrower vee angle motors like Indian’s Chief and most Harleys.
The new slip/assist clutch in the Scouts is an impressive upgrade. Pulling in the lever is an action repeated hundreds of times during a ride, and the Scout’s requires only minimal effort. Additionally, its slipper function kept the rear wheel turning even when dumped at obscenely aggressive revs during downshifts.
Once underway, the Bobber feels similar to the previous version, as its weight and geometry have barely changed, and its suspension, brakes, and tires haven’t at all. While I appreciate the butch look of the chunky Pirelli MT60RS tires, the tall sidewall of the 130/90‑16 front tire attenuates front‑end feedback.
The Scout Bobber looks undeniably tough. Starting at $12,999, it’s great value for an American‑made cruiser.
The underslung bar‑end mirrors were out of eyeshot without looking downward, and they’re in danger of scuffing the fuel tank at full lock. Happily, they can be easily switched to locations above the handlebar by swapping sides. Either way, you’ll be looking at empty perches above the bars where mirrors are mounted on the Classic and Super Scouts.
Riding through town didn’t allow for delving deep into the powerband, but the SpeedPlus impressed with its beefier reactions to small throttle inputs. The Scout now has the mid‑rpm juice to feel like it has even more than 76ci at its disposal.
Tackling Lombard Street in San Francisco, “the crookedest street in the world,” featuring eight hairpin turns on the steep one‑block section. It supposedly attracts 2 million visitors annually, but they all must go downhill on the one‑way road. We’re special.
The fuel‑injection tuning was mostly good, but some of our pre‑production bikes occasionally stalled while mired in traffic. Indian promises a more finely tuned EFI map in its production models. Otherwise, throttle response was excellent.
The Bobber is a fun ride, but it comes up short – literally – in terms of rear‑suspension compliance. To achieve its low‑slung look, it is fitted with shocks that deliver just 2 inches of travel; every other Scout model has 3 inches of stroke. It’s true what some say: Even 1 inch can make a big difference in performance.
Indian Scout Classic: The Traditional One
If you’re a rider who hasn’t yet warmed to dull colors and matte‑black trim, turn your head toward the Scout Classic. Instead of the Bobber’s tough‑looking colorways, the Classic responds with brighter paintwork and plenty of chrome accents. Full fenders – rather than bobbed ones – are gracefully old‑school. Prices start at $13,999.
The Scout Classic glistens with chrome finishes and bright colors. Also note its traditionally styled flowing fenders and perch‑mounted mirrors.
Both bikes use 16‑inch front and rear wheels, but the Scout Classic substitutes 40‑spoke wire wheels for the Bobber’s cast‑aluminum hoops. And rather than the dirt‑track‑inspired Dunlops on the Bobber, the Classic is fitted with Pirelli Night Dragon tires that proved to be more responsive and easier to steer.
The Scout Classic I rode was fitted with a windshield and saddlebags from Indian’s accessory catalog.
I found the riding position of the Classic preferable over the more compact arrangement on the Bobber. Its bars are placed higher, which makes the bike slightly easier to steer and maneuver in tighter spaces at low speeds.
The Scout Classic (and every other Scout) proved that 3 inches of travel is considerably better than the 2 inches on the Bobber. Meanwhile, the SpeedPlus drivetrain continued to impress, and for some reason, the engine never died on me like the Bobber’s.
Indian Super Scout: The Versatile One
The Super Scout takes its inspiration from the Super Chief, as they’re both equipped with a windshield, saddlebags, and a passenger seat to make them suitable for two‑up travel. And on a warm day the windshield quickly detaches for wind‑in‑the‑face riding.
The Super Scout looks like a traditional cruiser but can really scoot when prodded.
Like the Scout Classic, it has chrome finishes, longer fenders, a higher handlebar, and wire‑spoke wheels. And that appreciable extra inch. All that adds up to the heaviest Scout model, scaling in at 571 lb. Prices start at $16,499.
Significant others will appreciate the passenger accommodations and the roomy saddlebags accessed with quick‑pull tabs. Indian says the previous Scout bags can fit inside these new ones.
The handlebar placement felt neutral to my hands, and the seat felt good to my…seat. Chrome mirrors on perches aren’t my style, but they kept my rearward view unobstructed. The Super Scout’s windshield produced more noise than the accessory shield fitted to the Scout Classic I rode.
The Super Scout is a smaller‑scale version of the Super Chief and is suitable for light touring duties. It’s fitted with saddle-bags, a quick‑detach windshield, and a rear seat.
Like the Bobber, the Super rolls on the same chunky Pirelli MT60RS rubber, and again I didn’t warm to their duller responses as compared to the Night Dragons. Also feedback from the brakes was dull, the front in particular. While braided‑steel lines provide a firm lever, the Scout’s brakes are average at best.
Indian Sport Scout: Going Rogue
Remember the Scout Rogue introduced in 2022 (see our June issue), which was equipped with a quarter fairing, drop‑down mirrors, and a 19‑inch cast‑aluminum front wheel? Well, that formula can be found in the new Sport Scout, which reprises an Indian model name from the 1930s.
The Sport Scout provides a terrific balance of style and sport. Note the side‑mounted license plate holder that cleans up the bike’s tail and neatly folds sideways for parking in tight confines.
This new model also receives different ergonomics. Machined triple‑clamps fitted with 6‑inch risers and a moto‑style handlebar put riders in an aggressive posture. A sport‑style seat has a taller rear section to keep riders aboard when accessing the strong power available from the SpeedPlus.
The Sport Scout is blacked‑out like the Bobber, resulting in a menacing appearance augmented by the Rogue‑like quarter fairing.
On the road, the engine and transmission feel well‑suited to the Sport Scout. Although down on ponies compared to the 121 hp of Harley‑Davidson’s RevMax in the Sportster S, the Indian motor generates more vibration and exhibits a character more in line with a cruiser.
The Sport Scout’s best asset is the neutral steering feel provided by the 130/60‑19 Metzeler Cruisetech front tire. Going to a shorter‑profile tire enhances the feedback felt at the bars, and this arrangement was preferable over the chunky 16‑incher on some other Scouts.
Like the other Scouts, the 528‑lb Sport Scout retains its composure while leaned over in corners.
With prices starting at $13,499, the Sport Scout has the potential to topple the Bobber from the top of the sales charts – it would be my target if walking into an Indian dealership. Sure, its quarter fairing provides more style than wind protection, and I’d have to dig out extra dollars for the extra tech features I’d want to have, but it has the best capabilities‑per‑dollar ratio of any American motorcycle.
Indian 101 Scout: A Legend Reborn
The 101 Scout is perhaps the most revered Indian motorcycle ever made, so reviving the historic nameplate wasn’t taken lightly. With a special tune claimed to deliver 111 hp, the result is the highest‑performing Scout to date.
I found my happy place on a twisty road while riding the new 101 Scout. The Pathfinder LED headlight on the 101 leads the way.
In a nutshell, the 101 Scout is a Sport Scout with the front end of an Indian FTR bolted on. That not only brings the security of an inverted fork with a full range of adjustability, but also a front‑brake setup that shames the capabilities of the other Scouts. Instead of a single disc with a 2‑piston caliper, the 101 has dual 320mm discs bitten by a pair of 4‑piston Brembo radial‑mount calipers. The increase in power and feedback is astonishing.
Like the Sport Scout, it has black 6‑inch risers with machined highlights and a moto‑style handlebar, providing purposefully aggressive ergonomics. Unlike other Scouts, the 101 has piggyback shocks that are adjustable for preload and rebound/compression damping. It also sets itself apart with a custom‑stitched gunfighter‑style solo seat and exclusive 101 Scout badging, paint, and graphics.
The new 101 Scout is the fastest production Scout ever offered from the factory. It retails for $16,999, the exact price of Harley‑Davidson’s Sportster S.
I wish I could tell you that the 101’s engine tuning felt much more powerful compared to its lesser siblings, but the difference is felt only at the top of the rev range, a zone rarely accessed on public roads. I couldn’t tell the difference when riding at casual revs.
There is a more notable improvement with the 101’s suspension, especially at the rear end. The fully adjustable shocks provided extra control, and bump absorption got even better after I dialed up their rebound damping via the hand‑adjustable clickers.
Rear suspension is provided by ZF shocks with gold-anodized piggyback reservoirs that are topped by hand‑adjustable compression‑damping adjusters. Rebound damping is adjusted via a knurled knob at the bottom end of the springs.
The only negative to the 101 Scout is that the extra brake caliper and rotor adds weight to the front wheel, causing the bike to steer slower than its brethren and feel slightly less agile. I believe a single‑rotor Brembo setup would provide significantly improved braking performance relative to the other Scouts, but Indian contends that customers for a bike like this demand dual discs.
Indian’s goal with the 101 Scout was to reset the bar for American V‑Twin cruisers, and it succeeded. It offers more performance than any production Scout, and it does so with unrivaled capability and style.
Talent Scout
If you’re gonna proudly yell “Made in America” when buying a mid‑size cruiser, your choices are limited. Indian makes a solid case for itself with these new Scouts, and it intends to become the market‑share leader in the segment. After riding the new Scouts, that seems likely.
The Scout’s 3.4‑gallon fuel tank gets a makeover, featuring nicely sculpted surfacing and a new console. Note the spin‑off fuel cap that replaces the previous hinged design for an old‑school touch.
Harley‑Davidson’s 975cc Nightster has a starting price of $13,499, $500 more than the Scout Bobber. But with 91 hp and 72 lb‑ft of torque, it’s significantly down on power. The MoCo’s Sportster S has 10 extra horses over the 101 Scout and is priced identically, but its 2 inches of rear suspension travel comes up short – there’s that extra inch again.
The revamped Scout lineup features an all‑new frame and a comprehensively revised engine.
The new Scouts improve on the previous admirable Scouts in every important aspect: performance, style, execution, and desirability. Lindaman, the Scout’s product director, said this redesign should extend the Scout platform for another 10‑year run.
Somewhere along the line I’d like to see a cheaper version of the 101 Scout with a single‑disc Brembo brake setup and a pair of shocks with 4 inches of travel, which I was told would fit without further modifications. Until then, I’d be thrilled with a (very) long‑term 101 Scout loaner.
In its first major revamp since its 2015 debut, Indian’s Scout cruiser platform is all-new from the ground up, and the 2025 lineup includes five models, including some with names that will be familiar to any fan of Indian history: 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.
Headlining the new platform is the high-performance 101 Scout, seen here facing a 1920s 101 Scout.
At the heart of the Scout platform is a new engine called the SpeedPlus 1250. The V-Twin remains liquid-cooled but has been completely redesigned, punched out from 1,133cc to 1,250cc. Its bore goes up from 99m to 104mm, while its stroke remains at 73.6mm. Power goes up to 105 ponies and 82 lb-ft of torque, and the 101 Scout gets a bump to 111 hp.
The new Scouts feature an all-new 1,250cc V-Twin that pumps out as much as 111 hp. Also seen here is the new tubular-steel frame.
Also new is the Scout’s frame, switching from an aluminum design to a simpler steel-tube chassis intended to be easier to customize, similar to what Indian did with the Chief platform in 2021. It supplies a 61.5-inch wheelbase with a 29-degree rake and 4.8 inches of trail.
2025 Indian Sport Scout in Storm Blue
“Our top priority was to uphold the iconic namesake of Scout and ensure the new lineup is as timeless as all its predecessors,” said Ola Stenegard, director of product design for Indian Motorcycle. “For us, it was imperative to keep it clean, follow the iconic lines of Scout, and create a package that offered seamless customization. To achieve this, it all started with the steel-tube frame and all-new V-Twin engine.”
The Super Scout is a light-duty touring machine equipped with a detachable windshield and saddlebags.
Indian says the Scout’s 25.6-inch seat height is the lowest in class. 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.
2025 Indian Scout Bobber in Nara Bronze Metallic with the Limited +Tech trim
“As our top-selling platform, Scout has long been a staple in our lineup,” said Mike Dougherty, president of Indian Motorcycle. “We’re excited to take it to the next level and continue its evolution with a robust offering of models to meet the diverse needs of our global riding community.”
2025 Indian Scout Models
The Scout Bobber is the cheapest way to get into the Scout lineup, with prices starting at $12,999.
The least expensive version is the Scout Bobber, withprices starting at $12,999. It’s a low, stripped-down model with chopped fenders, blacked-out styling, bar-end mirrors, and slammed 2-inch rear suspension.
The Scout Classic has traditional styling with
chrome trim and wire-spoke wheels. All Scouts except the Bobber have 3 inches of rear-suspension travel.
The Scout Classic (starting at $13,999) lives up to its name with a traditional design that includes flared fenders, wire-spoke wheels, relaxed ergonomics, and flashes of chrome. Their “as shipped” weights are 522 lb and 536 lb, respectively. We’ll have to wait to find out what their curb weights are when their diminutive 3.4-gallon fuel tanks are full.
The Sport Scout is thematically similar to the former Scout Rogue. It’s pictured here with saddlebags that are part of a robust line of accessories from Indian.
Reprising a model name from the 1930s, the Sport Scout (starting at $13,499) has a similar aggressive style as the former Scout Rogue, with a quarter fairing, 6-inch moto-style bar risers with machined highlights and a moto-style handlebar, machined triple clamps, along with a sport-style seat and a 19-inch front wheel. It weighs 528 lb as shipped.
The Super Scout mirrors the theme of the Super Chief, equipped for the open road with a quick-release windshield, saddlebags, a passenger seat, and 3 inches of rear suspension travel. Like the Scout Classic, it has chrome finishes and wire-spoke wheels. It’s the heaviest Scout at 571 lb, and prices start at $16,499.
Resurrecting another legendary model name from Indian’s past, the 101 Scout packs more performance than any production Scout ever made. Its fully adjustable suspension consists of an inverted fork and piggyback rear shocks. Brakes are also high-end items, with a pair of 4-piston radial-mount Brembo front calipers pinching 320mm rotors. Like the Sport Scout, it has black moto-style risers and a moto-style handlebar, but the 101 Scout sets itself apart with a custom-stitched gunfighter-style solo seat and exclusive 101 Scout badging, paint, and graphics. Prices start at $16,999.
2025 Indian Scout Trim Packages and Accessory Collections
Three trim levels are available for certain models, starting with the Standard trim package, which includes ABS, new LED lighting, and an analog gauge with new fuel level and fuel economy readouts for the Scout Bobber, Scout Classic, and Sport Scout. Upgrading to the Limited trim level ($700) on those models adds selectable ride modes (Sport, Standard, and Tour), traction control, cruise control, and a USB charging port.
The Limited +Tech trim comes with a 4-inch TFT display with Ride Command capabilities.
The top-of-the-line Limited +Tech trim includes the Limited features and adds keyless ignition and Indian’s 4-inch round touchscreen display with Ride Command that offers turn-by-turn navigation, point-to-point route planning, weather and traffic overlay, configurable gauges, ride stats, and optional Ride Command+ connected services. The Limited +Tech trim level adds $1,700 to the base pricing for the Scout Bobber, Scout Classic, and Sport Scout, and it’s standard on the Super Scout and 101 Scout.
Along with the five models and three trim levels, Indian will offer more than 100 accessories to enhance versatility, style, and comfort (including 32 ergonomic combinations). There are also four new accessory collections.
2025 Indian Scout Classic in Ghost White 2-Tone Metallic with Overnighter accessory package
The Overnighter Collection is for travelers, and it includes the Solo Luggage Rack, All-Weather Vinyl Tail Bag, 20-inch Quick Release Touring Windshield, and Touring Saddlebags.
2025 Indian Scout Classic in Black Metallic with Commuter accessory collection
The Commuter Collection includes the Syndicate Seat, Pathfinder 5.75-inch Adaptive LED Headlight, Pinnacle Mirrors, RAM X-Grip Phone Mount, Mid Foot Controls, and Passenger Pegs.
2025 Indian Sport Scout in Black Smoke with Stealth accessory package
The Stealth Collection adds aggressive style and functionality with Sleek Smoked Turn Signals, Moto Handlebar with 10-inch risers, Radial RS Mirrors by Rizoma, Bobber Saddlebags, Blacked-Out Levers, and the Pathfinder LED Headlight.
2025 Indian Super Scout in Black Smoke with Open Roads accessories package
The Open Roads Collection includes Steel Front Highway Bars, LED Driving Lights, Syndicate Low Profile Passenger Backrest, Touring Backrest Pad, Rider and Passenger Floorboards, and Highway Pegs.
Indian Motorcycle is set to release a new Indian Scout or Scouts on April 2, and it has been teasing us with a few videos that hadn’t revealed much of anything. But today it posted a new video (see below) that shows a group of five bikes riding across a desert lakebed.
Sadly, the low light in the video doesn’t provide enough illumination to reveal many details, but there appears to be four different variants of the new Scout. For reference, Indian’s current Scout lineup consists of three main models: the classically styled Scout, the stubby Scout Bobber, and the mini-faired Scout Rogue.
In the video, the leading trio of bikes have low-mounted bar-end mirrors, while the rearmost bikes are differentiated by chrome mirrors perched atop their handlebars. Of the trailing pair, the one on the right displays a smallish windshield that suggests some sort of light-duty touring version. The one on the left could be a traditional Scout of some form.
Leading the group is a bike with a mini fairing topped with a small windscreen that looks similar to the bike on its left. One or both could be a new version of the Scout Rogue. The bike second from the left has no fairing and could be a model similar to the existing Scout Bobber.
At this point, we can only speculate based on what we see in the video, so we can’t say what could be inside them regarding their engines or chassis modifications. Full details will be released on April 2. Stay tuned!
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 added to its high-end Elite lineup with the 2024 Roadmaster Elite. Like other models in this Elite program, the Indian Roadmaster Elite includes premium features and a custom paint scheme, and it’s limited to only 350 units worldwide.
The Indian Roadmaster Elite first draws the eye with its dazzling tri-tone Indian Motorcycle Red paint scheme. This paint scheme honors the Indian Motorcycle Red paint first seen in 1904. For 2024, Indian Motorcycle partnered with paint shops Gunslinger Custom Paint in Colorado and Custom Painted Vehicles in Wisconsin to ensure the highest-quality finishes. Each motorcycle will also include an exclusive Elite badging with an individually numbered center console and a silhouette of a 1904 Indian Camelback, the bike that first received the Indian Motorcycle Red paint.
“Our Elite models take the incredibly high bar we set for all of our products, and raise it even higher, offering something more exclusive for the rider who wants to make sure their bike is a cut above anything else on the road,” said Aaron Jax, vice president for Indian Motorcycle. “What I love about the new Roadmaster Elite is how we’ve taken the historic Indian Motorcycle Red and given it a tougher, meaner attitude with blacked-out styling.”
The tri-tone paint includes Indian Motorcycle Red Candy, Dark Indian Motorcycle Red Candy, and Black Candy, along with handpainted Championship Gold pinstripes, and each bike takes more than 24 hours to complete.
“Our design team is always thrilled to work on the Elite models, because we’re essentially given the keys to design our very own custom bike, but instead of just one, hundreds will be available around the world,” said Ola Stenegard, director of product design for Indian Motorcycle. “With each new Elite model, we pull through custom bike trends to create something that’s not only current and relevant, but authentically aligns with the Indian Motorcycle brand and complements each model’s inherent DNA.”
Aside from top-notch paint jobs, Indian’s Elite collection also includes premium features and components from the brand. The 2024 Indian Roadmaster Elite will include PowerBand Audio with Bass Boost & UnderGlow, which was introduced in 2023 and delivers 50% louder audio through 12 speakers in the front fairing, saddlebags, and touring trunk. Also included is the Pathfinder Adaptive LED Headlight, which improves visibility by adjusting illumination based on the bike’s lean angle. Pathfinder LED lights can also be found in the bike’s saddlebags to provide better visibility of the bike to other motorists.
Other premium details on the 2024 Indian Roadmaster Elite include a gloss black painted dash, polished driver and passenger Indian headdress floorboards, a color-matched stitched heated and cooled seat, a tinted flare windshield, passenger arm rests, backlit switch cubes, and 10-spoke precision machined wheels.
The 2024 Indian Roadmaster Elite will have an MSRP of $41,999 and will begin arriving in dealerships this spring. 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)
Following the announcement last November of the 2023 Challenger Elite, Indian Motorcycle recently announced the release of the new Indian Pursuit Elite and the return of the Chieftain Elite. Like other bikes in the Elite lineup, both bikes will be limited in production and feature premium options. These new bikes in the 2023 Indian Motorcycle lineup will begin shipping to dealers in spring 2023.
The Chieftain Elite was the first bike in Indian’s Elite program, introduced for the 2018 model year. Aaron Jax, vice president of Indian Motorcycle, said the idea was to create an offering that was “not just limited in quantity, but exclusive in nature with custom details straight from the factory.”
“Today, with jewel-like finishes, our Elite line of baggers and touring models truly represent the best-of-the-best and deliver a statement like nothing else on the road,” Jax said.
There will be only 150 units available worldwide of the Indian Pursuit Elite, a touring bike that Indian says is “designed for riders who value the journey as much as the destination.”
The Indian Pursuit Elite has electronically adjustable rear suspension preload from Fox that is managed from the bike’s infotainment system. Braking comes from radially mounted Brembo 4-piston calipers biting dual semi-floating 320mm discs up front and a 2-piston caliper and floating 298mm disc in the rear.
The bike rides on 5-spoke precision-cut wheels (19 inches in the front, 16 in the rear) with tire pressure monitoring and wrapped in Metzeler Cruisetec tires. It’s powered by a liquid-cooled 108ci PowerPlus V-Twin making a claimed 122 hp and 128 lb-ft of torque at 3,800 rpm and mated to a 6-speed gearbox and slip/assist clutch.
The Indian Pursuit Elite offers Smart Lean Technology using a Bosch IMU to manage traction control, ABS, and torque. Backlit switch cubes improve the rider’s ability to see the bike’s controls at night, and the Pathfinder Adaptive LED headlight combined with Pathfinder S LED driving lights and saddlebag lights deliver improved visibility. Both rider and passenger get a heated seat with adjustable controls on the seat and infotainment system.
The Indian Pursuit Elite is equipped with a 7-inch touchscreen powered by Ride Command and offers Apple CarPlay integration, turn-by-turn navigation, Bluetooth connectivity, one year of Ride Command+ connected features, and more. The bike’s Powerband Audio includes built-in amplifiers, a nine-band equalizer, and 16 speakers.
Offering more than 35 gallons of remote-locking storage, riders can keep all cargo protected inside weatherproof saddlebags and trunk, and for those looking to achieve further customization, a quick-release low-profile trunk is available as a color-matched accessory.
The 2023 Indian Pursuit Elite comes in premium Super Graphite Metallic and Black Metallic paint with Shadow Bronze Chrome accents. Color-matched Elite badging and premium components complete the bike’s design. Pricing starts at $39,999.
Story continues below 2023 Indian Pursuit Elite photo gallery.
2023 Indian Chieftain Elite
Limited to only 175 units globally, the 2023 Indian Chieftain Elite features what the company says is “meaner and more aggressive styling with custom-inspired details straight from the factory.”
The Chieftain Elite bagger features Indian’s most powerful air-cooled engine, the Thunderstroke 116, which delivers a claimed 126 lb-ft of torque. While this is the same mill as the 2022 Chieftain Elite, the standard Chieftain is powered by a 111ci engine making a claimed 119 lb-ft of torque. The 2023 Chieftain Elite’s open fender showcases a new 10-spoke precision machined front wheel. Similar to the Indian Pursuit Elite, the wheels are 19-inches in the front and 16-inches in the rear with tire pressure monitoring and shod in Metzeler Cruisetec tires.
Like other Chieftain models, rear cylinder deactivation improves rider comfort when riding through slower traffic, while three selectable ride modes – Tour, Standard, and Sport – allow riders to adjust the bike’s throttle response to match their riding style.
The 2023 Chieftain Elite has a 46mm inverted fork and air-adjustable single rear shock. Stopping power comes from dual 4-piston calipers and 300mm floating discs up front, with a 2-piston caliper and 300mm floating disc in the rear. ABS is standard.
From a style perspective, the Adaptive Pathfinder LED headlight and rear saddlebag LED lights on the 2023 Chieftain Elite provide good visibility at night, as well as some head turns. An adjustable tinted flare windscreen raises or lowers to the rider’s preferred position with the push of a handlebar-mounted button.
Like the Indian Pursuit Elite, the 2023 Indian Chieftain Elite features the 7-inch touchscreen display powered by Ride Command with Apple CarPlay, GPS with navigation, and Ride Command+ features, like live traffic and weather overlays, and a vehicle locator feature. The bike has backlit switch cubes, an integrated PowerBand audio system, keyless ignition, and weatherproof and remote-locking saddlebags with more than 18 gallons of storage. For riders looking to personalize their ride, color matched accessories are available, including a quick-release low-profile trunk, as well as lower fairings.
The new Chieftain Elite’s paint scheme features Super Graphite Smoke complemented by premium Shadow Bronze chrome finishes and Indian Motorcycle headdress floorboards. Pricing starts at $35,499.
Riders shopping for new or used Indian motorcycles will now be able to view, research, and purchase them at Polaris Xchange, a new online shopping and selling platform. Other new and used products from Polaris will also be served, including the Slingshot three-wheeler, ATVs, UTVs, and snowmobiles, as well as Polaris accessories and protection products. Once the purchase has been made, customers can pick up the vehicle from a participating dealer or have it delivered. For more information, read the press release below from Polaris Industries.
MINNEAPOLIS – Polaris Inc., the global leader in powersports, is putting customers in the driver’s seat as they shop for their first or next powersports vehicle with the introduction of Polaris Xchange. Built from the ground up with the needs of the powersports customer in-mind, this one-stop online marketplace provides customers the ability to shop, research, and start the buying process on thousands of off-road vehicles, snowmobiles, motorcycles, side-by-sides, auto-cycles, and ATVs from participating Polaris dealers nationwide.
“We are constantly infusing new ways of thinking and using our knowledge of the powersports customer to help advance our industry, introduce new people to powersports and enhance the experience for our owners and riders, and Polaris Xchange is another example of that industry leadership,” said Vic Koelsch, senior vice president, chief digital and information officer at Polaris. “Polaris Xchange simplifies the shopping process for customers, allowing them do most of the process online before visiting their local dealership to sign the paperwork.”
Consumer shopping habits have evolved in recent years with more consumers leveraging online resources for discovery, research, and learning as they start the buying process prior to visiting a physical retail location, and powersports consumers are no different.
Polaris Xchange offers consumers the tools they need to feel confident as well as conveniently start the buying process from the comfort of their homes, including: finding the vehicle, viewing used vehicle history and condition reports, shopping for accessories, indicating interest in protection products, determining trade-in value, and prequalifying for a loan. From there, the customer simply needs to complete the purchase and pick up the vehicle from a dealer or have it delivered.
Polaris Xchange also provides value to Polaris dealers who can publish their new and used inventory online, increasing visibility, reach, and awareness to shoppers.
“We set out to streamline the shopping process and provide consumers with even more confidence as they look to purchase,” said Koelsch. “Through Polaris Xchange, we are offering a one-stop, credible resource that makes it easier to not only find new Polaris vehicles but search through available used powersports inventory at our trusted network of dealers.”
With JoyDrive as a technology partner, Polaris Xchange will showcase used powersports inventory from all powersports manufacturers as well as available inventory of new Polaris vehicles at participating dealers.
