Cruiser of the Year Winner: Indian Chief


By Evans Brasfield

By now you’ve read all of the praise surrounding Indian’s return to selling motorcycles in the 2014 model year. We don’t think the kudos are at all hyperbolic, either. What Polaris accomplished in rescuing the American marque out of the morass of litigation and production of me-too Harley clones bearing the Indian name is notable on its own. Seeing the motorcycles (all three of the models) that came out of a mere 27 months of development has been inspiring. Polaris knows motorsports (being the number-one powersports OEM in North America) and is clearly applying what it’s learned from developing Victory over the past 15 years to the Indian revival.

So, how’d Polaris do it? The key ingredient is the Thunderstroke 111 engine. The 49-degree air-cooled V-Twin perfectly straddled the line between the historic styling of Indian engines (downward-facing exhausts, anyone?) and the requirements of a thoroughly modern powerplant with a ride-by-wire throttle, letting prospective customers know that, while Polaris clearly respects Indian’s past, it plans on producing motorcycles that utilize current technology.

When the motorcycles were revealed to the public, the proof of concept was immediately apparent. Where most manufacturers stick cruisers with tubular steel frames, Indian chose to pursue lightness and strength with an aluminum frame that weighs in at 58 lb. Other systems on the Indian showed a similar level of focus on performance. For example, dual 300mm discs squeezed by four-piston calipers in the front and a 300mm two-piston unit out back – with standard ABS.

Polaris made it very clear that it plans on Indian being seen as a premium brand. The fit and finish of the bikes – from the paint to the quality and amount of chrome – announced that Indian is here, here big, and for the long-term. The same can be said of the Indian logos on just about every visible piece of hardware. The overall feeling is one of quality. Premium is a word that Indian’s representatives like to toss around, and it fits. For example, the entire Indian line comes with cruise control and keyless starting standard.

You may have noticed that, up until now, we’ve been referring to the Indian brand in text that’s supposed to be about the Chief. The reasoning behind this is that all three of the 2014 Indian models were produced around the same platform. Riders have a choice of two Chiefs: the Chief Classic and the Chief Vintage. The Classic is just as the name implies, the archetypical cruiser design: a saddle, floorboards, a pulled-back bar, and deeply skirted fenders. The Vintage takes the Classic and adds supple, tan leather to the seat, a classic cop-style windshield, and leather saddlebags color-matched to the seats.

About the only real complaint anyone had with the Chief (other than your typical moto-journo niggles) was that it required more effort to turn than the Chieftain touring model. How’s that? While the Chief’s rake was 29-degrees, the Chieftain’s was shortened to 25-degrees, bringing about the odd situation where the bigger, heavier bike felt more sprightly than the stripped-down version.

Still, when it comes to riding the Chief, our reviews have been glowing: “These bikes make use of their aluminum-cast frame to dive into corners with nary a bow or flex,” and “You have to give it to Polaris for creating such an authentic machine.” Authentic, that’s the right word for the Indian Chief, the proper blend of history and technology seemingly without compromise. For these reasons, we chose the 2014 Indian Chief our Best Cruiser.

Honorable Mention: Harley-Davidson Street 750


By John Burns

Usually when Harley-Davidson builds a new motorcycle, you could be wearing a blindfold and noise-cancelling headphones and Helen Keller’s underwear, and you’d still know you were riding a Harley. It was true of the Buell Blast (the last clean-sheet beginner bike), it was true of the V-Rod. The way the gears shifted, the heft of the handlebars, the feel of the clutch – you could just always tell.

The Street 750 is different. Riding it blindfolded, you could mistake it for a sprightly V-Twin from Aprilia or Honda. All six gears snick in and out of engagement cleanly and easily, passing power rearward with very little lash while the overhead-cam 60-degree V-Twin climbs with real enthusiasm toward its 8000-rpm redline. Meanwhile, effective suspension systems at both ends soak up the bumps and let you get on with steering precisely where you want to go – quick and light.

Speaking of quick and light, H-D’s website has the Street weighing in 73 pounds lighter than an Iron 883 Sportster, a tremendous amount of lightening you feel in all facets of performance. Friendly as a puppy though it appears, the Street will annihilate Big Bro Sportster in any contest of speed you could name. The same people who always called the Sportster a “chick bike,” of course, will have similar derogatory things to say about the Street. They’re entitled to their opinion, but if this is a chick bike, then we’re happy to embrace our feminine side: With its low-mass approach, willing drivetrain and near-standard upright ergoes, the new Street 750 really is a hoot for urban scooting – and the price ($7,499) is definitely right. Best of 2014 Categories

Best Motorcycles of 2014 Best Value Motorcycle Best Sport Bike
Best Cruiser Motorcycle Best Touring Motorcycle Best Standard Motorcycle
Best Sport Touring Motorcycle Best Dirt Bike Best On-Off Road Adventure Motorcycle
Best Streetfighter/Hooligan Motorcycle Best Scooter Best Electric Motorcycle
Best New Motorcycle Technology Best Motorcycle Product
  • VeganLondonMan

    Good choice, the Chief is the nicest bike I have ever ridden, no contest.

  • Only downside I’ve read about is that it runs out of breath at 3800 RPM. My first thought way, Does this bike have a Briggs and Stratton engine? A lot of my Victory riding friends that test rode an Indian had that to say and that they prefer the Victory bike. A Cross Country Tour probably is a better value.

    • Auphliam

      In the test rides I took, I wouldn’t describe it as running out of breath, The bike doesn’t thrive in the higher RPMs like a Vic does, but it still pulls like a freight train…enough to get you to law breaking speeds in a snap…you just don’t wind it out to do it. I was well over 4K several times and it still felt strong to me. It most definitely has the Vic beat down low, but then Vics are VERY happy in the 3000-5000 RPM range…it really is a completely different ride.

  • John

    I wonder how long the Aluminum frame will last seeing that Steel has a load cycle that flexes and withstand a beating and aluminum has a limit that once reached fails..

  • Eddy

    Surprised you didn’t pick another Beemer. For this catagory. Where’s the Guzzi’s?

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  • 40mmtrsmith

    Everybody’s got one. Here’s mine. I test rode the Indian, (all except the Scout), the Suzuki M109, Harley Wide Glide, a 1999 Honda Valkyre & the Triumph Thunderbird. The Triumph beat them all in my testing. I judge not by stats on a peice of paper but how it feels when I ride it. (Seat of the pants method) Entering the frwy on the Indian I twisted the throttle hard and was greeted with a beautiful roar from the engine. when I reached the end of the ramp I was traveling 70mph. (Started at 40mph). Entering the same frwy ramp on the Thunderbird I twisted the throttle & had to really clamp down on the grips as it tried to pull my hands free. No significant roar from the engine. Caught me by surprise. When I reached the end of the ramp 100MPH! That’s just one observervation. Not to mention it looks better, again just my opinion.

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