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2014 Indian Chieftain review

Indian Chieftain
Indian Chieftain


A 1500km road test over three days on some treacherously bumpy and slippery roads in steaming heat and cold rain has confirmed that the Indian Chieftain is a competent long hauler. It’s comfortable, powerful, refined, a real head-turner and, at $35,995 ride away, it’s also great value for money, coming standard with cruise control, internal handlebar wiring, steel braided lines, ABS and keyless start like all the Chief range. The Chieftain adds a fork-mounted half fairing, audio system, lockable hard panniers and electric windscreen.


Indian ChieftainThe Indian Chieftain is the top-of-the-range model. Like all the Chief models, it has acres of luscious chrome, leather upholstery and deep paintwork in either traditional blue, fire engine red or black. The Indian logo is painted on the tank, stamped on the front stem, engraved on the side casing, etched on the brake reservoir and, of course, there is the warhead on the front fender.

With its deep valanced fenders and removable tasseled upholstery, there is no doubting this is an indian in the finest traditions of the 112-year-old brand. Even the engine has that old side-valve look and “knucklehead” rocker covers. Everywhere I took the Chieftain, it provoked second looks from passersby who may or not may not even know what it is. Drivers pulled alongside for long gazes on the highway and other riders gave it the thumbs-up.  Build quality is superb with minimal and matching panel gaps, quality controls and a feel of genuine craftsmanship.


Indian ChieftainIt may not be riddled with technology like some modern bikes, but there is more than enough here to entertain and keep you safe and happy. The instruments feature a comprehensive amount of information such as tyre pressures, ambient temperature, gear indicator, clock, trip meters, odometer, service alerts, etc. You can toggle easily through the info with a switch where a passing light is often located. There is another switch on the right bar for more navigation through the controls and modes of the audio system, plus a rubber switch on the left for volume, mode and track/station selection.

Next to it is the switch for the windscreen which adjusts the height by 10cm in five seconds. Even at its lowest there wasn’t a lot of buffeting and I could just see over the top in its lowest position. At its top, there was no buffeting and little wind noise. However, it does reflect the chrome on the fuel tank right in the centre of your field of vision. It was distracting at first, but after a while I ignored it.

The entertainment system includes radio, Bluetooth and a USB connection in a secure and waterproof housing on the right fairing. It will also power your player or iPhone and there is an extra 12V plug on the left of the instrument panel for a GPS or CB. I used the Bluetooth and played music through the speakers when it was dry and I could have my visor up. When it rained and I put my visor down I chose the headset option and listened to music in my helmet. I like the convenience of the bike’s speakers, but the sound quality is not great.

The cruise is easy to operate and it works well, even though it’s on the right switchblock rather than the left. The Chieftain comes with a keyless fob that you can keep in your pocket. To start the bike, hold the ignition switch for a couple of seconds, hit it twice, or hit the switch on the centre of the fuel tank which turns on the electrics, then hit the ignition. Below the “on” switch on the fuel tank is a pannier lock/unlock switch to quickly secure your luggage.

ENGINEIndian Chieftain

The heart of the Indian Chieftain is the powerful and refined 111cc Thunder Stroke engine. Start it up and there is no initial thump or mechanical noise, just a gentle rumble at idle.  Blip the throttle, which feels a little elastic, and it revs quickly and freely. This translates into rapid acceleration in lower gears. It really comes alive, though, at 4000 revs without feeling rough or raucous.  However, you don’t have to use the gears to keep it in a sweet rev range for overtaking, just roll on the throttle in just about any gear. At 100km/h in six it is purring at 2250rpm from where you can accelerate sweetly without having to drop a gear or two as it is geared lower than its American cousins.

While the engine is quiet, the fairing and screen echo a little bit of engine rumble, valve rattle and transmission whine back at you. The exhaust noise is almost non-existent until you hit high revs and then it sounds very macho. You can get aftermarket tailfin pipes which have a very macho note.

On my 1500km test, it achieved 5.7L/100km fuel economy which is pretty good for a bike weighing almost 400kg and being ridden hard at times on country back roads. On the highway, it sipped fuel at just 5.2L/100km and on a hard run it never went much past a low 6L/100km.


The gears are positive but not too clunky. I found that you could totally get rid of any clunk on changes if you preload the gears by putting some pressure on the lever before you engage the clutch. There is a gear indicator on the instruments but you will usually just whip up through the gears using the huge amounts of torque.  It comes with belt drive which doesn’t have any snatch or noise.

HANDLINGIndian Chieftain

Ride is pleasant and composed. No crashing through the bumps, wallowing through the bends or steering vaguely into corners.

With a sharper steering angle on the Indian Chieftain it is a more precise steerer than the other Chief models, although it’s not as accurate as the Harley Touring models. Clearance is surprisingly high, but you will scrape the floorboards, some exhaust pipe and some chassis when you get aggressive.

Some potholes caused a bit of bump steer from the 46mm forks which are a bit slimmer than on the Harley Touring models. The flexible bars also bounce and vibrate over harsh bumps.  However, there is none of the high-speed weaving or side-to-side buffeting you get from some half-faired bikes with fork-mounted fairings. The wide beach bars also give you a good grip on the bike and help to keep things stable at high speed. If you don’t like the wide bars, you can get accessory bars that also come with the same discrete internal wiring as the standard bars. Those big bars also make tight, feet-up turns easy, if a little physical.

The Dunlop American Elite tyres are hard and probably hard-wearing, but they lack some grip in the wet where they tend to spin up a bit and slip under braking.


The front disc brakes are strong, but you have to give the lever a fair squeeze. Thankfully the steel braided lines give you plenty of lever feel. While the front brakes are effective, the rear brakes tend to lock up bit quickly at high speed and at low speed. Also, the ABS sounds very abrupt and clunky, although it does work, especially in the wet.

Because of legal issues, you can’t trail brake the rear through a corner and accelerate at the same time as the engine cuts out. This is due to an issue in the USA where Toyota Camry floor mats would wedge between the brake and accelerator and when you hit the brake, it would also hit the throttle. So the USA has now mandated that the throttle on all vehicles has to shut down when the brakes are on.

COMFORTIndian Chieftain

At one stage, I rode from a full tank to the “low fuel” light – about 300km – without stopping and didn’t feel any discomfort at all. The genuine leather seats on the Indian Chieftain are plush and comfortable, although the brown leather on the Vintage is a little softer. The low 660mm rider’s seat narrows at the front making this suitable for people of most heights.

On the press launch last year I felt the cockpit might be a bit cramped for tall people, but I was wrong. Reach to the floorboards is generous and there is plenty of room to move your feet around. Even at 187cm tall, I could put my legs out straight with my feet propped against the chromed engine protection bars. Pillions will also find the foot pegs are a generous length from the wide and plush perch.

Reach to the bars is just right for me and my injured upper back. Cruise control allowed me the luxury of being able to relax my right hand, although the wide grips don’t cause cramp.

In hot weather, the rear valve cover gives off a lot of heat in your crotch and on the backs of your thighs. It’s uncomfortable in traffic, but on the highways it blows away. In the cold and wet it just provides that little bit of extra comfort.


On long days in the saddle you will appreciate the comfort and performance of this long hauler. Ride the Indian Chieftain all day and into the night with a wide spread of bright light – you’ll never want to stop.


Indian Chieftain tech specs

  • Price: $35,995
  • Warranty: 2 yrs, unlimited km, roadside assistance
  • Service: 800/8000k, or 12months
  • Engine: air-cooled 1811cc Thunderstroke 4-valve V-twin
  • Bore x stroke: 101 x 113mm
  • Compression: 9.5:1
  • Power: not stated
  • Torque: 139Nm
  • Transmission: 6-speed, wet multi-plate clutch, belt drive
  • Suspension: 46mm telescopic forks, 119mm travel; single rear shock, 94mm travel
  • Brakes: 300mm floating discs (twin front, single rear), ABS
  • Tyres: 130/90B16; 180/65B16
  • Wheels: 40-spoke 16×3.5, 16×5
  • Seat: 660mm
  • Wheelbase: 1668mm
  • Length: 2570mm
  • Wet weight: 385kg
  • Fuel: 20.8L tank, ULP
  • Fuel economy: 5.7L/100km (tested)


  1. “So the USA has now mandated that the throttle on all vehicles has to shut down when the brakes are on.”

    How on earth do you do a hill start if you can’t balance throttle, clutch and brake?

  2. Mark, I felt sorry for you doing that ride in that weather! So, do you like the Indian? It wasn’t really clear from your test. Would you buy one over a Road King? It would be good to see a comparo with the Road King. As I said to you at the show, at the end of the day, it’s a Polaris, albeit a good one! Cheers. J.

    1. It is very difficult to separate the two and a buying decision would be really difficult as well as personal preference mainly based on styling. Lack of dealerships to service the Indian may also cause some concern, but Polaris is rapidly expanding their dealerships. Being part of Polaris, Indian has access to a vast team of engineers and experts, as well as substantial R&D funding.
      I’d hate to have to make a choice as the Roady is my favourite Harley and the new “Rushmore” model is a vast improvement on an already great bike.
      (By the way, don’t feel sorry for me riding in the rain. I love it! And I was well protected on the Chieftain.)

  3. Thank you for a very informative review, Mark. One observation, though – you mention that the front brake is a single disc – it appears from the photos above that it may be a twin disc set up.

    Other than that, very good review!

  4. Mark great article thanks. I had a look at the Chieftain at the show and the looks and detail is very impressive so I am pleased to hear the ride matches the looks. I am however another who is concerned about the brake/throttle ‘safety’ lockout you mentioned. This is the first I have heard of this design requirement. Are we to assume that all bikes will end up following this measure now mandated in the World’s biggest market or will sanity prevail and these just be modified for US market? I wonder how long it will be before someone over there is killed while trying to trail-brake into a corner and has his engine cutout sending him/her wide into the path of on-coming traffic. That will be a good one for Maurice Blackburn.

  5. i’ve owned a chief back in the 70’s and used it to go to work the pub trips etc it was agood old workhorse
    this iis not an indian it is just a piece of marketing hype. the sidevalve indian had a beatifull looking engine compared to the harley of the day ,and elegant flowing lines, a real example of form
    following function and timeless design
    this new abortion looks like something the late liberace might have ridden, its as ugly as the harley
    (roy rogers ) heritage softai
    the attempt to replicate the looks of the engine then cover it in chrome ugh
    if you want to see something made by real indian enthusiasts go to the kiwi indian website

  6. Interesting comment Paul. I rode on “The World’s Fastest Indian” 70 – 75 years ago. Then it was a lot of fun and (sometimes) a wonderful way to get to school riding on the tank. However times do change and a little comfort for old farts like me is welcome. I appreciate your nostalgia (my oldest bike is 1948 the same as one I bought new then) but appreciation of change is a good thing otherwise you would be driving to work in a Model T !!!

  7. Hello John, my point is if you are going to make a retro bike at least do it properly. Looking at the specs of the Kiwi Indian 4-speed box 86 cube engine and the ability to cruise at illegal road speeds in a frame and seat that would have to be more comfortable than the misnamed Harley Softail I know which I would pick. It’s a shame that the best designers seem to be able to do is regurgitate designs from the 1930s. I also would put Nortons 750 Laverdas and ’70s Ducatis up there in classic designs, then something happened in the 1980s when everything started looking like it was made with a metal folder. Surely there are creative designers out there capable of making something modern that will still looks good in 60 years and not just an ugly dated oddity.

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