Hi all,
I had the opportunity yesterday to test ride the new 2022 Indian Chief at an Indian Demo Day located at Stu’s Indian Motorcycle, Fort Myers, Fl. Warning: This review is long as I wanted to be as thorough as I could in spite of the limitations of the demo ride route.
The ride route consisted of a square pattern several miles long around the dealership at posted speed limits between 40 and 50 mph in moderate traffic.
Models tested:
Chief Dark Horse with thunderstroke 116 engine and 4 inch touchscreen with Ride Command.
Super Chief with thunderstroke 111 engine and no Ride Command.
Unlike previous demos I attended, this was not an organized group ride led by Indian employees. We were allowed to take the bike out on our own when it was available, as long as we rode the prescribed route. This format is much better than the group ride format.
A few notes about the reviewer
I’m a 58 year old male. Been riding 7 years. Below average physical size at 5’5”, 145 lbs., and 29” inseam. Although I have ridden many 750 – 850 lb. bikes at demo events, I’m not comfortable on them for long term ownership due to the weight and difficulty flat footing them caused by the wide seat, frame, and engine. Therefore, I favor smaller mid-size bikes.
My current bikes are a 2019 Harley Sport Glide with a Milwaukee 8 107 engine with about 4,000 miles on it and a 2021 Indian Scout 69 with 500 miles on it. I’ve also rented, demoed, and test rode the Scout on numerous occasions, so my total miles on the Scout exceed 1,000.
Two obvious points of reference throughout this report will be the viewpoint of a physically smaller rider, as well as comparison to the Scout and the Softail Sport Glide.
Additionally, I’m neither a Harley nor Indian loyalist, and have no personal or professional relationship with either brand. I’m also not a professional reviewer. In fact, this is the first review I have ever done, which helps explain the length. And finally, what I write below are my notes and my personal opinions based on my experience riding the bikes. Your experience may likely differ.
Notes on fit & feel
The Chief is easy to lift off of the kick stand and I could flat foot with no problem. It’s not as light as the Scout, but much easier to lift off the stand than the Chieftain and Challenger. It’s also a little easier to lift off the stand than the Sport Glide and other softails, and about the same as the Street Bob. The weight feels well balanced. The front end didn’t feel heavy to me like the Springfield and Dark Horse do. I also think the Chief was a little more evenly balanced than the Sport Glide.
The seat and supporting section of the frame is narrower than the Sport Glide, which helped with flat footing. The primary case is positioned a little in front of my leg, so it doesn’t really force my left leg out. The Sport Glide’s primary case, while technically call a “narrow primary”, is still a little wide, forcing my left leg out a little, thereby reducing my leg leverage. Conversely, the exhaust on the Sport Glide is tucked in enough that I have no issues with it in relation to my right leg. However, the Chief’s exhaust is less tucked in and does force my right leg out a little so I was constantly conscious of positioning my leg so it doesn’t touch the exhaust. If I recall correctly, the early Scout models may have had the same issue and Indian was forced to modify the exhaust. I foresee Indian making the same type of modification on this bike. Riders with longer inseams may not have a problem, but shorter inseam riders beware. So summarizing, the Sport Glide and Chief felt similar getting on and standing it up, as well as leg position while flat footing it, with the Sport Glide’s primary forcing my left leg out a bit and Indian’s exhaust forcing my right leg out a bit. Other softails models are similar to the Sport Glide in terms of fit, with some being a bit wider. The main difference and advantage for a shorter rider is the slightly narrower front of the seat for the Chief.
The Chief Dark Horse had the mid position foot controls. Between the short handle bar and the mid controls I was in an odd and uncomfortable position with my arms stretched and my legs tucked in close. I think I would like the mid control position, but only with mini apes and much more pull back on the handle bars. On my way home from the dealership I stopped at a Harley dealer to refresh my memory on the fit of the other softail models. The pegs on Harley’s three mid control models – the Low Rider, Street Bob, and Softail Standard – place your feet, and therefore your knees, about an inch or so higher than the mid position on the Chief. I preferred the Chief’s mid position, but not with the stock handlebars. The Super Chief had forward controls. I found them to be positioned similarly to the Sport Glide and acceptable for someone like me with short legs, as long as I’m using floorboards. Taller riders may not mind the mids on the Chief, but I suspect they may be more comfortable with the forwards. One note, starting in 2021, the Sport Glide offers a mid control accessory option, so 4 Softail models have that option now.
The clutch lever on the Chief is lighter than the Sport Glide and much lighter than the Scout. It was a welcome improvement over the Scout. Indian, why can’t you make the Scout’s lever this way!? The same is true for the brake lever. I also think the levers are a bit closer to the grip than the Sport Glide and Scout. I had no problem using two fingers on the clutch and brake, even with my small hands. However, I did not care for the friction zone. I felt the clutch engages late, resulting in a narrow friction zone until full power is delivered to the engine. As a result, I felt managing the friction zone in general, and low speed maneuvering in particular, was not as easy on the Chief versus the Scout and Sport Glide. And the clutch on the 116 Super Chief was more grabby than the 111, so it felt worse to me.
I did not notice any issues or concerns with the rear brake pedal and shifter on either the mid controls or forward controls. My feet fit fine with room the spare for bulky boots, and they set at a normal angle on both bikes. And I did not have to consciously position my foot in or out to effectively operate them, as I tend to have to do on my Sport Glide rear brake pedal.
I thought the seats on both models were fine, although the uncomfortably odd position I was in on the Chief Dark Horse didn’t allow me to evaluate the seat on that bike too well. I recall liking the comfort of the stock seat on the Super Chief. Although as a shorter inseam rider, I’d opt for a reduced reach seat, if offered. And as previously noted, the narrower nose of the stock seat means it wasn’t digging into my thighs when stopped in traffic as the larger bikes, and the Sport Glide, do to me.
Overall, smaller riders will find the Chief approachable as a next step bike, with the caution about the exhaust on the right leg. Taller riders may likely find the fit better and less cramped than the Scout while appreciating the lighter weight versus the 800 lb. bikes.
Notes on the ride, performance, and handling
This was my first experience with the 116 engine. I rode the 111 a couple of years ago at a demo event, but that is a distant memory. The nature of the demo route, coupled with traffic, coupled with a cop sitting on the side of one of the roads during each of my three rides, means I could not get a thorough test of the engine and handling. Plus the super smooth Florida roads we rode on means I could not adequately test the suspension either. I was able to achieve 70 mph for about 60 seconds, and briefly hit 80. I was able to sustain 55 to 65 for a couple of minutes. And I spent a lot of time in the 30s and 40s with traffic.
I was surprised by the notable difference in power in the 116 versus the 111. The 116 had power and non-stop pull in any gear at any speed. Whether starting from a standstill or punching it at 50, the bike took off. In fact, when punching it at lower speeds, the bike felt like it could get away from you if you weren’t careful. The 111 had good acceleration but did not feel like it could overpower like the 116. And it seemed surprisingly slower when I punched it at 50. It was a steady gradual rise to 80, not a forceful pin-you-in-your-seat feeling like the 116 or the Scout. I think the Scout is faster than the Chief 111. I think the Scout and Chief 116 are close (the 116 may be a little faster) and it would be interesting to see them race. Everyone knows the Scout is quick and fast, but its lighter weight helps make it feel even faster. The Chief 116 gives the feeling of strong pull – torque - so the feeling is different between the two and it’s hard to say which felt faster as the nature of their engines makes the feeling different. The Sport Glide’s Milwaukee 8 107 falls between the 111 and 116. The 116 has more torque and feels faster, while the Sport Glide M8 107 felt faster than the 111. I never rode a M8 114, so it would be interesting to compare that to the 116.
The 116’s power delivery is not as smooth as the 111, M8, or Scout at speeds below 30. The throttle felt very sensitive resulting in a herky-jerky feeling to the engine (I’m not sure if throttle lash is the correct term). Between the narrow friction zone with late engagement and the sensitive throttle, the 116’s ride was less enjoyable at slower speeds and I think could become annoying in traffic and stop and go situations.
Compared to the Scout, the bigger engines have clunkier transmissions. Neither the 111, 116, or Sport Glide are as smooth shifting as the Scout. But they are fine for the nature of those bikes and their engines. I found shifting to be smooth and precise through all the gears on both the 111 and 116. I had no trouble shifting into neutral. I wouldn’t say the gears are tall (see next note on vibration), but you can rev out to 4,000 or 4,500 rpms, although you won’t want to stay there for long. I tried to quick shift under rapid acceleration. I think the late clutch engagement coupled with unfamiliarity with the bike meant it wasn’t a smooth experience. For some reason, I still have a tendency to hit neutral coming out first on Indians – both on my Scout as well as on the Chiefs. I never have that problem with the Sport Glide. I’m sure it’s me and not the bike. I think the Sport Glide’s transmission is a little smoother shifting than the Chief. The Glide is clunky, but shifting seemed just a bit smoother and precise.
The 111 and 116 are not high revving motors. Once I hit 3,000 rpms on either bike, the buzz and vibrations became noticeable. It started in the bars and grips on both bikes (and in the floorboards on the Super Chief) right around 3,000, becoming more noticeable and pronounced as the rpms climbed to 4,000. At around 4,000, vibes under the seat became quite noticeable. Unlike the Scout, I did not experience an explosion of power as the rpms climbed toward red line. Below 3,000 rpms, both Chiefs were fine – shifting below 3,000 rpms gives a nice relatively buzz free ride. The M8 on the Sport Glide revs higher than Harleys of old. My Sport Glide doesn’t enjoy spending too much time below 2,500 rpms. It’s comfortable between 3,000 and 4,000 rpms, and less buzzy and vibey than the Chief at those rpms. The Scout of course is a high revver, but over 4,000 rpms can get very buzzy. Bottom line, keep the chief below 3,000 rpms for a smooth ride.
One other note on vibrations, the mirrors on both the 111 and 116 vibrated a lot at nearly all speeds. The mirrors on the Scout and Sport Glide are far smoother.
Those thunderstroke engines throw off a lot of heat. While the Scout tends to heat your inner thigh, the heat on both thunderstrokes (especially the 116) comes straight up onto your upper body and face while sitting at a red light. I’m not sure how enjoyable that will be in long stretches of stop and go traffic, especially on hot days. I have found the Sport Glide’s M8 to run cooler than the Scout and certainly the Chief.
As noted, Florida has some flat and smooth roads, which was especially true on our ride route. There were only two minor imperfections (which I aimed for) and a mild railroad crossing. With this very limited test of the suspension, I draw an incomplete conclusion and say the suspension on the Chief is a little better than the stock suspension on a Scout 69. Actually, I think the forks are notably better than the Scout, while the rear shocks are a little better. But you should test this over some pothole scarred roads. By contrast, the Sport Glide’s monoshock is much better than the Chief and Scout. The Sport Glide has a very good ride.
The nature of the test route did not allow for a good test of the brakes either. I tried some quick stops after my acceleration tests and I thought the brakes were fine. I didn’t have any concerns of inadequate stopping power from the single front disk. I also felt the front suspension behaved well on quick stops with no noticeable dive or pogo effect.
Similarly, with only 4 right hand turns at mega-intersections on this route, I could not thoroughly test lean angle. My very limited test leads me to conclude that lean angle is a little better than the Scout, even with the mid peg position. In general, handling felt very good. The planted feeling of the bike makes it feel like it would hold a line in a curve very well. I would expect a more thorough ride would reveal a good handling bike.
Let’s face it, below 60 mph, the Scout is one very fun bike to ride. More fun than my Sport Glide, and in my opinion, more fun than the Chief. The Scout suffers at sustained highway speeds and in very windy conditions. The Chief felt much more planted than the Scout, especially at higher speeds. I’m sure the extra weight helps with this, along with other design elements. Although I didn’t ride on the highway, I can safely assume the Chief will provide a nicer more stable ride at highway speeds versus the Scout. The Sport Glide is very stable on the highway, so absent a highway ride, I can’t say if the Chief meets or exceeds the Sport Glide in this area.
Of course, one element that makes the Scout so fun to ride is its nimbleness. Neither the Chief or Sport Glide are as nimble as the Scout. They both handle well for their size and weight. I did a couple of u-turns on the Chief when no one was looking and it seemed fine. I would expect the Chief to be good at slow speed maneuvers (but not as good as the Scout), except I’m concerned the late clutch engagement (and sensitive throttle on the 116) partially offsets what appears to be a feeling of good balance and maneuverability on both Chiefs. I was not comfortable doing the u-turns because of this. Perhaps with time and practice it could become more comfortable. But with both the Scout and Sport Glide, I immediately felt comfortable doing slow speed maneuvers on my test rides. I was very nervous doing them on both Chief models, especially the 116.
Overall, I did enjoy the ride and I think the Chief gives a nice balance of some of the stability and ride quality found on the 800 lb. bikes coupled with some of the nimbleness found on the Scout and Softails. My primary complaint about the riding experience is the late friction zone and sensitive throttle. And I would add that the engine heat while stopped is a bit of a concern.
Other Notes
The windshield on the Super Chief did not keep much wind off of me in relation to the size of the shield.
I spent little time with the new 4” Ride Command display. I’m not much of tech person. It seems very nice. It’s very easy to read, even in bright sunlight. There is a lot of information displayed in each screen, which on the one hand is good, but it can look a little busy at times. It also has this amazing cutting-edge technology that tells you how much fuel is remaining in the gas tank. It was something to behold. I hope Indian can get around to integrating that hi-tech feature into the Scout sometime in the next 10 years.
I did not experiment with ride modes. I kept it on normal or standard the whole time.
The saddlebags on the Super Chief are identical in looks, functionality, and shape to the original OEM bags on the Scout. The dimensions of the opening are the same, as is the inside height. I think the design of the bottom of the bag is slightly different, making it slightly (and I mean just slightly) larger. Basically, these are the Scout bags. And of course, they don’t lock. Indian definitely cut corners by basically repurposing the undersized overpriced non-locking Scout bags and I think it’s a mistake. The Sport Glide comes with hard, weather resistant, locking, and (new for 2021) color matched bags. This is the only softtail model with hard bags. The Heritage Classic comes with leather bags.
The other big mistake, very big in my humble opinion, is the 4-gallon gas tank. The Chief has .7 gallons more than the Scout. It will likely use up that extra fuel hauling over 100 lbs. in additional weight with an additional 700 ccs/ 42 cubic inches churning in the engine. I’m guessing the range on the Chief is similar to the Scout. Big miss by Indian. By contrast the 5-gallon tank on my Sport Glide provides over 200 miles in range based on the consistent 45 mpg I experience.
While I’m complaining, why did they bob the fenders on all models? What exactly separates a Chief Bobber from the other Chiefs? The goofy fender design also means a goofy saddlebag mounting system. Given the shortcomings of the OEM saddlebags, anybody looking for aftermarket alternatives may have to wait a while due to this fender design.
The Indian Rep mentioned the Chefs used in the demo are “pre-production” units. When I asked him to clarify, he said that mechanically and operationally they are no different from production bikes. Pre-production means they didn’t have minor things completed like cleaning up and hiding the wiring and similar minor touch up items. So if you ride one at an upcoming demo event or Bike Week, your experience will be identical to the final production units that start coming out in March.
Alternatives
I provided comparisons to my Harley Sport Glide (an M8 softail) for two reasons - I’m familiar with it and Indian clearly sees Harley softails as the target for this bike. I will humbly suggest that anyone with interest in any of the Chief models should be test riding the softails as well. When you compare various specs, you can find close matchups between the various Chief models and various Softail models. From weight and size, to engines, to foot control placement, to looks, to price, etc., there is a lot of close comparability.
For me personally, while I think my Sport Glide and the Chief are close in many way, I give the edge to the Sport Glide due to the smooth ride, hard locking saddlebags, and 220+ mile range. However, at my size, I can struggle moving the 700 lb. Sport Glide on an incline. I have also struggled finding a wind management solution. For these reasons, I may end up selling it later this year. So if you’re thinking this write up is a commercial for Harley, there is a good chance I won’t have the Harley by year end. I want to get more time with the Scout first before I make a decision. Also, I don’t need or want a 1700 cc motor and the extra weight, fuel usage, and price that comes with it. And at my size, even 700 lbs. is more than I prefer.
But my situation aside, there is a lot to like about the M8 softails. And there is a lot to like about the new Chiefs. And I suspect Indian will make refinements to make them even better. And as I tried to show, the Chief does well in certain areas while the Sport Glide does well in other areas. One key difference in Indian’s favor is the new 4” display with Ride Command. That is a significant advantage over the Softails, but only 3 of the 6 Chief models have it. For the other 3, the side-by-side comparison is close in many ways.
Conclusion
As is always the case, it comes down to personal preference. If you’re interested in the Chief, I would encourage you to ride a bunch of Chief models and well as several softtail models, and hopefully you’ll find one that makes you happy.
I found the Chief to be close to my Sport Glide in many ways. And there were key differences favoring each bike. I’ll end with what I stated near the beginning. This report is based solely on my own experience riding the Chief and my ownership experience with the Scout and Sport Glide. I have no relationship with Harley or Indian, and no special allegiance to either brand. In fact, the first motorcycle manufacturer that comes out with a 600 lb. Chieftain or Street Glide type of bike gets my money. For me, the Chief did not provide a compelling reason for me to change bikes, so I’ll stay with the Scout, and possibly the Sport Glide, for the foreseeable future, and re-evaluate at a later date.
I hope this is helpful.
deejam
I had the opportunity yesterday to test ride the new 2022 Indian Chief at an Indian Demo Day located at Stu’s Indian Motorcycle, Fort Myers, Fl. Warning: This review is long as I wanted to be as thorough as I could in spite of the limitations of the demo ride route.
The ride route consisted of a square pattern several miles long around the dealership at posted speed limits between 40 and 50 mph in moderate traffic.
Models tested:
Chief Dark Horse with thunderstroke 116 engine and 4 inch touchscreen with Ride Command.
Super Chief with thunderstroke 111 engine and no Ride Command.
Unlike previous demos I attended, this was not an organized group ride led by Indian employees. We were allowed to take the bike out on our own when it was available, as long as we rode the prescribed route. This format is much better than the group ride format.
A few notes about the reviewer
I’m a 58 year old male. Been riding 7 years. Below average physical size at 5’5”, 145 lbs., and 29” inseam. Although I have ridden many 750 – 850 lb. bikes at demo events, I’m not comfortable on them for long term ownership due to the weight and difficulty flat footing them caused by the wide seat, frame, and engine. Therefore, I favor smaller mid-size bikes.
My current bikes are a 2019 Harley Sport Glide with a Milwaukee 8 107 engine with about 4,000 miles on it and a 2021 Indian Scout 69 with 500 miles on it. I’ve also rented, demoed, and test rode the Scout on numerous occasions, so my total miles on the Scout exceed 1,000.
Two obvious points of reference throughout this report will be the viewpoint of a physically smaller rider, as well as comparison to the Scout and the Softail Sport Glide.
Additionally, I’m neither a Harley nor Indian loyalist, and have no personal or professional relationship with either brand. I’m also not a professional reviewer. In fact, this is the first review I have ever done, which helps explain the length. And finally, what I write below are my notes and my personal opinions based on my experience riding the bikes. Your experience may likely differ.
Notes on fit & feel
The Chief is easy to lift off of the kick stand and I could flat foot with no problem. It’s not as light as the Scout, but much easier to lift off the stand than the Chieftain and Challenger. It’s also a little easier to lift off the stand than the Sport Glide and other softails, and about the same as the Street Bob. The weight feels well balanced. The front end didn’t feel heavy to me like the Springfield and Dark Horse do. I also think the Chief was a little more evenly balanced than the Sport Glide.
The seat and supporting section of the frame is narrower than the Sport Glide, which helped with flat footing. The primary case is positioned a little in front of my leg, so it doesn’t really force my left leg out. The Sport Glide’s primary case, while technically call a “narrow primary”, is still a little wide, forcing my left leg out a little, thereby reducing my leg leverage. Conversely, the exhaust on the Sport Glide is tucked in enough that I have no issues with it in relation to my right leg. However, the Chief’s exhaust is less tucked in and does force my right leg out a little so I was constantly conscious of positioning my leg so it doesn’t touch the exhaust. If I recall correctly, the early Scout models may have had the same issue and Indian was forced to modify the exhaust. I foresee Indian making the same type of modification on this bike. Riders with longer inseams may not have a problem, but shorter inseam riders beware. So summarizing, the Sport Glide and Chief felt similar getting on and standing it up, as well as leg position while flat footing it, with the Sport Glide’s primary forcing my left leg out a bit and Indian’s exhaust forcing my right leg out a bit. Other softails models are similar to the Sport Glide in terms of fit, with some being a bit wider. The main difference and advantage for a shorter rider is the slightly narrower front of the seat for the Chief.
The Chief Dark Horse had the mid position foot controls. Between the short handle bar and the mid controls I was in an odd and uncomfortable position with my arms stretched and my legs tucked in close. I think I would like the mid control position, but only with mini apes and much more pull back on the handle bars. On my way home from the dealership I stopped at a Harley dealer to refresh my memory on the fit of the other softail models. The pegs on Harley’s three mid control models – the Low Rider, Street Bob, and Softail Standard – place your feet, and therefore your knees, about an inch or so higher than the mid position on the Chief. I preferred the Chief’s mid position, but not with the stock handlebars. The Super Chief had forward controls. I found them to be positioned similarly to the Sport Glide and acceptable for someone like me with short legs, as long as I’m using floorboards. Taller riders may not mind the mids on the Chief, but I suspect they may be more comfortable with the forwards. One note, starting in 2021, the Sport Glide offers a mid control accessory option, so 4 Softail models have that option now.
The clutch lever on the Chief is lighter than the Sport Glide and much lighter than the Scout. It was a welcome improvement over the Scout. Indian, why can’t you make the Scout’s lever this way!? The same is true for the brake lever. I also think the levers are a bit closer to the grip than the Sport Glide and Scout. I had no problem using two fingers on the clutch and brake, even with my small hands. However, I did not care for the friction zone. I felt the clutch engages late, resulting in a narrow friction zone until full power is delivered to the engine. As a result, I felt managing the friction zone in general, and low speed maneuvering in particular, was not as easy on the Chief versus the Scout and Sport Glide. And the clutch on the 116 Super Chief was more grabby than the 111, so it felt worse to me.
I did not notice any issues or concerns with the rear brake pedal and shifter on either the mid controls or forward controls. My feet fit fine with room the spare for bulky boots, and they set at a normal angle on both bikes. And I did not have to consciously position my foot in or out to effectively operate them, as I tend to have to do on my Sport Glide rear brake pedal.
I thought the seats on both models were fine, although the uncomfortably odd position I was in on the Chief Dark Horse didn’t allow me to evaluate the seat on that bike too well. I recall liking the comfort of the stock seat on the Super Chief. Although as a shorter inseam rider, I’d opt for a reduced reach seat, if offered. And as previously noted, the narrower nose of the stock seat means it wasn’t digging into my thighs when stopped in traffic as the larger bikes, and the Sport Glide, do to me.
Overall, smaller riders will find the Chief approachable as a next step bike, with the caution about the exhaust on the right leg. Taller riders may likely find the fit better and less cramped than the Scout while appreciating the lighter weight versus the 800 lb. bikes.
Notes on the ride, performance, and handling
This was my first experience with the 116 engine. I rode the 111 a couple of years ago at a demo event, but that is a distant memory. The nature of the demo route, coupled with traffic, coupled with a cop sitting on the side of one of the roads during each of my three rides, means I could not get a thorough test of the engine and handling. Plus the super smooth Florida roads we rode on means I could not adequately test the suspension either. I was able to achieve 70 mph for about 60 seconds, and briefly hit 80. I was able to sustain 55 to 65 for a couple of minutes. And I spent a lot of time in the 30s and 40s with traffic.
I was surprised by the notable difference in power in the 116 versus the 111. The 116 had power and non-stop pull in any gear at any speed. Whether starting from a standstill or punching it at 50, the bike took off. In fact, when punching it at lower speeds, the bike felt like it could get away from you if you weren’t careful. The 111 had good acceleration but did not feel like it could overpower like the 116. And it seemed surprisingly slower when I punched it at 50. It was a steady gradual rise to 80, not a forceful pin-you-in-your-seat feeling like the 116 or the Scout. I think the Scout is faster than the Chief 111. I think the Scout and Chief 116 are close (the 116 may be a little faster) and it would be interesting to see them race. Everyone knows the Scout is quick and fast, but its lighter weight helps make it feel even faster. The Chief 116 gives the feeling of strong pull – torque - so the feeling is different between the two and it’s hard to say which felt faster as the nature of their engines makes the feeling different. The Sport Glide’s Milwaukee 8 107 falls between the 111 and 116. The 116 has more torque and feels faster, while the Sport Glide M8 107 felt faster than the 111. I never rode a M8 114, so it would be interesting to compare that to the 116.
The 116’s power delivery is not as smooth as the 111, M8, or Scout at speeds below 30. The throttle felt very sensitive resulting in a herky-jerky feeling to the engine (I’m not sure if throttle lash is the correct term). Between the narrow friction zone with late engagement and the sensitive throttle, the 116’s ride was less enjoyable at slower speeds and I think could become annoying in traffic and stop and go situations.
Compared to the Scout, the bigger engines have clunkier transmissions. Neither the 111, 116, or Sport Glide are as smooth shifting as the Scout. But they are fine for the nature of those bikes and their engines. I found shifting to be smooth and precise through all the gears on both the 111 and 116. I had no trouble shifting into neutral. I wouldn’t say the gears are tall (see next note on vibration), but you can rev out to 4,000 or 4,500 rpms, although you won’t want to stay there for long. I tried to quick shift under rapid acceleration. I think the late clutch engagement coupled with unfamiliarity with the bike meant it wasn’t a smooth experience. For some reason, I still have a tendency to hit neutral coming out first on Indians – both on my Scout as well as on the Chiefs. I never have that problem with the Sport Glide. I’m sure it’s me and not the bike. I think the Sport Glide’s transmission is a little smoother shifting than the Chief. The Glide is clunky, but shifting seemed just a bit smoother and precise.
The 111 and 116 are not high revving motors. Once I hit 3,000 rpms on either bike, the buzz and vibrations became noticeable. It started in the bars and grips on both bikes (and in the floorboards on the Super Chief) right around 3,000, becoming more noticeable and pronounced as the rpms climbed to 4,000. At around 4,000, vibes under the seat became quite noticeable. Unlike the Scout, I did not experience an explosion of power as the rpms climbed toward red line. Below 3,000 rpms, both Chiefs were fine – shifting below 3,000 rpms gives a nice relatively buzz free ride. The M8 on the Sport Glide revs higher than Harleys of old. My Sport Glide doesn’t enjoy spending too much time below 2,500 rpms. It’s comfortable between 3,000 and 4,000 rpms, and less buzzy and vibey than the Chief at those rpms. The Scout of course is a high revver, but over 4,000 rpms can get very buzzy. Bottom line, keep the chief below 3,000 rpms for a smooth ride.
One other note on vibrations, the mirrors on both the 111 and 116 vibrated a lot at nearly all speeds. The mirrors on the Scout and Sport Glide are far smoother.
Those thunderstroke engines throw off a lot of heat. While the Scout tends to heat your inner thigh, the heat on both thunderstrokes (especially the 116) comes straight up onto your upper body and face while sitting at a red light. I’m not sure how enjoyable that will be in long stretches of stop and go traffic, especially on hot days. I have found the Sport Glide’s M8 to run cooler than the Scout and certainly the Chief.
As noted, Florida has some flat and smooth roads, which was especially true on our ride route. There were only two minor imperfections (which I aimed for) and a mild railroad crossing. With this very limited test of the suspension, I draw an incomplete conclusion and say the suspension on the Chief is a little better than the stock suspension on a Scout 69. Actually, I think the forks are notably better than the Scout, while the rear shocks are a little better. But you should test this over some pothole scarred roads. By contrast, the Sport Glide’s monoshock is much better than the Chief and Scout. The Sport Glide has a very good ride.
The nature of the test route did not allow for a good test of the brakes either. I tried some quick stops after my acceleration tests and I thought the brakes were fine. I didn’t have any concerns of inadequate stopping power from the single front disk. I also felt the front suspension behaved well on quick stops with no noticeable dive or pogo effect.
Similarly, with only 4 right hand turns at mega-intersections on this route, I could not thoroughly test lean angle. My very limited test leads me to conclude that lean angle is a little better than the Scout, even with the mid peg position. In general, handling felt very good. The planted feeling of the bike makes it feel like it would hold a line in a curve very well. I would expect a more thorough ride would reveal a good handling bike.
Let’s face it, below 60 mph, the Scout is one very fun bike to ride. More fun than my Sport Glide, and in my opinion, more fun than the Chief. The Scout suffers at sustained highway speeds and in very windy conditions. The Chief felt much more planted than the Scout, especially at higher speeds. I’m sure the extra weight helps with this, along with other design elements. Although I didn’t ride on the highway, I can safely assume the Chief will provide a nicer more stable ride at highway speeds versus the Scout. The Sport Glide is very stable on the highway, so absent a highway ride, I can’t say if the Chief meets or exceeds the Sport Glide in this area.
Of course, one element that makes the Scout so fun to ride is its nimbleness. Neither the Chief or Sport Glide are as nimble as the Scout. They both handle well for their size and weight. I did a couple of u-turns on the Chief when no one was looking and it seemed fine. I would expect the Chief to be good at slow speed maneuvers (but not as good as the Scout), except I’m concerned the late clutch engagement (and sensitive throttle on the 116) partially offsets what appears to be a feeling of good balance and maneuverability on both Chiefs. I was not comfortable doing the u-turns because of this. Perhaps with time and practice it could become more comfortable. But with both the Scout and Sport Glide, I immediately felt comfortable doing slow speed maneuvers on my test rides. I was very nervous doing them on both Chief models, especially the 116.
Overall, I did enjoy the ride and I think the Chief gives a nice balance of some of the stability and ride quality found on the 800 lb. bikes coupled with some of the nimbleness found on the Scout and Softails. My primary complaint about the riding experience is the late friction zone and sensitive throttle. And I would add that the engine heat while stopped is a bit of a concern.
Other Notes
The windshield on the Super Chief did not keep much wind off of me in relation to the size of the shield.
I spent little time with the new 4” Ride Command display. I’m not much of tech person. It seems very nice. It’s very easy to read, even in bright sunlight. There is a lot of information displayed in each screen, which on the one hand is good, but it can look a little busy at times. It also has this amazing cutting-edge technology that tells you how much fuel is remaining in the gas tank. It was something to behold. I hope Indian can get around to integrating that hi-tech feature into the Scout sometime in the next 10 years.
I did not experiment with ride modes. I kept it on normal or standard the whole time.
The saddlebags on the Super Chief are identical in looks, functionality, and shape to the original OEM bags on the Scout. The dimensions of the opening are the same, as is the inside height. I think the design of the bottom of the bag is slightly different, making it slightly (and I mean just slightly) larger. Basically, these are the Scout bags. And of course, they don’t lock. Indian definitely cut corners by basically repurposing the undersized overpriced non-locking Scout bags and I think it’s a mistake. The Sport Glide comes with hard, weather resistant, locking, and (new for 2021) color matched bags. This is the only softtail model with hard bags. The Heritage Classic comes with leather bags.
The other big mistake, very big in my humble opinion, is the 4-gallon gas tank. The Chief has .7 gallons more than the Scout. It will likely use up that extra fuel hauling over 100 lbs. in additional weight with an additional 700 ccs/ 42 cubic inches churning in the engine. I’m guessing the range on the Chief is similar to the Scout. Big miss by Indian. By contrast the 5-gallon tank on my Sport Glide provides over 200 miles in range based on the consistent 45 mpg I experience.
While I’m complaining, why did they bob the fenders on all models? What exactly separates a Chief Bobber from the other Chiefs? The goofy fender design also means a goofy saddlebag mounting system. Given the shortcomings of the OEM saddlebags, anybody looking for aftermarket alternatives may have to wait a while due to this fender design.
The Indian Rep mentioned the Chefs used in the demo are “pre-production” units. When I asked him to clarify, he said that mechanically and operationally they are no different from production bikes. Pre-production means they didn’t have minor things completed like cleaning up and hiding the wiring and similar minor touch up items. So if you ride one at an upcoming demo event or Bike Week, your experience will be identical to the final production units that start coming out in March.
Alternatives
I provided comparisons to my Harley Sport Glide (an M8 softail) for two reasons - I’m familiar with it and Indian clearly sees Harley softails as the target for this bike. I will humbly suggest that anyone with interest in any of the Chief models should be test riding the softails as well. When you compare various specs, you can find close matchups between the various Chief models and various Softail models. From weight and size, to engines, to foot control placement, to looks, to price, etc., there is a lot of close comparability.
For me personally, while I think my Sport Glide and the Chief are close in many way, I give the edge to the Sport Glide due to the smooth ride, hard locking saddlebags, and 220+ mile range. However, at my size, I can struggle moving the 700 lb. Sport Glide on an incline. I have also struggled finding a wind management solution. For these reasons, I may end up selling it later this year. So if you’re thinking this write up is a commercial for Harley, there is a good chance I won’t have the Harley by year end. I want to get more time with the Scout first before I make a decision. Also, I don’t need or want a 1700 cc motor and the extra weight, fuel usage, and price that comes with it. And at my size, even 700 lbs. is more than I prefer.
But my situation aside, there is a lot to like about the M8 softails. And there is a lot to like about the new Chiefs. And I suspect Indian will make refinements to make them even better. And as I tried to show, the Chief does well in certain areas while the Sport Glide does well in other areas. One key difference in Indian’s favor is the new 4” display with Ride Command. That is a significant advantage over the Softails, but only 3 of the 6 Chief models have it. For the other 3, the side-by-side comparison is close in many ways.
Conclusion
As is always the case, it comes down to personal preference. If you’re interested in the Chief, I would encourage you to ride a bunch of Chief models and well as several softtail models, and hopefully you’ll find one that makes you happy.
I found the Chief to be close to my Sport Glide in many ways. And there were key differences favoring each bike. I’ll end with what I stated near the beginning. This report is based solely on my own experience riding the Chief and my ownership experience with the Scout and Sport Glide. I have no relationship with Harley or Indian, and no special allegiance to either brand. In fact, the first motorcycle manufacturer that comes out with a 600 lb. Chieftain or Street Glide type of bike gets my money. For me, the Chief did not provide a compelling reason for me to change bikes, so I’ll stay with the Scout, and possibly the Sport Glide, for the foreseeable future, and re-evaluate at a later date.
I hope this is helpful.
deejam
