Issue link: http://read.dmtmag.com/i/617259
30 nJanuary 2016n www.thunderpress.net by Robert Filla STURGIS, S.D.—Heading north on Highway 79, I rode past Bear Butte in eerie silence, on a momentar- ily-empty stretch of tarmac. While an estimated 750,000 people partied on in the ancient tradition, I was celebrating the 75th Black Hills Classic test riding the 2016 Indian Chieftain under the thrall of the sacred mountain. It was a solemn moment, almost spiritual. And then I twisted the wick. The Chieftain was fi rst introduced to the public during a three-prong press launch (also in Sturgis) that included the 2014 Chief Classic and Chief Vintage. And while those two models were no major surprise, bor- rowing their looks largely from the Gilroy/Kings Mountain style of heavi- ly-skirted fenders, the Chieftain was a totally unexpected beast complete with hard bags and a very real functional fairing. All three carried the newly- developed Thunder Stroke 111 engine that was fi rst unveiled in March 2013 during Daytona Bike Week but had not found life in a working motorcycle until the 2014 models were released. Featuring 119 ft/lbs of torque, the engine achieved immediate respect, fi rst from the media who were grateful to be provided the fodder to report on something truly revolutionary in the industry. The second level of respect came from customers eager to plop down the bucks for a badged Indian that was completely original and not simply an S&S clone. And this burly (and handsome) powerplant remains just as impressive as when fi rst revealed, delighting the rider with ample torque delivered over a broad rpm band. A joy to ride, the Thunder Stroke 111 allows the Indian Chieftain to remain a top contender in the American bagger market. It's prov- en that popularity by fi nding a home in both the Indian Chief Dark Horse as well as the Indian Roadmaster, both launched in the last two years. The Thunder Stroke 111 is still cradled in a seven-piece cast alumi- num frame that utilizes the engine as a stressed member. It's a design that was well engineered from the beginning and as such, the chassis has experienced minimal changes over the last few years. It retains its orig- inal 25-degree rake as opposed to 29 degrees on the Classic and Vintage. The front suspension is the company's venerable 46mm hydraulic unit with 4.7" of travel while the rear bounce comes via an air-adjustable mono- shock with a rising rate link featuring a healthy 4.5" of movement, the great- est offered in the Indian lineup. And when that powertrain, chassis and sus- pension are balanced between a pair of 16" Dunlop Elite 3 tires (180/60 in the rear and a 130/90 up front) the result is a sure-footed ride even on wash- board gravel at speed. The dry weight of 815 lbs., a seat height of 26" and bars measuring a whopping 35" across adds to the Chieftain's stability and easy handling. The fairing's unique design offers recessed 4" halogen spot lamps, inte- grated swept-wing turn signals and a beautiful chrome nacelle encompass- ing the halogen headlight. Instead of ending at the bottom of the headlamp assembly, the fairing features two panels that extend to the top of the lower fork legs. A power windscreen adjusts from a height of 8-3/4" to 11-3/4", slightly changing its angle in the process. And while 3" of total travel doesn't sound dramatic, the low, mid and high adjustment each offers the rider a totally unique riding experi- ence—the opportunity to limit excess buffeting at high speeds or enjoy a by R b obert Fi Fill lla totall lly unexpe t ct d ed bea t st com l pl t ete i with th a T C t e i a l c n a t b e t i d T v 4 c s a e 2016 INDIAN CHIEFTAIN BEST OF BOTH WORLDS Refi nement with a nod to history Pretty even when sitting quietly by the river The Thunder Stroke 111 with a 6-speed tranny pumps out an impressive 119 ft-lbs of torque A 49-degree pushrod-actuated V-twin with three cams provides plenty of low-, mid- and high-end power