Archive for the ‘chief vintage’ Tag

INDIAN MOTORCYCLE AND JACK DANIEL’S® PARTNER ON ICONIC LIMITED EDITION JACK DANIEL’S-BRANDED INDIAN CHIEF VINTAGE

Two legendary American brands join forces in handcrafting collectible masterpiece unveiled at Barrett-Jackson auction for the benefit of U.S. Military personnel and their families

MINNEAPOLIS, MN (January 27, 2016) — Indian Motorcycle®, America’s first motorcycle company, today announced it has joined forces with the Jack Daniel Distillery to create the Limited Edition Jack Daniel’s Indian® Chief® Vintage motorcycle. The partnership brings together two of America’s most iconic brands that share a mutual commitment to independence, originality and American craftsmanship that dates back more than a century. The collaboration commemorates the 150th anniversary of the Jack Daniel Distillery, which was registered in 1866.

The 2016 Limited Edition Jack Daniel’s Indian Chief Vintage will on display January 23-31 at the Barrett-Jackson Scottsdale Collector Car Auction. It will also make an appearance at a series of events throughout 2016 including Daytona Bike Week, taking place March 4-13. Ultimately, this first-in-the-series display bike will be auctioned at the Barrett-Jackson Auction in Las Vegas, which takes place October 6-8. All monies raised from the charity auction will be donated to support “Operation Ride Home,” a partnership between the Jack Daniel Distillery and the Armed Services YMCA that provides funding and travel assistance to help junior-enlisted military personnel spend time with their families during the holiday season.

“This one-of-a-kind motorcycle is the perfect pairing of these two classic American brands, and while they look great together, we’ve inscribed this unique collector’s edition masterpiece with our ‘Bottles and Throttles Don’t Mix’ mantra to remind all our friends that drinking and riding are meant to be enjoyed separately,” said Dave Stang, Director of Events & Sponsorships for Jack Daniel’s. “We’d like to thank our friends at Indian Motorcycle for their help on this project and their support for Operation Ride Home.”

The Limited Edition Jack Daniel’s Indian Chief Vintage will be produced in very limited quantities, taking the iconic Indian Chief Vintage platform to a whole new level with an array of genuine Indian Motorcycle accessories and custom accessories, as well as Jack Daniel’s-inspired custom paint and logos, badging, leather saddle and saddlebags. The bike’s fender is also inscribed with the names of the seven Master Distillers who have overseen the Jack Daniel’s distilling process over its 150-year history. Final customization work was designed and completed by Brian Klock and his inspired team at Klock Werks in Mitchell, S.D. Additional details on the production schedule and ordering process will be released during Daytona Bike Week.

“It’s a pleasure to partner again with our friends at Jack Daniel’s on this project as a tribute to originality and American craftsmanship, and to do so for the benefit of our military personnel and their families,” said Steve Menneto, President of Motorcycles for Polaris Industries. “Jack Daniel’s and Indian Motorcycle proudly support our troops, military families and our veterans and we are honored to join forces again in 2016.”

For more information about Operation Ride Home, or to make a tax-deductible donation, please visit: http:// http://www.jdoperationridehome.com

Jack Daniel’s press information can be found at the Jack Daniel’s press room located at http://www.jdpressroom.com. Indian Motorcycle images are also available at the Indian Motorcycle press site at http://www.IMCPress.com.

Hail to the Indian Chief Motorcycle

There’s a good chance, many years from now, that history will judge this particular red-and-white 1948 Indian Chief as one of the most important Indian motorcycles on the planet. No, it wasn’t owned by Steve McQueen or any other celebrity; it’s not a special VIN, not the only or the first or the last of anything; it certainly didn’t win any races or set any speed records either. It’s unremarkable except for one fact: This is the motorcycle that spent two years parked in the Polaris design studio, where it served as the visual inspiration and literal touchstone for the design team that reinterpreted the vintage Indian style for the modern era.

This bike isn’t a static showpiece. It’s fully operational, and Indian Product Director Gary Gray offered us the unique opportunity to ride this vintage classic side by side with the modern Chief that carries so much of its DNA in its lines and design. Gray is the person who actually located this bike for Polaris, negotiating the purchase from a Minnesota collector shortly after Polaris acquired the Indian brand in 2011. It’s a 1948 Chief with the mid-level Sportsman trim package, distinguished by the chromed crashbars, handlebar, headlight and spotlights, and “De Luxe” solo saddle. Riding this bike alongside the 2014 Chief Vintage reveals how far bikes have come in 66 years—it feels like light-years—but it’s surprising how similar the two bikes feel in certain ways. That’s a testament to the fine job Gray and company did translating the old glory to a new generation.

The first difference you notice is scale. Wheelbase and seat height are roughly similar, but the vintage bike, weighing just 550 pounds, is almost 250 pounds lighter than the modern machine. This makes the older bike easier to maneuver, especially pushing it around a parking lot, and it handles well at speed too. Sixteen-inch wheels are concealed under those deep fender skirts, and the ride is surprisingly smooth thanks to the coil-sprung, hydraulically damped girder fork and “Double Action” plunger-sprung rear frame (each shock carries two springs: a top spring for cushioning and a bottom spring for damping) that was a cut above Harley’s then-current rigid frame/sprung saddle combination.

The 74ci (1,200cc), 42-degree flathead V-twin, with roots reaching back to 1920, was already obsolete in 1948 ( Harley-Davidson released its overhead-valve Panhead that same year), but with roughly 50 hp and a broad spread of torque it’s adequate for back-road cruising. Top speed is said to be near 100 mph, but it’s happier nearer the double nickel where it doesn’t feel (and sound) like it’s going to shake itself apart. Besides, the drum brakes—the front all but useless and the back not much better—can’t compete with more velocity than that.

The control layout is utterly unlike the modern bike. Both grips rotate. The right grip “controls” the Linkert carburetor; the left rotates the automotive-type distributor to manually retard or advance the spark for easier starting. “Controls” is in quotes because any grip input to the crude, poorly atomizing Linkert is a mere suggestion. Engine response lags behind grip input by a few seconds, and the lack of a throttle return spring and a solid throttle wire—not a cable—makes rev-matching during shifting all but impossible. Speaking of shifting, there’s no clutch lever. Instead there’s a foot clutch on the left floorboard (a rocker clutch you have to manually engage and disengage, not a spring-loaded “suicide” clutch) and a hand-shifter on the left side of the fuel tank.

Temporarily rewiring your brain to smoothly manipulate that rocker clutch with your foot and fluidly change the cantankerous, non-synchronized, three-speed gearbox with your left hand is the biggest challenge, but once you get the vintage Chief up to speed it’s a delightful back-road ride, with a perfectly upright riding position that’s more natural and less slouchy than the clamshelled hunch the newer bike demands. It’s a classic American motorcycle experience, and Gray and his team have done an excellent job of transposing this vintage vibe onto the new machine. Starting with such sound genetic material as this, though, how could they go wrong?

As read on: http://www.motorcyclistonline.com/hail-to-indian-chief-motorcycle

2014 Indian Chieftain Review

We first reported on the new Indian Motorcycles after their introduction in Sturgis last August. We’ve shared with you our first impressions of the three Indian models after we experienced them in the Black Hills, and we’ve written about the design and development, detailing the tension of creating – from scratch – a thoroughly modern interpretation of a historic marque. With the Chieftain, the designers had the additional challenge of building Indian’s first motorcycle with a fairing while still making it look like a natural part of Indian’s heritage.

Until now, we haven’t actually had an Indian in our possession to sample over an extended period on our home turf, but we’re now happy to report that our recent time with the Chieftain has only increased our respect for what Polaris has accomplished while creating a premium motorcycle from whole cloth. In a mere 27 months, Polaris’s design crew moved from first research and sketches through development and testing to delivering a polished first-generation motorcycle. The task would be impressive for any motorcycle manufacturer. However, when you take the considerable weight of all the previous wrangling over the name and disastrous attempts at re-launching the Indian marque prior to Polaris’ acquisition of the name, the success becomes downright awe inspiring.

The Chieftain is a clear example of something being more than the sum of its parts. Still, when the parts are top-shelf items themselves, the whole endeavor is lifted to another level.

2014 Indian Motorcycle Review: Chief Classic, Chief Vintage and Chieftain

Engine

The Thunder Stroke 111 49-degree V-Twin’s undersquare bore/stroke ratio points to torque as a primary motivating force. The 101mm x 113mm cylinders combine for 1811cc, delivering power pulses through a single-pin crankshaft. With torque peaking at 3100 rpm at 102.8 ft-lb and around 75 percent of that available at 1000 rpm, the Chieftain meets those lofty torque expectations with authority. While the engine is relatively slow revving and the peak power is, surprisingly, only 74.5 hp, the Thunder Stroke never feels put upon. It just cranks out the thrust on demand with smooth fuel metering that makes the drive-by-wire connection to the right grip seamless.

While the transmission shifts easily under way, the Thunder Stroke suffers from two noticeable maladies. First, every gear change is announced with a fairly hefty clunk. Some people may feel that this implies solidness of build, to our ears this belies the sophisticated technology that went in to designing and constructing the engine. Second, at a stop neutral can be quite difficult to find, which is somewhat of a nuisance.

Other powerplant quibbles include the early engagement of the clutch (almost immediately after the lever leaves the grip) and the heat cooking the back of a right leg (which came as a surprise, given our experience at the Sturgis launch).

Chassis

The Chieftain’s frame is constructed of forged and cast aluminum (yes, aluminum, not steel), helping it weigh a claimed 58 lbs. The frame’s construction makes it possible to use some of the frame’s backbone section as a hefty percentage of the airbox volume. With a 25-degree rake and 5.9 in. trail attached to a 65.7 in. wheelbase, you would expect the Chieftain to be stable, and it is. It also turns in and easily changes lines mid-corner (note that we didn’t say quickly) thanks to its wide handlebar. Indian’s other models (Chief Classic and Chief Vintage) have lazier steering geometry than the sprightlier yet heavier Chieftain.

2014 Harley-Davidson Touring Motorcycles Review

The suspension consists of a traditional fork made super-zoot with tons of chrome. The single shock has air adjustable preload. Both do a good job of soaking up the bumps on a variety of road surfaces. Floorboard scraping cornering speeds are no problem, and when they do drag, they touch down cleanly. Unfortunately, you will run out of floorboard fold fairly quickly.

Braking from the dual front discs and their four-piston calipers and the single rear disc with a two-piston caliper is not as powerful as we’d like. Although they are mostly up to the task of slowing down the big, heavy Chieftain, they require a lot of effort when you want to get maximum power out of them. The ABS is helpful and unobtrusive when the road surface is slippery.

Amenities

Touring cruisers are all about comfort, weather protection and carrying capacity. The Chieftain excels in all three categories.

The seat is wide and nicely shaped. The foam offers the right blend of softness and firmness for long days in the saddle. The weather protection provided by the fork-mounted fairing is ample and can be varied with the height of the electrically adjustable windshield. You can choose maximum air flow of the lowest position or the still air of the highest. The shield is distortion-free, so looking through it when in the full up position is not a problem.

Other comfort features, like the stereo with its Bluetooth connectivity, make long days pass by much more quickly and give vital information. Want to know your tire pressure or oil pressure? It’s right there on the LCD screen. The electrically lockable saddlebags are roomy, and the right one features a 12-volt socket for charging your electronics.

Indian has devised a fantastic package for a first-generation motorcycle from a newly revived marque, delivering exciting performance in an attractive, functional package. It has sparked our interest in what the company has in store for future models. If you feel we left some information out of this quickie test, you would be right. This is meant merely as an appetizer, to whet your appetite. We’ll soon have a shootout between the Chieftain and the best-selling motorcycle model in the United States, The Harley-Davidson Street Glide.

As read on: http://www.motorcycle.com/manufacturer/indian/2014-indian-chieftain-review.html

RoadRUNNER’s Motorcycle of the Year: The Indian Chieftain

During this past year, we tested a wide range of motorcycles. Our editors have run around on a 700cc scooter, cruised on an Italian V-twin, traversed states on a liquid-cooled adventure bike, and crossed the country on a three-wheeled machine. All of the motorcycles seem to be leaders in their category, and some even excel far beyond what we call fun and adventure. But to win our MOTY award, we look for a game changer—this year it was a clear choice.

We’re pleased to announce that the Indian Chieftain has been voted Motorcycle of the Year by the RoadRUNNER team.

The entire industry has been waiting since April 2011 (when Polaris bought Indian Motorcycles) for the reincarnation of America’s first major motorcycle brand. Arguably the most fabled brand on our continent, it has seen its share of mismanagement and bad luck since its inception in 1901. With the backing of a $3.5 billion company, consumers can, and should, be excited about what’s to come. Three models were introduced during the Sturgis Rally: the Chief Classic, the Chief Vintage, and the Chieftain. We chose the latter for its retro-modern styling that resembles a streamliner train from the 1950s, the Thunder Stroke 111 engine, the incorporation of current technologies, and its outstanding ride quality. Indian’s ad slogan is “Choice is here in American Motorcycles,” and the domestic motorcycle industry is about to undergo a transformation. These machines are designed and built in the USA and assembled in Spirit Lake, IA. Although it’s the same facility that Victory Motorcycles uses, they do not share any components.

The 111-cubic-inch Thunder Stroke engine was designed to resemble the look of mid-century Indians with a flat head, multi-directional finned valve covers, downward firing exhausts, and parallel push-rod tubes. Whereas a typical new product launch takes 40 months, Indian’s engineers made it happen in just 27 months. It’s incredible to imagine that they started from scratch and tried to pack a modern engine into the look of an old one. The result is 119.2 lb-ft of torque. The powerful, yet smooth, engine is a joy to ride and produces just the right amount of rumble when rolling on the throttle.

Instead of a traditional key, the Chieftain (along with the other two) has an electronic key fob. In case it’s lost, the owner can press a combination of pre-programmed control buttons to start the motorcycle. The Chieftain also features a power-retractable windshield that lowers into the fairing. A seat made of premium leather and lockable hard saddlebags make it tour-worthy. Features such as full Bluetooth connectivity, a 100-watt audio system, and an onboard computer that gives more than the basic information bring this brand into the digital age.

Trying to take a chunk out of Harley-Davidson’s market share isn’t easy, but the Indian motorcycles have the best chance. Well played, Polaris.

See more at: http://www.roadrunner.travel/2013/10/30/roadrunners-motorcycle-of-the-year-the-indian-chieftain/#sthash.X6saxEBg.dpuf

Announcing the New 2014 Indian Chief Classic, Chief Vintage & Chieftain

America’s first motorcycle company, Indian Motorcycles, came roaring back to life Saturday night at the annual motorcycle rally in Sturgis, S. Dakota, where the company unveiled not just one, but three new models to challenge market leader Harley Davidson.

The new bikes combine Indian’s iconic styling with modern technology features like a new Thunderstroke 111 engine, keyless ignition, electronic throttle, Bluetooth smartphone connectivity and a windshield that powers up or down.

The ambitious rollout by parent Polaris Industries, the $3.2 billion-a-year maker of snowmobiles and all-terrain vehicles, comes after a series of false starts by previous owners in the 60 years since Indian went bankrupt.

One big difference is the price: Polaris repositioned the brand to go head-to-head with Harley by cutting thousands of dollars off the sticker of each of its new models.

The new lineup includes the Indian Chief Classic, starting at $18,999; the Indian Chief Vintage, at $20,999, and the Indian Chieftain, at $22,999. Until now, Indian bikes were priced as high was $37,000 but suffered from marginal quality. They will arrive in dealerships in September.

The new Indian Chief Classic is a pure, powerful cruiser featuring iconic styling like valanced fenders, leather saddle, classic tank-mounted instrumentation, tear-drop fuel tank design, and sculpted and lighted front fender war bonnet, along with bells and whistles like keyless ignition, antilock brakes, cruise control, throttle-by-wire and dual exhaust.

The Indian Chief Vintage offers soft-sided leather bags, leather fringe, chrome fender tips, vintage chrome badging on the front fender and a quick-release windshield for easy installation or removal.

The Indian Chieftain is the first Indian to offer a molded front end, or fairing, with integrated driving lights, and a power windshield. Standard features include hard saddlebags featuring remote locks and quick-release anchors, a high-output audio system featuring integrated Bluetooth smartphone connectivity, and a tire pressure monitoring system.

“Indian always has been thought of as a classic cruiser,” said Steve Menneto, Polaris’ vice president of motorcycles. “What we’ve been saying from day one is we are going to be true to Indian’s roots. They were very innovative and progressive back in the day.” Referring to the Chieftain, he said, “This bike exemplifies how we are going to go in new directions. It shows where we’ve been and where we’re going.”

“It’s been a grueling, exciting and very expensive 27 months,” said Polaris chief executive Scott Wine. The company spent nearly $100 m to develop the bikes, he said.

“When we acquired Indian Motorcycle two and a half years ago we set out to capture the heart, soul and legendary heritage of this iconic American brand and then infuse it with unparalleled design, engineering and state-of-the-art technology,” said Wine. “On Saturday night we revealed three stunning new Indian Chief models that represent the results of our journey and the future of this brand. It was a triumphant day for all of us.

The Sturgis motorcycle rally was a fitting location for the unveiling since the event, which typically draws 400,000 bikers a year, was founded in 1938 by a local Indian dealer, Clarence “Pappy” Hoel. “We wanted to connect to our heritage,” said Menneto.

The company is quickly adding dealerships, and expects to have 125-140 North American and 70 international dealers by year end. Demo rides will be available starting later this month.

As read on: http://www.forbes.com/sites/joannmuller/2013/08/04/indian-motorcycle-unveils-three-new-models-in-bid-to-take-on-harley-davidson/