As the flagship for the recently revived Indian Motorcycle Company, the 2010 Chief presents a synthesis of 1940s-era styling in modern running form. This American brand that was born in 1901, two years before Harley-Davidson, has been known to command a variety of visceral reactions.
From an aesthetic perspective – even though the new Indian Motorcycle Company only bought the name in 2004, and produced its first bikes in 2009 – it could be argued that this bike already deserves a page on a wall calendar of beautiful motorcycles.
From a nostalgic view, all the new Indians have been said to evoke memories for old-time riders and those who had fathers or uncles or grandfathers who rode an original one decade ago.
We introduce the 2010 Indian Chief to the readers, yes!! The one and only Chief in Bahrain owned by Hamandan Ali the Managing Director of DCR Investment dealing with properties inside and outside Bahrain. He started motorcycle hobby in an early age of twenties. He acts as a key person for establishing motor clubs and groups in Kingdom of Bahrain. Let’s check with him about the Chief.
A turn-signal cancellation warning indicator has been added, as has more data from the LCD readout which can be toggled from the handlebar to display trip data, engine speed, time, and more.
The easily removable windscreen and saddlebags were designed to leave no trace of unsightly mounting hardware, so if you want to parade your beauty queen dressed with or without her extras, she is just as pretty either way.
The bike fires up easily and settles into a pleasant sounding idle through its stainless steel exhaust system. The heel-toe shifter positively engages first gear, and on the gas, the engine sounds muted but potent. Up shifts (or down shifts) from the Baker transmission are crisp through the range.
Power is adequate for spirited getaways, and on the highway, the engine lopes along in fifth or sixth with enough motivation, and accelerates well enough, but does lack the grunt of some larger H-D models and left us wishing for a little bit more.
It is obviously a heavy motorcycle, but its approximately 750 pounds are manageable. Behind the tall windscreen, the sense of being in the bike instead of on it never left me. When exiting the interstate at 75 mph, although it was not intimidating, I didn’t want to push too hard, and imagining what it would be like to throw this massive showpiece away at this speed made for a steady hand that preferred to err on the side of caution.
Around town, its whitewall Metzelers gave enough grip to where I probably could have began scuffing the chrome off the bottom of the footboards, but I did not have the heart to. By the way, my bikes footboards were not leather fringed, but this high-performance option is available from dealers.
Braking was excellent, and the sound from the drilled Brembos reminded me of a sportbike’s brakes as the machine quietly buzzed to a smooth stop from any speed. Considering some early Indians came with rear brakes only, and no front brakes, here is one place where the technological progress as applied to a classic design.
After riding the Chief on the highway, Hamandan said he felt like his feet might vibrate off the floorboards, but I did not feel this affect as strongly. While the inherent vibration of a large V-Twin does not mean the bike lacks quality, it could be a potentially touchy issue to some, including other motor journalists who have also commented on the Indian’s vibrations.
In response, Ahmed said Indian’s engineers have done as much to reduce the natural vibrations as possible in their close-tolerance build. But he also admitted they are considering a counterbalance or rubber mounting in the future, although he gave no specifics as to which or when.
We found much to admire during our time on Indian’s flagship, most notably its impeccable build quality that compares favorably with Harley’s vaunted CVO series of high-end cruisers. And its expressive, big-fendered styling never failed to draw attention, even among Bahrain riders.