Indian 1830 Roadmaster Limited / Dark Horse 2025 — Specifications

Ten years the Roadmaster had held its ground, air-cooled V-twin with fins reaching skyward and cases polished like a living room mirror. Ten years taunting Milwaukee on its own turf — the grand American touring segment where miles are consumed by the handful and comfort reigns over agility. That era is over. Indian cut decisively, pulled the air-cooled Thunderstroke from the flanks of its most fully loaded cruiser, and bolted in the PowerPlus in its new 1834 cc displacement. For devotees of the finned engine, it's a clean break. For everyone else, it's simply the march of progress turning over.

The PowerPlus, grown for the occasion, displaces 110 mm bore by 96.5 mm stroke, four valves per cylinder, overhead camshafts, and a compression ratio raised to 11.4:1. The result: 126 horsepower and, more importantly, 181.4 Nm available from 3,800 rpm. Compared to the old 108 cubic-inch version, the gain reaches roughly forty horsepower and a meaningful uptick in torque. That's no small thing on a machine weighing 423 kg fully loaded, and Indian makes no secret of reminding everyone by citing its King of the Baggers victories — that circuit discipline reserved for road-going heavyweights laden with luggage. Harley-Davidson, for its part, has kept its Milwaukee-Eight in the Ultra Limited and Road Glide Ultra, a powertrain many consider old school but which continues to deliver with formidable effectiveness. The debate over mechanical authenticity is far from settled.

The chassis follows the same modernization logic. A 43 mm inverted fork replaces the conventional telescopic tubes, radially mounted Brembo calipers bite on two 320 mm discs up front, and the rear monoshock integrates remote preload adjustment. The kinship with the Pursuit is acknowledged; the Roadmaster borrows its architecture almost entirely, with the main difference lying in the steering head being mounted to the tubes rather than the frame — which alters directional behavior and brings the riding dynamic closer to what the Electra Glide does versus the Road Glide on the competitor's side.

What justifies the €35,790 price tag is above all the density of onboard equipment. The ClimaCommand seat heats in winter and ventilates in summer, the windshield adjusts electrically over four inches of travel, heated grips are standard, and the seven-inch TFT screen manages navigation, music, and communications through the Ride Command system. Storage capacity reaches 68 liters with saddlebags alone, 140 liters with the top case and onboard compartments — enough to absorb two weeks of travel without painful compromises. A rear radar monitors blind spots and alerts both the rider and any driver following too closely, a first in this segment. Three riding modes — Tour, Standard, and Sport — rear cylinder deactivation at low rpm, traction control, and cornering ABS round out the arsenal.

Two trim levels are offered. The Limited plays the card of generous chrome and unapologetic visual presence — the right choice for those who wear their membership in the American grand tourer club on their sleeve. The Dark Horse blacks out everything: exhaust, crash bars, wheels, engine, controls, even the Indian head on the tank, for a more subdued result without ever erasing the imposing silhouette of the fairing and its large frontal shield. With a seat height of 672 mm, the bike remains accessible to a wide range of rider builds — which matters when the machine weighs what it weighs. This Roadmaster speaks to the road warrior who devours highways and national routes for two weeks straight, passenger included, without compromising on comfort or technology. It makes no attempt to win over fans of twisting roads. It doesn't need to.