Indian Roadmaster Classic 2017 — Specifications

When Polaris decided in early 2017 to bury Victory and go all-in on Indian, the first model born from that strategy needed to hit hard. The Indian Roadmaster Classic delivers on that promise with a clever approach: take the flagship of the lineup, strip away its layer of plastic bling, and dress it head-to-saddlebags in leather. The result is a touring ocean liner that fully embraces its American heritage without hiding behind excessive chrome. An aesthetic gamble worth a closer look, even if the 29,900-euro price of admission demands serious financial commitment.

Beneath that tanned leather dress lies the 1811 cc Thunder Stroke 111 V-Twin, a 49-degree twin that doesn't chase horsepower. At 74 hp, we're a long way from sportbike figures, and the critics won't hesitate to point that out. But that misses the point entirely: 138 Nm of torque available from just 2600 rpm. This engine lives for the roll-on, the gentle throttle out of a bend, the frank surge on the highway. The six-speed gearbox and belt final drive do the rest, with a smoothness of operation perfectly suited to the grand touring program. Topped out at 180 km/h, it's no missile, but nobody buys a Roadmaster to chase lap times. Those hunting for a 2018 Indian Roadmaster Classic or a 2019 Indian Roadmaster Classic on the used market will find this same mechanical foundation, virtually unchanged.

What truly sets the Classic apart from its big sister is the luggage, entirely crafted from thick leather and designed to withstand rain and miles without losing its shape. The two saddlebags each swallow just over 30 liters, while the top case climbs to 60 liters — enough to stow two full-face helmets and head out two-up without a second thought. That trunk detaches in seconds to switch from touring mode to bagger style, a welcome bit of flexibility. The aged havana leather seat, studded with chrome rivets, sets a retro mood reinforced by the fringe and the teardrop logo on the 21-liter tank — a historic design never before used on modern Indians.

On the equipment front, the standard spec sheet reads like a luxury liner's: ABS, cruise control, independently heated grips and seats with ten levels, electric windshield, keyless ignition, full LED lighting, and the Ride Command multimedia system with its 17.8 cm touchscreen integrating GPS, 100-watt audio, and tire pressure monitoring. You can even track altitude, handy for Alpine passes. The suspension — a 46 mm telescopic hydraulic fork and a rear mono-shock — doesn't claim to rival the semi-active setup on a BMW K 1600, but it handles road imperfections adequately despite the machine's 392 kg dry weight. The Harley-Davidson Road Glide Ultra remains the natural rival, more aggressive in its styling, where the 2020 Indian Roadmaster Classic plays the card of understated refinement.

The real issue is weight. Close to 400 kg dry is manageable on the open road but turns every low-speed maneuver into an exercise in patience. The low 673 mm seat height helps keep both feet firmly planted, thankfully. For anyone looking at a used Indian Roadmaster Classic, this is a point to check without fail during the test ride: you need a strong back and a minimum of experience to tame this format. It is clearly not a beginner's motorcycle, nor even a light tourer's. It is the mount of the long-distance traveler who wants absolute comfort, maximum equipment, and who accepts paying the price — in euros and in muscle — to ride a piece of American history.