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"The big thing the designers did to help slim up the fairing
was to pull the driving lights and turn signals out," says Katt. "It
takes a lot of the mass out of the fairing, and allowed them to
kind of compact the fairing for a slimmer look."
The seat unit gets a rework, with firmer padding and a
sharper look, and the remote lockable bags have been given
a once-over—stretched and slammed, as Katt says. They're the
same volume as before, with one of the Indian staff (who will
remain nameless) saying you can fit a 24-pack of your favorite
beverage in each unit. "It's a nice feature," he says.
As for the suspension, the rear is an inch lower than in
2018 (think stretched and slammed), and although the
engine is essentially the same as before, it gets two major
revisions in the addition of the three ride modes of Touring,
Standard and Sport, and rear-cylinder deactivation—the first
time used on an Indian.
The ride modes are something most modern motorcyclists
will be familiar with, but are a first for Indian. Touring is the
most sedate of the three and is the same as used on the previ-
ous three generations of Chieftain. Standard gives you a little
more go with a near 1:1 connection from throttle to rear wheel,
while Sport gives you the full berries, unleashing everything
the 111 c.i motor (or the 116 c.i accessorized motor—yum) has
got to offer.
The rear cylinder deactivation is due to complaints of the
Black motor with chrome cooling fins
looks brilliant in the metal.
A slightly smaller headdress is
the main difference between
this and the 2018 Dark Horse.
2019 INDIAN CHIEFTAIN DARK HORSE
