Indian Motorcycle rolls into MY2022 with a new fixed-fairing bagger for its “Elite” lineup, the Challenger Elite. This limited-edition boulevard bruiser rocks a unique colorway and comes with a top-notch electronics suite complete with all of the infotainment goodies. Power comes from the new version of its 122-pony PowerPlus V-twin to add a sporty element to the mix.
Indian resurrected the PowerPlus moniker, first used over 100 years ago starting in 1916 for a V-twin-powered model family. This model was significant in that this was Indian’s first in-house-designed flathead engine. It’s now used for Indian’s new liquid-cooled performance V-Twin engine that powers the limited-edition Challenger Elite.
Bore and stroke mic out at 108 mm and 96.5 mm respectively for a 1,768 cc (108 cubic-inch) displacement and 11-to-1 compression ratio that’ll probably take mid-grade just fine. This ain’t your granddaddy’s V-Twin. The 2022 Indian Challenger Elite’s engine produces 122 horsepower and 128 pound-feet of torque.
A gear-type primary drive sends engine power through a slip-and-assist clutch and six-speed transmission with a belt-and-pulley final drive. The overall drive ratio turns in a Challenger Elite top speed of 125 mph.
The Rear-Cylinder Deactivation leads off the higher electronics by killing the rear jug when idling at a stop to reduce heat-wash felt by the rider in stop-and-go conditions. Selectable Ride Modes let you quickly tailor your power delivery on the fly.
The Indian Challenger Elite rocks a decidedly dark look with ample blackout treatment, smoked windscreen, and black graphics over gray sheet metal. On its face, this makes for a fairly sinister ride, but it also makes a solid connection to the custom scene that just adds to its street cred.
The front fender reinforces this look by running the full length, but with cut-down sides just like a homejob bobber might have. In profile, the war-bonnet ornament looks a lot like the classic version, but it has a lighted strip down the middle for a more custom look once it’s lit up.
LED projectors make up all of the lighting for maximum two-way visibility, day or night through the stock DRL feature. The lean-sensitive adaptive headlight comes stock and illuminates into the curves where you need it, and the Pathfinder S driving lights bathe the road ahead in lumens.
This bike also has great potential for touring and commuting as well with its myriad creature-comfort items that start out with the push button-adjustable windshield that lets you shape the top of the rider’s wind pocket.
Adjustable air-flow vents in the fairing let you dial in for comfort. For you cold-weather riders out there, a set of stock heated grips will keep your meathooks from freezing.
Behind the glass, a pair of analog gauges for the speedo and tach come with the usual array of LED idiot lights to complete the mundane instruments. However, it’s the RIDE COMMAND controls that steal the show.
At seven inches corner-to-corner, the color TFT screen is about as big as it gets. You can access the navigation feature for turn-by-turn guidance, plan your trip with the weather band, rock out to your favorite road tunes through the Apple CarPlay app, and field phone calls via Bluetooth wireless connection. Plus, the 400 Watt sound system ensures that there is plenty to share with the rest of the class.
In profile, the flyline runs with a graceful S-curve that carries all the way back to include the slant-style saddlebag lids. A wide pillion pad joined by fold-up footboards accommodate your passenger, but that’s it. The lack of a backrest or top case leaves the rear end looking low and clean, which plays right into the custom angle quite nicely.
The stock bags provide 18.6 gallons of secure dry storage. They’re plenty big enough for your typical commuter duty and for grocery-getting missions.
The double-downtube/double-cradle frame on the Challenger Elite comes with stock engine guards that add even more visual weight down low. A 25-degree rake angle and 5.9 inches of trail make for a balance between agility and stability. You can rely on solid tracking in a crosswind or big-truck pressure wave.
Ground clearance rides at 5.4 inches off the deck, which in turn enables a 31-degree maximum lean angle. Not bad for a bagger.
Seat height is quite low at only 26.5 inches. This should be confidence-inspiring for even the shortest inseams with an easy reach to the ground.
Inverted, 43 mm front forks float the front end on fixed damping variables and 5.1 inches (130 mm) of travel. Out back, the monoshock comes with electronically-controlled preload adjustment and a 4.5-inch (114 mm) stroke. Such suspension strokes are pretty plush for use on civilized roads and should contribute to a comfortable ride.
Cast-alloy, Sport Contrast Cut wheels round out the rolling chassis with Metzeler Cruisetec hoops in a 130/60-19 ahead of a 180/60-16. The rubber comes with an “H” rating for speeds up to 130 mph, which is just enough to accommodate the governed top speed.
Dual four-bore Brembo calipers bite 320 mm discs to slow the front wheel. A single-pot anchor binds a 298 mm disc to keep the rear end under control. ABS comes stock and works with the Smart Lean Technology to make it the corner-sensitive sort of anti-locks that modulates the interventions based on the calculated available traction.
Indian offers Stealth Gray over Black Metallic and Indy Red trim as the only colorway for the limited run of 200 units worldwide. The MY2022 Challenger Elite costs $34,999.
Indian is competing for its piece of the action against some stiff domestic competition from Harley-Davidson who has its own super-bagger in the CVO Road Glide. If you like the fixed-fairing look of the Challenger, then the sharknose fairing should be right up your alley.
The King Of Paint doesn’t disappoint with a trio of paint packages from which to choose. It includes a fabulous green-flame fade that’s firmly planted in custom culture.
H-D leads in electronics with the whole range of safety equipment, and where applicable, corner-sensitive support to stand head and shoulders above the Indian. However, that advantage comes at a price. The CVO model starts at $41,899 so the Challenger is definitely more wallet-friendly.
The MoCo doesn’t disappoint in the power department. The Milwaukee-Eight 117 churns out 126 pound-feet of torque to fall just a skosh short of the Indian mill, but not enough to really matter with only 2 pounds o’ grunt to choose between the two. It’s the price that will make the decision for many, I reckon.
“It took long enough, but finally Indian has a purely-performance, large-displacement V-Twin lump that can challenge all comers, save maybe Triumph’s Rocket 3 lineup. Suffice to say, it’s powerful enough for public roads though the 125 mph top speed is a bit of overkill for a strictly non-race bike. You’ll never do it justice on the street.”
My wife and fellow motorcycle writer, Allyn Hinton, says, “Indian started its Elite program in 2017 and offers factory-custom premium details much like Harley’s CVO line. The new Challenger Elite raises the bar for the Challenger line with American muscle-car styling.”
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