“With PowerPlus, the top thing is style,” says Ben Lindaman, Indian product director. “Just like any cruiser, bagger, or touring bike—they’ve gotta look really good or you’re not going to go any further than that.”With the 2025 PowerPlus bagger and touring lineup, Indian nailed the style so it could go further. Much further.Not only is Indian giving the PowerPlus engine its first update by offering a 112ci variant alongside the existing PowerPlus 108, it’s also expanding the lineup with two new models. The Chieftain PowerPlus bagger and Roadmaster PowerPlus tourer both feature fork-mounted fairings that complement the Challenger and the Pursuit, the existing frame-mounted fairing models. Additionally, Indian equipped the PowerPlus 112 models with a new Rider Assist package that adds another layer of rider safety and convenience features.To see how far added performance and technology could go in the service of style, I spent a day testing the Chieftain PowerPlus 112 and Roadmaster PowerPlus 112 in the Nevada desert. Even though “the top thing is style,” it’s definitely not top of mind; when underway, the motorcycle approaches its maximum 31-degree lean angle, and 133 lb.-ft. of torque (claimed) waits to be summoned by a twist of the wrist. No, when barging through a desert sweeper aboard an 844-pound motorcycle, style is the furthest thing from the mind. Which is exactly as Indian intended.Style: On Fork-Mounted Fairings

So, why make all the fuss about fork- versus frame-mounted fairings? For starters, Harley-Davidson makes a fuss about it. Such is the state of the market that the easiest way to describe Indian’s PowerPlus bagger lineup is in terms of the Harley-Davidson equivalents: The Challenger is Indian’s version of a Road Glide, the Chieftain PowerPlus its version of a Street Glide.Harley-Davidson’s shark-nose and batwing fairings may be the archetypal frame-mounted and fork-mounted fairing designs, respectively, but Indian Product Design Director Ola Stenegärd is quick to point out that the appearance of American touring motorcycles as we know them were not Harley-Davidson’s invention.“Harley didn’t invent the fork-mounted fairing,” Stenegärd says. “The aftermarket invented the batwing.”Look to Dean and Stan Wixom’s Fairwind 300 fairing (which also happened to pioneer the use of vacuum-molded ABS for fairing manufacturing) as evidence. Its striking resemblance to the fairing that debuted on the 1969 Electra Glide is no coincidence.

One-to-one comparisons with its main competitor are inevitable. But in light of tradition and market requirements, the development of the fork-mounted fairing models seems equally as inevitable.“There are two camps,” Stenegärd says. “You are either into chassis-mounted fairings or fork-mounted fairings. If you’re into the classic side, you want the fork-mounted. If you’re more progressive, you want the chassis-mounted. We have a lot of customers who wouldn’t compromise. They wouldn’t say, ‘Oh, you don’t have a fork-mounted model? Well, then I’ll take the chassis-mounted.’ No. We had to have a fork-mounted model.”Stenegärd says the design process began by imagining an alternate reality where the brand had never ceased to exist, where it had been producing touring motorcycles all the while. “Almost like sketching out the bikes that never existed,” he says.That imaginary path led to a motorcycle fluent in the American touring idiom, but with modern innovations integrated throughout. The fork-mounted fairing alone incorporates technology that would have been inconceivable to the likes of the Wixom brothers. There’s a touchscreen TFT display with Apple CarPlay, a powerful audio system, and an electric windshield that can be adjusted with the touch of a button on the right grip.Comfort: Ergonomics in the Time of the Fork-Mounted Fairing

On the road, the Chieftain PowerPlus’ fairing provides ample wind protection at chest level, but like most motorcycles with upright seating positions and upright windscreens, turbulent airflow around the screen can cause buffeting and excessive noise, especially when the screen is in the lower position. When the windscreen is fully elevated, it reveals a cutout at the bottom, which works with the NACA ducts at the upper edge of the fairing to help airflow infiltrate the low-pressure zone in the cockpit. Either position represents a bit of a compromise. Even when the screen is fully elevated and air flows above the rider’s helmet for a calmer ride, buffeting is manifested in shorter, but still annoying, wavelengths. The experience is totally acceptable and expected, given, you know, fluid dynamics. Most riders, myself included, will be comfortable sitting behind the cockpit for long stretches.For everyone else, there’s the Roadmaster PowerPlus, which comes standard with a larger touring screen that provides loads of wind protection and far less buffeting. By the end of our test ride, the sun had already begun to set, demanding that I flip up my helmet’s dark shield to see clearly. Open-faced behind the tall screen, there was little enough wind that my contact lenses barely dried out.

After a full day in the saddle, I could have kept on racking up the miles. The feet-forward riding position may feel foreign to those of us weaned on sportbikes, but it has some real merits—one of which is the ability to stretch your legs by moving your feet back and forth across the length of the floorboards. In terms of endurance riding, it’s a boon. The seat, too, is a comfortable place to be perched, striking the right balance between being soft and supportive—and it has nice lower back support. Unfortunately, it locks the rider in position, preventing a degree of mobility.

Every motorcycle is defined by its “haves and have-nots,” the strategic compromises decided by product managers, engineers, and designers—the collaborative team Stenegärd calls “the three-legged stool.” In the V-twin touring category, the “haves,” the fundamentals, have always been style, comfort, and “V-twin,” where the latter is a value—maybe the chief value—as much as it is a mere engine configuration. As such, style and comfort are themselves a reflection of the engine’s character.The PowerPlus 112 Engine

When we talk about the Indian PowerPlus 112′s character, the first word to come to mind is “presence.”The PowerPlus 112 costs an extra $3000, but the increased displacement, courtesy of a larger bore, nets an additional 4 hp and 5 lb.-ft. of torque—and endows the motorcycle with a simulacrum of racetrack breeding: Indian has been running a 112ci version of its PowerPlus engine in the MotoAmerica King of the Baggers series since 2021. Indian claims the PowerPlus 112 produces 126 hp and 133 lb.-ft. of torque at 3600 rpm.Debuting in the 2020 Challenger, the PowerPlus 108 distinguished itself from the competition by using full liquid-cooling, four valves per cylinder, SOHC, and rigid mounting. The PowerPlus name, however, is far older.The 1916–1920 Indian Powerplus used a 61ci V-twin with a three-speed countershaft gearbox, mechanical lubrication, fully enclosed valve gear, a magneto ignition, and chain drive—all quite innovative for the time. The story goes that Indian management sent their test rider up the steepest hill they could find in Springfield, Massachusetts (the original home of the Hendee Manufacturing company), and after a successful run to the top, he reported back, “That thing’s got power plus!”

By giving its new liquid-cooled engine such a historically significant name, Indian alluded to just how much was at stake in betting on technology that’s not typically associated with American V-twins. As far as the riding experience attests, the reward was worth the risk.The engine has a soundtrack all its own that reads “American V-twin” without resembling the hallmark tuberous rumble of a Harley-Davidson. The first time I opened the throttle, the rear tire stepped out enough to convey that there’s no deficiency of bottom-end grunt. Indian boasts about the engine’s broad torque curve; valve overlap of just 2.5 degrees relative to the crankshaft ensures excellent low-end grunt that continues to make its presence felt nearly to the 6500-ish rpm redline.Below 3500 rpm or so, the engine is incredibly smooth, with virtually no vibrations reaching the rider. Beyond 3500 rpm, the engine pulls stronger, some not-unpleasant vibrations announce “things are happening!” and the bike catapults ahead, locomotive-like. This is no docile cruiser from yesteryear. There’s plenty of steam to make it flat-out exciting, to get some adrenaline pumping. And while top-gear roll-ons don’t cause blistering propulsion, the tall sixth gear is ideal for comfortable high-speed cruising. At 80 mph, it hums along as calmly as can be.

On top of that, fueling and throttle response are excellent. As is the gearbox. With positive engagement and a slightly long throw at the lever, it gives just the right sensation to match the engine’s character and overall refinement. While the broad torque curve means I didn’t always need to shift, I found myself doing it just for the fun of it: with my leg stretched way out in front of me, I’d kick the shifter, drop the clutch, and revel in the sound of the engine excitedly rumbling as revs increased. OK, maybe I’m on the fringe here, but a lovely gearbox gives your affection a place to hang its hat.Great gearbox, dialed fueling, plenty of torque, refined power delivery, good looks: The thing’s got power plus.Chassis, Suspension, and Handling

Indian claims the Chieftain PowerPlus 112 (as tested) weighs 844 pounds fully fueled. The Roadmaster in the same top-spec weighs a claimed 937 pounds. While light is almost certainly always right, all is not lost.Kevin Cameron cites Kel Carruthers as saying: “In general, a motorcycle handles better under a big man than it does under a little man.” His point being that a heavier rider/motorcycle combo (or in this case, just motorcycle) has the positive effect of isolating the work of the suspension because it’s not moving the mass of the motorcycle. Accordingly, despite their significant weight, the big Indians handle with composure. Part of that is also down to the long, 65.7-inch wheelbase and low-slung aluminum chassis. The 26.5-inch seat height pretty much ensures a low center of gravity.The PowerPlus models use an inverted fork with 5.1 inches of travel and a monoshock with hydraulic preload adjustment (or electronic preload adjustment on the touring models) with 4.5 inches of travel. For reference, the Harley-Davidson Street Glide uses a conventional fork with 4.6 inches of travel, and dual shocks with 3.0 inches of travel. Indian’s setup proved more than adequate on the (generally smooth) tarmac in the Nevada desert; only once did hitting a prominent seam in the road cause me to momentarily buck out of the seat.However, there’s no way to disguise the insuperable effects of the Chieftain PowerPlus’ fork-mounted fairing. After all, in addition to steering the mass of the fork and front wheel, you’ve got to contend with the added weight of the fairing—and the speakers, gauges, dash, and lights ensconced therein. As a result, the front end can feel vague in the corners. The added mass makes for heavy steering, numbing fine steering inputs. Needless to say, side-to-side transitions require effort. It’s also a bit unnerving when the fairing catches a sidewind midcorner. I suspect with more seat time I’d make peace with it. The good news is, I’d never have to make peace with it—most of my complaints vanished when I rode the Challenger with its frame-mounted fairing. I guess that decides it: I’m in the frame-mounted camp.

The Roadmaster PowerPlus has similar manners on the road as its bagger counterpart, but the added weight, much of it sitting on top of the bike in the form of that 18-gallon top case, is significant. The PowerPlus models carry their weight well on the go, but if you get them leaned over a few degrees at a standstill, all that weight joins forces with gravity in earnest—especially so on the comparatively top-heavy tourers.All of the PowerPlus models use radial-mount Brembo M4.32 calipers in the front and dual 320mm discs. It’s a quality setup, but braking requires way more effort at the lever than I would have anticipated. Stopping power is there, but the problem is having to squeeze the lever so hard makes it difficult to finesse. As a result, I was tentative when trail-braking into corners.

For a long time, American tourers existed in a vacuum, persistently using somewhat dated components that didn’t meet the standards set by similarly priced motorcycles in different segments. In adopting higher-performance equipment like Brembo brakes and inverted forks, Indian has certainly taken a step or two in the right direction, proving that the V-twin market’s bubble has burst, even if Harley-Davidson uses similar spec hardware only on its $45,999 CVO models—not on the standard Glides.While progress is being made, contemporary (and similarly priced) Japanese and European tourers often use far more advanced semi-active suspension, higher-spec Brembo M50 calipers, and adaptive cruise control (you won’t know you’ll love it till you try it…). So even though most customers shopping for a PowerPlus model won’t be weighing it against a Ducati Multistrada V4 or Honda Gold Wing, for example, there’s still room for Indian—and the entire American bagger/tourer category—to further capitalize on technology-driven performance. Nonetheless, Indian has done a commendable job of incorporating plenty of tech-driven features, especially on the software side.Electronic Rider Aids and Infotainment

To begin with, the Limited and Dark Horse trims are equipped with Smart Lean technology. A Bosch six-axis IMU manages traction control and ABS for lean-angle-sensitive performance (TC can be turned off). The rider-aid suite also includes drag torque control and rear cylinder deactivation. Three ride modes (Rain, Standard, Sport) adjust throttle response and the level of rider-aid intervention.New for 2025 is the Rider Assist package, which is included with the 112ci engine spec. The package includes hill hold control and electronic linked braking, while the radar—a little black box mounted between the rear turn signals—enables blind-spot detection and tailgate warning, alerting the rider of other vehicles’ presence via on-screen warnings and/or by illuminating amber lights tucked into the edges of the mirrors. The radar also facilitates a rear collision warning, which flashes the rear character lights to alert drivers that they’re approaching too quickly. The warning systems are fairly unobtrusive—but noticeable enough to get your attention. They can also be turned off.

The cockpit’s centerpiece is a 7-inch touchscreen TFT display that supports Bluetooth connectivity and Apple CarPlay. Changing ride modes or turning off TC is easy thanks to touchscreen shortcuts that riders can use even when moving. Customizable widgets on the main screen display useful info like tire pressure monitoring and music selection. Overall, the UI is intuitive. Unfortunately, the overall effect of the cockpit is let down by dated-looking analog gauges with small in-set LCDs. The shiny bright TFT in the center commands the most attention, so it’s instinctive to glance at it for the speedometer, tach, or gear position indicator before realizing they don’t exist in digital form. As a result, the eye flits from the screen in search of the correct gauge. A larger TFT screen would obviate the need for the retro-looking gauges, tidying up the look of the cockpit and simplifying the user experience.

Our testbikes were equipped with PowerBand audio—a $1250 upsell—which gets you four 100-watt speakers, two in the fairing and two mounted in the saddlebag lids. Subjecting the unwitting public to your music strikes me as a violation of the social contract, but maybe I’m out of touch with changing mores. I mean, the Gen Zer seated next to me on my flight to Vegas had no qualms about watching Instagram reels at full volume without headphones, oblivious to the dirty looks he received from passengers in surrounding rows. Setting aside my own prejudices, I’ll admit that blaring Lightnin’ Hopkins at volume level 11 (yes, they go to 11) on deserted Nevada roads was a real kick. No audiophile is going to mistake the system as reference grade, but for jamming out on the road, it’s more than adequate—especially considering windblast at 80 mph and the fact that many riders will stuff decibel-killing earplugs in their ear canals.All of those electrics are powered by an alternator that outputs 36 amps at idle or 50 amps when on the go—sufficient for all your charging needs. If there happened to be an issue with output, the system powers down nonessential items first.Conclusion: The American Muscle Bike

In a certain light, there’s nothing revolutionary about the Chieftain PowerPlus 112 and Roadmaster PowerPlus 112. Indian’s lineup required fork-mounted models to compete directly with the Harley-Davidson Street Glide and Ultra Limited, and to serve the fork-mounted sectarians of the V-twin world.At the same time, the PowerPlus lineup represents a reshuffling of the haves and have-nots, of which Indian is very conscious.“Expectations as a whole have risen,” Lindaman says. “Now customers realize they can have a great looking motorcycle that can also perform really well. You have to have it all.”Lindaman says styling remains the top priority—otherwise a bagger would cease being a bagger—but better handling, higher-performing engines, and advanced technology can be coincident with long wheelbases, heavy curb weights, and, yes, fork-mounted fairings. Essentially, performance baggers are the two-wheeled equivalents of American muscle cars. No one balked at the idea that the Pontiac GTO was a sports car just because it wasn’t a Ferrari GTO. Indian’s PowerPlus models are performance motorcycles in their own right and in their own way.

These new PowerPlus motorcycles sit on a precipice. Behind the bagger category is a history of conservative progress, of little-changing customer tastes, an isolationist’s approach to development even. Ahead of it? With a dedicated, thriving racing series and a competitive marketplace, well, who knows where it will lead?“I do think this is just the beginning,” Lindaman says. “You’ll probably see more models—and I’m not talking about only Indian—that have a performance tilt. You’ll probably see more engine improvements more quickly. It’s a new era of American V-twins—that’s what I’d call it.”The new era of V-twins may be defined by style, but the performance capabilities of the PowerPlus models prove you can go awfully far before it gets in the way.2025 Indian Chieftain PowerPlus 112 and Roadmaster PowerPlus 112 Specs