INDIAN CHALLENGER (2020 - on) Review


  • Smooth, torquey V-twin engine
  • American character
  • Comfortable for big miles touring

At a glance

Owners' reliability rating: 4 out of 5 (4/5)
Annual servicing cost: £470
Power: 120 bhp
Seat height: Low (26.5 in / 672 mm)
Weight: High (796 lbs / 361 kg)


New £24,999
Used £18,000 - £19,800

Overall rating

Next up: Ride & brakes
4 out of 5 (4/5)

Indian’s new Challenger is a smooth operator and its PowerPlus motor is the star of the show. Packed with grunt the big bagger is fast and refined with a dash of burbling American character and decadence.

It’s well equipped, supremely comfortable and enjoyable, but the controls aren’t perfect and the screen can be troublesome.

Built for big-mile, feet-forward cruising it’s composed for a bike of its size and shines on long motorways, flowing corners and even in the tight stuff, but it can be unwieldy at walking pace.

It’s not cheap, compared to its European and Japanese competition so only serious long-distance V-twin touring fans need apply.

A side-on view of the Indian Challenger

For the 2023 model year, an update was announced for the Indian Challenger, ushering in a new Elite version.

Ride quality & brakes

Next up: Engine
4 out of 5 (4/5)

Flick the cruise control on, sit back and let the Challenger hoover up the miles. With its barber’s chair riding position, day-long riding is an ache-free pleasure, although the bars could be placed closer to the rider for less arm-stretch.

There’s always a feeling of immense bulk beneath you, especially at paddling speeds, but it quickly melts away and those kilograms are an advantage for a bagger on the move - flattening every bump in its path and putting so much pressure down through the tyres in corners, the grip it generates makes it feel almost uncrashable.

You wouldn’t expect it to handle for such a monster, but Indian have always excelled in building big bruisers that are accurate and light on their feet in corners. Cast aluminium chassis, upside down forks, single Fox shock and the sticky Metzeler’s Cruisetecs (Indian says they’re also superb in the wet), all work together in perfect harmony.

The Indian Challenger is perfect for big road miles

Only the rear shock is adjustable (for preload) and ramping it up a couple of turns to suit the Californian canyons, the Challenger steers with precision and utter stability. Footboards graze tarmac if you’re lazy with your riding position, but even then, ground clearance is surprisingly generous.

Brembos that wouldn’t look out of place on a superbike, do a decent job of hauling-up the Challenger, but lack the brutality you’d expect from monoblocs. On a bike this long, low and heavy, it’s always the back brake that’s the most effective though and it's packed with squeeze, it does its job beautifully. Lean sensitive traction control and ABS fitted to this top spec model are never troubled never during our two-day ride, but it’s nice knowing they’re there.

Switchgear is the Challenger’s only real let down with just about every button, big and very small, out of finger reach (especially wearing thick gloves) unless you take your hands fully, or part way off the bars and having the cruise control switch on the right bar is just plain daft…

Keeping the electric screen in its low position for an uncluttered view of twisty roads, town riding and filtering is a must, but its top edge is always in your eye-line and creates ear-bashing buffeting at speed. Fully raised it’s quieter, but not by much.


Next up: Reliability
5 out of 5 (5/5)

Refined and perfectly fuelled, Indian’s new 1769cc PowerPlus motor is built to waft. In top gear it’ll purr along at 70mph with the gentle tremor of its super-sized, short stroke pistons lolloping away beneath you at just 2800rpm.

It might be born to cruise and it has noticeably more instant grunt than Indian’s air-cooled Thunder Stroke-engined machines, but drop it down out of its tall, overdrive sixth gear and it gets a serious shift on, not just for a 361kg (dry) behemoth - it accelerates like a wild thing, especially in the sportiest of its three riding modes.

Indian claim 0-60mph in 3.9 seconds, 30-60mph in 2.2 and it’ll hammer the standing quarter mile in just 12.2. Off the line they say it’ll pull five bike lengths on the bike it has set squarely in its sights: Harley Davidson’s Road Glide. Top speed is restricted to an indicated 112mph.

Reliability & build quality

Next up: Value
4 out of 5 (4/5)

It’s too soon to say how robust the new PowerPlus motor will prove to be, but if its anything like the smaller liquid-cooled Scout or air-cooled Thunder Stroke engined models, you shouldn’t expect any problems.

Owner reviews are generally glowing, but there are reports of the occasional flaky paint finish or rusty bolt, here and there.

Indian Challenger engine

Value vs rivals

Next up: Equipment
3 out of 5 (3/5)

In its various guises the Challenger is in the ballpark of its bagger-styled competition: the six-cylinder BMW K1600 B, fully-loaded Grand America and standard Honda Gold Wing, but the Indian lacks certain equipment, like fully-adjustable (and even electronic) suspension and a quickshifter/blipper.

It isn’t cheap by any stretch, but the new Challenger is Indian’s smoothest, most accomplished big cruiser yet, so if you like the idea of the great American bagger and you’ve got deep enough pockets, you won’t be disappointed.

Indian Challenger Dark Horse vs Harley-Davidson Road Glide Special

Indian Challenger Dark Horse vs Harley-Davidson Road Glide Special

Harley-Davidson and Indian have been banging heads since the days of lethal boardtrack racing over 100 years ago. Both as American as drive-thru burger joints, the brands battled on road and track throughout the first half of the 20th century. And today the tussle is as fierce as ever.

After first bloodying Harley’s nose in dirt track, Indian are going for the jugular by putting their new Challenger wheel-to-wheel with the Road Glide – America’s dominating large tourer. And we mean literally wheel-to-wheel. Indian are so confident about their new bike that when it first reached their US dealers you could test ride it back-to-back with the Harley.

While a bimble from a dealer is all well and good, you need the UK’s toughest road test to really see which high-tech V-twin bagger is best. You need the MCN250…

It’s worth reiterating just how chuffin’ enormous these are. Each bike weighs over a third of a ton and has the dimensions of a two-bed bungalow.

Both seem clumsy at very low speed, the weight, fat tyres, pulled-back ’bars and cruiser riding positions requiring a brain reset. They continue to feel massive even in the open landscape and under the expansive sky of Lincolnshire’s fens, but on the smooth, straight run towards Boston both settle into a pleasing groove.

Engines barely off idle, we rumble past traffic in a series of steady leapfrogs, humungous V-twins striding on a tease of throttle and low-slung chassis gliding. Broad fairings deflect blast, deep seats cosset, and multi-function displays provide endless fiddling opportunities.

They’re staggeringly similar, both in architecture (low-revving engines, 22.7-litre tanks, millimetre differences in seat height and physical size) and spec (cruise control, colour touchscreen dash, keyless ride, rider aids, phone connectivity and deafening sound systems). But barging through Boston, cruising to Grantham and swinging our way past Melton, the bikes reveal subtle differences.

The Road Glide’s 1868cc pushrod V-twin is undersquare (stroke greater than bore). It has solidity behind each combustion, a deeper sound and greater sense of wallop, and bend-swings with a graceful composure.

Though it doesn’t have more revs to play with, the Challenger’s overhead-cam 1768cc oversquare ‘PowerPlus’ unit is happier to spin higher and has a more free-revving air, matched to a keener chassis – with a steeper steering head, less trail and 10kg less mass, the Indian is more accurate and lighter on its feet.

Sliding onto the motorway route, this should be where both shine – and their distance-swallowing ability is immediately apparent. Shuffle bum back, get feet just-so on the boards, set the cruise control, crank up The Temperance Movement (then turn them back down due to feeling self-conscious), and it’s easy to imagine long days on a sun-soaked Route 66. We have to make do with a damp M1 and M6, though the tarmac slides by easily – or does until a rolled-over van causes tailbacks. A few miles of filtering give a nail-baiting reminder of the bikes’ size.

After stopping for sustenance in-keeping with the test (double Whopper, large fries, strawberry shake) we push on around Birmingham and onto the dual-lane M42. Thrumming towards Kegworth we’re approaching 200 miles; we thought the large tanks would mean both could see off the entire route, but such hefty bikes are thirsty and the fuel lights are on.

It’s fine, as we could do with a stop. Maybe it was too much time spent scrunched up on sportsbikes in the 1990s, but neither of us are finding the upright stance and slightly foot-forward nature to give long-lasting comfort.

Neither bike has a ride quality you’d describe as plush, and the Challenger’s screen is a tad disappointing – it’s electric, easy to adjust, but I can’t find a height where it’s as protective or quiet as the fixed blade on the H-D.

A last scurry south on the M1, and then it’s roundabouts and ring-road blasting to deposit us back onto our A-road route.

These two are not for the faint-hearted. The look, power delivery, ride, handling, stance and even shifting around a garage forecourt all feel strange next to a ‘normal’ bike. This isn’t to say they’re better or worse, just different.

There couldn’t be a better name than Challenger for the Indian, a bike clearly designed to steal Road Glide buyers. Looks, equipment, engine, dynamic and riding position all ape the H-D. But it has a more contemporary feel, a little more fizz in its engine and handling, a splash more tech.

It’s amazingly close, but I think the Indian’s riding position is a tad more comfortable for my 6ft 2in frame as well. Bruce and I would go for the Harley, though. Sure, it’s not as fast or as agile at low speed.

But its engine is lazier and more luxurious (and sounds better). It’s more sure-footed at speed, has a better fairing and does more to the gallon. And crucially it’s a Harley, with the kudos, stature and amazing residuals this brings.


4 out of 5 (4/5)

Available in three versions, the base model comes with Indian’s 'Ride Command Infotainment' system with a seven-inch colour touch screen, USB charger, 100-Watt stereo, cruise control, keyless ignition, adjustable air vents and electric screen and 68 litres of storage.

The blacked-out Dark Horse has cornering ABS and traction control, a sat nav, tyre pressure monitors and the Limited comes with Highway bars and more chrome than you squeeze an Autosol tube at.

From 2020, the Challenger navigation option supports Apple Carplay, which unlocks a whole raft of features for iPhone users.


Engine size 1769cc
Engine type Liquid-cooled, SOHC, 4v, V-twin
Frame type Aluminium backbone
Fuel capacity 22.7 litres
Seat height 672mm
Bike weight 361kg
Front suspension 43mm upside down forks, non adjustable
Rear suspension Single shock, adjustable for preload
Front brake 2 x 320mm discs with Brembo four-piston radial monobloc caliper
Rear brake 298mm single disc with single-piston caliper
Front tyre size 130/60 x 19
Rear tyre size 180/60 x 16

Mpg, costs & insurance

Average fuel consumption -
Annual road tax £117
Annual service cost £470
New price £24,999
Used price £18,000 - £19,800
Insurance group 17 of 17
How much to insure?
Warranty term Two years

Top speed & performance

Max power 120 bhp
Max torque 131 ft-lb
Top speed 112 mph
1/4 mile acceleration -
Tank range -

Model history & versions

Model history

2020: Challenger launched. All-new model powered by Indian’s liquid-cooled PowerPlus V-twin motor.

Other versions

  • Challenger Dark Horse: Blacked-out detailing, cornering traction control and ABS, sat nav and tyre pressure monitors.
  • Challenger Limited: Chrome detailing, cornering traction control and ABS, sat nav and tyre pressure monitors.

Owners' reviews for the INDIAN CHALLENGER (2020 - on)

4 owners have reviewed their INDIAN CHALLENGER (2020 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your INDIAN CHALLENGER (2020 - on)

Summary of owners' reviews

Overall rating: 3.8 out of 5 (3.8/5)
Ride quality & brakes: 4.5 out of 5 (4.5/5)
Engine: 4 out of 5 (4/5)
Reliability & build quality: 4 out of 5 (4/5)
Value vs rivals: 4 out of 5 (4/5)
Equipment: 3.5 out of 5 (3.5/5)
Annual servicing cost: £470
5 out of 5
18 September 2023 by Fernando Collar

Version: LIMITED

Year: 2020

Annual servicing cost: £500

After two years of riding this bike is the best ride i have ever own. Great suspension very smooth ride. The ride command system is fantastic . Love the apple car play. Added the reduced reach bars . If you are 5'10" or less I strongly recommend them.Also added Saddlemen road sofa lx seat the stock seat is to soft not great for long hours on the road. Traded my HD road glide for this bike never will go back to Harley.

Ride quality & brakes 5 out of 5
Engine 5 out of 5
Reliability & build quality 5 out of 5
Value vs rivals 4 out of 5
Equipment 5 out of 5
4 out of 5
18 July 2022 by Jason G

Version: 2021 Indian Challenger Dark Horse

Year: 2021

Annual servicing cost: £400

My First Bagger, coming from and still have super naked bikes (Tuono v4, 1290 SDR). Fantastic for what it is (big bike) with good handling, braking, suspension, motor. Dark Horse version meets my minimum spec with brembo's, cornering ABS and TC, Quasi modern engine architecture (liquid cooled). Suspension is non adjustable except rear shock preload and yet the bike is both firm enough to handle and plush enough to be comfortable! Lots of early complaints with the tech (ride command) and I think batteries (which cause a lot of downstream problems), and I do think it needs to stay on a trickle charger between rides. But I've had zero issues in first 2000 miles and have the bike linked to iPhone and Cardo Edge - everything works perfect and it's a great integration with CarPlay. Very happy with everything except the price of Indian Accessories (Polaris is just gouging their customers without even faking it ) - they'd make BMW blush and that's not an easy feat! For accessory pricing I give it 4 stars - more normal pricing / bike only would give it 5

Ride quality & brakes 5 out of 5

Brembo's haul the big girl down well. Cornering ABS is a differentiator in the class. Suspension is non adjustable except rear preload - but it works excellent for all around use from cornering to cruising

Engine 5 out of 5

3.9sec 0-60 or an 850lb bike is not too shabby. She get's it for her size. Makes it enjoyable to ride. Plenty of power to pass, for passenger, for fun.

Reliability & build quality 5 out of 5

Only 2k miles but it's year 2 bike and seems pretty sorted

Value vs rivals 5 out of 5

Maintenance within Norm - with 5k or annual oil change at reasonable vs. BMW, Duc, etc rates.

Equipment 1 out of 5

Standard equipment is reasonable. Accessories pricing is a joke. $750 for a passenger back rest and pad is just stupid. Research what you want your build to look like and what the accessories will add up too - just go into it eyes wide open.

Buying experience: Standard buying experience for a motorcycle - nothing fancy either way

1 out of 5 Poor workmanship
13 June 2022 by Peter J

Year: 2020

Poor workmanship

Ride quality & brakes 5 out of 5
Engine 1 out of 5

I purchased my 2020 challenger new and did not beat on it, when at 7600 miles a bolt came loose off the camshaft and another sheared off. When I asked tech at the dealer of the cause he replied “poor workmanship”, good to know, cost of repairs are over $ 2100 dollars glad I got the extended warranty. I really like the ride but bike is not worth the money, get a Goldwing much more reliable. Also have issue with fuel gauge and tech told me very common with no fix. Very disappointed with this bike.

Reliability & build quality 1 out of 5

Engine problems.

Value vs rivals 3 out of 5
Equipment 4 out of 5

Buying experience: Purchased from dealer who wants to get rich overnight. Ride now in Florida has lots of extra charges would not buy Fromm them again.

5 out of 5 Harley conversion complete after 20 years....
30 October 2020 by Kono

Version: Limited

Year: 2020

Annual servicing cost: £500

For the value, the performance is un-rivaled.. Best feature besides the look?? Haha, seat is so so after a few hundred miles your ready to get off, but what stock seat isn't that way? Worst feature is the slight hesitation off zero throttle, a slight hesitation that makes you thing the thing might stall (but doesn't).

Ride quality & brakes 3 out of 5

Seat is state of the industry and I still will replace with an after market that gives me better lateral support and longer comfort (am a fan of the Russel all day saddles). Rear brakes are very good, front Brembo's are disappointing. Initial grip is poor and when used alone, slow this race horse poorly. I've alway said, "the only thing better than going faster is stopping faster. Disappointed in this section. Will try more aggressive front pads and hopefully it fixes it (have Brembo's on my BMW's-RT and S1000rr with no regrets).

Engine 5 out of 5

Takes the V twin performance to NEW LEVELS!! In sport mode, hang on....she rips!

Reliability & build quality 5 out of 5
Value vs rivals 4 out of 5

Early on the relationship (

Equipment 4 out of 5

Added a back rest (worth it), highway pegs (very adjustable to different sized riders) and a heel toe shifter ( so sweet for cruisers).

Buying experience: Fox Motorsports in Grand Rapids Michigan. Todd takes huge pride in the brand and his showroom exudes this pride. He has huge cruiser knowledge over the years in the industry and it shows. Have questions?? He has the answers and his brother Tim is "thee wrench" on this Icon brand...

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