INDIAN SPRINGFIELD DARK HORSE (2019 - on) Review

Despite a massive 237-mile tank range (we got a 52mpg average during our test) and having enough room in its hard panniers to pack a weekend’s worth of clobber, the Springfield Dark Horse isn’t the world’s best long-distance cruiser.

Ride quality is first class and the Springfield’s plushness is ably highlighted on concrete motorways, of all places. While traffic alongside noisily ‘dagger-daggers’ over joints and groves in the surface the Springfield floats serenely along.

Most impressive is how well the Springfield Dark Horse handles, remarkably, given its monster dimensions, but then Indians have always had an admirable knack of getting themselves around corners without tripping over their feet. Steering is crisp, brakes are strong (especially the rear), it’s stable and there’s no lack of ground clearance.

Tyres are grippy in the dry, but horrendous in the wet and never need a second invitation to spin up – it’s the only time you ever wish the Indian had traction control.

Exposed to the elements it’s hard to hang on at UK motorway speeds, especially in a headwind and although its stitched leather perch is supple for a few hours. Any more than that and your behind will be begging for a rest.

But the Indian is a soothing place to be when you lower the pace, like they do in that there America and slice your journey up into smaller chunks.

Offering varying levels of throttle response, there isn’t a whole lot of difference between the three power maps. But that’s no bad thing – just select ‘Tour’ and leave it there to enjoy Indian’s wonderful beast of a Thunder Stroke 111 motor.

It offers the perfect mix of throbbing character, smoothness, speed and the kind of lolloping grunt that sees the 1811cc motor spinning at just 2700rpm at 70mph.

The gearbox itself is slick, but its foot-forward position makes changes clunky (those running boards are crying out for a heel change), but with so much grunt oozing from the Indian’s twin cylinders you barely need to swap cogs anyway.

On the flip side Indians have proved to be bullet proof since their revival under Polaris ownership and you get a generous five-year warranty.

A quick poke around quickly reveals a smattering of cost cutting; fog lights are held on by cheap metal plates and fixings, exhaust bolts rust at the first sight of British weather and the paint is too thin around the petrol cap.

For this kind of dollar (and it’s not cheap with a PCP deal, either), the Indian needs to have Ducati-levels of build quality at the very least and it hasn’t.

Probably the main rival for this bike is the BMW R18 Roctane, and you can find out which we prefer by reading our bagger twin test.

Despite the price, the Indian isn’t exactly dripping with bells and whistles. Sure, it’s nicely finished, refreshingly minimalist and it comes with keyless ignition, central locking, a dummy fuel cap, as well as those riding modes and cruise control, but there are no heated grips, LEDs and the digital section of the analogue clock is decidedly dated.

There’s even a blanked-off button on the console that reminds you of an old L model Ford – reminding you of what gizmo you could have had if you’d paid more attention at school.  Indian’s new FTR1200 S is far better equipped and costs ten grand less.

Black replaces chrome for the Dark Horse version of the Springfield. Diamond cut 19in wheels replace the standard model’s 16-inchers and are fitted with tyre pressure monitors. Dunlop American Elite tyres are poor in the wet.

Switchgear is simple and uncluttered, with a finger-full of main switches on the front and a flasher type paddle on the rear to active the dash and mode functions. Standard issue cruise control works well, but is fiddly to use with winter gloves.