2024 Indian Motorcycle Sport Chief Review

Sport cruisers are an interesting segment, often seen as a way for sport riders to slow down with style, or for cruiser riders to speed up… with style. If you’ve spent most of your life riding sportbikes, it might seem odd for a manufacturer to equip a cruiser with high-performance brakes and suspension, given the inherently relaxed ergonomics and limited lean angle. However, customers have spoken, with models like Harley-Davidson’s Low Rider S and ST selling in large numbers. For cruiser riders, the sport cruiser segment offers higher performance capabilities while remaining highly customizable and true to the culture they represent. Indian’s Sport Chief ($19,999) is an upscaled take on the brand’s 2022-updated Chief platform, with a dose of West Coast style. But are the factory upgrades worth the $5,000 price increase over the base model, or are you paying extra for styling and market positioning?

The 2024 Sport Chief comes equipped with Indian’s largest air-cooled engine, the Thunderstroke 116. This is the larger-displacement version of the same engine found in the Chieftain, Springfield, and Roadmaster touring platforms, now housed in a smaller and lighter chassis.

Both physically and visually, the Sport Chief’s engine dominates its appearance—and I mean that in the best way. It’s a massive engine tucked into a relatively small tubular frame, giving the bike a strong and muscular look. I’ve said for years that the Thunderstroke is the best asset Indian Motorcycle has in these platforms, and that holds true here, even with the updated frame and higher-quality components. It’s torque-rich with a great sound at idle but revs up smoothly and strongly in the riding range. Whether you’re lugging it or pushing it to redline, it’s always got something to give.

From the first crack of the throttle, torque comes on strong and quickly. It’s easy to get a little chirp from the rear tire when shifting quickly into second or even third gear. This low-rpm torque is great for passing on the highway or closing gaps while lane-splitting (this review is coming from California). Gearing is well designed, making it quick and easy to get up to highway speeds, and sixth gear feels just right when cruising at 75 mph—still responsive, without feeling like you’re lugging in a gear meant only for speeds over 100 mph.

Indian’s Ride Command operating system is housed in a compact 4-inch circular unit and is versatile, especially for its size. Riders can use hand controls or the touchscreen to switch between two gauge options, bike info, maps, and music. The main settings are accessed through one of four small buttons at the bottom of the screen, allowing riders to turn Traction Control on or off and switch ride modes. The system is easy to navigate and read, with no major shortcomings, and when the bike is off, the display turns black, mimicking a traditional round gauge.

Touring, Sport, and Standard modes are essentially just different throttle maps, as they don’t adjust the Traction Control (TC) or ABS. Touring mode slows throttle response to improve gas mileage, Sport mode delivers what feels like 30 percent throttle immediately, and Standard mode is my go-to, providing a smooth and predictable throttle response. I tried all three modes, set it to Standard, and never looked back.

A headlight cowl and 6-inch risers define the Sport Chief’s West Coast styling, positioning it as a key competitor to Harley-Davidson’s Low Rider S while adding a bit of factory-custom flair. The silhouette remains low, with the same geometry as the base Chief model, though the upgraded components significantly enhance the ride.

The fairing sits low, barely extending above the handlebars and hitting me mid-chest if I draw a straight line from the top of the windshield to my body. Louver cutouts on either side add a unique style, and there’s a sturdy metal mounting system clearly visible from the rider’s perspective. A gap between the handlebars and the front of the fairing, above the headlight, feels a bit awkward, but I’ve used it to stash a flannel, fanny pack, or even a burrito from time to time. If the fairing isn’t your style, it’s quickly removable with two bolts, taking about five minutes to return to the classic Chief style while retaining all the Sport model’s performance perks.

With mid-mounted foot controls and 6-inch risers, ergonomics are compact and aggressive, yet still comfortable enough for long rides. Foot controls are slightly forward of where you’d typically expect mids, allowing riders to shift their weight for high-speed cornering. At 6-foot-4, my knees bend at a comfortable angle.

Over the last few months, I’ve ridden more than 5,000 miles on this bike, including one 2,000-mile trip over six days, and I never had any complaints about ergonomics or wind protection—though the suspension was a bit stiff for extended highway cruising.

Key upgrades from the Chief to the Sport Chief include the larger 116ci engine, Fox piggyback shocks with 1-inch added travel, a KYB inverted front end, Brembo brakes front and rear, and a 19-inch front wheel. The Brembo braking components improve stopping power and enhance feel, allowing precise braking input to load up the suspension. The rear shocks are preload adjustable, while the fork is nonadjustable. The fork felt well tuned, but the shocks were a bit stiff on hard-edged bumps, which could be taxing on long highway rides.

In the canyons and twisty mountain roads, the Sport Chief is relatively nimble and quick to respond to direct steering input from the straight handlebars and risers. The 19-inch front tire tips into turns easily, and lines are held with just a bit of inside handlebar pressure. The suspension is smooth and composed here, even when the roads aren’t perfectly maintained. The stiffer rear suspension tune was appreciated during hard riding, as it maintained composure when pushed to its limits.

When choosing between the Chief and Sport Chief, it comes down to who you are and the type of riding you plan to do. If you’re a hard-riding adrenaline junkie, this is a great place to start. You get upgraded suspension and brakes, a 116ci engine, and a digital display absent on the base model. It would be hard to find inverted fork, Brembo brakes, and Fox shocks for the $5K price difference, though hardcore riders might lean toward fully adjustable suspension. And let’s not forget, with the Sport Chief, you’re getting the baddest dog in Indian’s yard. But when comparing the Low Rider S to the Sport Chief, there are more factors to consider, including aftermarket options.