Indian Pursuit: The Honest Pros and Cons After 3,000 km

I've owned the 2024 Indian Pursuit for one season and put about 3,000 km (1,860 mi) on it so far — mostly across New Brunswick backroads and highways. Before that I had a 2020 Indian Roadmaster, and I put over 20,000 km (12,400 mi) on that bike in just over a year. I came into the Pursuit with high expectations and a solid reference point. Here's everything I've learned — the good and the not so good.

This isn't a spec-sheet rundown you can find anywhere. This is 200,000 km (93,000 mi) of lifetime riding perspective, applied to one specific bike.

What the Indian Pursuit Actually Is

The Indian Pursuit is a full-dress touring bagger — same category as the Harley-Davidson Road Glide, the Honda Gold Wing, and the BMW K1600. It sits at the top of Indian's lineup and is built for eating miles in comfort, not corner carving. The 2024 model I ride has the PowerPlus 108ci engine, Stage 1 exhaust, Stage 1 air cleaner, and Indian mid-rise handlebars installed. That setup matters for context because bone-stock impressions will differ slightly.

Spec	Detail
Engine	PowerPlus 108ci (1769cc) V-twin
Power	122 hp / 128 ft-lb torque
Weight (running order)	937 lbs (425 kg)
Fuel tank	22.7 L (6.0 gal)
Real-world fuel economy	6.0–6.7 L/100km (35–39 MPG)
Real-world range	320–360 km (200–224 mi) per tank
Seat height	667 mm (26.3 in) — low-slung
Ride Command screen	7-inch touchscreen, Apple CarPlay

The Pros — What This Bike Gets Right

1. The PowerPlus Engine Is Exceptional

The 108ci PowerPlus is genuinely the best part of this motorcycle. It pulls hard from low RPM, it's smooth at highway cruise, and with Stage 1 mods the power delivery becomes addictive. Passing on two-lane New Brunswick highways is effortless — you crack the throttle and you're gone. After 200,000 km across everything from 250cc bikes to full-dress tourers, this engine stands out. It's not just big displacement — it's well-tuned.

2. Highway Comfort Over Long Distances

The ergonomics on a long day are legitimately impressive. With mid-rise handlebars I run a relaxed upright position — shoulders open, no forward lean, no wrist strain. The seat is firm enough to support you without going numb for the first couple of hours. On an 8+ hour day across Atlantic Canada, I step off feeling stiff but not wrecked. That's the benchmark for a touring bike.

3. Ride Command Infotainment

The 7-inch Ride Command touchscreen with Apple CarPlay is legitimately useful on the road. Navigation through CarPlay works well, music controls are accessible at a glance, and the interface responds at speed without too much fumbling. It's not perfect — the touchscreen in gloves can be finicky — but compared to no screen at all, it changes the touring experience meaningfully.

4. Wind Protection

The adjustable fairing and windshield on the Pursuit are among the best in the class. At highway speeds you ride in a proper pocket of calm air. Compared to my Roadmaster the Pursuit is even more wind-neutral at 110+ km/h. Atlantic Canada coastal roads can be brutal with crosswind — the Pursuit handles it better than almost anything else in its class.

5. The Look and Presence

This is subjective, but it matters. The Pursuit turns heads consistently. It's a purposeful-looking machine — the lines are tighter and more modern than the Road Glide, and the bagger-style rear end with integrated hard bags reads as polished rather than over-decorated. Riding into a gas station on a white Pursuit with auxiliary lighting, people notice. That's part of the experience.

The Cons — What Actually Bothers Me

1. The Weight Is Real

937 lbs (425 kg) in running order. That's a fact on paper, but it becomes very real at low speed — parking lot maneuvers, tight U-turns, backing into a spot on uneven ground. Coming from the Roadmaster (similarly heavy) I knew what I was getting into, but first-season riders switching from lighter bikes are often caught off guard. The Pursuit forgives you at speed; at 5 km/h it demands your full attention and both feet planted.

2. Tank Range Requires Planning

With a 22.7 L (6.0 gal) tank and real-world consumption of 6.0–6.7 L/100km, you're looking at 320–360 km (200–224 mi) of realistic touring range. In New Brunswick that's workable — there are stations frequently enough on most routes. But ride rural Nova Scotia or plan a push through Newfoundland's interior, and you need to plan stops deliberately. Don't let it get below a quarter tank on remote roads.

3. Hard Bags Are Awkward for Daily Use

The integrated hard bags look great and seal well. But the latching mechanism feels clunkier than it should on a bike at this price point. If you're loading and unloading at multiple stops in a day — gas station, lunch, hotel — the ergonomics of getting into those bags while wearing gloves gets old fast. A minor issue but a daily friction point.

4. Touchscreen Glove Compatibility

The Ride Command touchscreen struggles with gloves on. Not every time, not catastrophically — but enough that you'll find yourself pulling a glove off to hit the right button more often than you'd like. Indian has improved this over model years but hasn't fully solved it. In Canadian fall riding where you want heavy gloves on constantly, it's a real limitation.

5. Price and Parts Cost

The 2024 Indian Pursuit starts around $30,000+ CAD before dealer fees and accessories. That's not a surprise for a flagship bagger, but it means everything downstream costs accordingly. OEM parts, accessories, dealer labour — it adds up fast. The Stage 1 exhaust and air cleaner I installed were not cheap. Budget accordingly if you plan to personalize the bike.

6. Service Network in Atlantic Canada

Indian dealers in Atlantic Canada are thin on the ground. If something goes wrong on a long trip through rural New Brunswick or Newfoundland, you're potentially a long tow away from a certified dealer. Harley-Davidson's dealer network is denser and that's a practical touring consideration, not a knock on the bike's reliability. The Pursuit has been solid mechanically so far — but peace of mind on remote roads matters.

How It Compares to the Roadmaster

I owned the 2020 Indian Roadmaster for just over a year and put 20,000 km (12,400 mi) on it. The Roadmaster is a bigger, more traditional dresser — more chrome, more upright ergonomics, more "classic Indian" personality. The Pursuit feels modern and purposeful by comparison. The PowerPlus engine is a genuine upgrade over the Thunderstroke 116 in the Roadmaster — more refined, better fueling, cleaner power delivery. I don't miss the Roadmaster's engine. I do occasionally miss the Roadmaster's seat on very long days.

Who the Indian Pursuit Is For

The Pursuit suits experienced riders who tour long distances and want a modern, capable machine that looks as good as it rides. If you're coming from a Harley bagger, the Pursuit will feel familiar but sharper. If you're stepping up from a mid-size bike, expect a significant adjustment period with the weight. If you're buying your first touring bike and haven't ridden heavy bikes extensively — spend time on something lighter first.

After 3,000 km (1,860 mi) in its first season, the Pursuit hasn't disappointed me on anything fundamental. The cons I listed are real but they're the friction points of any full-dress bagger, not flaws unique to this bike. The engine alone is worth it.