The Bagger Showdown: An Overview
Few rivalries in motorcycling are as classic – or as fierce – as Harley-Davidson vs. Indian. In the world of heavyweight touring cruisers (often called “baggers” for their hard saddlebags), these two brands go head-to-head like heavyweight boxers. Our contenders: The Harley-Davidson Road Glide Special and the Indian Challenger. Both are decked-out V-twin touring machines with frame-mounted fairings, big comfy seats, floorboards, and a swagger that’s distinctly American. Yet, they take slightly different approaches under the surface.
At a glance, the Road Glide Special flaunts the iconic Harley style: a sharknose fairing with dual headlights, stretched saddlebags, and that unmistakable Milwaukee stance – long, low, and dripping with attitude. It’s powered by Harley’s Milwaukee-Eight 114 engine (1,868cc) in this Special trim, and it carries the bar-and-shield legacy proudly. The Indian Challenger, meanwhile, looks modern and a bit more aggressive. Its fairing also cuts through the wind with a similar silhouette, but a single LED headlight and sharper lines give it a contemporary twist. Under the hood, the Challenger packs Indian’s PowerPlus 108 engine (1,768cc), a liquid-cooled motor bristling with technology and boasting higher output numbers on paper than the Harley.
These bikes are large – both north of 800 lbs wet – and they mean business for covering miles. Over the course of a multi-day road trip, we swapped between them on highways, backroads, and city streets to gauge their performance in key areas: engine and power delivery, comfort and handling, features and tech, and that hard-to-define factor of style/character that often sways cruiser buyers.
Engine and Performance
The heart of any bagger is its V-twin engine. Here, the Harley and Indian diverge in philosophy.
The Harley Road Glide Special we tested comes with the Milwaukee-Eight 114 cubic inch engine. This air/oil-cooled V-twin is the epitome of Harley’s traditional approach: pushrod valve actuation, lots of low-end grunt, and a loping idle that literally shakes the bike with each potato-potato firing. It’s rated at around 90 hp and 119 lb-ft of torque (Harley doesn’t advertise HP, but independent dynos put it roughly there). On the road, the M8 114 is all about that torque. Just off idle, it’s pushing triple-digit torque to the rear wheel, which means the Road Glide surges forward with authoritative ease. Rolling on the throttle at 60 mph in top gear feels like engaging a freight train – there’s a strong, steady push without needing a downshift. It’s a relaxed power: the big twin thumps at around 3,000 rpm at highway speeds and has an effortless, understressed feel. Try to rush it to redline, and it signs off early (around 5,500 rpm) with most of the party happening below 4,000, but that’s fine – it encourages a laid-back, short-shift riding style. Notably, the Harley’s engine is air-cooled, so in stop-and-go traffic on a hot day, you will feel some heat on your legs (the bike cleverly can shut off the rear cylinder at idle to mitigate this, which we noticed working when stuck at a long light – a subtle change in exhaust note as it transitions to single-cylinder idle).
In contrast, the Indian Challenger’s PowerPlus 108 is a thoroughly modern V-twin. It’s liquid-cooled, has single overhead cams, and revs higher. Indian claims about 122 hp and 128 lb-ft of torque from this engine – significantly more horsepower than the Harley. Firing it up, it’s smoother at idle (thanks to liquid cooling and likely balance shafts). There’s still a solid rumble – it’s a 60-degree V-twin with a rumbling pulse – but it doesn’t shake the bike as noticeably. On the road, the Challenger flat out moves. Twist the throttle and it pulls away with a gusto that honestly surprised me for an 800+ lb bagger. It revs freely past 6,000 rpm, and there’s a noticeable top-end kick the Harley lacks. For example, a spirited roll-on from 50 to 90 mph happens a blink quicker on the Indian – you feel that extra horsepower especially in the upper midrange and top end. It’s almost sporty in the way it likes to rev. The trade-off is that the Indian’s power delivery, while plentiful, feels more refined and less brute. It doesn’t have the same thudding pulse down low that the Harley does. Some might describe it as more “metric” in feel – it’s smooth and quick, but doesn’t shake your soul at every stoplight with traditional V-twin vibes.
In practical terms, both bikes are easily capable of illegal speeds and effortless two-up, fully-loaded passing power. Up steep grades, the Harley required maybe a downshift if I was lugging in sixth and wanted a quick pass; the Indian could often just roll on in sixth thanks to a slightly broader high-end. The Harley, conversely, had such a tidal wave of torque down low that pulling away from a stop with heavy cargo felt a touch easier without revving it out.
Notably, the Indian’s liquid-cooled engine handles heat much better – stuck in the same traffic jam, I noticed far less roasting of my thighs on the Challenger than on the Road Glide. On a cool morning, you also notice the Harley has more of that mechanical “character” – the Indian by comparison purrs more (in its big cat way) whereas the Harley shakes at idle reminding you of each combustion event.
It’s a bit of a classic choice: traditional muscle vs. modern performance. Harley’s engine gives you the visceral vibe and that big low-end, while Indian’s gives you higher performance metrics and smoothness. Neither is “better” outright – it depends what you want from the heart of your bike.
Chassis and Handling
Baggers aren’t sportbikes, but they’re expected to handle well enough to inspire confidence on scenic winding roads. Here too, these two have distinct personalities:
The Harley Road Glide Special uses a steel frame with the engine rigid-mounted as a stressed member. It has a frame-mounted fairing (like the Indian, this is key – it means the wind isn’t steering the handlebars as it would on a fork-mounted fairing bike). At around 820 lbs in running order, the Road Glide is heavy, but Harley managed to keep its center of gravity fairly low. The result is a bike that, once moving, feels surprisingly balanced. In a straight line or long sweeper, it’s supremely stable – a true highway king. We encountered some fierce crosswinds and passing big rigs on I-5; the Road Glide barely flinched, tracking straight and true. Turn-in on tighter corners requires deliberate input – you’re mindful of that weight – but it’s predictable. You ease it into a lean, it holds the line steadily. There’s a 19-inch front wheel and a fat 18-inch rear, which contribute to that stable, slightly slower steering. Mid-corner bumps are absorbed well by the Harley’s suspension which, while relatively short-travel (just under 5” front and 3” rear), is tuned on the plush side. So it glides over mild road imperfections without upsetting the chassis.
Push the Road Glide harder, and you’ll find the limits not in grip (the tires are decent Dunlops and the chassis is stiff enough) but in ground clearance. Harley quotes about 32° of lean before touch-down. In practice on a tight mountain hairpin, I did kiss a floorboard on the left side (startling me with the metal scrape). The bike will remind you it’s not a sport tourer by gently levering up if you really overcook a turn. That said, for 95% of normal riding, you won’t reach those limits. The Harley rewards a smoother, easygoing cornering style – slow in, enjoy the torque out.
Now, the Indian Challenger has a cast aluminum frame and also a frame-mounted fairing. It’s slightly lighter (around 805 lbs wet) and it shows in handling. This bike feels a tad more agile and responsive. In quick transitions – think a set of S-curves – the Challenger switches side to side more readily than the Harley, which needs a touch more coaxing. Part of this could be geometry and weight distribution, and possibly the inverted front fork Indian uses (Harley’s is a conventional 49mm fork). The Challenger also sports slightly more rear suspension travel (4.5”) and tauter suspension tuning. The result is a firmer ride than the Harley – still comfortable, but you notice road texture a bit more. The plus side is when cornering aggressively, the Indian felt more planted and there was less floorboard scraping. You get about 33° of lean (right) and 31° (left) on the Challenger – I only grazed a peg feeler once, when really pressing on. For context, it leans about a degree or two more than the Harley in right turns (exhaust side limits right lean a bit on the Indian, interestingly).
Where the Indian really impressed was during spirited riding: I could carry a bit more speed through a set of sweepers before the chassis would protest. It holds a line neatly, and thanks to a solid Brembo braking setup (radial 4-piston calipers, comparable to Harley’s Brembo units), slowing it down was drama-free. The Indian’s brakes felt slightly stronger initially – could be pad compound or the radial master cylinder providing sharper bite – but both bikes have strong brakes with standard ABS.
Maneuvering at low speeds (U-turns, parking lots) can be a challenge on any big bagger, but both did fine with some practice. The Harley’s bars sit a bit higher and wider (mini-ape style on the Special), which gave me leverage. The Indian’s bars are somewhat narrower. The Challenger’s clutch engagement is a bit more abrupt, whereas the Harley’s clutch is super forgiving (and cable-actuated vs Indian’s hydraulic). I stalled the Indian once doing a tight feet-up turn – entirely my fault, but it underscored that the Harley’s low-end fueling and clutch feel are very easy-going for creeping along.
One more chassis note: Ride quality on the highway. The Harley, with its slightly softer suspension and possibly more mass on the fork, gave a wonderfully cushy interstate ride. The Indian’s firmer setup transmitted some of the concrete expansion joints to my backside – not harshly, but I felt them more. However, that firmer setup likely contributed to the Challenger feeling more composed through rougher canyon sections at speed. It’s a trade-off. Neither bike is uncomfortable (far from it, they are both touring machines), but if I had to pick one for an endlessly straight, bumpy highway, I’d take the Road Glide. For a twisty, smooth mountain road, give me the Challenger.
Comfort and Long-Distance Ergonomics
One of the main reasons to choose a bagger is comfort for long miles. Both of these machines have clearly been designed with rider (and passenger) comfort in mind, yet they each have a unique feel.
Seating and Ergonomics: The Harley Road Glide Special has a low seat (around 26.1 inches laden). It’s wide and plush, with a slight bucket shape that locks you in place nicely during acceleration. Hours into a ride, I had no complaints about the cushioning. The riding position is classic Harley touring: feet forward on roomy floorboards, arms up and out gripping the tall-ish handlebar, back straight. It’s a commanding posture and allows you to stretch out a bit. After a full tank (around 200+ km of riding) my knees were at a comfortable angle, and I appreciated being able to move my feet on the large floorboards to vary pressure points. Passenger accommodations on the Road Glide Special are decent – a broad rear seat and mini floorboards (or pegs, depending on options) – though without a backrest or tour trunk, the passenger is holding on to you or the grab rail.
The Indian Challenger seat sits slightly higher (26.5 inches laden) but still very low by motorcycle standards. It too is broad and supportive – if anything, it felt a tad firmer than the Harley’s, which some riders may prefer to avoid sinking in over time. The Challenger’s ergos are similar but with subtle differences: the reach to the bars is a bit shorter and lower, which might be easier for riders with shorter arms. My arms were at chest height on the Indian vs shoulder height on the Harley. Both are comfortable, just slightly different vibe – the Harley gives you that “fists in the wind” cruiser feel, the Indian a more neutral reach. Leg placement is virtually the same – big floorboards to place your feet, and plenty of room. One thing I liked on the Indian was the shape of its tank/fairing junction when I put my feet up on the highway bar pegs (accessory crash bar with footrests) – I could lean back against the slight bolster of the rider’s seat and stretch my legs out on the highway pegs and felt very comfortable cruising super-slab. The Harley can be set up similarly; our test bike didn’t have highway pegs, but assuming you add them, the effect is the same.
Wind Protection: Both bikes have frame-mounted fairings that do an excellent job of blocking wind pressure from your torso, which reduces fatigue. The Road Glide’s fairing has a low-profile smoked windscreen (about chest-high on me). It looks cool, but honestly, it’s mostly for show – the wind hits about mid-helmet for me (5’10” tall). On a windy day, I got some buffeting around the helmet from the airflow. Many Road Glide owners opt for a taller aftermarket windshield if they tour a lot. The upside of the low screen: around town or in hot weather, you get more airflow and a nice sense of openness.
The Indian Challenger comes stock with an adjustable windscreen (power-adjustable on the Limited/Dark Horse models, manual on base model). Our Dark Horse had a button on the switchgear – push it and the screen whirrs up about 3-4 inches. Fully raised, it directed airflow over my helmet, significantly reducing wind noise and turbulence. I found that feature extremely useful – in the morning chill, I had it up; in the afternoon heat, I lowered it for more breeze. This is a big tick in Indian’s favor for long-distance riders. With the screen up, the Challenger’s cockpit was a quiet bubble (by motorcycle standards). Both bikes have lower fairings available (stock on some Harley Tour-Pak models, optional on these models) which can further block wind and rain on your legs; our test units didn’t have them, so leg wind exposure was similar on both.
Suspension Comfort: As mentioned, the Road Glide is tuned a bit plush. On the highway, it’s Cadillac-like – it soaks up expansion joints and minor potholes with a gentle rocking motion. The Challenger’s firmer setup means you feel those more, though it’s by no means rough – just not as cloud-like as the Harley. Over a really beat-up backroad, the Indian’s better damping kept the chassis more composed (the Harley can get a tad bouncy in the rear on big bumps due to shorter travel). Both have rear preload adjusters (remote hydraulic on the Indian, a knob behind a side cover on the Harley) to dial in sag for luggage/passenger – important for comfort and handling when loaded.
After ~300 miles in a day swapping bikes, I concluded I could happily iron-butt either of these machines. The differences in comfort were minor: the Harley’s saddle and ride maybe slightly more cush for the long haul, the Indian’s airflow management and seating position perhaps a little more to my liking. Personal fit will decide a lot – some riders may prefer one’s ergonomics over the other.
Technology and Features
Gone are the days when American baggers were just raw iron and chrome. Both the Road Glide Special and Indian Challenger are decked out with modern amenities.
Dashboard and Infotainment: The Harley Road Glide Special features the Boom! Box GTS infotainment system. Set in the fairing, a color touchscreen (~6.5 inches) offers navigation, audio (with Bluetooth and USB connectivity), phone integration, and various bike info. It’s reasonably intuitive, and Harley has included Apple CarPlay if you plug in an iPhone (Android users currently have to rely on Bluetooth only). Sound-wise, our test bike had the standard audio and it was loud enough at cruising speed to enjoy tunes (at 80+ mph with a half helmet, music was audible but naturally the wind competes). The interface can be controlled via touch or joystick toggles by your thumbs, which is convenient when riding. The display also shows handy trip data and even tire pressure monitoring if equipped. Harley’s system is polished and has been refined over years – it only glitched once when my phone had a connection hiccup, but otherwise was solid.
The Indian Challenger comes with RideCommand, their infotainment suite, on a 7-inch touchscreen. This system is also feature-rich: navigation, Bluetooth, vehicle data, etc., and it adds something neat – it integrates with an optional radar system (on some models) for rear blind-spot detection. In our test bike, little LEDs in the mirrors would light up if a car was in your blind spot – a great safety feature that the Harley lacked. The RideCommand was easy to use, slightly more responsive to touch than Harley’s (perhaps due to being a newer design). The screen is also larger, which I appreciated for maps. I did notice the Indian’s menus had a bit more of a learning curve – more sub-menus vs Harley’s more straightforward layout – but after a day I got the hang of it. Audio on the Indian was on par with Harley’s – maybe a tad clearer at highway speed, perhaps due to how the fairing directs sound. And yes, the Indian also offers Apple CarPlay now (with recent updates).
Lighting and Visibility: Both bikes have full LED lighting. The Road Glide’s dual LED headlights throw a broad spread at night – it was like two glowing eyes, pretty iconic and very effective for coverage. The Indian’s single LED was equally bright in our night ride – with a slightly more focused beam down the road. Both have LED turn signals (though Harley still uses the separate amber pods while Indian integrates small LEDs into the fairing). At night, each bike’s distinctive lighting earns style points: cagers definitely notice the unusual light signatures.
Rider Aids: Harley offers RDRS (Reflex Defensive Rider Systems) as an option on the Road Glide Special. Our test unit had it. This includes cornering ABS, linked braking, traction control, and even a drag-torque slip control (to prevent rear wheel hop on abrupt downshifts) and hill-hold control. It’s a comprehensive safety suite quietly working in the background. I honestly didn’t feel these aids intervene – which is good. Traction control did flash once accelerating hard over a wet patch (rain-slicked road after a drizzle) – the bike just kept hooking up without drama, so kudos there. Hill-hold (activated with a firm brake pull) was nice when stopping on a grade – the Harley stayed put until I eased out the clutch.
The Indian Challenger also has a form of cornering ABS and traction control (part of its Smart Lean Technology that uses a Bosch IMU). It too was unobtrusive. Launching hard or braking deep, the Challenger remained composed. Neither bike is the type you’d typically push to the point of needing traction control in dry conditions, but it’s comforting that both brands have brought their big tourers into the modern era with these aids.
A unique feature on the Indian: as mentioned, Blind Spot Detection (standard on Challenger Dark Horse and Limited). I noticed in my mirrors a couple of times the amber light illuminated, alerting me to a car lurking over my shoulder. It’s subtle (doesn’t flash aggressively or make noise) but definitely drew my attention. This is tech borrowed from cars that I suspect we’ll see on more bikes – and Indian is ahead of Harley here as of now.
Cruise Control: Both bikes have it standard. Both work flawlessly – set it and your big twin burbles along, no need to hold the throttle. An essential feature for touring, obviously present and accounted for on both machines.
Storage and Convenience: The Road Glide and Challenger both come with roomy locking saddlebags. The Harley’s lids open outward (away from the bike) on hinges – one-touch lever and they pop open. The Indian’s open from the top (clamshell style) – they’re also one-touch via a nicely damped hinge. Both fit a full-face helmet (just about) or a bunch of gear. I personally found the Indian’s top-loading a bit easier to access when the bike was loaded with more stuff on top of the bags (tent, etc.), whereas the Harley’s side-opening can be tricky if you have something strapped on the passenger seat. Minor detail – many riders get a luggage rack or Tour-Pak trunk anyway for serious touring.
Harley does not have electronic locks on the Special (you use the key fob or a button on each bag to lock). Indian’s bags can be locked via a button on the tank console or the key fob – convenient when walking away from the bike.
Both bikes have USB charging ports (Harley inside a fairing pouch, Indian on the dash). Fuel range is similar: roughly a 6-gallon tank each, and we averaged about 40 mpg on the Harley, 37 mpg on the Indian (likely reflecting the Indian’s higher power output and our heavy wrists). Either way, 200+ miles per fill-up is doable if you’re gentle, around 180-190 miles if you’re pushing them fast – not bad for big cruisers.
Verdict: Different Routes to Bagger Greatness
After hundreds of miles in the saddle of these two heavyweight baggers, one thing is clear: both the Harley Road Glide Special and the Indian Challenger are outstanding touring motorcycles. Each can munch miles with ease, carry all your gear, coddle you in comfort, and plaster a grin on your face when you crack the throttle. Deciding a winner really comes down to personal priorities and brand affinity.
Choose the Harley Road Glide Special if you crave that classic Harley experience. Its strengths lie in a charismatic engine pulse, a slightly plusher ride, and that deep-rooted heritage and dealer support network. The Road Glide’s handling is confidence-inspiring and it has a distinct feel that Harley faithful will describe as having “soul.” It’s a bike that makes you want to put on classic rock and just eat up Route 66. Plus, Harley’s extensive catalog of accessories means you can customize the Road Glide endlessly – whether you want more performance, more comfort, or more style, there’s an upgrade for it. There’s also something to be said about Harley’s community; ride a Road Glide and you’re part of a very large family on the road, which some riders highly value.
Opt for the Indian Challenger if you’re interested in a more modern interpretation of the big V-twin tourer. It offers measurable advantages: more peak power, slightly sharper handling, and advanced features (power windshield, blind spot monitoring) out of the box. The Challenger comes across as the choice for riders who want the comfort and presence of a bagger but aren’t as concerned about tradition – or who outright want the performance edge. It’s a bike that can thunder down the highway and then surprise sportier bikes in the twisties, all while delivering high-tech conveniences. Indian’s brand is steeped in history too, but the current bikes exude a more contemporary vibe, which will appeal to riders who find Harley’s formula either too familiar or not progressive enough.
In terms of comfort and long-distance ability, it’s almost a draw. The Harley might have a slight edge in stock seat comfort and that magic carpet feel, while the Indian wins in wind protection and high-speed composure. Passenger comfort was reported as good on both by a co-tester, with maybe a nod to Harley’s seat foam, but both would benefit from a passenger backrest for true 2-up touring happiness.
One cannot ignore brand experience: Harley-Davidson, with its huge dealership network and community events (and yes, mystique), versus Indian’s smaller but growing network and perhaps more “underdog” appeal. Some will choose based on that alone – and fair enough, motorcycles are an emotional purchase.
For this baggers battle, the real winner is the rider who gets to choose between them. We’re in a heyday of American cruisers where you truly can’t go wrong. Ride both if you can. The Road Glide Special will seduce you with its rumbling handshake and laid-back confidence. The Challenger will entice you with its muscle and tech-savvy charm. It might just come down to whether you see yourself more as a traditionalist with a modern twist, or a modern rider with a nod to tradition. Either way, you’re in for one glorious ride on the open road, rumbling V-twin beneath you and horizon ahead.
