The V-Twin That Still Feels Built To Last
There are some motorcycle trends that we simply accept because they just feel right. For instance, Japan is known for making the world’s best inline-fours, and Europe has started its V4 dominance. In a similar fashion, America has always been known for building V-twins. Sure, Japan and Europe have their own versions of V-twins that do well, but they come with their own setbacks.
For instance, Suzuki’s 645cc mill is tiny by general V-twin standards, while KTM’s 1,345cc engine is so high-strung that reliability takes a back seat. Thus, when you talk about a V-twin that feels built to last, America is inevitably where we end up looking. And after some research, a 116ci powerhouse comes out on top in this regard.
What Built To Last Means In The V-Twin World
“Built to last” for an engine usually means something that can run effortlessly with regular maintenance. But the definition is a bit different in the large-capacity V-twin world. Considering they sit in cruisers and tourers, the engine should be able to withstand constant stress at freeway speeds while also being able to handle city streets once the highway ends. At the same time, it should have enough credible ownership data.
This immediately disqualifies several new engines from Harley-Davidson and Indian. For the former, the smallest of the lot is the Revolution Max 975T, which is a fully liquid-cooled setup. Above that is the liquid-cooled Revolution Max 1250 and Revolution Max 1250T duo, both of which are the brand’s most advanced powerhouses. That tech and their age (debuted in 2021) mean they are too new to be called “built to last”.
It’s a similar affair with the more traditional, air-cooled Milwaukee-Eight range. The 117 has just had a sizable update, and now comes in three trims. Classic is the least powerful, High Output is the most powerful, and Custom sits in the middle. Again, these are so new, there’s not enough data to support the longevity. Finally, we have the Milwaukee-Eight 121 VVT and Milwaukee-Eight 121 High Output, which suffer from the same issue.
That leaves us with Indian. The Chief-maker has considerably fewer engine options than Harley-Davidson, limited to the Thunderstroke 111, Thunderstroke 116, PowerPlus 108, and the newest PowerPlus 112. That works in favor of the brand, though, as it has kept one of its most reliable powerhouses on sale instead of overhauling the lineup like Harley.
The Indian Thunderstroke 116 Is Proven To Last 100,000 Miles Without Breaking A Sweat
Our pick here is Indian’s Thunderstroke 116 powerhouse. This is one of the world’s most credible V-twin engines of the large-displacement kind. You’ll find endless examples with six-digit mileage figures running perfectly with just the suggested service intervals and no major surprises of the wrong kind. A lot of that is down to its simple construction that focuses on getting the basics right rather than reinventing the wheel.
What Makes The Thunderstroke 116 Last So Long
Diving into that, the layout is where it starts. The 49-degree V layout helps ensure good balance between the two opposing cylinders, as they cancel out internal forces. So you’re looking at a smoother ride with less vibration. We all know high vibrations can speed up internal and external wear, so the reduced vibrations play a big role in the Thunderstroke’s stress-free operation.
Then, there’s the simple and understressed nature. The engine doesn’t chase high performance or bragging rights; instead, you get an air-cooled setup, two valves per cylinder, and a redline of just 5,400 RPM. The latter is lower than its arch-rival: the Milwaukee-Eight 117. All that helps Indian eke out a maximum claimed torque of 126 pound-feet (in its flagship tourers). Indian doesn’t publish horsepower figures, but independent dyno tests reveal around 85 horsepower at the wheel.
Finally, there’s the age. The Thunderstroke 116 has been in continuous production since 2019. That is long enough for Indian to iron out any issues and tweak internals for better dependability. So today’s Thunderstroke 116 is a well-polished product. That’s backed by Indian using it to power several bikes across the cruiser and tourer range. Some of the newest bikes in the lineup also feature this engine.
Straight from the factory, the new air-cooled V-Twin engine features a new high-flow cylinder head – delivering class-leading performance with 168Nm (126 ft-lbs) of torque. – Indian upon the Thunderstroke 116’s launch
The Thunderstroke 116 Can Be Found On A Handful Of Cruiser And Touring Bikes
What all motorcycles, you ask? Well, it starts with the Chief cruiser lineup. The Chief Dark Horse is the cheapest of the lot, followed by the Chief Bobber Dark Horse, Sport Chief, and Super Chief. The latest addition is the new-for-2026 Chief Vintage, boasting several design elements that mimic Indian’s old-school icons. All of these have the engine in a cruiser-specific tune to produce 120 pound-feet.
Then comes the touring range. The Springfield kicks things off, with both the Dark Horse and standard trims featuring the Thunderstroke 116. The Chieftain Limited is the next in the lineup, serving as the proper bagger option with the 116. That’s because Indian doesn’t sell the Challenger with this powertrain.
Finally, Indian also has a full-dresser with this powertrain: the Roadmaster. It’s offered in several flavors to cater different kinds of riders, namely standard, Dark Horse, Limited, and even Elite. 2026 also has an exclusive 125th Anniversary edition that sits at the top of the Thunderstroke 116 range, costing over $43,000. Regardless of the tourer or edition, all of these 116 engines have 126 pound-feet to support the extra heft.
Source: Indian
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