Maybe the reason for this coolness lies in the cylinder design, for it follows that of the famous Daytona pattern engine in that the shape of the combustion head and valve ports have been in accordance with lessons learned during the extensive racing experience that the Indian concern has indulged in over in the States. The radiating fins, particularly around the exhaust ports, also are extremely deep, the combined result of all this being that the engine does not cook the rider's right leg, whilst, even after a "blind" on the level, the last twist of the left grip causes an appreciable acceleration on a hill.
It is in this matter of acceleration that the Chief most certainly excels. Fitted as it was with a moderately heavy touring sidecar (the Princess), it would attain a maximum speed on the level (new as it was) of about 50 m.p.h., but the most remarkable thing about this maximum speed was that it was quickly reached, i.e. it did not take a lot of �working up to�. Sidecar gear ratios were fitted, which meant that top was 5.3 to 1 (the solo ratio is 4.8 to 1), and this comparatively low top gear, combined with the vibrationless running of the engine, made it a machine on which it was seldom necessary to change down.
The necessity for coming off top gear when traffic dodging was still further minimized by the fact that the foot-controlled clutch was capable of being slipped indefinitely without any harm accruing. In fact, the friction-held pedal could be left in such a position as to allow of a slight amount of slip when picking up, without fear of burning out or seizing. The clutch plates consist of floating Ferodo rings, which provide the gripping - or slipping - material between the steel clutch plates proper. The clutch assembly is contained in what would be the large gearbox sprocket on a machine with orthodox chain transmission, but on the Chief (as on the Scout) this sprocket is a gearwheel, driven from the engine by skew-cut gears with an intermediate idler pinion, so that the only chain used is that from gearbox to back wheel.
Apart from that, the control of the Chief was natural and comfortable. The frame is not sprung, as on previous Indian big twin models, but a coil spring suspension to the saddle pillar, con�cealed in the seat post, makes for comfort in riding. The saddle, also, is well sprung, and is adjustable to suit different weights. The handlebars are wide, and afford a good grip of the machine, whilst the spring forks are of the usual Indian pattern, with scroll leaf spring. Hinged footboards and controls that come naturally to the hand and foot completed our saddle comfort.
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