I picked up my 2024 Indian Pursuit Dark Horse Icon in November 2025 — a 2-day ride home from Montreal in 3°C (37°F) weather, which was exactly the kind of baptism by fire this bike deserved. Since then I've put 10,000 km (6,200 miles) on it across New Brunswick, Quebec, Ontario, and multi-day rides — both solo runs and group tours with friends, including the ECIC Muskoka and several day rides with my local riding crew. Here's the honest report.
I paid $36,500 CAD for a lightly used 2024 Pursuit Dark Horse Icon with approximately 3,500 km already on the clock. New MSRP for the Pursuit Dark Horse in Canada runs $37,500–$47,600 CAD depending on trim and options — so the used market price made sense. If you're comparing US pricing online, note that the US market is roughly $36,000–$40,000 USD — a significant gap from Canadian dollars. Always confirm CAD vs USD when shopping.
The PowerPlus 108ci V-twin is the right engine for this bike. Smooth at highway speeds, with a satisfying low-end pull that makes passing effortless. At 120 km/h (75 mph), the Pursuit is relaxed — it has more to give without feeling stressed. The Stage 1 exhaust and Stage 1 air cleaner I've added bring out a better sound without dramatically changing the power character. It's a refinement, not a transformation.
After 10,000 km the engine feels exactly as it did new. No weirdness, no developing noises. The PowerPlus is a well-sorted unit.
My best sustained average is 5.8 L/100km (40.6 mpg US / 48.8 mpg UK), recorded on the 4,000 km (2,485 mile) ECIC Muskoka tour — loaded solo, mixed highway and back roads. In aggressive mixed riding around New Brunswick, I've seen it go to 6.5 L/100km (36.2 mpg US). At 5.8 with the 22.7L (6.0 US gal) tank, practical range is approximately 390 km (242 miles) before I'm looking for fuel. I plan stops at around 350 km (217 miles) to keep a comfortable buffer.
The stock seat is functional for up to about 300 km (186 miles) before it starts to talk to you. That's not unusual for a touring bike in this class. I'm running stock seat and stock grips — and while I've recommended aftermarket upgrades to other riders, I haven't made the change myself yet. A good riding position and regular stops manage it adequately for my style.
The wind management from the fairing is genuinely excellent. At highway speeds the buffeting is minimal. The Pursuit's full fairing and audio system make cross-province days much less fatiguing than a naked or adventure bike would be on the same route.
At 937 lbs (425 kg) running order — and easily over 1,100 lbs (499 kg) loaded for touring — the Pursuit demands respect at slow speeds. Parking lot maneuvers and tight spots require attention, especially on uneven surfaces. After 10,000 km I'm fully comfortable with it, but I remember the first few weeks being more deliberate than I expected. If you're coming from a lighter bike, give yourself a conscious adjustment period.
Tyres are approaching the point where I'll assess them seriously for next season. The stock Dunlop Elite 4s wear reasonably well but won't last forever at touring loads. Everything else — brakes, electronics, lighting — is functioning exactly as it should. The Ride Command infotainment system has been reliable and the turn-by-turn navigation is genuinely good for Canadian road networks.
Yes, without hesitation. I came from a 2020 Indian Roadmaster — 20,000 km (12,400 miles) in just over a year — and the Pursuit is a natural step up. It's a bigger, more capable, more feature-rich bike. The PowerPlus engine, the Ride Command system, the fairing and audio package — it's a genuinely excellent touring motorcycle that rewards long-distance riding.
Related: Indian Pursuit Touring Comfort Upgrades | ECIC Muskoka 2026 Trip Recap