In the world of custom, the final belt drive is much appreciated and has not failed in Indian custom. Under the black cover at the top, the preload adjuster ring of shock springs. After decades of sleep, back in 2015 for the Indian Scout, a compact and powerful custom which introduces a whole new platform. Without appearing bulky or massive, the rest Scout (as any custom) rewarding, imposing enough, and very low with his saddle just 643 mm from the ground. Very balanced and intuitive for a custom, she lets take charge without special instructions. The instrumentation is rich enough to the genre: gear engaged, engine temperature, time, partial trips, but no gas gauge (stock control).
Handlebar controls are specific to the brand, the brake master cylinder as well. Too bad the levers "V" are not adjustable. No beam flasher will scroll information for the instrumentation to the index. The warning will activate by holding down the control indicators. Some cables and wiring harnesses are visible in places, such as around the lighthouse and the steering column. But overall, the finish is excellent and very well presented. The tank shape in no way hinders the knees. Autonomy can exceed 200 km cool driving. A legendary badge seems finally raised for good. In buffalo leather treated against the weather, the saddle is very comfortable.
Fire back to the old, but LEDs recalls elements of the Indian Springfield time. This v-twin hides behind its modernity superb foundries. Little hoses are visible, most cooling ducts are integrated into the block. Soft and docile at low speeds, but torquey well as powerful, this engine is a success. Its linearity, its discreet sound in the original exhaust and low vibration may disappoint thrill seekers "rustic". The pair of flutes Remus off a sound more "fat" than the original, but still discreet enough for the neighborhood as the driver. Despite fairly long deflections and a first a little noisy, the selection is quite smooth and precise as long as you pull the clutch very thoroughly. In the world of custom, the final belt drive is much appreciated and has not failed in Indian custom. Under the black cover at the top, the preload adjuster ring of shock springs.
The flexible set as the dampers, the fork tends to dive under braking. with his 2-piston caliper, braking is the custom fashion: little bite and relax enough in use. Second rule of the genre, the rear disc is a valuable ally on the "energy" braking. ABS is standard. Taking the well paved, relatively comfortable, easy but powerful. For a custom, the pleasant Indian Scout is not in exclusivity. Rigid, precise and incisive enough, the Scout is devilishly effective for the category. On rolling and well coated courses, flexible suspension of the Scout gives very nice feeling to sail on a glassy sea. With as little deflection, suspensions do with what they have. For gender, Scout yet manages to offer some versatility. But for those who want more consistency without falling into the Japanese blandness, the cocktail is very well balanced and quite lively finale. The typical posture hardly household sensitive back, even if there is much worse in the matter.
Technical sheet
Engine: Twin 4T water cooled, DOHC, 4 valves Displacement: 99 x 73.6 = 1133 cm3 Max power: 100 hp at rev / min Torque: 98 nm to 5900 rev / min Operation: electric starter Power: injection? 60 mm Clutch: in oil bath Transmission: 6-speed Frame: Aluminium Front suspension. : Hydraulic fork ø, deb. 120 mm Rear suspension. : 2 dampers, deb. 76 mm brake BC. : Disk ø 298 mm, 2-piston brake ar. : Disk ø 298 mm, 1 piston Tire BC. : 130/90 x 16; ar. : 150/80 x 16 Fuel capacity: 12.5 liters Length: 2311 mm Seat height: 643 mm Dry weight: 247 kg.
Chief Scout and emblematic duo of the past of the brand, have reemerged since 2015. Renaissance faithful to the values of the ancestors for the Indian Scout, a custom compact with a taste of performance. If the Chief (1200 cm 3 ) is still known as the generation of the ultimate Indian before 1950, it was the Scout (600 cm 3 ) most popular in its time. Lighter, agile and exploitable on then to the network, also less expensive, it shone on both road and competition. Same principle today, the Scout 2015 Polaris desired by the group is a "light" motorcycle. Finally, in the context custom course category that did not exist at the time. Understand that 258 kg fully fueled, she still weighs 120 kg less than Chief 1800 the standard in their respective segments.
His own style
Without appearing bulky or massive, the rest Scout (as any custom) rewarding and quite imposing. Very low too: it "descends" on the bike, sitting at 643 mm from the ground. Balanced line avoids cumbersome and especially enjoys a unique personality. We must recognize that Polaris designers widened head to get to this mixture of influences old and current technology, without imitating anyone. This is neo-retro that it is, and the Scout has the privilege of inaugurating a new technique based. Beautifully stylized old but fairly compact, the V-twin 1133 cm 3 is nothing backward-looking: Integrated box to block opening at 60 °, water cooled, 4 valves per cylinder and 4 camshafts head . 100 horsepower and 98 Nm, it keeps the margin development, which can develop up to 120 horsepower. Meanwhile, it is available in "downgraded" to 1000 cm 3 in the Scout Sixty, appeared late 2015. He then just 78 horsepower and 5-speed, but the couple remains consistent with 88.8 Nm achieved at lower diet. The Sixty has a price of € 1,650 less, not enough to tease the Harley-Davidson Iron 883 it says, but rather the Forty-Eight in 1200.
As the Chief or Victory in the frame gives pride to aluminum, rare in the middle. It comprises a front portion and rear loop aluminum joined by an upper spar steel, enhanced set by the carrier motor. The finish conceals some imperfections in the corners (horn, visible cables), but the perception of the whole remains excellent: metal mudguards, quality foundries, paint, mechanical ornate, beautiful saddle leather. From Plastic, the bowls are mirrors and turn signals.
The ordinary counting
By definition, the superfluous is not registered in the genetic code of the subgenus "bobber" which identifies the Scout. The equipment will therefore in essence, but the instrumentation is relatively provided. In the LCD window of the meter, there is time, a gear indicator, engine temperature, and a tachometer. Not very convenient to read, but who deserves to exist, it is displayed by scrolling information from the left comodo, index (no headlight flasher, even an inch). With no fuel gauge, do not forget to switch from time to time on the trip part. Add the warning, which operate with a long press on the indicator stalk flashing. Indian offers a number of accessories for the style (covers, chrome, wire wheels, etc.), or for useful: luggage carrier, windscreen, leather luggage, backsplash, and of course passenger seat. Not forgetting ergonomics, customizable: high or low saddle and handlebar controls. These items are available separately or in packs. In pure juice good American, you must first snoop at the bottom of the column to release the steering lock. Then look for the switch located on the left, highlighted in his pocket chrome emerging from between the rolls.
At the grip, one quickly feels a motorcycle (well) designed to fit tou (s) drivers. The small (s) are delighted by the very low seat and controls not too advanced that they can easily reach. At the other end of the chain, are large yet comfortable. One regrets that the lack of adjustable levers, slightly apart for our taste, and the heat in the right thigh by collectors. Very quickly, the ease of low speed for a custom Scout surprised. Balance is obvious, the front does not undertake, and the sensitive weight to the judgment does not weigh direction once underway. In this case, it is therefore amends the city, where the huge turning circle, however, requires a little advance.
The twin snorts in a manly sneeze through optional silent Remus. He settles on a smooth idle and a slight hiss typical of modern machinery, the exhaust emits a nice but fairly quiet gurgle. The tempo has nothing to do with that of twins tumbled Milwaukee, and the pulsations are more reasonable. Availability and flexibility at low revs are in fact copies. It starts from 2000 rev / min on all reports, and shows perfect docility under the throttle. This without knocking, but not without leaving out a few jolts of transmission down the tachometer. Here is a custom surprisingly conciliatory in town and / or in poor grip conditions. In ways that remind almost a machine Japanese (!), But the Scout has other tricks up his quiver.
Performs…
Starting with the absence of inertia and the beach unusual plans for a custom of this ilk. Ensue respectable performances that give the Scout a power-cruiser fragrance. This remains relatively linear and discrete issue noise and vibration, it is not an either hard arm, but the couple is very well distributed over the entire range. Whether to leave the winding mode, just ask. From 2 500 r/min, the twin pulls intersects with conviction and without forcing. It reveals all its punch a little higher, with a good ladle of torque between 3500 and 6000 rev/min, just after the peak of 9.8 Nm. The twin takes his tricks with surprising quickness, develops grim times, and a comfortable draw. 130 km/h meter in 6 th , he turns to 4 200 r/min or gently vibrate too, with a good margin below the handle. We are already well beyond the rate at which appreciates this type of motorcycle, but know it well takes us to 180 km/h. When accelerating, the trait or the attack, he is comfortable around this engine, which would fit on a road or a roadster. This is also the next axis probable development based on the Scout, seen at the heart of Victory Ignition concepts (EICMA 2015) and combustion (New York 2015).
Versatility?
Jolie perspective because the chassis supports handily comparison with the health of the engine. It is even pretty darn effective for the category. Rigid and precise, it keeps on agility road felt in the city, without the impression of vagueness forward common on this type of bike. Less convincing are the Kenda tires (branded Indian), elusive in the wet and slow to warm in these winter temperatures. The high speed stability is impeccable, and the Scout likes to treat the trajectory. From a strictly surprising for the genre, which encourages conduct rife especially as the ground clearance allows some jokes prior call to order. Of course, with as little movement, suspensions do with what they have. Dip the fork braking, damping on rough dirt road (Fox elements optional), Indian visibly favored flexibility. A good choice in the final because it preserves some comfort, while with as little movement, it is in any case difficult to make rigorous miracles.
The shock absorbers are therefore show considerate, pretending the bike drag on small imperfections. On well coated rolling course, the Scout and gives the pleasant impression of sail on a glassy sea. As long as one is careful to avoid too pronounced hollow sanctioned suddenly racket more or less according brutal pace. What the comfortable seat compensates a bit, but not ergonomics. The typical posture (straight back / front feet) hardly household sensitive back, even if there is much worse in the matter. Again, the results remain flattering for a custom "city": failing to cross the country, the ride will not run short. In this context, the tank allows a decent battery life. The consumption varies between 5 and 6.5 l/100 km depending on the environment (city, highway) and the driving style. No surprise however braking side: missing teeth, the system is sufficient to relax conduct, and the rear brake remains an ally. ABS is however not too likely.
Conclusion
Taking very well paved, relatively comfortable, easy but powerful, the pleasant Indian Scout is not in exclusivity. Except in terms of style, very successful: rewarding without appearing bulky, original without being totally atypical, the Scout has its charm all its own. Yet it manages to offer some versatility at the risk of sounding too polished for fans of raw sensations. But for those who want more consistency without falling into the Japanese blandness, the cocktail is very well balanced and quite lively finale. This bias of modernity also seems to work, the Scout has a very nice career start given its little WAN. And its price still not trivial, but finally consented legitimate given the development effort. Victory at home, the 5-year warranty is a strong argument. Source and photos by moto-infos.com.
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