Driving report Indian Scout in MOTORRAD 12-2001

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Driving report Indian Scout in MOTORRAD 12-2001

Driving report Indian Scout

Born in the USA

The American Way of Riding: a lot of displacement, a lot of weight and ample dimensions. But this time not a Harley, but the Indian Scout.

Gone are the days when American street bikes were automatically called Harley-Davidson. Since the year before last they can also use the name again I.ndian hear. Sure, the brand with the chief on the fender, a great rival of the Milwaukee irons until the 1950s. In Gilroy, California, south of San Francisco, a young company has established itself and produces the stylish successors to the most famous Indian bikes. MOTORRAD was able to do a few laps with the Scout, the slender sister of the massive Chief, on site.

At first glance it looks damned like a Harley-Davidson, but so that there is no doubt, the brand logo adorns a number of components. On the tank, on the silencers, on the primary box lid, on the brake calipers, everywhere and swinging old-fashioned: Indian. Nevertheless, the proximity to the Harley cannot be concealed, as the heavy 45 degree V-engine comes from S & S. In turn, this company makes no secret of having copied the Harley Evolution engine. The 1442 cm3 engine with the single, lush 47.6 millimeter constant pressure carburetor, which – historically not entirely flawless – protrudes on the right between the cylinders, produces 75 hp. The old Indian Scout had him on the left.

The electric starter sets the big V in motion with an unhealthy-sounding, metallic rattle. The irregular tremor of the engine provokes nervous tremors on the chrome-plated 19-inch front wheel. You casually take a seat in the hollow seat, only 60 centimeters above the floor, and grab the twitching handlebars. Thunderstorm, that part feels heavy. The prospectus shows 265 kilos without fuel. The Scout pulls forward with a dull thud – Californian environmental regulations can’t be that strict. In any case, the sound of the two short silencers goes perfectly with the roaring, eight-cylinder vans and pickups that populate the arterial road towards Highway 101.

Until it has warmed up to some extent, the still virgin V2 produces a few violent misfires. The gears slide in fairly smoothly, an estimated 3000 revolutions are enough to shift up. An estimate, as I said, because the Scout stylishly dispenses with the rev counter. Likewise inevitably, the footpegs turned from solid aluminum are attached far forward. This is how the American sits on the motorcycle – like this, and never otherwise.
The hard shoulder of the driveway to the highway to the south is peppered with a few deep, ripped holes. The Scout rumbles over it without breaking through, with the softly sprung tail bobbing noticeably. Now full throttle. In no time at all, the speedometer on the tank shows 120 miles, a good 180 km / h. The Indian marches dead straight, no wobbling and no swinging, although the 30 kilogram steel frame gets by with a girder that is divided under the engine. A curiosity on the side: For the connecting pipe between the upper and lower beams, the Indian people do not use solid round steel in an engineering way. So, now, quickly, slow down again, driving too fast is expensive fun here in California.

Break at Pizza Hut. Although the work is practically around the corner, the Scout attracts a lot of looks. But it also looks sharp. Everything that is not painted in black metallic or – because it is made of aluminum – is polished, shines in rich chrome. The fork bridges, the lamp, the battery box, the rims and spokes. The teardrop-shaped, naturally chrome-plated air filter box is decorated with an Indian head. Beautiful details on every nook and cranny. Milled four-piston calipers ensure adequate deceleration of the front wheel. Whereby the stable telescopic fork twisted properly when braking sharply and the load missed a slight right-hand twist. The rear brake decelerates vigorously with a low center of gravity and a long wheelbase – 1.70 meters, and that’s not a misprint – let the rear wheel lock very late. Incidentally, the former helps the Scout to achieve an agility that would not have been expected of her because of her body. Almost handy, the heavy iron can be steered into the curves, in which it then pulls its path in a nice neutral way. As long as no bumps irritate the underdamped stern and thereby distract the whole Scout from the track.

Harley-Davidson certainly doesn’t need to worry too much about the competition. Indian production is far too small for that (see company profile on the following pages). Rather, you should see it sporty in Milwaukee. After all, competition is good for business.

Technical data – INDIAN Scout

Engine: Air-cooled two-cylinder four-stroke 45-degree V-engine, transverse crankshaft, one lower, gear-driven camshaft, two valves per cylinder, hydraulic valve lifters, push rods, rocker arms, dry sump lubrication, p&S-constant pressure carburetor, Ø 48 mm, contactless transistor ignition, no exhaust gas cleaning, electric starter, three-phase alternator 456 W, battery 12 V / 20 Ah. Bore x stroke 92.2 x 108 mm, displacement 1442 cm³, compression ratio, nominal power (ECE) 51.5 kW (70 Hp) at 5600 rpm Max. Torque 118 Nm (12 kpm) at 3800 rpm Power transmission: primary drive via chain, mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt. Chassis: single-loop frame made of tubular steel, split beam, telescopic fork, standpipe diameter 41 mm, triangular swing arm made of steel tubes, a spring strut, lying adjustable spring base, front disc brake, four-piston caliper, Ø 292 mm, rear disc brake, four-piston caliper. Spoked wheels 2.15 x 19; 3.00 x 16 tires 100/90 19; 130/90 16 Chassis data: wheelbase 1702 mm, steering head angle 58 degrees, caster 133 mm, spring travel v / h cA Dimensions and weightsL / W / H 2438/991/1245 mmSeat height 673 mmWeight dry 265 kg Permissible total weight 493 kg Load 228 kg Tank capacity / Reserve 19 liters Guarantee two Years with unlimited mileageColors black, Mojave, red, silverPrice incl. VAT 39,000 MarkImport: Jurgen Brand44227 DortmundTelephone 0208 / 8990210www.Indian.deE-Mail Info@indian.de

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