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Indian Scout, Indian Roadmaster and Victory Magnum in the driving report

Polaris models 2015

Indian Roadmaster and Victory Magnum are coming in 2015. But that’s not all: With the Indian Scout, Polaris is also bringing a water-cooled power cruiser. We have already driven all three novelties.

Just a year ago, the Polaris group presented its two Indian models, the Chief and the Chieftain. After buying the company name Indian, both motorcycles were created out of nowhere in just 33 months of development. Driven by a powerful, 1,811 cubic, air-cooled engine developed by the subsidiary Swissauto. Now Polaris is stepping up: The I.ndian Scout with 1133 cubic meters is another model. And a clear declaration of war on the direct competitor Harley and its Sportster models.

Indian Scout, Indian Roadmaster and Victory Magnum in the driving report

Polaris models 2015

Indian Scout models of earlier decades built a reputation for being sporty, lightweight, and reliable motorcycles. They proved themselves not only in the war, but also on the race tracks of the world and – legendary – with the steep climbers in the "Wall of Death". Characteristic features of the Scout models were the low, comfortable seating position and large-volume V2 four-stroke engines with side valve control, also known as vertical valves. With this design, no valve control parts work in the cylinder head, which is why it is particularly flat. But let’s make it short: 94 years have passed since the first Indian Scout was presented. The new one has only the name in common with the old one. And – if you order the motorcycle like that – also the legendary color Indian Red. When the red rag fell off the machine on August 2, 2014 as part of the supporting program of the world-famous Sturgis Rally in South Dakota, it wasn’t just the journalists who were invited.

New Indian Scout with water-cooled V2

Everything was expected. An air-cooled engine. A frame made of steel tubes. Above all, however, a bike that is strongly based on history and that deserves the name “Modern Classic”. Just like Polaris had done with the Chief models last year. Puff cake!

Indian

Almost a century lies between the air-cooled flat head drive in the steel chassis and the water-cooled dohc-V2 in the aluminum frame.

The new Indian Scout is a modern motorcycle. The water-cooled V2 has a cylinder angle of 60 degrees, four valves and two overhead camshafts per cylinder. A balance shaft tries to eliminate vibrations, and in contrast to the Harley competition, the engine is designed with a short-stroke bore-to-stroke ratio of 99 to 73.6 millimeters. The frame consists of five massive cast aluminum parts, the three large main parts are connected with steel tubes above the engine and are screwed together. The whole thing looks as if it was made from one generous cast, behind which many hoses, cables and Bowden cables disappear. Cleverly done. And unconventional. For example, the huge water cooler is also hidden in the front part of the frame and cannot be seen at all from the side. Sounds brave and clever. And how does it drive?

Despite a remarkable 1562 millimeter wheelbase, the Indian Scout has become an extremely cute, because flat motorcycle that everyone classifies as manageable just by looking at it. The delicate solo leather seat ends at a height of 643 millimeters and the handlebars sit comfortably in the hand. Allegedly people between 1.60 and 1.80 meters should feel at home here, with additional accessories (special accessories) such as forward footrests and a lower seat, even pilots between 1.50 and 1.90 meters. One thing you have to know, however: anyone over 1.75 meters looks silly on the flat scout. Unfortunately, only motorcycles with American homologation were available for test drive for the world press. Which on the one hand means: They were not equipped with ABS. On the other hand: they had sound.

Extremely cultivated, hardly vibrates, pulsates pleasantly

A little more than they will have when they roll on European roads from January 2015. Incidentally, Polaris expects to be able to sell a third of its total production in Europe. After pressing the button, the engine bubbled expectantly in idle around 1100 rpm. Unfortunately, the hand levers are not adjustable. Otherwise, the 255 kilogram Indian Scout is easy to handle thanks to its low center of gravity. An impression that is immediately dampened because the steering angle is not particularly large.

From the very first few meters with the new Indian Scout, you can feel boundless trust. Low center of gravity, low and very relaxed seating position – and a drive that depends perfectly on the gas. The short-stroke engine flexes its muscles from as little as 2000 rpm and goes all out from 3500 rpm. He runs extremely cultivated, hardly vibrates, but pulsates pleasantly. The gear changes are precise, the shift travel is crisp and short with good feedback. Dainty female hands will perhaps curse while strolling around the city center: the clutch operation requires four fingers instead of two. Even with rapid overtaking maneuvers, you never need to turn over 5500 rpm. At 100 km / h the V2 turns around 3300 rpm in sixth gear. It feels like the optimal switching point is around 4000 tours when cruising quickly. But the short stroke can do more: if you want, you can turn it up to 8700 rpm. However, through the last quarter of the speed, the drive fights its way forward and vibrates annoyingly from 6000 rpm. Its maximum output of 100 hp (US version) is available at 8000 rpm, with a maximum torque of 98 Nm from 5900 rpm.

The pressure point of both brakes is fantastically crisp

So much for the data. And this is what it feels like: The drive is absolutely tame, hangs great on the gas and conveys the feeling of nonchalance in any situation. Regardless of whether you are strolling through towns at 2000 rpm in sixth gear or giving the twin spurs over ride-by-wire at 3500 rpm to overtake. Nothing ever seems stressful, everything happens as if shaken out of the much-vaunted sleeve.

The same goes for braking, by the way. The two discs at the front and rear with a diameter of 298 millimeters are never a mess. The pressure point of both brakes is fantastically crisp, the deceleration is completely convincing despite the no-name manufacturer of the brake calipers. The same applies to the steering behavior: the new Indian Scout steers just as easily as it is precise and relaxed. On the tire side, the Americans rely on Kenda K 673 – made in Taiwan. The rolling behavior and grip of these tires are inconspicuous, but the tires lack a little self-damping.

Indian Scout costs 12,990 euros

For better or worse, the suspension has to take over this job. Both the 41 fork and the very poor looking and reasonably chrome-plated shock absorbers perform it satisfactorily. However, a little more damping couldn’t damage the chassis. Apart from a few detailed solutions, the Indian Scout is well made and makes a valuable impression. And it should too, because with a price of 12,990 euros it is slightly higher than the 1200 Sportster models from ore competitor Harley.

Prognosis? Difficult to say how customers will react to the Indian Scout. Seen objectively, it is a great motorcycle that even novice drivers are well served. Compared to the 1200 Sportster models, it offers the better, more modern and sophisticated engine with more power for little more money. But the latter is also offered by some Japanese cruisers. Perhaps one should describe the American competitors in a more humane way: The Scout appears emotionally stable, well-trained, ambitious and conservative. A Harley Forty Eight, on the other hand, is disreputable, rude and rebellious. A nicer contrast could not have been produced. One can only hope that he will find enough fans.

Victory Magnum for 2015

Indian

Tea Magnum is not only available in the lime green shown, but also in black, gray and in a two-tone (red and white) Arlen Ness look.

Hardly a topic here in Germany, but the megatrend in the USA: excavators. You don’t know what that is? Baggers are custom bikes with integrated panniers, a low windshield and large front wheels. With the Magnum, Victory is jumping on exactly this train. Basically, the new one is actually a Victory Cross Country, some details of which have been changed: A mighty 21-inch wheel now rotates at the front, allegedly the largest that has ever been built into a standard excavator. You have to know: In the USA, custom excavators now roll with up to 30-inch front wheels.

Other differences to Cross Country: With a seat height of 640 millimeters, you sit 25 millimeters lower on the Victory Magnum, LED light is integrated in the headlight, the front fender has been changed, the spring travel is ten millimeters shorter, and there is at 100 watt sound system as standard. Incidentally, that works wonderfully. Even at 100 km / h per hour, the driver is still so loud that he can easily sing along to songs. But the lean angle is surprisingly large for a 309-kilo motorcycle with running boards, so that nothing stands in the way of a quick ride over the home route. Tea steering behavior is completely okay despite the large front wheel. The Magnum can be moved with surprising agility and precision.

Indian Roadmaster for 2015

Indian

With a dry weight of 408 kilograms and without reverse gear, some people should be careful where they park this machine.

The new Indian Roadmaster is clearly targeting one of the best-selling Harley models in the US, the Electra Glide. Indian tries with all means to dig the water from the competition. The new Indian flagship is based on the Chieftain model, but offers a larger windscreen and a luxurious topcase with an integrated backrest. This top case is so heavy that it has a negative impact on the Chieftain when it comes to handling. The new disc, on the other hand, is better than that of the sister model.

The driver sits as comfortably as on grandma’s good Sunday sofa, and the large leg shields ensure excellent weather protection. In addition, despite the integrated flaps that can be opened for cooling purposes, they provide strong protection against the wind. In short: the powerful, air-cooled 1811 cubic engine radiates its heat directly to the legs. It gets really hot at the inner-city stop-and-go. But the passenger is also more comfortable compared to the Chieftain, because here not only is the seat wider and heated, the running boards can also be screwed on in three positions. Despite its huge size, the luxury tourer drives relatively light-footed. The seat height is beautifully low at 673 millimeters, so that even those with short legs can get along with the flagship.

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