Checking out the stripped Indian Scout.
The bobber: stripped, plain, and saddled alone. That’s the 2020 Indian Scout Bobber Sixty. Sober with blacked out details, this cruiser lacks gleaming chrome, valanced fenders or fringes.
Clearly arranged brushed aluminum block lettering on the side of the tank and brushed metal veins on the motor are the only bright details that catch the eye. Although one of the smallest displacement Scouts in India, the Scout Bobber Sixty is still muscular, yet approachable.
The Scout Bobber Sixty is powered by the same 61ci (1,000cc) liquid-cooled V-twin engine seen in the Scout Sixty, and offers ample torque: 55.8 pound-feet measured in CW at 5220 rpm. While Indian has dropped one gear, compared to the larger 1,133cc six-speed Scout — The Scout Bobber Sixty’s transmission’s five gears are high, and frankly, that extra gear isn’t lost on the road. The first gear extends to about 40 mph before having to go into second. As the sweeping analog speedometer needle ascends at higher speeds, the remaining gears continue to stretch and deliver usable power that easily propels the Bobber at highway speeds and beyond. However, at around 4,000 rpm, things start to move, turning the cars and the landscape of the teardrop mirrors into a blurry, pixelated mess.
The clutch pull is heavy, but the required lever pull is short, so fatigue is not an issue. A firm grip on the meaty grips reminds me that I need to exercise more, as the concave riding posture created by the forward foot pegs, tracker handlebar, and low-rise seat fold me into a sail-like curve.
Long trips on the highway will get tiring. The reach of the bars and pegs is not a problem for my 6 foot frame, but finally my hunched back requires a rest after 40 to 50 miles, a problem that could be solved with a higher bar, but you will always be out of the box. wind in the cork.
The bobber seat alone is great on a lone wolf sort of, but the saddle’s otherwise well-padded square top digs into my tailbone significantly. With its stripped-down look, a bobber is not a touring machine; comfort is a nice thing to do, but style takes precedence over function in this bob-job.
Dual shocks are located at the rear and provide 3 inches of travel. This ride wears out quickly, causing the rear to rock up after bottoming out, reintroducing my butt to that solo seat with a jolt. On the other hand, the front suspension is firm and provides 4.7 inches of travel.
Passing slower traffic and hitting unexpected bumps, the 41mm telescopic fork happily absorbed bumps while keeping the end of the bike’s front tire under control and connected to the tarmac for the remainder of the step.
On wider turns, the fork is compound and when braking hard, the front camber was almost non-existent with well-controlled rebound damping, a stark contrast to the less-than-stellar rear suspension.
The torque machine shines when it comes to straight-line handling. Its stability is evident when you pull away from unsuspecting cars at a stoplight, eventually creating a runway on Main Street.
Slower, tighter maneuvers make your 553-pound girth (measured SALES ) and a lower ground clearance of 5.1 inches illuminates where the machine needs to be lifted in corners, with the peg scraping along the way even at moderate lean angles.
The thick Kenda K673 tires (130mm front, 150mm rear) provide great grip on the road and do not follow the ruts of the highway. The only caveat with a width …