Motorcycle specifications Indian999 Scout Sixty 2020 Scout's word

Once taken over by the Polaris group, Indian enjoyed a fine renaissance, with top-ranking machines, premium+ positioning and elitist pricing. Once the brand's reputation was established, Indian set about widening its field of conquest. The brand wants to build volume and reach a wider audience. To achieve this, the key is to offer an entry-level machine at an affordable price. Indian's recipe? Take a Scout, downsize it, drop the price, make a few adjustments to the equipment on offer, and you've got the Scout Sixty. Fewer cm3, fewer watts, fewer euros, but no less Indian. And to further broaden its customer base, the Scout Sixty has been bridgable to 35 Kw for A2 licenses since 2017. That year also brought its share of fixes, with new shocks, better wiring integration, redesigned exhausts to improve the riding position, improved steering lock-up, and a cover on either side of the swingarm axle.

Without further ado, why the name Sixty? Because its engine cubes some sixty Cubic Inches. That's how American women talk. But as we don't understand their systems of measurement, we'll simplify things by pointing out that the twin measures 999 cm3. To fall below the 1,000 mark, the Scout's ultra-modern block loses 6 mm of bore. It remains a super-square engine with ribs measuring 93 x 73.6 mm, more focused on rpm than torque. And technological! It's surprising to learn that an American custom engine's pedigree includes liquid cooling, dual ACT, fuel injection and Ride-by-Wire. The technology is there, the power less so. By losing cubic capacity, the watts have dropped from 94 to 76 horsepower. A slap in the face. But that doesn't complicate the Sixty in any way, as its stud is in the upper middle of the class. The same is true for torque, with a maximum value of 9 mkg.
A peculiarity that some will see as character, others as a drawback: watts are sought much higher in the revs than on competing machines. As a result, there's less availability at the bottom, but more extension.
You lose trunk space, you bleed the gearbox. Bye bye 6 speeds. This Scout has lost its sixth gear. Don't think that Indian has reworked the transmission and tightened up the ratios to compensate for the machine's reduced power. No, just removed the six, that's all. Let's be honest: the block has kept enough muscle to offer some response.

However, the Scout Sixty's definition cannot be reduced to its displacement deflation alone. To bring down the price, Indian has removed a lot of chrome. On the engine, crankcases and amortos. The rims are less classy, the saddle swaps its fine leather for black sky... In short, all the glitz and glamour is gone, so that the bike can concentrate on the essentials.
And the main thing is to step on the toes of the Sportster. Faced with a 1200 Forty-Eight, the Scout Sixty has no reason to flinch. Faced with the Milwaukee badge and its metal-sculpted lines, the Indian asserts a freshness and visual tone that are just as striking.

Technically, the Scout Sixty is also light years ahead of Milwaukee's offering. Two aluminum frames anchor the engine at the bottom and steel tubes at the top. The frame holds the bike together very well, and the rest of the chassis calls for no particular criticism. Classic fork, two side shocks, 16-inch wheels with a large front tire and a small rear one, two brake discs... for the machine but per wheel. We'd have appreciated two brake discs at the front, to give the brakes a little more bite than usual. But does the Sixty want it that way? No, cruising and anticipating are written large in its specifications.

Sold for 10% less for 10% less displacement, the Indian Scout Sixty doesn't offer 10% less pleasure than the 1133. Both body and chassis are identical. Only performance and chrome are down a category. With its low center of gravity, its rigorous chassis and its temperament, the Scout Sixty is a kind of bridge between the traditional custom and the vintage roadster.

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